DE19855585B4 - Light vehicle with a hybrid drive from electric muscle power drive - Google Patents

Abstract

light vehicle with a hybrid drive of electric and muscle power, with three or four wheels for a or more persons, characterized in that the power of the electric motor (3) from the driver via the pedals of the crank (2) during the pedal action can be controlled and that a force (5) or torque sensor detects the instantaneous torque of the pedal crank (2) and a rotation angle sensor (6) detects the current pedal position and that their signals to a computer (7), which, taking into account stored Data on the typical force or torque curve within a Crankshaft rotation, the control signal for the engine power control calculated, the calculator (7) in case of a deviation of the actual value across from the setpoint by more than a certain difference value (dF; dM) Towards the top more engine power or at a deviation by more than a certain difference value down engine power withdraws and wherein the difference value is adjustable and also equal to zero can be.

Description

The The invention relates to a light vehicle with a hybrid drive Electric and muscle power drive with three or four wheels, the mainly used in short-distance traffic. Own such vehicles a very high space and energy efficiency, are quiet and emission-free and can make an important contribution to more environmentally friendly transport. You often have a curb weight between 80 and 300 kg including batteries, power generator or fuel cells and an engine rated power of between 0.8 kW and 5 kW. Besides a more or less large energetic advantage offers the muscle power also psychological and physiological Advantages: With pedals under your feet becomes a certain speed much higher rated as in a car. This leads to a much better acceptance of the relatively low speed such vehicles. The pedaling action turns the positive feeling active locomotion. The circulation is regularly stimulated and trained. A heating of the passenger compartment is also at high temperatures unnecessary.

One such vehicle is under the name TWIKE commercially. It is three-wheeled and can accommodate two people. It has two sets of cranksets and a 5 kW electric motor. Both sets of cranksets are on a common Wave summarized, from a short chain drive on a hand-operated bicycle hub gear leads and from there to the differential, on which also the electric motor acts. Both drivers thus always occur in the same pedaling frequency and switching is only possible when both drivers relieve the pedals at the same time. The performance of Motors will be over a two-stage pressure switch on the steering handle regulated. The operation the hybrid drive proves to be quite complex in practice and needs a longer one Getting used to. The very rough regulation of the vigorous Motors in just two stages will cause the desired driving speed only by a constant On / off the engine, or a constant change between the two Driving steps can be achieved. That's a lot of attention Required by the driver, the above often forgets the switching of the muscle power drive. This leads to the contribution the muscle power to drive is very low and sometimes kicking is completely discontinued because the feedback is largely missing. The own Performance contribution is not noticeable. In addition, the translation area the bicycle circuit for the speed range of the TWIKE is far too low and below from about 20 km / h and above about 60 km / h an ergonomic Kicking is no longer possible. These disadvantages prevent widespread acceptance of potential ones Buyers.

Two more such vehicles are in DE 43 06 094 A1 and DE 94 02 906 U1 known. They accommodate two adults and two children and have two independently switchable crank sets. The rated motor power is approx. 0.5-1.5 kW. They are controlled manually by a rotary handle or a pushbutton proportional to the angle of rotation or keyway. Although the contribution of muscle power to locomotion is significantly higher here than in the first vehicle, the driver still feels this contribution only vaguely. The operation of the engine control, the gearshift, the turn signal and the vehicle brakes lead to a rather complex and getting used to vehicle operation. In addition, as with the first vehicle, the engine gas can only be operated with the right hand.

The electric bicycles, which are coming onto the market in increasing numbers, use manual controls of the motor or simple on-off motor controls dependent on pedaling or minimum chain force. Since the motor is weak at 200 - 300 W and contributes only about half to the progression, such a coarse and sluggish control is acceptable, as there is sufficient feedback on the pedal drive itself. Some e-bikes, some of which have a slightly higher engine output, use two or three-stage engine control depending on the chain force or pedaling frequency. The stronger the engines outweigh the muscle power, the clearer is the shortcoming of a sensitive, pedal force-dependent control. An in US 5,749,429 A become known pedal-controlled engine control of a so-called power-assisted bike uses a measuring device that compares the output from the engine on the chainring shaft torque with the output by the crank torque and controls the engine so that the ratio of engine torque to pedal crank torque is always 50 to 50. This will comply with a legal requirement that leads to an exemption of the helmet. Although this type of engine control reacts immediately and the engine power fluctuates at each pedal crank, but since the vehicle still reacts to a change in the Tretaktion total at this engine share, a pulsation of the drive with the pedaling is at best only slightly noticeable.

