EP3497005A1 - System and method for displaying at least one characteristic power value - Google Patents

Abstract

The invention relates to a system for displaying at least one characteristic power value, which comprises a vehicle (1), which has a plurality of vehicle components, such as an electric motor (68) or a treadshaft sensor (67), each of which are designed to capture sensor data and to provide said sensor data, for example via a bus (61), and a vehicle module (40) which has a storage device (44) for storing sensor data and an inner module communication device (42), which is designed to capture the sensor data of at least some of the plurality of vehicle components and to store said sensor data in the storage device (44). The invention further relates to a computing unit (45) which is designed to calculate at least one characteristic power value of the vehicle using at least some of the stored sensor data (44) and an external vehicle communication device (41), wherein the vehicle module (40) is designed to transfer at least the characteristic power value to a mobile terminal device (10) using the external vehicle communication device.

Description

 System and method for displaying at least one performance characteristic

description

The invention relates to a system and a method for displaying at least one power value.

Battery-powered vehicles, especially electric bicycles (so-called e-bikes), enjoy great popularity. Other electric vehicles have also gained a great importance in road traffic (eg electric vehicles)

Small vehicles or off-road vehicles). There are several manufacturers who

manufacture appropriate battery-powered vehicles. The used

Components or vehicle components are sometimes very different. Some manufacturers allow you to communicate with individuals

Vehicle components and / or component groups. However, a uniform solution for communication with the vehicle components is not known. This complicates the development of applications based on information provided by the vehicle components.

Furthermore, various vehicles are known in which some performance characteristics, eg. Range of the vehicle or user performance, and others

Information, e.g. current speed, average speed, kilometers driven, on proprietary displays that are mostly part of the vehicle. These solutions are expensive and no longer up-to-date, since they are usually not further developed or none

Software update gives. There is a trend for such information to be displayed on mobile devices such as smartphones and / or tablets, since in that case it is possible to take the collected data with them, share them with friends and further evaluate them on other devices. In this context, however, it should be noted that the

Evaluation of possibly obtained data of the vehicle by the mobile terminals is relatively difficult, since many data are very vehicle-specific are . For example, the range of a vehicle depends not only on the

Level of the battery, but also from the efficiency of the drive system and the operating range and efficiency of the electric motor used. The power provided by a user on an e-bike depends only to a small extent on the average speed traveled or the

Cadence.

Based on this prior art, it is the task of the present

The invention provides an improved system and method for displaying at least one performance characteristic. In particular, should appropriate

Performance characteristics are determined relatively accurately.

The object is achieved by a system according to claim 1 and by a method according to claim 7.

In particular, the object is achieved by a system comprising:

- a vehicle, in particular a bicycle, comprising:

 o a variety of vehicle components, eg. B. an electric motor or a Tretwellensensor, each of which is adapted to detect sensor data and to provide these, for example via a bus;

 o a vehicle module, comprising:

^■ a memory device for storing sensor data;

^■ an internal vehicle or module communication device ^{configured to} receive the sensor data of at least some of the plurality of

 Vehicle components, in particular via the bus or wireless, z. B. via Bluetooth, to capture and store in the memory device;

^■ a computing unit, which is designed to, under

 Use at least some of the stored ones

 Sensor data to calculate at least one performance characteristic of the vehicle;

^■ one, especially for wireless communication

trained, exterior vehicle communication device; wherein the vehicle module is adapted to at least the

 To transmit power rating using the vehicle exterior communication device to a mobile terminal.

The terms "inner" and "outer" are not intended to be limiting in relation to the vehicle communication devices. They merely serve to delimit the two vehicle communication devices from one another and could be replaced, for example, by the terms "first" and "second".

A particular advantage of the system according to the invention is that the vehicle module of a direct communication of the mobile terminal with the components of the vehicle is interposed. The vehicle module thus has several functions. On the one hand, the vehicle module as a standardized - standardized interface between the mobile terminal and the

Vehicle, in particular serve individual or all components of the vehicle. On the other hand, the vehicle module makes it possible to filter existing data by filters and to correct offsets (for example, an offset error of the

Pedal torque sensor are detected over an angle of 360 ° and corrected by an angle-dependent compensation curve). Preferably, the data is stored and / or evaluated over a longer time so as to determine performance characteristics. The calculated performance characteristics can refer to sensor data that has been evaluated over a longer period of time. Furthermore, vehicle-specific parameters can be taken into account in the evaluation. Thus, much more accurate evaluations can be made than would be possible by a mobile terminal that is directly connected to the vehicle components. The performance characteristics are thus more precise and, if necessary, more meaningful.

In one embodiment, a wireless communication, for example via Bluetooth or Wi-Fi, with the mobile terminal. The establishment and maintenance of a corresponding communication are relatively complex on the part of the mobile terminal. The running time of the mobile terminal can therefore be severely limited by maintaining a corresponding wireless communication. The vehicle module according to the invention makes it possible to buffer data, so that there is no need for continuous communication between the mobile terminal and the vehicle module. A query The data may be provided by the terminal at longer intervals, such as in 20 second or 30 second intervals. At least some of the information obtained, for example an average speed or a level of a battery, can be transmitted less frequently. Furthermore, already evaluated performance characteristics can be transmitted. That is, the data to be transmitted or sensor data can be due to the

Significantly reduce the evaluation by the vehicle module. Through this

Data reduction, the batteries and the storage capacity of the mobile device can be spared or relieved.

Furthermore, corresponding radio links are limited in terms of their bandwidth and interference, so that a (pre) evaluation and (pre-) suppression by the vehicle module has the further advantage that very precise performance characteristics are determined in real time and ultimately displayed on the mobile device can.

In one embodiment, the system according to the invention is used to display performance characteristics relating to the sportiness or fitness level of the user of the vehicle. For example, the service provided by the user can be determined and displayed on the mobile terminal.

In one embodiment, at least some of the plurality of components communicate with a controller of the vehicle via a bus. This control may be an electronic control unit (ECU). In many battery-powered vehicles are appropriate

Controls provided. Preferably, the inner module or vehicle communication device is connected to the bus. The inner module or vehicle communication device can be an active or a passive (CAN bus) interface, which simply evaluates the available data. As such, it is not necessary to connect the vehicle module to each individual component of the plurality of vehicle components.

In one embodiment, the computing unit of the vehicle module is configured to actively receive data from the controller and / or individual

To query vehicle components. In this respect, the vehicle module can collect data as needed. In a preferred embodiment takes place however, a continuous collection of data, for example, at given time intervals and / or whenever new data is available on the bus.

In one embodiment, the bus is a CAN bus.

Corresponding CAN buses are known in this field of technology and are particularly reliable.

