WO2022180114A1

WO2022180114A1 - Terrestrial vehicle

Info

Publication number: WO2022180114A1
Application number: PCT/EP2022/054555
Authority: WO
Inventors: Balthasar Stelzner; Joachim Köninger; Alexander Schmitt; Thomas Marik; Valentina Unakafova; Anton Unakafov; Max Batt; Julien HENAUT; Fabian Deuchler
Original assignee: HeartGo GmbH
Priority date: 2021-02-25
Filing date: 2022-02-23
Publication date: 2022-09-01
Also published as: DE102021104523B3

Abstract

The invention relates to a terrestrial vehicle (5) which is designed to be driven by muscle power of a driver and has a motor (9) which is designed to drive the terrestrial vehicle (5), wherein the terrestrial vehicle (5) has an effort measuring device (6) which is designed to measure an effort A(t) of the driver caused by use of the muscle power, a speed measuring device (7) which is designed to determine the speed v(t) of the terrestrial vehicle (5), and a control unit (8) which is designed to control the motor (9) and to determine, based on the measured effort A(t) and the measured speed v(t), a plurality of different driving situations of the terrestrial vehicle (5), wherein one of the driving situations is a starting situation (1) and t is the time, and, if the driving situation is determined to be the starting situation (1), to control a support step u(t) of the motor (9) with a value ustart(t).

Description

land vehicle

The invention relates to a land vehicle.

Conventional land vehicles exist that can be propelled by both human power of a driver and an engine. An example of such a land vehicle is an electric bicycle, which can be a pedelec in particular. The land vehicles usually have a control unit that controls the power released by the engine to propel the land vehicle. Conventional control units have the problem that they do not adapt the power of the engine, or do not do so quickly enough, in the event of abrupt changes in the driver's effort. An example of such an abrupt change in effort is when the driver has to exert more effort at the beginning of a hill. Here it would be desirable if the power of the engine was increased. Conversely, it would be desirable for the power of the engine to be reduced quickly when driving downhill, so that the land vehicle is traveling at too high a speed and the associated increased risk of accidents is avoided. Another example would be the launch of the land vehicle. Here it would be particularly desirable that when the land vehicle is started, the engine should give strong support to the start, for example to avoid the driver of the electric bicycle swaying during the start, which can be potentially dangerous for the driver.

It is therefore an object of the invention to provide a land vehicle which is drivable by both human power of a driver and an engine and has a controller for the engine which responds quickly to abrupt changes in driver effort.

The land vehicle according to the invention is set up to be driven by muscle power of a driver and has a motor which is set up to drive the land vehicle, the land vehicle having a Effort measuring device that is set up to measure an effort A{t) of the driver caused by the application of muscle power, a speed measuring device that is set up to determine a speed v(t) of the land vehicle, and a control unit that is set up to to control the engine and, based on the measured effort A{t) and the measured speed v(t), to determine a plurality of different driving situations of the land vehicle, one of the driving situations being a starting situation and t being the time, and when the driving situation is considered to be the Starting situation is determined to control a support level u {t) of the engine with a value _u start (t), ie u (t) = u _{start (t)} .

The starting situation can be determined particularly reliably and particularly quickly on the basis of the measured speed and the measured exertion. As soon as the starting situation is recognized, the support level u(t)= _u start(t) is set. Ustart(t) can now be selected in such a way that sufficient support is provided by the engine in the starting situation of the land vehicle.

The motor can be an electric motor, for example, and the land vehicle can have a battery that is set up to supply the electric motor with electrical energy.

The support level u(t) can be positive, whereby the engine drives the land vehicle, and/or negative, whereby the engine brakes the land vehicle. An example of the engine that is set up to drive and brake the land vehicle is the electric motor that is set up to carry out recuperation, i.e. the effort A(t) of the driver and/or a kinetic energy of the driver and/or the land vehicle in to convert electrical current. For a particularly sensitive control of the engine, it is preferred that the control unit is set up that

control support level u(t) in small increments. For example, the increments can be a maximum of 3%, in particular maximum 1.5% or maximum 1%. The maximum range of the assistance level u(t) can be from 0% to 100% or, in the event that the engine is also set up to brake the land vehicle, from -100% to 100%.

The speed measuring device can be set up, for example, to determine the speed v(t) from the speed of a wheel of the land vehicle, in particular a wheel of an electric bicycle, and the diameter of the wheel.

It is preferred that the effort A(t) is a mechanical power P(t), in particular a pedaling power, of the driver, i.e. A(t)=P(t), and the control unit is set up to query in a first query, whether v(t)<Sv and P(t)<Sp, and in case the answer is yes, determining the driving situation as the starting situation, where Sv is a speed threshold and Sp is a power threshold. It was found that the starting situation can be reliably determined based on the first query.

To determine the power P(t), the

Effort measuring device comprise a torque sensor which is set up to measure a torque generated by the driver during his exertion A(t) and an angular velocity sensor which is set up to measure an angular velocity associated with the torque. The angular velocity can be a speed, for example. The power P(t) can then be determined as the product of the torque and the angular velocity. The speed threshold value Sp can be, for example, from 5 km/h to 12 km/h, with low speeds being more suitable for those drivers who are untrained and high speeds being more suitable for those drivers who are well trained. Of the

Power threshold value S _p can be, for example, from 30 watts to 120 watts. Low wattages, such as from 30 watts to 75 watts, are more appropriate when the land vehicle is a lightweight electric bike. High powers, such as from 50 watts to 120 watts, are more appropriate when the land vehicle is a heavy electric bicycle, such as a mountain bike, or has more than two wheels. It also applies here that rather low values from the respective areas are suitable for those drivers who are untrained, and rather high values from the respective areas are suitable for those drivers who are well trained.