Processor controlled motor controls for a bicycle with electric assistance are in US 5,370,200 and in US 5,664,636 A known. There, a force sensor detects the torque of the pedal crank axle and a computer controls the motor in proportion to this torque after exceeding a certain threshold force. A speed sensor prevents any engine power as long as a certain speed has not been exceeded. Alternatively or additionally, it is also provided, the engine power without speed threshold at startup successively with each another step into the pedal to let rise. These are indispensable safety precautions in two-wheeled vehicles, where already during the up and down and in the waiting position, with one foot on the ground and the other on the pedal, already high pedal torque can act without the driver has the intention to start. However, such a safety regulation with speed threshold and / or successive increase in force is not required in multi-lane vehicles, since no significant pedal cranking torques occur during the ascent and descent and in the waiting position. It is even in the somewhat heavier vehicles of the generic term even very cumbersome, since the driver is just in the start phase with muscle power alone overwhelmed and expected high engine assistance.

at Light vehicles whose net mass exceeds the driver mass and the one stronger Motorization is due to the engine dominance in the hybrid drive a sensitive one Motor control without speed threshold indispensable, at the one you want Motor power is available immediately. Every vehicle has a direct, sensitive and fast implementation the driver's will a key point in the assessment and emotional Acceptance of the vehicle by the driver. A well dosed and Fast throttle response is a decisive selling point for cars. Likewise, the low-weight bike has a decent weight Meaning, the impression of a figuratively "fast throttle response", ie the immediate Implementation of the driver's will, generated. At the interface between Man and the one supporting him or moving machine becomes the character of a vehicle in the positive sense as agility or negative sense as inertia apparently. In addition, a good and precise throttle response is also a safety-relevant one Factor in dense traffic, to which such a vehicle much more is exposed as a bicycle.

at Light vehicles with said hybrid drive comes in addition to the Requirement to add, the widespread prejudice, such a vehicle could only very to be difficult to kick, by a correspondingly positive, so easy and to refute spontaneous driving and pedaling. Do you want the driver out? good energetic, health and psychological reasons too To motivate kicking, it has to the goal is to give the rider their own pedaling power in this vehicle to be multiplied multiplied, i. to him, as it were To put on seven league boots. He should be a mover and not to feel as a moving A particular difficulty arises from the fact that the Tretaktion in principle uneven in their level of strength and more depending on the driver or less out of proportion, so that Force level can not be used directly as a signal to the engine control can.

Also a high priority has a simple and self-evident Type of vehicle operation. In the successful market launch of new Vehicle concepts, it is crucially important that not only the economic but also the psychological threshold for the new is as low as possible. The state of the art contributes too little.

task The invention is therefore to solve these difficulties and a light vehicle with a hybrid drive of electric motor and To create muscle power that is immediate and sensitive to the reacts to the type of pedaling expressed driver will, that simple and self-evident to operate and that is an optimal pedaling with very good Feedback guaranteed. additionally should the driver the measure of Boosting, or the character of the vehicle within certain limits individually can adjust and more information about get his pedaling and other training-relevant data. The vehicle should to some extent become the partner of the driver.

The object is achieved in that a light vehicle ( 1 ) of the generic term with a computer ( 7 ), which takes over the intelligent engine control and recognizes the driver's will from the nature of the momentary pedaling action of the driver based on stored knowledge about the typical force or torque curve during a crankshaft rotation and timely almost directly into a corresponding control signal for the electric motor ( 3 ). For this purpose, the force of the traction of the belt or chain ( 4 ) or the torque on the chainring ( 31 ) or the pulley of the driver crank ( 2 ) by a force or torque sensor ( 5 ) detected with high resolution. At the same time, the angle of rotation position of the pedal crank via an angle sensor ( 6 ) detected. Both signals are sent to a computer ( 7 ) with data memory which stores the actual values on the basis of stored data about the position in this angular position of the driver crank ( 2 ) compares the expected force curve with reference values based on empirical values and which controls more engine power when a certain difference value (dF, dM) is exceeded and which decreases engine power when the value falls below a certain difference value. In this case, the calculation can be carried out such that in a first calculation step the driver will be determined, in a second calculation step, the characteristic type of implementation of the driver's will in engine power and in a third calculation step, the detection of a full throttle command is treated.