As already explained, the vehicle module comprises at least one

Storage means. This storage device is used to (raw)

Save sensor data. Furthermore, the calculated performance characteristics can be stored. In one embodiment, a plurality of sensor data and / or performance characteristics are stored over time.

For example, pairs of data may be stored, each including the value and a timestamp.

On the vehicle module, all data of the sensors and / or the CAN bus data (data of an electric motor and / or a battery) can be collected. Preferably, an evaluation and storage of these data takes place. The storage can serve to store a continuous time sequence of the data and to gain further data from this. One (gapless)

Data recording is particularly useful if there is no connection to the mobile device. In one embodiment, the arithmetic unit is configured to determine a communication link to the mobile terminal depending on the existence or non-existence

Sensor data stores or does not save.

In a further embodiment, the period of time for which certain sensor data are stored may depend on whether the respective data has already been received by the mobile terminal.

The vehicle module may be configured to evaluate sensor data. An evaluation of the data may include:

• conversion of the data of the CAN protocol into a new data structure (eg for a data type standardization);

 • Synchronizing the data with a different time synchronization

Sampling frequency (eg, CAN data, analog signals); • Intelligent evaluation algorithms for refinement of the signals (eg

 Pedal encoders with insufficient data quality);

 • Evaluation algorithm for determining the most important vehicle parameters (rolling resistance, drag coefficient);

 • Evaluation algorithm for determining the efficiency of the electrical

 Drive (battery + engine + transmission) in certain operating conditions as a map in function of load, speed, translation), in particular to obtain a performance index;

Evaluation algorithm for determining the efficiency of the human

Drive power for obtaining a performance characteristic. Storing the data may include in one embodiment:

• Time recording of all or some selected sensor data

 (human performance, engine power, driving speed, etc.) for a period of max. Driving time, (maximum one hour), preferably for less than 10 minutes;

 • Clear the log data on the memory for backup after

 successful transmission of the data to a mobile terminal via a preferably wireless communication.

The mobile terminal may be a tablet, a smartphone or a fitness watch.

In one embodiment, the vehicle includes a frame with a

Cavity, wherein the vehicle module is at least partially disposed in the cavity. In one embodiment, the vehicle module is disposed within a watertight housing.

The arithmetic unit can process instructions that cause the arithmetic unit to calculate average values from the stored sensor data and store them in a memory device.

In one embodiment, at least some of the sensor data is stored over a given time period in association with time information. The vehicle may include sensors for detecting power consumption of the vehicle

Electric motor and / or a speed and / or a state of charge of a battery. Accordingly, the sensor data may indicate a power consumption of the electric motor, a speed, and / or a state of charge of the battery.

The arithmetic unit can be designed or by appropriate

Instructions are caused to calculate one or more performance characteristics based on some or more of these data. In one embodiment, the computing unit is configured to determine a range of the vehicle based on a calculated average speed, the state of charge of the battery, and a calculated average power consumption. The claim performance characteristic value can therefore not only indicate performance data of the user, but also performance data that relate to the vehicle and / or individual vehicle components. By the described evaluation of the average speed, the

State of charge and power consumption can be a much more precise

Range prediction can be made than with conventional

Devices was possible.

In one embodiment, the vehicle module includes an analog-to-digital converter for determining sensor data. In this respect, in addition to the data that is provided on the bus, sensor data can be obtained directly.

In one embodiment, the vehicle module includes a

Position determining device for determining a position of the vehicle. A corresponding position determination device can be a GPS or GNSS module. The arithmetic unit may be designed to determine a driving route based on a specific position of the vehicle and a destination position and to carry out the determination of the range of the vehicle using topographical information of the driving route.

In this respect, the predicted range of the vehicle can be further improved by the inclusion of (accurate) information about the route.

A corresponding improvement of the range prediction can be made on the side of the vehicle module and / or on the side of the mobile terminal. Thus, a corresponding improvement of the range prediction is also possible with a vehicle module that does not have a corresponding

Position determining device comprises. In this case, the

Position determination device on the side of the mobile terminal done. Alternatively, the positions detected by the mobile terminal and possibly obtained route information can also be transmitted from the mobile terminal to the vehicle module.

Another aspect of the invention relates to a trough sensor that can be used with the described system. The door shaft sensor may include: a rotation detecting device that may be configured to detect a rotation of a trough shaft; a Tretwellen communication device that may be configured to Tretwellendaten, in particular a rotational speed of Tretwelle, preferably wireless, z. B. by means of Bluetooth, preferably to the inner Modulbzw. Vehicle communication device.

An advantage of the disclosed door sensor is that wireless data can be sent to connected devices, such as the interior module or vehicle communication device. An elaborate

Cabling is eliminated thereby.

The internal vehicle communication device of the described system may be designed for wireless communication, so that a communication with the Tretwellensensor z. B. via Bluetooth or via a wireless network (WLAN) is possible.

In one embodiment, a torque sensor may be provided that may be configured to detect a torque applied to the trough shaft and to deliver it as part of the trough pattern data to the treadmill communication device.

It is therefore possible in a simple way to detect and send torques that act on the trough shaft. So there are more important data shipped without requiring any special changes to the Tretwellen communication device.

In an embodiment, the door shaft sensor may comprise an energy store for supplying electrical power to the door shaft sensor.

In particular, one or more battery cells, in particular a

Button cell be provided. In this case, the energy store can be designed to supply the rotation detection device permanently with electrical energy, and / or to supply the Tretwellen communication device with energy in dependence on a state that is indicated by an activity signal.

It is thus possible that the power supply is selectively controlled based on the activity signal. Thus, z. B. the Tretwellen communication device are turned off when it is not needed.

With the described embodiment, it is possible, in particular, for the rotation detection device to collect Tretwell data and for the collected data to be sent bundled. This is much more efficient in terms of the electrical energy to be applied than to send each date individually. Thus, a significant amount of energy saved, which in mobile

Solutions is a big advantage.

In one embodiment, the door shaft sensor may comprise a module, in particular a mechanical or electrical component, in particular an intertial sensor, which may be designed to move, in particular the inertial sensor, via a switch, in particular a transistor

Activity signal and between a sleep state and a

Active state, wherein the sleep state may indicate that the Tretwellen communication device and / or the torque sensor is not supplied with electrical energy, and the active state may indicate that the torque sensor and / or the Tretwellen communication device is supplied with electrical energy /become. With the described embodiment, a simple means for switching between the sleep state and the active state is provided. In particular, when a transistor is used, a particularly compact design can be realized. In addition, the solution described is favorable in the

Production.