It is preferred that the control unit is set up, in the event that the answer to the first query is no, to query in a second query whether v(t)<Sv+Cv and P{t)<Sp+Cp and ( v(t)-v(t-iv))/TV<S _DV , and in case the answer to the second query is yes, to determine the driving situation as the starting situation, where Cv is a positive constant, Cp is a is a positive constant, iv is a deceleration, and S _DV is a negative acceleration threshold. The second query describes a situation in which the starting situation lasts longer and is associated with problems that lead to a drop in velocity v(t). This allows the starting situation to be determined particularly quickly and reliably. The constants Cv and Cp allow higher speed and higher performance than in the first query. Cv depends on the type of land vehicle. For example, Cv can be from 1 km/h to 3 km/h, where Cv=2 km/h is suitable for most electric bicycles. For example, C _p can be from 0 to 50 watts, with the constant C _p being from 10 watts to 20 watts suitable for most electric bicycles. For example, the acceleration threshold S _DV can be from -1 km/(h*s) to -3 km/(h*s), where S _DV =-2 km/(h*s) for most drivers and routes that use this Land vehicle travels, is suitable. The delay iv can be, for example, from 1 s to 3 s. The more noise is expected in the measurement of the velocity v(t), the longer the delay iv should be selected. iv=2 s is suitable for most cases of noise. The driving situations preferably have a stable situation, an uphill situation and a downhill situation, with the control unit being set up when the driving situation is determined to be the stable situation, to control the support level u{t) with a value u _stabii (t), ie u {t)=u _stabiI (t), when the driving situation is determined as the uphill situation, to control the support level u(t) with a value u _on (t), ie u(t)=U _on (t), and, when the driving situation is determined as the downhill situation, to control the assist level u(t) with a value u _ab (t), ie u(t)=u _ab (t). By providing the uphill situation and the associated support level u _to (t), the motor can quickly support the driver at the beginning of an incline. By providing the downhill situation and the support level LZ _ab (t) associated with it, it can be avoided that the motor provides too much support when driving downhill, as a result of which an excessive speed and the associated risk of an accident can be avoided. By providing the stable situation and the assistance level LZ _stabii (t) associated with it, all those driving situations can be covered that are not the starting situation, the uphill situation or the downhill situation.

LZstart(t), Ustabii(t), Lz _up (t) and u _down (t) are preferably constants, ie Ustart(t)=ui,start, zistabii(t)=ui,stable,

LZauf(t)=ui,up and u _down (t)=ui, _down . It can apply that ui,start ^

Ul,up ^ Ul,stable ^ Ul,down Or that Ul,up ≥ Ul,start ≥ Ul,stable ^ Ul,down.

It is preferred that ui, _start is from -5% to 100%, or from 0% to 100%, or from 10% to 100%. It is preferred that ui, _{auf is} from -5% to 100%, or from 0% to 100%, or from 10% to 100%. It is preferred that ui, _stable is from - 50% to 50% or from 0% to 50%. It is preferred that ui is _from -100% to 5% or from 0% to 5%.

It is preferable that the control unit is set up, in the case that the driving situation is not determined as the starting situation and that at a point in time tt the driving situation was determined as the stable situation or as the starting situation, querying whether D(t)>S _OI *dD(t) and in case the answer is yes, determining the driving situation as the uphill situation, where t a sampling time of the control unit, D(t) a force applied by the driver during his effort A{t) to a drive wheel of the land vehicle, which is in particular a rotational force, S _DI a constant and dD(t) a unit-less force gradient of the force D (t) determined in particular according to dD (t)=lk _D *( _D (t)-D (ti _D ))/ID, where k _D is a constant and ID is a delay. The uphill situation can be reliably determined by this query if the driving situation was determined as the stable situation or as the starting situation at the point in time tt. By using the force gradient dD(t), it is advantageously not necessary to determine the inclination of the land vehicle, for example by means of an inclination sensor, to determine the uphill situation. i can be from 0.1 s to 2 s, in particular 1 s. S _DI depends on the aerodynamics of the land vehicle. For example, S _DI can be determined by the formula 0.07*M, where M is the sum of the masses of the driver and the land vehicle in kg and S _DI is given in N.

For example, for an electric bicycle as the land vehicle, S _DI can be from 3.5 N to 14 N, which corresponds to an M of 50 kg to 200 kg, k _ü can be, for example, from 0.1 s/N to 0.5 s/N , I _D can be, for example, from 2 s to 5 s. The rotational force D(t) is directed in the tangential direction of the drive wheel and can act on the outer end in the radial direction of the drive wheel.