The difference value (dF; dM) can be set and can be specified, for example, by the driver or by a driving program. The diffe limit be set up differently than the down. If the latter are smaller, this results in an earlier withdrawal of engine power. This saves energy, since after a withdrawal of the pedal force, the phases of high power consumption such. eg start-up and acceleration processes or gradients are overcome and now only the speed is to be maintained. The difference values can also have a dependence on the respective pedal crank angle. 2 shows by way of example the course of the pedaling force Fr or of the torque Mr via the angular position α of the pedal crank in the case of a non-circular step. The hatched area shows the tolerance band ( 16 ), within which no change in the engine power is made. Above this band, the motor power is increased, preferably in proportion to the distance to the band limit, below the band it is lowered, preferably in proportion to the distance to the band limit. The width of the band is determined by the preset difference value. It is preferably relatively narrower in the areas of relatively high levels of force than in the region of the minimum of force, since the variations in the minimum are more random and the level of force less responsive to the driver's will than in the other areas.

Due to the stored knowledge about the typical tread force or torque curve, for example ( 2 ) at point A, a medium rise, at point B a flat rise, at point C a sharp drop and at point D a sharp rise in the next measured value are expected. The point B 'is indeed higher than the setpoint for this angular position but still within the tolerance band. There is no change in engine performance. The point C 'is indeed lower than point C, but above the tolerance band. This leads to an increase in engine power. The point D 'is below the tolerance band, resulting in a reduction in engine performance.

The data on the expected force curve can be stored according to test results. However, it is proposed that the computer ( 7 ) determines and stores the expected force or torque curve individually with the respective driver. For this purpose, it routinely detects after each start and at certain intervals the typical force or torque curve in stationary driving conditions, ie without significant change in speed of the vehicle and without significant changes in the force or torque curve relative to the respective angular positions. This means that several, very similar trajectories that follow each other at a short time interval are regarded as characteristic and stored. By storing the measured values as relative values to the mean value of the measured curve, similar curves are very easily recognizable. In the time from the start to the first measurement, a generally typical or, if desired, a personally typical force curve is used, which is averaged and stored from several series of measurements. A plausibility check can be carried out and the maximum possible deviations from the empirical values can be limited.

The arithmetic implementation of this rule task can be based on several different Species take place. The following describes a possible, simple method.

It is cheap, the force or torque measurements each after certain angular steps, e.g. every 10 ° of the crank turn capture. This results in an independence of the calculation of the pedaling frequency. The storage of the individual curve points happens then in 10 ° steps by relative values (R) related to the mean value of the curve. In order to the individual values are also among each other in certain circumstances.

In a first calculation step, an output value (Fr; Mr) which corresponds to the driver's intention is determined from the individual measured values (F; M). If, for example, the measured torque in a measuring point is 30 Nm and the associated relative value 0.9, then for the next measuring point, which has, for example, the relative value 0.95, a nominal value of the torque of 30 * 0.95 / 0.9 = 31 , 66 Nm calculated. The actual value of the next measuring point is now compared with this setpoint. If it is more than the preset difference value (dF, dM) above or below it, the actual value minus or plus the difference value is adopted as the new value. He retains his relative value (R). That is, the curve underlying the next calculation has been stretched or compressed in the Y-axis direction so that it passes through the new value. The calculation of the next values is analogous to this scheme. Each curve of this family of curves corresponds to a specific average force or torque value. This means that if the new value is, for example, a factor of 1.1 above the setpoint, then the associated mean value is 1.1 times higher than the previous mean value. The output signal "Fr" or "Mr" of this calculation section corresponds to the average value of that curve of the family of curves that runs through the last valid value. It applies generally to the output value of the first calculation step Mr _n (corresponding to Fr _n ): M n > Mr n-1 R n + dM => Mr n = (M n - dM) · R n M n <Mr n-1 R n - dM => Mr n = (M n + dM) · R n mr n-1 R n + dM> M n > Mr n-1 R n - dM => Mr n = Mr n-1