In one embodiment, the rotation detection means may be adapted to emit a rotation signal, wherein the rotation signal may be formed as a rectangular signal and per revolution of the Tretwelle a predetermined number, for. B. 64, 32, 16, 8, 4, 2 or 1, of rising and / or falling

Flanks (231, 232) may have.

In an embodiment, the door shaft sensor may comprise a Tretwellen computation unit, which may be designed using the rotation signal, in particular using a measured number of rising and / or falling edges of the rotation signal and / or under

Using a measured time between flanks, one

To calculate the Tretwellendrehzahl.

To measure the rotational speed of the trough, the rotation detection device can emit a rotational signal. The speed can then be determined by simple means from the number of measured edges. For this purpose, a time measurement can be performed, which measures the time duration, how long it takes until the

predetermined number of rising and / or falling edges are measured. For example, in the measurement of 128 rising edges within one second, it can be concluded that when 64 rising edges indicate one revolution of the trough shaft, the trough shaft rotates at two revolutions per second.

In one embodiment, the Tretwellen computing unit may be configured to calculate the Tretwellendrehzahl upon detection of a, in particular rising, edge of the rotation signal.

To the user of the Tretwellensors as accurate and current

To provide measurement values, the measurement of the Tretwellendrehzahl can be performed at each rising edge of the rotation signal. This is always the most up-to-date values. In one embodiment, the Tretwellen computation unit may be configured to actuate the switch to set the activity signal to sleep when the rotation detection means is in a predetermined state

Time interval, in particular less than or equal to 1 minute, less than or equal to 30 seconds, less than or equal to 20 seconds or less than or equal to 10 seconds, no rotation of the tread shaft recorded.

The embodiment described represents a further possibility to significantly reduce the energy consumption of a Tretwellensensors. If no rotation of the trough shaft is detected within a certain time interval, e.g. B. when a vehicle is, then the unnecessary components of the

Tretwellensensors switched off by setting the sleep state. As a result, a significantly longer duration of the Tretwellensensors can be achieved.

In one embodiment, the switch may be configured to

To put the activity signal in the active state when the

Dreherfassungseinrichtung detects a rotation of Tretwelle.

To activate the individual components, the activity signal can be set to the active state. The setting is advantageously in the

Detecting a rotation of Tretwelle executed. This ensures that, as soon as the vehicle is moved, all the necessary measurements are made and the driver receives the corresponding data.

It is also possible that the active state is set only after the Tretwelle rotates for a predetermined time, for. B. a time less than or equal to 10 seconds, less than or equal to 5 seconds, less than or equal to 2 seconds equal to 1 second. Thus, the Tretwellensensor is not already activated by short movements of the vehicle "full".

In one embodiment, the torque sensor may be configured to detect a torque cyclically, in particular every 100 ms and / or the

Tretwellen communication device may be configured to the

Tretwellendaten cyclically, in particular every 100ms, preferably in time dependence on the detection of torque, z. B. with a predetermined time interval from the measurement of torque to send. By cyclically detecting the torque or by sending the measured torque cyclically, further energy can be saved. The affected components need only be supplied with power for a very short time.

It should be noted at this point that the described Tretwellensensor is claimed individually and in combination with the system for displaying at least one performance characteristic. However, especially the combination with the described system for displaying at least one performance characteristic has a number of advantages, as described above.

Another aspect of the invention relates to a data acquisition device, in particular for a system as described above. The

A data acquisition device may include: a data reader that may be configured to acquire vehicle data; a data communication device that may be configured

Vehicle data, in particular a speed of Tretwelle, preferably wireless, z. B. by means of Bluetooth, preferably to an inner module communication device.

In other words, a large number of different vehicle data can be detected quite generally. This vehicle data can be connected wirelessly to

Devices / systems are sent. This can be a costly

Wiring be waived.

In an embodiment, the data reading device may be configured to generate vehicle data from a vehicle bus, in particular a CAN bus,

read.

Bus systems are commonly used in vehicles to distribute readings from a variety of sensors to ECUs over a shared transport medium. For the driver of the vehicle, these data contain valuable

Information. It is therefore a great advantage if these data are provided wirelessly by means of the data acquisition device. In one embodiment, the data acquisition device comprises a

Energy storage, especially a battery, eg. B. a button cell, for supplying the data-reading device and the data-communication device with electrical energy, wherein the energy storage can be configured to the data-reading device and / or the data-communication device in

Depending on a predetermined time interval, in particular 100ms, 150ms, 200ms, or greater 300ms, and / or depending on a state which is indicated by an activity signal to energize.

In one embodiment, the data acquisition device comprises a

Block, in particular a mechanical or electrical component, in particular an intertial sensor, which may be designed to emit during a movement, in particular of the interference sensor, via a switch, in particular a transistor, the activity signal and between a

Sleep state and an active state, wherein the sleep state may indicate that the data reading device and / or the data communication device is not being supplied with electrical energy, and the active state may indicate that the data reading device and / or the data Communication device is supplied with electrical energy / are.

This results in similar or identical advantages, in particular based on the energy requirements, as have already been described in connection with the Tretwellensensor.

At this point it should be noted that the described

Data acquisition device is claimed individually and in combination with the system for displaying at least one performance characteristic. However, especially the combination with the described system for displaying at least one performance characteristic has a number of advantages, as described above.

As already explained, the object mentioned at the outset is also achieved by a method for calculating at least one performance characteristic of a vehicle.

The method may include the following steps: Detecting sensor data by a plurality of components of the vehicle;

 - storing the sensor data in a memory device;

 Calculate, by a vehicle module, at least one

 Performance parameter using the stored

 Sensor data;

 Sending the sensor data by the vehicle module and receiving the performance characteristic on a mobile terminal;

 - Display of the performance index on the mobile device.

The method can be implemented by the arithmetic unit already described. There are similar advantages, as these device side have already been explained.

On the procedural side too, the calculation of a performance characteristic can be

Calculate a range of the vehicle include. This range can also take place taking into account a calculated average speed, a state of charge of a battery and / or a calculated average power consumption. The performance score may be determined on the side of the mobile terminal or within the vehicle module. In one embodiment, the vehicle module according to the invention calculates at least the average speed and the average

Power consumption.

In one embodiment, the method includes storing a

Speed course of the vehicle, preferably over time. The

Calculation of at least one performance characteristic may include:

- Using the speed profile of the vehicle

 o the rolling resistance and

 o the flow resistance coefficient

 to calculate and

 - on the basis of the calculated rolling resistance and the

Drag coefficients to calculate the total vehicle drag. The object mentioned at the outset is furthermore achieved by a computer-readable storage medium which contains instructions which cause at least one processor to adopt the method already described

implement when the instructions are executed on the processor.