It is preferable that the control unit is set up to query whether D (t)>S _DI *C/ D(t)-H _D and in case the answer is yes, to determine the driving situation as the uphill situation, where D(t) is one of the driver's effort A(t) on a driving wheel of the land vehicle applied force, in particular a rotational force, dD(t)=l- k _D *{D(t)-D(ti _D) )/T _D , S _DI a constant, H _D a constant, k _D a constant, t a Sampling time of the control unit and T _D are a delay. The uphill situation can be reliably determined by this query if the driving situation was also determined as the uphill situation at the point in time tt. By using the force gradient dD(t), it is advantageously not necessary to determine the inclination of the land vehicle, for example by means of an inclination sensor, to determine the uphill situation. i can be from 0.1 s to 2 s, in particular 1 s. S _DI depends on the aerodynamics of the land vehicle. For example, S _DI can be determined by the formula 0.07*M, where M is the sum of the masses of the driver and the land vehicle in kg and S _DI is given in N. For example, for an electric bicycle as the land vehicle, S _DI can be from 3.5 N to 14 N, which corresponds to an M of 50 kg to 200 kg, k _ü can be, for example, from 0.1 s/N to 0.5 s/N . I _D can be, for example, from 2 s to 5 s. H _D depends on the terrain on which the land vehicle is traveling. The hillier the terrain, the higher H _D should be selected. For example, HD can be from 0.1N to 2N, where it has been found that _HD = _0.5N is suitable for most terrain. The rotational force D(t) is directed in the tangential direction of the drive wheel and can act on the outer end in the radial direction of the drive wheel.

It is preferred that the control unit is set up, in the event that the driving situation is not determined as the starting situation and that at a point in time tt the driving situation was determined as the stable situation, as the starting situation or as the downhill situation, to query whether D (t)<S _D 2*C/D(t) and in case the answer is yes, determining the driving situation as the downhill situation, where i is a sampling time of the control unit, D(t) is one of the driver at whose effort A(t) force applied to a driving wheel of the land vehicle, which is in particular a rotational force, S _D 2 a constant and dD(t) are a unitless force gradient over time of the force D{t), which is determined in particular according to dD(t)=lk _D *{D (t)-D(5-T _D ))/T _D , where k _D is a constant and T _D are a delay. The downhill situation can be reliably determined by this query. By using the force gradient dD(t), it is advantageously not necessary to determine the inclination of the land vehicle, for example by means of an inclination sensor, to determine the downhill situation. t can be from 0.1 s to 2 s, in particular 1 s. S _D 2 depends on the aerodynamics of the land vehicle. For example, S _D 2 can be determined by S _D2 =3.65 N if Md85 kg, and S _D2 =4.5 N- 0.01*M*N/kg if M>85 kg, where M is the sum of the masses of the driver and the land vehicle in kg. For example, for an electric bicycle as the land vehicle, S _D 2 can be from 3.65 N to 2.5 N, which corresponds to an M of 50 kg to 200 kg. k _D can be, for example, from 0.1 s/N to 0.5 s/N. I _D can be, for example, from 2 s to 5 s. The rotational force D(t) can be directed in the tangential direction of the drive wheel and can act on the end lying on the outside in the radial direction of the drive wheel.

The control unit is preferably set up, in the event that the driving situation is not determined as the starting situation, the uphill situation or the downhill situation, to determine the driving situation as the stable situation. As a result, the control unit is set up to determine precisely four different driving situations.

The control unit is preferably set up to control the engine power Pn(t) provided by the engine to drive the land vehicle as a function of the support level u(t) and the power P{t) of the driver. This is the case, for example, when the land vehicle is a pedelec. For example, the control unit can be set up to determine the engine power according to Pn(t)=u(t)*K*P(t). The factor K indicates the maximum possible motor support. K can be, for example, from 1 to 5 and is in particular 3. It is preferred that the land vehicle has a body sensor that is set up to measure physiological data PD ( t ) of the driver's body, and a computing unit that is set up to create a forecast mPD ( t + T) of the physiological data, wherein the control unit is set up to provide a predetermined reference variable for the physiological data PD(t), to take the prognosis mPD {t+T) as a controlled variable and to select a support level U2(t) of the motor as a manipulated variable, the control unit being set up , to choose a predetermined constant ui,start for u _start (t) if ui, _start >U2(t), or to choose for u _start (t) with ) if m { t ) > m, _start . In summary: u _start ( t ) = max [ ui,start, m { t ) ] . It is alternatively preferred that the land vehicle has a body sensor that is set up to measure physiological data PD(t) of the driver's body, and a computing unit that is set up to create a prognosis mPD {t+T) of the physiological data, wherein the control unit is set up to provide a predetermined reference variable for the physiological data PD { t ), to take the prognosis mPD { t + T) as a controlled variable and to select a support level U2(t) of the motor as a manipulated variable, the control unit set up - choose a predetermined constant ui,start for Ustart( t ) if ui, _start >U2(t), or choose for u _start (t) with ) if m { t ) >ui,start, - choose a predetermined constant ui,stabil for u _stabii (t) if ui, _stabii > U2(t), or choose for u _stabii (t) with ) if m { t ) > ui,stabil, - for u _auf (t) a predetermined constant Ui, _auf to choose if ui, _auf >U ₂ (t), or for u _auf ( t) to be selected with ) if with ) >ui, _up , and - for u _ab (t) a predetermined constant ui, to be selected _ab if ui, _ab >U2(t)-Ukorr, or for u _ab (t ) with ) -Ukorr if m { t ) -Ukorr>ui,ab, where _Ukorr is a positive constant. U _korr depends on the land vehicle and the engine. What is achieved in both cases is that a control, in which the different driving situations are determined, is combined with a regulation of the driver's physiological data. By that land vehicle as the control variable takes the prognosis mPD {t+T), in which the time t+T is the delay T in the future, the control unit can react to changes in load much more quickly than would be the case if it were the control variable the physiological data PD(t) would be taken. As a result, control deviations of the controlled variable from the reference variable can be kept much lower than would be the case if the physiological data PD(t) were taken as the controlled variable. Each driver can now be given the appropriate reference variable for the physiological data PD(t), it being conceivable that the reference variable varies over time. For example, a sports doctor or a physiotherapist can be used to set the reference variable. U _korr depends on the land vehicle and the engine. U _korr can be from 1% to 50% and in particular for an electric bicycle from 3% to 5%.