It is proposed to use the actual value two or more Einzelmeßwerte to determine to limit measurement errors. In averaging, the respective relative value is taken into account and the mean of the products "single value multiplied by associated relative value" is calculated. The number of individual values, which are averaged for an output value Fr or Mr, can be set by the driver or predetermined by the driving program. Thus, measurement accuracy and required precision of the pedal action versus reaction speed can be weighted herewith.

The output value Fr or Mr is then set in a second calculation step in relation to the value for the motor current (I). Any functions can be used for the linkage. For example, the following simple function can be used: I = k1 · Fr - Fs or: I = k1 · Mr - Ms

Here Fs or Ms is the force or torque threshold below which no motor current is controlled. k1 is the presettable gain factor. By the variation of Fs or Ms and k1 different, characteristic control reactions are adjustable. 3 shows three examples of curves for the driving programs "K" = Comfort, "E" = Eco and "S" = Sport.

It is further proposed, in addition to the absolute value of the force or torque level and the angular position of the driver crank ( 2 ) to calculate the derivative by time, ie to detect the rate of change of the pedal force and the pedaling frequency. From a very fast increase in the force level, the computer thus recognizes a full-throttle command (kick-down) independent of the absolute value and controls the engine or motors accordingly ( 3 ). The value for the motor current (I) is then added or multiplied by a second value (I +), which is determined in a third calculation from the speed of the force or torque change using a selectable or predetermined function. This function can be as simple as above. Here, too, a threshold for the speed makes sense, from which a reaction can take place: I + = k 2 · F .r - F .s or: I + = k2 · M · r - M · s

there F .r or M .r is the rate of change of the values Fr and Mr, and F .s and M .s, respectively, is the threshold value of the rate of change the force or torque below which no additional Motor current I + is activated. k2 is the presettable reaction factor.

Via a selector switch, the driver can choose between several driving programs or eg the basic settings "Comfort", "Sport" or "Eco". With a sliding in two axes slider ( 9 ), the programs within a triangular selection field ( 39 ) are arbitrarily weighted and combined ( 4 ). Here, the basic program "comfort" means a lower force or torque threshold for the start of engine assistance, a greater gain factor of pedaling through the engine power, a slightly longer reaction time = averaging period and a not quite maximum final level of engine assistance. The Sport program has a higher force or torque threshold, a slightly smaller gain, a very short response time, and a maximum end level of engine assistance. The program "Eco" means a medium force or torque threshold, a lower gain factor, a slightly longer reaction time and the lowest final level of all three driving programs. The 5 and 6 , show these three programs in comparison. Further driving programs are possible and can be stored in the memory of the computer ( 7 ) are stored. A very short response time in the program "Sport" is expected and is also possible because athletic riders show a very well controlled footwork that is much less subject to randomness than the normal rider. A physical extra performance is rewarded in the program "Sport" by the greater final level of engine performance through better performance. The beginning of the engine assistance is at a power output of the driver is well below the continuous power of a person. For example, in the "Comfort" program, the engine assistance can start at a mean torque of 4 Nm, which corresponds to 25 W at a pedaling frequency of 60 rpm. In the program "Sport", which is chosen by more powerful people, the engine support begins, for example, only at 9 Nm, which then, because of the 50% higher pedaling frequency, a pedaling power of 85 W corresponds. Since the short-term performance of a human is a multiple of its long-term performance, the driver is never overwhelmed and feels the driving over the bike as extremely easy.

Similar to humans, electric motors have a much higher short-term power than continuous power. In the short - term range, the engine management can therefore allow engine performance above the continuous power, which corresponds to the value Id, Motors is. That is, the curve function between Fr and Mr and I can briefly until the dashed area of 2 walk. This results in higher acceleration values and greater climbing ability on short inclines.

For exceptional cases, such as a foot injury, or on special request, a switch to a manually operated motor control can be provided. The engine power is through a throttle grip ( 14 ) on the handlebar ( 15 ).