Also for the method, the advantages already mentioned arise.

The object mentioned above is further achieved by a vehicle module. Preferably, this vehicle module is used in a vehicle, such as a vehicle, as previously described. Further, the corresponding vehicle module may include some or all of the features described with respect to the vehicle module in the system.

In one embodiment, the vehicle module includes the following features:

a memory device for storing sensor data;

 an inner module or vehicle communication device which is designed to receive sensor data, in particular via a BUS, and to store it in the memory device;

 a computing unit configured to calculate at least one performance characteristic of the vehicle using the stored sensor data;

 an external vehicle communication device, especially for wireless communication; wherein the vehicle module is configured to communicate the stored sensor data and the performance score to a mobile terminal using the exterior vehicle communication device.

Also, the advantages already mentioned arise.

Some of these benefits are summarized below: • Universal standardized module for all manufacturers of battery-powered bicycles, suitable for all e-bike drive systems for evaluating the CAN data and the specific sensors installed in the e-bike;

 • Refinement of the data quality, especially the pedal sensors by

 Offset detection, in particular angle-dependent offset correction, and by intelligent evaluation algorithms, eg. B. by evaluating the measured road resistance equation and the performance data or the

 Angular acceleration and pedal speed;

 • More freedom and better portability in the development of mobile APPs for vehicles (eg more accurate fitness calculation, efficiency of the bicycle or e-bike as well as most important parameters rolling resistance coefficient and drag coefficient cwA, range prediction, route planning)

• Possibility of statistical evaluation of data available for third-party providers (health insurances, fitness studio operators, route planners,

 Fitness software, developers of mobile APPs) are made available and have a high value through the amount of data and reliable statistics.

 The collected sensor data and / or performance characteristics obtained can be used very differently. Some examples are listed below:

• Complete data for the correct evaluation of the fitness results of mobile APPs for fitness operation;

 • Preventing the corruption of data by using e-bikes

 due to insufficient data collection;

 • Statistical evaluation of user behavior and health data of e-bike drivers, in particular recording of the improvement of the e-bike driver

 Health status through frequent use;

 • Use the information to accurately predict the range or

 Remaining range of route planning or development of

 Route suggestions with a longer range;

 • Use of data to develop a user-specific

 Learning algorithm based on the type of e-bike used, the fitness status of the operator;

• Incorporation of suggestions for increasing range by displaying e-bike charging options on the route, or suggesting routes based on e-bike charging options; • Evaluation of the efficiency of different e-bikes in real driving (efficiency of the drive at different vehicle speeds and gradients, rolling resistance coefficient, drag coefficient) and use for product comparisons and determination of relevant

 Changes, efficiency parameters and notification to users (eg

 increased rolling resistance due to low air pressure in the wheel, determination of optimal air pressure for optimal low rolling resistance).

The invention will now be described by means of several embodiments

described in more detail with reference to figures. Hereby show:

Fig. 1 a battery-powered bicycle (e-bike) with one

 vehicle module according to the invention;

Fig. 2 Communication between the vehicle module and a

 Drive the vehicle of Figure 1 and the integration of the vehicle module in a data network.

Fig. 3 is a schematic representation of the drive of the vehicle according to

 Fig. 1;

Fig. 4 is a schematic representation of individual components

 Vehicle module according to FIG. 2;

Fig. 5 the use of the data obtained by the vehicle module

 by a mobile terminal;

Fig. 6 is an exemplary map for speed-dependent

 Rolling resistance characteristic with different switching states and human power inputs;

Fig. Figure 7 is a schematic representation of a Tretwellensensors;

Fig. 8 is an illustration of an activity signal;

Fig. 9 is an illustration of a rotation signal; 10 is an illustration of a cyclic measurement of a torque;

Fig. 11 is a state diagram showing the states of the system in a

 Embodiment shows; and

Fig. 12 is a state diagram showing the states of the system in another embodiment.

In the following description, the same reference numerals are used for identical and equivalent parts.

Fig. 1 shows a bicycle 1 with an electric drive 60. The bicycle 1 has wheels, in particular a rear wheel 2 and a removable attached to the bicycle 1 mobile terminal 10. The mobile terminal 10 may be, for example, a smartphone. The bicycle 1 is battery-powered and thus has a drive 60.

In one embodiment, as shown in FIG. 2, a vehicle module 40 picks up sensor data from a vehicle bus 61 of the drive 60. According to the invention, the vehicle module 40 may store and / or further process this sensor data in order to obtain performance characteristics of the user and / or the bicycle 1. These sensor data and / or performance characteristics can be transmitted to the mobile terminal 10 via a wireless communication link. The mobile terminal 10 can make a further evaluation of the sensor data and / or the performance characteristics. The mobile terminal 10 has a display 16 for displaying some or all of the performance characteristics and / or sensor data.

In one embodiment, some or all of this data is transmitted to a server 100 for permanent storage and / or further evaluation. The data thus obtained can be used privately or commercially. For communication with the server 100, the mobile terminal can use a cellular network, for example a mobile radio network. The mobile terminal 10 may be configured to receive sensor data from

Third party devices, such as a pulse sensor 20 to receive. The reception of these sensor data can also be wireless, for example via Bluetooth. In a preferred embodiment, the communication between the mobile terminal 10 and the vehicle module 40 is wirelessly via Bluetooth.

For this purpose, the vehicle module 40, as shown in Fig. 4, a Bluetooth device 41. For a wired communication with the drive 60, as shown in Fig. 4, a CAN bus interface 42 may be provided.

3 schematically shows some essential components of the drive 60 as well as the obtained sensor data. The bicycle 1 has a schematically illustrated Tretwelle 65 with pedals, which have a transmission with translation z. B. is connected via a gear pair, or a chain or a belt and two pinions with a gear shaft 66. The pinion and belt form a first gear 67 that translates the rotational motion of the tread shaft 65 into the quick. One or two Tretwellen sensors 69 (preferably in an assembly

summarized) detect speeds N _T w and torque n _T w. Speed N _T w and torque n _T w are preferably determined without contact by evaluating the magnetic field of a magnetic portion of the Tretwelle 65. The Tretwelle 65 may be magnetized in the field of Tretwellensensoren 69. An electric motor 68 with control 62 is also connected to the transmission shaft 66 via a second transmission 67 '. The transmission shaft 66 is about a third

Gear 67 "is connected to the rear wheel 2. The speed of the wheel nRad is determined by a wheel speed sensor which is in communication with a controller 62 (= ECU).

The electric motor 68 is powered by a battery 63. The controller 62 detects battery current ibat and its state of charge SOC. By means of a suitable sensor system, the controller 62 detects the engine speed n _M and the phase current i _P h of the electric motor 68.