It is preferred that in the computing unit a mathematical model of the form

is set up, by means of an optimization algorithm, the coefficients a _x ±, the summand aio, the delays t _c ± at least partially and the delay T for each driver individually so that mPD (t + T) the measured physiological data PD(t+T) and to use the model to create the forecast mPD(t+T) of the physiological data PD(t+T), j can be selected, for example, from the range from 2 to 5, k can, for example, be from the range selected from 1 to 4 be. In the term Bi(t), an averaging of Di+1 measuring points is carried out, which have a time interval K _± . For example, values for D _± can be selected from a range of 0-60. The values for the time interval K _± can be selected from a range of 0.2 s to 2 s, for example. Since the computing unit is set up to adapt the coefficients a _x ±, the summand aio, the deceleration r _Xi and the deceleration T individually for each driver, the system deviations for any driver can be kept low. Different drivers react at different speeds to a change in a load acting on the driver from the outside. If the driver is rather untrained, it will react rather slowly to the change, if the driver is rather trained, it will react rather quickly to the change. Because the computing unit is not only set up to adjust the coefficients a _x ± and the summand aio but also the deceleration t _c ± and the deceleration T individually for each driver, the model can reflect that different drivers react at different speeds to changes in the load . As a result, the prognosis for each driver has a particularly high level of accuracy, which means that control deviations are also particularly low. Because the

Control deviations are particularly low, it is now possible to control the land vehicle in such a way that overexertion on the part of the driver is avoided, that at the same time support from the motor is as low as possible in order to achieve the lowest possible energy consumption, and/or to achieve that the Driver exerts enough effort so that a fitness of the driver is improved.

The physiological data PD(t) preferably include a heart rate, a heart rate variability, an electrocardiogram, an oxygen saturation of the blood, a blood pressure and/or a neurological activity, in particular an electroencephalography. It is preferred that the land vehicle has an altimeter arranged to measure the height H(t) of the land vehicle and in the model

is. 1 can be selected from the range of 1 to 4, for example. It is preferred that the land vehicle has a temperature sensor that is set up to measure the temperature Temp(t) in the area surrounding the land vehicle and in the model

is. m can be selected from the range of 1 to 2, for example. It is preferred that the land vehicle has an inclination sensor which is set up to measure an inclination N(t) of the land vehicle and in the model

is. n can be selected from the range of 1 to 4, for example. The accuracy of the prediction can be increased by providing one or more of the terms S _{3 (} t), Bi(t) and Bs(t).

The control unit is preferably set up to regulate the support level U2(t) using a PID controller. The PID controller is particularly suitable for controlling the physiological data PD(t) because its integral term helps to gradually reduce the control error and its derivative term allows

Correct control deviations even before they actually occur. It is particularly preferred that the PID controller is set up to support it) in accordance with

to be determined, where Kp, Ki and KD are control parameters, where e(t) is the control deviation at time t, the functions _fi(e), f2(e) and fgie) being chosen such that Underestimation errors are weighted more heavily than overestimation errors. As a result, deviations of the controlled variable to values greater than the reference variable are less likely than deviations of the controlled variable to values lower than the reference variable. This can avoid the overexertion that can cause physical harm to the driver. It is particularly preferred that

and

and / ₃ (e) = 0 for e < 0 and / ₃ (e) = e for e > 0, where in fi(e) and -fz(e) the polynomial can be different from e in different regions. For example, the functions fi(e) and -fz(e) can have an angle bisector and lie only in a range 0<e<Ei or 0<e<Eü above the angle bisector. For example, especially when the physiological data is a heart rate, the following can apply: fi(e)=f2(e)=e for e>12 or e<0 and fi(e)=f2(e)=2* e- ^0.082 *e2 for 0<edl2. For example, f ₃₍ e)=e for e>0 and f ₃₍ e)=0 for edO.

The computing unit is preferably set up to adjust the control parameters Kp, Ki and KD individually for each person. It is particularly preferred that the processing unit is set up to carry out a calibration method in which a step response of the physiological data PD(t) or the exertion data A(t) is generated by an abrupt change in the manipulated variable, with the processing unit being set up to Determine step response the control parameters Kp, Ki and K _{D ZU} .

It is preferred that the land vehicle is an electric bicycle. The electric bicycle can also be a pedelec. The pedelec is an electric bicycle in which the control unit is set up to move from the motor to the Driving the land vehicle to control the engine power PM(5) provided as a function of the support level u(t) and the power P{t) of the driver.

The invention is explained in more detail below with reference to the accompanying schematic drawings.

FIG. 1 shows a schematic view of a land vehicle according to the invention.

FIG. 2 shows a first program flow chart.