In a further embodiment, the control commands for the automatic transmission (from the comparison of actual value of the pedal frequency and a predetermined by the driver or a driving program setpoint) 23 ) and to a switching servo ( 38 ). The pedal frequency is determined by the signals of the angle sensor ( 6 ) from the computer ( 7 ). When the setpoint value is exceeded by a specific difference value, the computer switches by means of a switching servomotor ( 24 ) in the next higher gear, when falling below in the next lower gear. If the vehicle speed falls below a certain value, it automatically switches to the lowest gear. The setpoint of the pedal frequency is preferably infinitely adjustable or predetermined by the selected driving program. This would be set in the driving program "Sport" a high, in the driving program "Eco" a medium and in the driving program "comfort" a low pedal frequency. If a continuously variable transmission is used, both an arbitrarily fine and a rough, virtual gear ratio can be used. The number of these virtual gear stages can be preselected by the driver or specified by the respective driving program. Since during switching, depending on the size of the path difference, a more or less large jump in the level of treading occurs, the calculator keeps ( 7 ) for the time of the switching operation the previous value. It can also be programmed to more or less reduce engine power for that period of time, similar to the manual transmission. The switching process is controlled as short as possible.

In a further embodiment, the current pedaling power and the overall pedaling work are calculated from the time course of the pedaling. It is integrated over at least one pedal revolution. Tretleistung and pedaling work are the driver and with the appropriate equipment of the second crank set and the passenger on a display ( 8th ) is displayed. In addition, other important for the training of athletes or people in rehabilitation information can be detected and displayed, such as pulse rate and blood pressure. In addition, acoustic signaling devices ( 25 ) are used for information transfer, for example, to indicate an imminent switching operation.

In order to results in a multiple and optimal feedback for the body action of the driver and, if necessary, of the passenger and a unique pedaling and driving feeling one.

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

For reversing, a switch ( 22 ), which controls the direction of rotation of the electric motor ( 3 ) and at the same time the reverse gear ( 37 ) for the muscle power ( 23 ) inserts. A forward step now causes a reverse drive. The engine power depends on pedaling force as well as driving forward. The maximum speed is limited electronically.

The power transmission of the muscle power can mechanically ( 1 ), hydraulically ( 9 ) or with special measures electrically ( 8th ) on the rear wheels ( 27 ) or on the front wheels. The determination of the force or the torque at the crank ( 2 ) is then carried out accordingly by a pressure sensor ( 18 ) in the of the hydraulic pump ( 52 ) coming hydraulic line ( 30 ) or by a voltage or current meter ( 49 ), which controls the current of the generator ( 51 ) measures. The necessary and useful safety features of electrically powered vehicles, such as the electronic limitation of vehicle speed, the monitoring of circuits, component functions, batteries, motors and other electrical consumers and systems, can be incorporated into the computer ( 7 ) to get integrated.

• 1. Ein solches Leichtfahrzeug vermittelt ein einzigartiges, aktives Fahrgefühl, animiert durch sehr gutes Feedback zum Treten und ist mit frappierender Leichtigkeit und Einfachheit zu bewegen. Es vermittelt Emotionen, die mit keinem anderen Fahrzeug vergleichbar sind.
• 2. Es ist vom Fahrer individuell auf seine Bedürfnisse einstellbar und in verschiedenen Fahrprogrammen mit unterschiedlichem Fahrcharakter zu betreiben.
• 3. Es ist lernfähig und paßt sich der persönlichen Art des Tretens an. Daher reagiert es optimal.
• 4. Es kann zusätzlich die automatische Schaltung des Muskelkraftgetriebes vornehmen und entlastet so den Fahrer und ggf. den Beifahrer von Routineaufgaben.
• 5. Es kann dem Fahrer und ggf. auch dem Beifahrer über optische und ggf. akustische Signale zusätzliche Informationen geben über Tretleistung, Pulsfrequenz, Blutdruck, Trainingsprogramm etc. und zum idealen Trainingsgerät werden.