In one embodiment, all of this sensor data is communicated via a vehicle bus 61. As already shown, the vehicle module 40 is connected to this vehicle bus 61. Not shown is the possibility Sensor signals (in particular the speed sensor) to connect directly to the vehicle module analog. In this case, in the vehicle module a

Conversion of analog signals into digital. Also can be dispensed with the connection of a bus signal. This is especially used for having a

Pedal pedal torque, pedaling frequency) should only be refined (for example, by offset correction or evaluation algorithms). This is sufficient for the fitness APP because human performance is sufficient for evaluation. The complexity and cost of the vehicle module can be reduced for the specific fitness application by eliminating the need for a CAN transceiver in the vehicle module.

This vehicle module 40 comprises, in addition to the Bluetooth device 41 and the CAN bus interface 42, a computing unit 45 and a memory 44. Furthermore, an analog-to-digital converter 43 can be provided, which provides further sensor data. Corresponding sensor data can indicate, for example, an acceleration of the bicycle 1.

In one embodiment, the vehicle module 40 is used to

Performance characteristics, such as a user (Plansch), the battery 32 (Paß), the drive 60 (PA drive) to calculate and transmit to the terminal 10. In one exemplary embodiment, a further evaluation takes place, for example taking into account the vehicle speed (V _F ZG), SO such that further performance characteristics can be determined:

Vehicle power (PFZG) at different vehicle speeds (V _F ZG),

- Efficiency of the drive at different vehicle speeds (V _F ZG) and inclines,

- rolling resistance coefficient (f (type of travel)),

- drag coefficient cWA.

The server 100 may use a learning algorithm by means of which the efficiency of the vehicle in real operation is determined on the basis of the data of the vehicle module 40. On the server 100 additional data from

Map material, eg Open Street Maps, evaluated, by means of which in particular the type of travel, but also the route height profile can be determined. These data are used to calculate the rolling resistance coefficient (f (travel type)) and the

Air resistance coefficient cWA to determine empirically. This determination can be made either by the server 100 or by the vehicle module 40.

In one embodiment, the vehicle module 40 collects in real

Driving data to determine the driving resistance. This data collection is preferably determined at approximately zero slope, z. B. when rolling on the plane with the engine stopped and no human intervention on the pedal pedals. For this purpose, the vehicle module 40 preferably receives sensor data from a gradient measuring sensor which is either connected directly to the analog-to-digital converter 43 or to the vehicle bus 61 or detected by the mobile terminal and to the vehicle module 40 via the Bluetooth device 41 is transmitted.

In one embodiment, the measurement can also be performed on gradients

performed when a gradient sensor is present. In the

Evaluation is a road resistance equation used, which is particularly easy to solve on a level road (that is, slope = 0) and none

Acceleration by human or electric motor. Particularly preferably, the evaluation is carried out in a period in which no acceleration of the bicycle 1 takes place. Here is the road resistance equation

Σί ^" = FR _OÜ + t- ^' i.uft = (m _FZG + m _Zul ) ^■ g ^■ f _Roll ^■ cos () + ^■ c _w ^■ A ^■ v _el

Application using the well-known gelichungen

ΣΡ

v = £

mFZG + ^m Zuladunß is solvable. Vehicle weight and payload (ie driver weight) must be specified or also determined empirically. To solve the equation, the actual velocity curve v is calculated with the

Speed course, z. B. solved numerically, in which he and cw on the basis of the least deviation of the calculated speed profile determined by the actual speed curve. Preferably, various tests are made in different situations by the vehicle module 40. A first test may first be performed on asphalt at different launch speeds up to a final speed, preferably not zero, but ending at about 5-10 km / h. After the asphalt test, the measurements on other floor coverings can be extended (eg gravel road, grass, forest road). In this test, specific friction coefficients are determined for the road surface and the cwA value from the asphalt measurement is used. This is beneficial as the

Measurement accuracy of the cW value at higher speeds on asphalt is highest and therefore can be determined there most accurately.

Vehicle module 40 can with the existing sensors and by a

Recourse to a position determining device determine when which test should be performed.

Based on the knowledge gained, the vehicle module 40 can determine the efficiency of the drive system as a function of the switching state of a shiftable transmission.

In the evaluation of the efficiency, the results of the determined

Travel resistance performance of the vehicle PFZG = f (v _F zc) used. The

Driving resistance performance is as stated above preferably determined at a flat road and at a constant speed, the

Input parameters of the mass (vehicle and driver) is used. To determine the efficiency, the power consumption of the battery Pbat = ibat * Ubat is taken as the basis. The overall efficiency is thus the quotient between

Drive power of the vehicle PFZG and the battery power Pbat. This

Quotient depends on the switching state of the transmission SHi or SH2. Into the evaluation, the human driving power stalks in, thus a

Correction of the electric drive power can be made

(see Fig. 6).

In addition, it makes sense to record different switching states so that the efficiency is recorded for different translations. Since the

Efficiency particularly in continuously variable transmissions strongly dependent on

Switching state is as well as the electric motor with different efficiency is different speeds, torques, is the involvement of the

Switching state for the determination of an accurate real efficiency map of great importance. The switching state can be calculated from the ratio of the vehicle speed and the engine speed when driving through the

Electric motor and / or from the ratio of the vehicle speed and the cadence when driven by humans in operation are determined. This can be dispensed with a sensor with which the gear position is determined. This is particularly useful in continuously variable transmissions, since there the

Translation spread can scatter due to manufacturing tolerances and a sensor is very complex. For this purpose, it must only be plausibilized whether the intervention by the human / motor is safe. This can be safely checked by a minimum torque threshold for the motor or pedal torque. This can ensure that an operating condition without

Resistance of the vehicle does not lead to a false statement.

This efficiency map may be used for training purposes (eg, setting engine assistance at a desired speed for a desired horsepower) and accurately predicting range based on the determined average human horsepower that experience has shown to be changing in operation.

In addition, the data can be used for benchmarking various e-bikes and used by the manufacturer of e-bikes for optimization purposes. This data has a significant value because it can be used to optimize the battery size and thus the relevant cost driver of the vehicle and the weight of the vehicle.

In one embodiment, the vehicle module 40 according to the invention performs a torque or power calculation of the person in which only the specification of the cadence is required during operation. This method makes it possible to increase the accuracy and simplify the pedal sensor or only use the torque measurement on a pedal side.

The accuracy can be increased by filtering out disturbances from the sensor signal by filtering and a mean offset of the

Torsional torque sensor is corrected by 360 ° or the angle-dependent offset determined and corrected by means of a compensation curve of the offset angle-dependent. With this method, a very accurate torque sensor from an imprecise measuring principle such as use of a magnetized

Measuring wave can be effectively compensated.