FIG. 3 shows a second program flow chart.

FIG. 4 shows a first plot of various measurement data recorded while driving the land vehicle.

FIG. 5 shows a second plot of different measurement data recorded during a trip with the land vehicle.

As can be seen from FIG. 1, a land vehicle 5 is set up to be driven by a driver's muscle power and has a motor 9 which is set up to drive the land vehicle 5 . The land vehicle 5 has an effort measuring device 6, which is set up to measure an effort A(t) of the driver caused by the application of muscle power, a speed measuring device 7, which is set up to determine a speed v(t) of the land vehicle 5, and a Control unit 8, which is set up to control the motor 9 and to determine a plurality of different driving situations of the land vehicle 5 based on the measured effort A{t) and the measured speed v(t), one of the driving situations being a starting situation 1 and t is the time and, if the driving situation is determined as the starting situation 1, to control a support level u(t) of the motor 9 with a value u _start (t). Program flow charts are shown in FIGS. 2 and 3 which illustrate how the control unit 8 can be set up to determine the different driving situations. For example, the program flowcharts can begin at start 4. FIG. 2 shows that the effort A(t) can be a mechanical power P(t), in particular a pedaling power, of the driver and that the control unit 8 can be set up to query in a first query 11 whether v(t)<Sv and P(t)<Sp, and in case the answer is yes, determining the driving situation as the starting situation 1, where Sv is a speed threshold and Sp is a power threshold. In addition, FIG. 2 shows that the control unit 8 can be set up, in the event that the answer to the first query 11 is no, to query in a second query 12 whether v(t)<Sv+Cv and P(t)< Sp+Cp and (v{t)-v{t-iv)) / T _V <SD _V , and in the case that the answer to the second query 12 is yes, to determine the driving situation as the starting situation 1, where Cv is a positive constant, C _p is a positive constant, iv is a deceleration, and SD _V is a negative acceleration threshold.

Figure 3 shows that the driving situations can have a stable situation 0, an uphill situation 2 and a downhill situation 3, with the control unit 8 being set up when the driving situation is determined as the stable situation 0, the support level u(t) with a value U _stabii( t) when the driving situation is determined as the uphill situation 2, to control the assist level u(t) with a value u _on( t), and when the driving situation is determined as the downhill situation 3, to control the assist level u( t) with a value u _ab( t). In summary, u (t)=U _{start (} t) when the driving situation is the starting situation, LZ (t)=Lz _{up (} t), when the driving situation is the uphill situation, LZ (t)=LZ _{down (} t) , when the driving situation is the downhill situation, and

LZ(t)=Lz _stabii( t) when the driving situation is the stable situation. The first query 11 and the second query 12, which are Figure 2 are shown with two different diamonds are combined in Figure 3 in a diamond. In this case, if the first query 11 or the second query 12 was answered with yes, the answer in FIG. 3 is yes. If both the first query 11 and the second query 12 were answered in the negative, the answer in FIG. 3 is no.

The control unit 8 can be set up (see Figure 3) to query whether the driving situation is not determined as the starting situation 1 and that at a point in time tt the driving situation was determined as the stable situation 0 or as the starting situation 1 D(t)>S _OI *dD(t) and in the case that the answer is yes, to determine the driving situation as the uphill situation 2, where i is a sampling time of the control unit 8, D(t) one of the driver at whose effort A(t) is a force applied to a drive wheel of the land vehicle 5, which is in particular a rotational force, S _DI is a constant and dD(t) is a unit-less force gradient over time of the force D(t), which is in particular according to dD(t)= lk _D *(D(t)-D(O-T _D ))/T _D , where k _D is a constant and T D is a delay.

The control unit 8 can also be set up (see FIG. 3) to query whether D(t)> in the event that the driving situation is not determined as the starting situation 1 and that at a point in time tt the driving situation was determined as the uphill situation 2 S _DI *C(D(t)-H _D and in case the answer is yes, to determine the driving situation as the uphill situation 2, where i is a sampling time of the control unit 8, D(t) a by the driver at whose effort A(t) force applied to a drive wheel of the land vehicle 5, which is in particular a rotational force, S _DI is a constant, H _D is a constant and dD(t) is a unit-less force gradient over time of the force D(t), which is in particular according to dD(t)=lk _D *(D(t)-D(δ-TD))/TD where k _D is a constant and T _D is a delay. The control unit 8 can be set up (see Figure 3) in the event that the driving situation is not determined as the starting situation 1 and that at a point in time tt the driving situation is determined as the stable situation 0, as the starting situation 1 or as the downhill situation 3 was to query whether D(t)<S _D 2*C(D(t) and in the event that the answer is yes, to determine the driving situation as the downhill situation 3, where i is a sampling time of the control unit 8, D (t) a force applied by the driver at his effort A(t) to a drive wheel of the land vehicle 5, which is in particular a rotational force, S _D 2 is a constant and dD(t) is a unit-less force gradient over time of the force D(t). , which is determined in particular according to dD(t)=lk _D *(D(t)-D(O-T _D ))/T _D , where k _D is a constant and T _D is a delay. For example, the query as to whether D(t)<S _D2 *C(D(t)) can also be made in the case that the answer to the query as to whether D(t)>S *dD(t) is No is.

As can be seen from FIG. 3, the control unit 8 can be set up to determine the driving situation as the stable situation 0 in the event that the driving situation is not determined as the starting situation 1, as the uphill situation 2 or as the downhill situation 3.