The invention provides the following advantages:

• 1. Such a light vehicle provides a unique, active driving experience, animated by very good pedaling feedback, and can be moved with striking ease and simplicity. It conveys emotions that are unlike any other vehicle.
• 2. It can be individually adjusted by the driver to his needs and operated in different driving programs with different driving character.
• 3. It is capable of learning and adapts to the personal way of kicking. Therefore it reacts optimally.
• 4. It can also make the automatic gearshift of the manual transmission and thus relieves the driver and possibly the passenger of routine tasks.
• 5. It can give the driver and possibly also the passenger via optical and possibly acoustic signals additional information about pedaling power, pulse rate, blood pressure, exercise program, etc. and the ideal training device.

In the sum will not only be a technically good and energy-efficient, but also reaches an emotionally appealing vehicle.

Further inventive features and advantages will be apparent from the description of the embodiment and from the Drawings forth. Show it:

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

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

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

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

5 The selection field for the travel programs

6 The force sensor on the front pulley of the chain

7 The structure of the coaster brake

8th An example of electrical transmission and torque detection of the muscle power drive

9 An example of a hydraulic transmission and torque detection of Musklekraftantriebes

10 The transmission elements on the rear wheel in plan view, without representation of the electric motor

Embodiment:

This in 1 shown light vehicle 1 has four wheels, two adjacent driver's seats 29 each with an associated crank 2 and two mutually independent transmissions of muscle power via chains 4 on the rear wheels 27 , It has two electric motors 3 each having a rear wheel 27 via a gearbox with V-ribbed belt 40 drive. Two auxiliary rollers, the V-ribbed belt 40 with large wrap around the pulley 46 of the motor, allow a gear ratio 7.5 in one step and despite close proximity to the pulley 45 of the rear wheel 27 , The vehicle has a weight without batteries of about 150 kg and is rated 2 × 1 kW of the two electric motors 3 sufficiently motorized. It rolls on four low-friction wheels 28 with high air pressure and an extremely low rolling resistance coefficient of approx. 0.06. All four wheels are sprung. The front wheels are on struts with wishbones, rear of trailing arms 48 led, whose bearing points near the chain 4 lie. The pulse width modulated power control is in the electric motors 3 integrated. The control of the power control is done by the computer 7 , It is located between the driver's seats 29 , Among these is the battery 10 accommodated. The cranks 2 are located between the front wheels. The pedal crank axle is slightly in front of the front axle. The cranks 2 are double cranked as in pedal boats and stored outside. The Radkastenseitige pedal crankshaft drives the chainring 31 , The chain 4 runs close to the wheel arch wall and has two pulleys 32 ; 33 to the rear wheel 27 guided. There is the sprocket package 34 a multi-stage derailleur. This works via a freewheel 12 and a switchable reverse gear 37 on the rear wheel axle. The derailleur is automatically operated. The computer 7 Controls a switching servo motor according to the driver's or driving program's specifications 24 by shifting the derailleur 23 makes the gear change. The switching servo motor 24 always switches only in the special switching sectors of the respective pinion, so that the switching process and thus the disturbance of the cycle cycle is extremely short. At the front chainring 31 sits the angle sensor 6 for the pedal 2 , It detects the position of the pedal in 10 ° increments. At each new step, the position of the pedal is transmitted to the computer, which then calculates the associated values Fr or Mr and I and I +. In this example, the torque is not transmitted through a torque sensor between crankset and chainring 31 detected, but through a force sensor 5 on the front pulley 32 , The force sensor 5 consists of a spring-loaded lever arm 43 , whose pivoting is detected. He carries at one end the front pulley 32 and is at the other end by a damper 35 supported with integrated spring. The lever arm 43 and the damper 35 are with the carrier plate 42 connected via a joint. Parallel to the damper 35 is the displacement sensor 36 which generates the corresponding signal. The damper 35 Specially filters the high vibration frequencies that are caused by the running of the chain on the pulley 32 originate. The kinematics of the rear suspension is designed so that the compression travel perpendicular to the direction of the chain 4 between rear pulley 33 and sprocket package 34 at the rear wheel 27 takes place. For this purpose, the pivot point of the trailing arm is located 38 just below the chain 4 , Thus, an influence of the chassis movements on the detection of the chain force is excluded. When shifting into reverse, first of all the reverse gear 37 by an electrically operated actuator 41 switched over and then, after the safe snap, the motor currents reversed. The choice of driving program via a two-way selector switch 9 in any weighting of the basic programs within a triangular selection field 39 , This is placed on the center console. From the time course of the chain force calculates the computer 7 by integrating over a pedal turn the current performance of the driver. All relevant values are displayed via a multifunction display 8th , which is adjustable via a mode button. An acoustic signal generator 25 indicates to the driver and possibly the passenger by a short beep an impending gear change. The vehicle brake is replaced by a brief resignation of the driver's crank 2 actuated. The freewheel of the coaster brake 13 sits on the pedal crank axle and couples it with the brake lever during reverse rotation 20 , the master cylinder 21 the hydraulic service brake operated. The brake lever 20 runs even before the brake cylinders on the wheels against a spring-loaded switch 19 on, which actuates the recuperation brake. The spring load is so high that a clearly noticeable on the pedal pressure point is generated. In addition, the vehicle can over a handlebar 15 located handbrake 26 be delayed. Via a return key on the multifunction display 8th If necessary, the engine power can be controlled by a throttle grip 14 be switched on the handlebars. The curve function of the driving program "K = comfort" for Mr and I is designed so that no engine power is delivered below an average torque of 4 Nm at the pedal and that at an average torque of 16 Nm the maximum motor power of 85% for this driving program is reached. At an associated pedaling frequency of 60 revolutions per minute, this corresponds to pedaling power of 25 W or 100 W. In the "S = Sport" driving program, no engine power is delivered below 9 Nm and 100% engine power is achieved at approx. 30 Nm mean torque. At the associated pedaling frequency of 90 revolutions per minute, this corresponds to 85 W or 280 W. 100% motor power does not correspond to the nominal power but to the continuous power of the electric motors. The resulting from a rapid increase in force or torque control signal I + is added to the control signal I and can go, depending on the operating state into the range of permissible short-time power of the electric motors. 100% I + corresponds to about 70% I. This ratio depends on the ratio of the permissible short-time power to the permissible continuous power. Regardless of the power requested by the driver, an energy management system monitors all electrical functions and components of the vehicle and regulates when the permissible operating conditions of electric motors are exceeded 3 and battery 10 back accordingly.