Unless an angular position of the pedal is detected, a learning algorithm is required for the angular offset to be assigned to the correct position. But a kick into the void without counter-momentum (for example, drive only through the

Electric motor) or reverse rotation of the pedal required. This can be learned in operation, e.g. in the case of journeys without participation or participation without counter-torque of the vehicle (for example, by gently pedaling 360 ° at the

Rolling out of the vehicle). The compensation curve can be adjusted to the cadence.

To simplify the pedal sensor is in a first method, the

Is calculated from the inertia mass of the vehicle Θ, the angular acceleration a ^" and the square of the ratio i ² between the pedal and the drive wheel, using an observer (caiman filter) to improve the measuring accuracy, which is essentially useful for this purpose The information is used to regulate or refine the engine assistance depending on the driver's input power to the pedals or to refine a control, making the pedal sensor significantly less expensive to run.

In a second method, the human driving power Pmensch is determined from the vehicle speed V _F ZG at a constant cadence, using the above-described and determined driving resistance characteristic in connection with the knowledge about the electric driving force P _Mo t and the transmission efficiency c. The driving power of humans (without consideration of the efficiency) results from the subtraction of the vehicle power PFZG and the motor drive power P _mo t * G. The drive power must then be divided by the transmission efficiency c ₂ , so that the losses of the drive from pedals to the rear wheel be taken into account. This method is by appropriate accurate measurement of the efficiencies of the drive, in particular the switching losses at different

Translations and a detailed procedure for calculating the

electromotive drive power from the sensor data of the electric motor (phase current, engine speed) possible. Since the motor torque M _mo t exactly from the phase current i _P bun and the torque constant k _t can be determined (M Precise measurement of the torque constant kt is helpful since manufacturing tolerances lead to an inaccuracy of up to 10%. This can be measured during the production of the electric motors in a typical end-of-line test or an evaluation of the idle speed via Back EM F evaluation.

In one embodiment of the invention, the terminal 10 performs an adaptive fitness level calculation that is possible by means of the performance characteristics provided via the vehicle module 40. The data include current operating data of the user (cadence, torque, power) and also vehicle data (battery power, engine power, etc.).

In addition, already recorded health data (age, weight, height, already recorded fitness data on mobile devices) and the current

Pulse rate evaluated. By means of the data, a calculation of the

Fitness levels performed and visualized on the mobile terminal 10 (see Fig. 5) by means of a display 16. On the server 100, the data can be stored and possibly also evaluated.

The data analysis detects z. B. the time-varying fitness level, as well as data on calorie consumption, human performance, pulse rate and cadence. Here, average values as well as the temporal change (see Fitness level) can be indicated. The operator can then analyze his physical load well on different sections with different incline, route surface and speed. These

Evaluation is very well evaluable especially for operation without electric drive and strongly characterizes the load capacity of humans. This information can also be used well for the fitness level and health status. Furthermore, the information obtained can be adaptive

Route prediction can be used. The route prediction may be performed by the terminal 10 receiving a variety of information:

a GPS position of the vehicle,

Vehicle data from the vehicle module 40 (human line or

Drive power P _M ensch and battery power P _Ba t = iBat * U _Ba t and state of charge SOC, vehicle speed V _F ZG),

- essential vehicle data (type of bicycle, wheel profile, aerodynamic

Resistance)

 - Surface texture and the route profile (height differences) of the path used.

With this data in the terminal 10, a very accurate range prediction can be calculated on the mobile APP.

In addition to the exact range calculation can be made by the terminal 10, a route proposal that takes into account the remaining range and possibly existing charging stations on the route. Especially for longer tours in the mountains an accurate range prediction of large

Significance, because an e-bike is to operate in operation, especially on steep slopes significantly heavier than a normal bike and therefore an accurate forecast of the range has a high importance.

Fig. 7 shows a schematic representation of a Tretwellensors 200, which can be used with the system described above. Of the

Tretwellensensor 200 may, for. B. on the Tretwelle a bicycle, e-bikes or pedelecs be arranged. The Tretwellensensor 200 includes a

Rotary detection device 201, z. B. an intertial sensor that detects a rotation of the Tretwelle 65. In the present case, the rotation detection device 201 is implemented as a Hall-effect sensor which emits a square-wave signal. Here, 65 magnets are arranged with alternating polarity at the Tretwelle. The Hall sensor detects the change in the polarity during a rotation and generates it

Square wave signal. From the number of rising and falling edges can then the duration of a single revolution of the Tretwelle 65 are determined, from which in turn can calculate the speed.

The Tretwellensensor 200 further includes a torque sensor 203. The torque sensor 203 is adapted to detect a torque which is applied to the Tretwelle 65 by the driver.

The torque sensor 203 may, for. B. be implemented using strain gauges. Also, the Tretwellensensor 200 and the

Drehl detecting device 201 may be implemented by a single component.

The rotation detection device 201 and the torque sensor 203 are in communication with an integrated circuit 207. The integrated circuit 207 includes a Tretwellen arithmetic unit 206 and a Tretwellen communication device 202. The Tretwellen arithmetic unit 206 is configured to receive the signals of the rotation detection device 201 and the

To process torque sensor 203. For example, the Tretwellen computation unit 206 calculates the signal from the rotation detection device 201

Speed of the Tretwelle 65. Further, from the signal of the torque sensor 203 and the rotation detecting means 203, the power can be determined, which results from the product of the torque and the angular velocity. The obtained data is transmitted as Tretwell data 210 to the Tretwellen communication device 202.

The Tretwellen communication device 202 is for a wireless

Communication with the inner module or vehicle communication device 42 is formed. In the present case, the Tretwellen communication device 202 is designed as a Bluetooth module and therefore sends the Tretwelldaten 210 to any Bluetooth-enabled devices. to

Communication with the Tretwellen communication device 202 first requires authentication to prevent the transfer of the data to unauthorized devices.

To supply the Tretwellensensors 200 with energy this includes an energy storage 204, which is designed here as a button cell battery. The energy storage 204 supplies a voltage of 3V, the voltage at low battery level can drop to about 2V. All

Components 201, 202, 203, 206 of the Tretwellensensors 200 are

accordingly designed to operate with voltages between 2V and 3V.

Since the Tretwellensensor 200 is a battery-powered device, it is essential to optimize energy consumption. For this purpose, the Tretwellensensor 200 includes a switch 205. The switch 205 is presently designed as a simple transistor.