The support level u(t) can be positive, whereby the engine drives the land vehicle, and/or negative, whereby the engine brakes the land vehicle. An example of the motor that is set up to drive and brake the land vehicle is an electric motor that is set up to carry out recuperation. For a particularly sensitive control of the motor, it is preferred that the control unit is set up to control the support level u(t) in small increments. For example, the increments can be a maximum of 3%, in particular a maximum of 1.5% or a maximum of 1%. The maximum range of the assistance level u(t) can be from 0% to 100% or, in the case that the motor is set up to brake the land vehicle, from -100% to 100%. the Control unit 8 can be set up to control the engine power Pn(t) provided by the engine 9 for driving the land vehicle 5 as a function of the support level u(t) and the power P(t) of the driver. For example, the control unit can be set up to determine the engine power according to P _{M (} t)=u(t)*K*P(t). The factor K indicates the maximum possible motor support. K can be, for example, from 1 to 5 and is in particular 3.

The speed threshold value Sp can be, for example, from 5 km/h to 12 km/h, with low speeds being more suitable for those drivers who are untrained and high speeds being more suitable for those drivers who are well trained.

The power threshold value Sp can be from 30 watts to 120 watts, for example. Lower powers, such as from 30 watts to 75 watts, are more suitable when the land vehicle is a light electric bicycle. High powers, such as from 50 watts to 120 watts, are more appropriate when the land vehicle is a heavy electric bicycle, such as a mountain bike or has more than two wheels. It also applies here that rather low values from the respective areas are suitable for those drivers who are untrained, and rather high values from the respective areas are suitable for those drivers who are well trained.

Cv depends on the type of land vehicle. For example, Cv can be from 1 km/h to 3 km/h, where Cv=2 km/h is suitable for most electric bicycles.

For example, Cp can be from 0 to 50 watts, with the constant Cp being from 10 watts to 20 watts suitable for most electric bicycles.

The acceleration threshold value S _DV can be, for example, from -1 km/(h*s) to -3 km/(h*s), where S _DV =-2 km/(h*s) for most drivers and distances traveled by the land vehicle.

The delay iv can be, for example, from 1 s to 3 s. The more noise is expected in the measurement of the velocity v(t), the longer the delay iv should be selected. iv=2 s is suitable for most cases of noise.

T can be from 0.1 s to 2 s, in particular 1 s.

S _DI depends on the aerodynamics of the land vehicle. For example, S _DI can be determined by the formula 0.07*M, where M is the sum of the masses of the driver and the land vehicle in kg and S _DI is given in N. For example, for an electric bicycle as the land vehicle, S _DI can be from 3.5N to 14N. k can be, for example, from 0.1 s/N to 0.5 s/N.

For example, ID can be from 2 s to 5 s.

H _D depends on the terrain on which the land vehicle is traveling. The hillier the terrain, the higher H _D should be selected. For example, HD can be from 0.1N to 2N, where it has been found that _HD = _0.5N is suitable for most terrain.

S _D 2 depends on the aerodynamics of the land vehicle. For example, S _D 2 can be determined by S _D2 =3.65 N if M<85 kg, and S _D2 =4.5 N-0.01*M*N/kg if M>85 kg, where M is the is the sum of the masses of the driver and the land vehicle in kg and S _D 2 is given in N. For example, for an electric bicycle as the land vehicle, S _D 2 can be from 3.65N to 2.5N. The rotational force D(t) is directed in the tangential direction of the drive wheel and can act on the end lying on the outside in the radial direction of the drive wheel.

To determine the power P(t), the

Effort measuring device 6 comprises a torque sensor configured to measure a torque M(t) generated by the driver during his exertion A(t) and an angular velocity sensor configured to measure an angular velocity associated with the torque. The angular velocity can be a speed, for example. The power P(t) can then be determined as the product of the torque M(t) and the angular velocity. For example, the torque D(t) can be determined according to D(t)=M(t)/R, where R is the radius of the drive wheel.

According to a first embodiment of the land vehicle 5, U _start (t), U _stabii (t), u _up (t) and u _down (t) can each be constants. For example, ui, _start can be from -5% to 100%, or from 0% to 100%, or from 10% to 100%. ui, _up can be from -5% to 100%, or from 0% to 100%, or from 10% to 100%, ui, _stable can be from -50% to 50%, or from 0% to 50%, ui, _ab can be from -100% to 5% or from 0% to 5%. It can be the case that ui,start ^ Ui, _up ^ ui,stable ^ ui, _down or that Ul,up — Ul,start — Ul,stable — Ul,down

According to a second embodiment of the land vehicle, the land vehicle can have a body sensor that is set up to measure physiological data PD(t) of the driver's body, and a computing unit that is set up to make a prognosis mPD (t+T) of the physiological data create, wherein the control unit 8 is set up to provide a predetermined reference variable for the physiological data PD(t), to take the prognosis mPD {t+T) as a controlled variable and to select a support level U2(t) of the motor 9 as a manipulated variable , wherein the control unit (8) is set up - for U _start (t) choose a predetermined constant ui, _start if ui, _start >U2(t), or for u _start (t) u ₂ {t) if

U2(t)ÜUl,start,

- for U _stabii (t) to choose U2 (t),

- for U _on (t) a predetermined constant ui to choose _on if ui,on>U2(t), or for u _on (t) to choose U2(t) if u ₂ (t)>ui, _on , and

- for U _ab (t) a predetermined constant ui to choose _ab if ui,ab > U2(t)-Ukorr, or to choose u ₂ {t)-Ukorr for Uab(t) if

U2(t)-Ukorr>ui,ab, where Ukorr is a positive constant. In summary:

Ustart(t) = max [Ul,Start, U2(t)],

Ustable(t) = U2(t),

Uauf(t) = max [ui,start, U2(t)] and Uab(t) = max [Ul,ab, U2(t)-Ukorr].