1

light vehicle

2

crank driver

3

electric motor

4

Chain

5

force sensor

6

Rotation angle sensor

7

computer

8th

Multifunction display

9

Two-way selector switch

10

battery

11

ammeter

12

freewheel of the muscle power drive

13

freewheel the coaster brake

14

Throttle grip

15

handlebars

16

tolerance band

17

speed sensor

18

pressure sensor

19

switch for the recuperation

20

brake lever

21

Master cylinder the service brake

22

switch for reversing

23

derailleur

24

Switching servomotor

25

audible signaler

26

Hand-operated vehicle brake

27

rear wheel

28

easy impeller

29

driver's seat

30

hydraulic line

31

chainring

32

front idler pulley

33

rear idler pulley

34

sprockets

35

damper

36

displacement sensor

37

reversing

38

Trailing arm

39

selection field

40

V-ribbed belts

41

actuator

42

support plate of the force sensor

43

lever arm of the force sensor

45

pulley of the rear wheel

46

pulley of the motor

49

rear axle

50

pulley the pedal

51

generator

52

hydraulic pump

53

hydraulic line

α

angle of rotation the pedal

A, B, B ', C, C', D, D '

exemplary torque values

K

Driving program "Comfort"

e

Driving program "Eco"

S

Driving program "Sport"

M

average Torque of the torque curve

F

middle Chain force of the force curve

Mr, Fri.

output value of the 1st calculation step

I

output value of the 2nd calculation step

I +

output value of the 3rd calculation step

id

Output value, the duration of performance of the engine corresponds

fs

Force threshold

ms

Torque threshold

k1

gain of the 2nd calculation step

k2

response factor of the 3rd calculation step

F .r

Rate of change of force

M .r

Rate of change of torque

Claims (15)