The switch 205 controls the supply of energy from the energy store 204 to the torque sensor 203, as well as to the trough computing unit 206 and the treadmill communication unit 202.

The rotation detection device 201 is continuously supplied with electric power. At standstill of the vehicle 1, when the turf shaft 65 is not rotating, the torque sensor 203 as well as the treadmill computing unit 206 and the treadmill communication device 202 are not supplied with electric power.

As soon as the rotation detection device 201 detects a rotation of the trough shaft 65, the switch 205 is switched. The rotation detection device 201 generates an activity signal 220, which is output via the switch 205 and indicates two states. A sleep state Sl and an active state S2. The sleep state Sl indicates that the connected devices 202, 203, 210 are not supplied with electrical energy. The active state S2 indicates that the connected devices 202, 203, 206 are supplied with electrical energy. When the rotation detecting means 201 detects rotation of the trough shaft 65, it switches from the sleep state S1 to the active state S2.

Due to the described control, the Tretwellen communication device 202, the Tretwellen computation unit 206 and the torque sensor 203 only consume energy when a measurement is meaningful, ie when the Tretwelle is moving. Thus, the energy consumption is optimized. To set the activity signal 220 from the active state S2 to the sleep state Sl, a timer is provided. After a predetermined time, z. B. 1 minute, in which no rotation of the Tretwelle 65 through the

Rotation detection device 201 is detected, the activity signal 220 is set by the switch 205 in the sleep state Sl, so that the Tretwellen communication device 202, the Tretwellen computing unit 206 and the torque sensor 203 are not supplied with electrical energy, whereby the energy storage 204 is spared.

FIG. 8 is a representation of the activity signal 220. It can be seen from FIG. 8 that the duration of the active state S2 is substantially shorter than the duration of the sleep state S1. It therefore becomes clear that only for a short time, all components have to be supplied with electrical energy.

In a further embodiment, the data of the

Torque sensor 203 and the rotation detecting device 201 of the

Tretwellen computational unit 206 for a predetermined period of time, for. B. 10 seconds, stored cumulatively. Only after expiration of the predetermined

Time duration, the Tretwellen communication device 202 is activated, i. supplied with electrical energy, and the collected data is transmitted together. This can further reduce energy consumption.

Fig. 9 shows an illustration of a rotation signal. As shown in Fig. 9, the rotation signal is a rectangular signal generated by a Hall sensor. To determine the speed of the Tretwelle 65, the time intervals Tl, T2 are measured between two successive rising edges. The number of rising edges occurring per revolution of the Tretwelle 65 is assumed to be known by the hardware installed. The speed therefore results from:

60

 rotation speed

 i measured time [sec] * number of edges per revolution

Fig. 10 shows another embodiment for measuring the torque. In the embodiment of Fig. 10, the torque is measured cyclically. The measurement of the torque therefore does not take place uninterrupted, even at an existing power supply, but only at discrete time intervals. 10 shows by way of example a torque measurement and the transmission of the measured Tretwell data 220. During the time period T3, the torque currently applied to the Tretwelle 65 is measured. During the time period T4, the Tretwell data 220 are sent by the Tretwellen communication device 202. As is apparent from Fig. 10, the transmission is the

Tretwell data 220 of the torque measurement downstream. Thus, a further optimization of the energy consumption can be carried out.

During the period T3, only the torque sensor 203 is supplied with electric power. During the period of time T4, the torque sensor 203 is no longer supplied with electrical energy. Instead, the Tretwell communication device 202 is supplied with electrical energy for sending the Tretwell data 220.

In order to provide the user of the Tretwellensors 200 always up-to-date Tretwellendaten 220 a small interval for the cyclic measurement of the torque is selected. For example, the measurement is performed every 100ms.

FIG. 11 once again illustrates the states which the described system can assume. In one embodiment, the system starts in the off-state ZI, indicating that only a rotation detection device 201, so z. B. an intertial sensor, is supplied with energy. The transient condition Cl indicates that it changes from the off-state ZI to the sleep state Z2 when a movement of the vehicle 1 is detected by the rotation detecting device 201.

In the sleep state Z2 we energize the Tretwellen computation unit 206 in a sleep mode. The sleep mode of the Tretwellen computation unit 206 is characterized in that no calculations are performed and that none

Communication with other devices takes place.

The transition condition C2 indicates that the sleep state Z2 is changed to the off state ZI when, for a predetermined time, e.g. B. 1 sec., No Movement of the vehicle 1 by the rotation detection device 201, or an Intertialsensor has been found.

From the sleep state Z2 is changed to an active state Z3 when the transition condition C3 is met. The transition condition C3 is satisfied when an edge of the rotation detection device 201 is detected. In the active state Z3, the Tretwellen arithmetic unit 206 is fully supplied with energy and a calculation or measurement of the current rotational speed and / or the current torque by the Tretwellen arithmetic unit 206 is carried out. The transition condition C4 is satisfied when the calculation of the current rotation speed and the current torque by the treadle computing unit 206 is completed. Then it is again changed from the active state Z3 to the sleep state Z2.

For sending or providing the calculated Tretwell data 210 is cyclically in a predetermined time interval, for. B. every 100ms, changed from the sleep state Z2 to a ready state Z4. The

Transition condition C5 is thus timed and met exactly when the predetermined time interval has expired.

In the ready state Z4, all components of the system are powered. In particular, the Tretwellen communication device 202 is also supplied with energy for sending the calculated torques and rotational speeds as Tretwell data 210. If the

Tretwell data 210 are successfully sent, the transition condition C6 is met and it is changed from the ready state Z4 to the sleep state Z2.

FIG. 12 shows a reduced state diagram which shows the provision of the torques or rotational speeds in a further exemplary embodiment. The off-state ZI, the transition conditions Cl, C2, C5 and the sleep state Z2 correspond to the corresponding states or

Transition conditions of FIG. 11.

In the active state Ζ4 ^λ , all components of the system are fully supplied with energy. The calculation of the current speed or the current one Torque is performed in the embodiment of FIG. 12 in the state Ζ4 ^λ . The calculated torque and / or the calculated speed can be sent as Tretwell data 210 via wireless communication or via a CAN bus. When the Tretwell data 210 is calculated and sent, the condition C6 'is satisfied, and it is changed from the active state Z4' to the sleep state Z2.