Ukorr depends on the land vehicle and engine. Ukorr can be from 1% to 50% and especially for an electric bike from 3% to 5%.

In the computing unit, a mathematical model of the form

is, wherein the computing unit can be set up, using an optimization algorithm, the coefficients a _x ±, the addend aio, the delays t _{c ±} at least partially and the delay T for each driver individually so that mPD (t + T) the measured physiological Approximate data PD(t+T) and use the model to create the forecast mPD(t+T) of the physiological data PD(t+T). In the term Bi(t), an averaging of Di+1 measuring points is carried out, which have a time interval Ki. For example, the values for D± be selected from a range of 0 to 60. The values for the time interval K _± can be selected from a range of 0.2 seconds to 2 seconds, j can be selected from the range of 2 to 5, for example, k can be selected from a range of 1 to 4, for example. The physiological data PD(t) can include a heart rate, a heart rate variability, an electrocardiogram, an oxygen saturation of the blood, a blood pressure, and/or a neurological activity, in particular an electroencephalography.

FIGS. 4 and 5 show plots with measurement data that were recorded when the land vehicle, which is a pedelec, was traveling. In each case, a height H(t) of the land vehicle above sea level, the support level u(t) and the power P(t) are plotted against time t. In FIG. 4, the measurement data were recorded with a land vehicle according to the first embodiment, and in FIG. 5 the measurement data were recorded with a land vehicle according to the second embodiment. FIG. 5 shows yet another plot in which PD(t) and mPD(t+T) are plotted against time, the physiological data PD(t) in FIG. 5 being a heart rate. In both embodiments, ui, _start =25%, Ui, _auf =20% and ui,stabii=ui,ab=1%. It can be seen that in FIG. 4 the support level u(t) changes between 25%, 20% and 1%. In FIG. 5, on the other hand, the support level u(t) can assume different values if U2(t) is selected instead of ui,start, Ui, _up , ui,stable or ui, _down . Reference List

0 stable situation

1 starting situation

2 uphill situation

3 downhill situation

4 Start

5 land vehicle

6 effort measuring device

7 speed measuring device

8 control unit

9 engine

11 first query

12 second query

A{t) Driver effort v(t) Speed P{t) Power P _M Motor power u{t) Assistance level t Time

PD(t) physiological data mPD (t+T) prediction of physiological data Temp(t) temperature N{t) slope

Sv Speed Threshold Sp Power Threshold Cv Constant Cp Constant iv Delay ID Delay

T Sampling time of the control unit

SD _V Acceleration Threshold

M(t) torque

R radius of the drive wheel

D[t) Torque dD(t) Torque gradient k _D constant

S _D I constant S _D2 constant H _D constant

U _stabi1 support level in a stable situation U _start support level in the starting situation U _up support level in an uphill situation U _from support level in a downhill situation H(t) height

Claims

patent claims

A land vehicle that is set up to be driven by a driver's muscle power and has an engine (9) that is set up to drive the land vehicle (5), the land vehicle (5) having an effort measuring device (6) that is set up to measure an effort A{t) of the driver caused by the application of muscle power, a speed measuring device (7) which is set up to determine a speed v(t) of the land vehicle (5), and a control unit (8) which is set up to control the motor (9) and to determine a plurality of different driving situations of the land vehicle (5) on the basis of the measured effort A{t) and the measured speed v(t), one of the driving situations being a starting situation (1). and t is the time, and when the driving situation is determined as the starting situation (1), to control a support level u{t) of the motor (9) with a value _u start(t).

2. Land vehicle according to claim 1, wherein the effort A{t) is a mechanical power P(t), in particular a pedaling power, of the driver and the control unit (8) is set up to query in a first query (11) whether v( t)<Sv and P(t)<Sp, and in case the answer is yes, determining the driving situation as the starting situation (1), where Sv is a speed threshold and Sp is a power threshold.

3. Land vehicle according to claim 2, wherein the control unit (8) is set up, in the event that the answer to the first query (11) is no, to query in a second query (12) whether v(t)<Sv+ Cv and P(t)<Sp+Cp and (v(t)-v(t-iv))/iv<S _D v and in case the answer to the second query (12) is yes, determine the driving situation as the starting situation (1), where Cv is a positive constant, Cp is a positive constant, iv is a deceleration, and SD _V is a negative acceleration threshold.

4. Land vehicle according to one of claims 1 to 3, wherein the driving situations a stable situation (0), a

Having an uphill situation (2) and a downhill situation (3), the control unit (8) being set up to control the support level u{t) with a value u _stabii (t) when the driving situation is determined to be the stable situation (0). when the driving situation is determined to be the uphill situation (2), to control the assist level u(t) with a value U _to (t), and when the driving situation is determined to be the downhill situation (3), to control the assist level u(t) with a value U _from (t).