Light vehicle with a hybrid drive of electric and muscle power drive, with three or four wheels for one or more persons, characterized in that the power of the electric motor ( 3 ) from the driver via the pedals of the crank ( 2 ) can be controlled during the pedaling action and that a force ( 5 ) or torque sensor the momentary torque of the pedal ( 2 ) and a rotation angle sensor ( 6 ) detects the current pedal position and that their signals to a computer ( 7 ), which calculates therefrom, taking into account stored data for the typical force or torque curve within a pedal crank revolution, the control signal for the engine output control, the computer ( 7 ) at a deviation of the actual value compared to the setpoint by more than a certain difference value (dF; dM) upwards drives more engine power or decreases in a deviation by more than a certain difference value down motor power and wherein the difference value is adjustable and also equal to zero can be. Light vehicle according to claim 1, characterized that the Difference value, (dF; dM) that is the value of the permissible deviation from and actual values, by the driver or by a driver selectable Driving program is set. Light vehicle according to one of claims 1 or 2, characterized in that the computer ( 7 ) used by the driver freely set factor for the ratio pedal crank torque to engine power or selected by the driver driving program in the calculation of the control signal (I). Light vehicle according to one of Claims 1 to 3, characterized in that the computer ( 7 ) the speed of the force or torque change of the crank ( 2 ) and in a rapid change of the force or torque levels additionally by a certain amount (I +) or by a certain factor more motor power controls. Light vehicle according to one of claims 1 to 4, characterized in that the individual force or torque values of the underlying typical Curve of the force or torque curve stored in relation to the angle of rotation and that they as Relative values related to the mean of this typical curve be saved and that the comparison of setpoint and actual value and the calculation of the motor signal based on angle of rotation he follows. Light vehicle according to one of claims 1 to 5, characterized in that the Calculation of the engine signal is done in three steps, with the first Step by comparing setpoints and actual values the driver will recognizes and the second step the characteristic way of implementation the driver's will according to the instructions of the driver or a selected driving program performs and the third step is a possible full throttle command from the speed the force or torque change determined. Light vehicle according to one of claims 1 to 6, characterized in that the Calculator the actual value from the average of several products of single value and related Forms relative value and takes as a basis for further calculation, the number of products for a respective average calculation by the driver himself or is preferably specified by the respective driving program. Light vehicle according to one of claims 1 to 7, characterized in that the Computer capable of learning and based on a measurement program, which detects the driving characteristics of the driver in quasi-stationary driving conditions, data on the driver-typical force or torque curve records, where the measuring program preferably as during the driving repetitive routine expires, and that he is out of that characteristic Curve by comparison with the instantaneous force or torque values and the current angle of rotation recognizes the driver's will ,. Light vehicle according to one of claims 1 to 8, characterized in that the computer in addition to controlling the engine power and the control of the gearbox for the muscle power of the driver and possibly the passenger takes over, the current rotational speed of the respective crank ( 2 ) is compared with a value set by the driver or passenger, or a value calculated by a selected driving program, wherein an upward deviation by a certain value results in shifting to the higher gears, or a downward shift for shifting to the lower gears leads and that when falling below a certain driving speed is automatically switched to the lowest gear. Light vehicle according to one of claims 1 to 9, characterized in that the driver from the pedal-controlled mode in a manual mode via throttle grip ( 14 ) or pushbutton can be toggled. Light vehicle according to one of claims 1 to 10, characterized in that the service brake ( 21 ) by the resignation of the driver's pedal ( 2 ) is pressed. Light vehicle according to one of claims 1 to 11, characterized in that the Muscle force by hydraulic or electrical means to the or transmit the drive wheels is, with the current force or torque value preferably directly above the generated hydraulic pressure or the generated current or the generated voltage or current is measured. Light vehicle according to one of claims 1 to 12, characterized in that the Calculator from the sum of the individual force or torque values over one certain period of time the work or service provided by the driver calculated and that the Driver these values can be visually displayed. Light vehicle according to one of Claims 1 to 13, characterized in that physiologically significant values, such as, for example, pulse rate, respiratory rate and respiratory volume, are detected via corresponding sensors and, if desired, in a multifunction display ( 8th ) are displayed. Light vehicle according to one of claims 1 to 14, characterized in that the driver additional information, eg about an impending switching operation or the exceeding or falling below a certain pulse rate, via an acoustic signal transmitter ( 25 ) can be displayed.