LIST OF REFERENCE NUMBERS

1 bicycle

 2 rear wheel

 10 terminal

 14 application (app)

 16 display

 20 pulse sensor

 40 vehicle module

 41 Bluetooth device

 42 CAN bus interface

 43 analog-to-digital converter

 44 memory

 45 arithmetic unit

 60 drive

 61 vehicle bus

 62 control (ECU)

 63 battery

 64 manual transmission

 65 Tretwelle (TW)

 66 gear shaft

 67.67 ', 67 "transmission

 68 electric motor

 69 Tretwell sensor

 100 servers

 200 Tretwellensensor

 201 rotation detection device

 202 Tretwellen communication device

 203 torque sensor

204, 303 energy storage 205 switch / transistor

206 Tretwellen arithmetic unit

207 integrated circuit

210 Tretwell data

 220 activity signal

 230 turn signal

 231 rising edge

 232 falling edge

 Sl sleep state

 S2 active state

 Tl, T2, T3, T4 time duration

Z1-Z4, Ζ4 ^λ state

C1-C6, C transition condition

Claims

claims

System for displaying at least one performance characteristic, comprising:

a vehicle (1), in particular a bicycle, comprising:

 o a variety of vehicle components, eg. B. an electric motor (68) or a Tretwellensensor (67), each of which is adapted to detect sensor data and these, for example via a bus (61) to provide;

 o a vehicle module (40), comprising:

^■ a memory device (44) for storing

 Sensor data;

^■ an inner module communication device (42), which is designed to capture the sensor data of at least some of the plurality of vehicle components, in particular via the bus, and to store them in the memory device (44);

A computing unit (45) ^adapted to use at least some of the stored ones

 Sensor data (44) to calculate at least one performance characteristic of the vehicle;

^■ one, especially for wireless communication

 trained exterior vehicle communication device (41);

d a d u r c h e s e n c i n e s, d a s s

 - The vehicle module (40) is adapted to at least the

 Performance characteristic using the vehicle exterior communication device to a mobile terminal (10)

 transfer.

System according to claim 1,

characterized in that

at least some of the plurality of components communicate with a controller (62) via a bus (61), in particular a CAN-BUS, the internal communication device (42) being communicatively connected to the bus (61).

System according to one of the preceding claims,

characterized in that the vehicle (1) comprises a frame with a cavity and the vehicle module (40) is at least partially disposed in the cavity; and or

 the vehicle module (40) is arranged in a watertight housing.

4. System according to one of the preceding claims,

 characterized in that

 the arithmetic unit (45) is designed to

 a) to calculate average values from the stored sensor data and to store them in the memory device (44) and / or b) to at least some of the sensor data over a predetermined one

 Save period in connection with time information.

5. System according to one of the preceding claims, in particular according to claim 4,

 characterized in that

 the sensor data

- a (momentary) provided via pedals driving power P _M ensch,

a (instantaneous) speed V _F ZG and / or

 a (current) battery power Pbat or state of charge of the battery (63), in particular of battery cells,

 include, and

 wherein the computing unit (45) is configured based on a calculated average speed, the battery power, the state of charge of the battery (63), and / or a calculated one

 Average driving power provided via pedals to determine a range of the vehicle (1).

6. System according to any one of the preceding claims, in particular according to claim 5

 characterized in that

 the sensor data include:

 - An engine speed and / or

 - A cadence with which the pedal is operated, and / or

 a vehicle speed,

wherein the arithmetic unit (45) is adapted based on a) the vehicle speed and the engine speed, in particular a ratio of the vehicle speed to the engine speed, and / or

 b) the vehicle speed and the cadence, in particular a ratio of the vehicle speed to the cadence,

 to calculate a switching state of a gearbox.

7. System according to any one of the preceding claims, in particular according to claim 4,

 marked by :

 a cadence sensor for detecting a cadence or pedaling speed, operated with pedals,

 a stepping torque sensor for detecting a pedaling torque, with which pedals are operated,

 wherein the arithmetic unit (45) is adapted to calculate a power parameter, namely a human power, based on the pedaling torque and the pedaling torque, wherein a torque curve is preferably calculated by signal filtering and offset error correction, in particular angle-dependent offset correction.

8. System according to any one of the preceding claims, in particular according to claim 5 or 6,

 characterized in that

 the vehicle module (40) has a position determining device for determining a position of the vehicle (1), wherein the

 Vehicle computing unit (45) is designed to

 based on a specific position of the vehicle and a

 Target position to determine a route; and

 - Carry out the determination of the range of the vehicle (1) using topographic information of the route.

9. A method of calculating at least one performance characteristic of a vehicle, comprising the steps of:

 - Detecting sensor data by a plurality of components of the vehicle (1);

- storing the sensor data in a memory device (44); Calculate, by a vehicle module (40), at least one

 Performance parameter using the stored

 Sensor data;

 - Sending the sensor data by the vehicle module (40) and

 Receiving the performance score on a mobile terminal (10);

 - Display of the performance characteristic on the mobile terminal (10).

10. The method according to claim 9,

 characterized in that

 the sensor data

 - a drive power provided by pedals to humans,

a speed V _F ZG of the vehicle (1) and / or

 a battery power Pbat or a state of charge of the battery

 (63), and wherein calculating at least one

 A performance index calculating a range of the vehicle (1) based on a calculated average speed, the battery power Pbat and / or the state of charge of the battery (63) and a calculated average yielded driving power.

11. The method according to any one of claims 9 or 10,

 characterized in that

 the method comprises storing a speed profile of the vehicle, and calculating the performance characteristic includes:

 - Using the speed profile of the vehicle

 o the rolling resistance and

 o the flow resistance coefficient

 to calculate and

 - on the basis of the calculated rolling resistance and the

 Drag coefficients to calculate the total vehicle drag.

12. The method according to any one of claims 9 to 11, in particular according to

 Claim 11,

 characterized in that

for the efficiency calculation of the vehicle, the sensor data are stored in real operation, in particular the battery power Pbat, the Vehicle speed vFZG, total vehicle resistance and / or a calculated switching state, wherein preferably additionally data are stored indicating a condition of a traveled surface and / or a slope.

A computer-readable storage medium containing instructions that cause at least one processor to implement a method as claimed in any one of claims 9 to 12 when the instructions are executed by the processor.

14. Vehicle module for use in a vehicle (1), in particular in a system according to one of claims 1 to 8, comprising:

a memory device (44) for storing sensor data;

 - An in-vehicle communication device (42), the

 is configured to receive sensor data, in particular via a bus, and to store it in the memory device (44);

 - A computing unit (45) which is adapted to calculate using the stored sensor data at least one performance characteristic of the vehicle (1);

 - an external vehicle communication device (41), especially for wireless communication;

 characterized in that

 the vehicle module (40) is adapted to the stored

 Sensor data and the performance characteristic using the external vehicle communication device (41) to a mobile terminal (10) to communicate.

15. Vehicle module according to claim 14,

 characterized in that

 the vehicle module (40) comprises an analog-to-digital converter for determining sensor data.