5. A land vehicle according to claim 4, wherein u _start (t), u _stabii (t), U _up (t) and U _down (t) are each constants.

6. Land vehicle according to claim 4 or 5, wherein the control unit (8) is set up, in the event that the driving situation is not determined as the starting situation (1) and that at a time tt the driving situation as the stable situation (0) or when the starting situation (1) was determined, to query whether D(t)>S _OI *dD(t) and in case the answer is yes, to determine the driving situation as the uphill situation (2), where i is a Sampling time of the control unit, D(t) a force applied by the driver during his exertion A{t) on a drive wheel of the land vehicle (5), which is in particular a rotational force, SDI a constant and dD(t) a unitless force gradient of the force over time D(t) determined in particular according to dD (t)=lk _D *(D(t)-D(ti _D ))/TD where k _D is a constant and T _D is a delay.

7. Land vehicle according to one of claims 4 to 6, wherein the control unit (8) is set up in the event that the driving situation is not determined as the starting situation (1) and that at a time t-t the driving situation is determined as the uphill situation (2) was intended to ask whether

D(t)>SDI*C/D(t)-HD and in case the answer is yes, to determine the driving situation as the uphill situation (2), where T is a sampling time of the control unit, D(t) is a force applied by the driver at his effort A(t) to a driving wheel of the land vehicle (5), which is in particular a rotational force, SDI is a constant, HD is a constant and dD(t ) are a unitless force gradient over time of the force D(t), which is determined in particular according to dD(t)=lk _D *(D(t)-D(5-TD))/TD, where k _D is a constant and TD is a constant delay are.

8. Land vehicle according to one of claims 4 to 7, wherein the control unit (8) is set up in the event that the driving situation is not determined as the starting situation (1) and that at a time t-t the driving situation is determined as the stable situation (0 ), when the start situation (1) or when the downhill situation (3) was determined to inquire whether

D(t)<SD2*C/D(t) and in case the answer is yes, determine the driving situation as the downhill situation (3), where T is a sampling time of the control unit, D(t) is one of that Driver during whose exertion A(t) force applied to a drive wheel of the land vehicle (5), which is in particular a rotational force, SD2 is a constant and dD(t) is a unit-less force gradient over time of the force D(t), which in particular is determined according to dD( t)=lk _D *(D(t)-D(δ-TD))/TD where k _D is a constant and TD is a delay.

9. Land vehicle according to one of claims 4 to 8, wherein the control unit (8) is set up in the event that the driving situation is not determined as the starting situation (1), as the uphill situation (2) or as the downhill situation (3). to determine the driving situation as the stable situation (0).

10. Land vehicle according to one of claims 1 to 9, wherein the control unit (8) is set up, the engine (9) for driving the land vehicle (5) provided engine power Pn {t) depending on the support level u (t) and of the driver's power P(t).

11. Land vehicle according to one of claims 1 to 3, wherein the land vehicle has a body sensor that is set up to measure physiological data PD(t) of the driver's body and a computing unit that is set up to calculate a prognosis mPD (t+T ) of the physiological data, the control unit (8) being set up to provide a predetermined reference variable for the physiological data PD(t), to take the prognosis mPD {t+T) as a control variable and to use a support level U2( t) of the motor (9), the control unit (8) being set up to select a predetermined constant ui, _start for u _start (t) if ui, _start >U2(t), or for u _start (t ) to choose U2(t) if U2 {t)>ui,start.

12. Land vehicle according to one of claims 4 and 6 to 10, wherein the land vehicle has a body sensor which is set up to measure physiological data PD(t) of the driver's body, and a computing unit which is set up to calculate a prognosis mPD {t +T) of the physiological data, the control unit (8) being set up to provide a predetermined reference variable for the physiological data PD{t), to take the prognosis mPD {t+T) as a controlled variable and a support level as a manipulated variable to select U2(t) of the motor (9), the control unit (8) being set up

- choose for Ustart(t) a predetermined constant ui,start if ui, _start >U2(t), or choose for Ustart(t) U2{t) if

U2(t)ÜUl,start,

- to choose for Ustabii(t) U2 {t),

- for U _auf (t) a predetermined constant Ui, _auf to be chosen if ui, _auf > U2(t), or for u _auf (t) U2(t) to be chosen if U2(t) >ui, _auf , and

- for U _ab (t) a predetermined constant ui, to be chosen _ab if ui,ab>U2(t)-Ukorr, or to be chosen for Uab(t) U2(t)-Ukorr if

U2 {t)-Ukorr>ui,ab, where Ukorr is a positive constant.

13. Land vehicle according to claim 11 or 12, wherein in the computing unit a mathematical model of the form

is stored in which and

is set up, using an optimization algorithm, to adjust the coefficients a _x± , the summand aio, the deceleration r _Xi at least partially and the deceleration T for each driver individually in such a way that mPD (t+T) matches the measured physiological data PD (t+T) and to use the model to create the prognosis mPD {t+T) of the physiological data PD{t+T).

14. Land vehicle according to claim 12 or 13, wherein the physiological data PD (t) a heart rate, a

heart rate variability, an electrocardiogram, oxygen saturation of the blood, blood pressure, and/or neurological activity, in particular electroencephalography.

15. Land vehicle according to one of claims 1 to 14, wherein the land vehicle (5) is an electric bicycle.