DE102011083980A1 - Drive system for bicycle, has auxiliary motor, drive wheel which is driven by auxiliary motor, pedal, and unit for detecting actual torque at pedal and actual velocity of bicycle - Google Patents

Abstract

The drive system has an auxiliary motor (5), a drive wheel (2) which is driven by the auxiliary motor, a pedal (8), and a unit (9) for detecting an actual torque (M-P) at the pedal and an actual velocity of a bicycle (1). A controlling- or regulating unit (7) is connected with the pedal and the auxiliary motor such that a desired velocity, target of the bicycle and a desired angular acceleration of the drive wheel are controlled and regulated as a function of the detected actual torque at the pedal and the detected actual velocity of the bicycle. An independent claim is included for a method for operating a bicycle.

Description

The present invention relates to a drive system for a bicycle. More particularly, the present invention relates to a drive system for a bicycle having at least one auxiliary motor, at least one drive wheel drivable by the at least one auxiliary motor, and a pedal. Means for detecting an actual torque on the pedal and an actual speed of the bicycle are also provided.

The present invention also relates to a bicycle with the drive system according to the invention.

The present invention further relates to a method of operating a bicycle having at least one auxiliary motor. More particularly, the present invention relates to a method of operating a bicycle having at least one auxiliary motor, wherein a desired speed of the bicycle is predetermined and an actual speed of the bicycle and an actual torque are determined on a pedal.

Field of the invention

Electrically assisted bicycles, each with at least one auxiliary motor, such as an electric motor, and pedals ((pedal) cranks) are known from the prior art, for example as so-called pedelecs, eBikes or electric bicycles. Usually, the electromotive drive of an electric bicycle is only temporarily switched on when the pedal drive is actuated at the same time. In addition, if necessary, electrical energy can also be obtained by a recuperative brake in that the mechanical energy of the brake is converted into electrical energy, which is likewise at least partially available to the at least one auxiliary motor.

For the bicycle to reach and maintain a given speed, essentially two principles are known, as will be briefly described below.

In the first principle, a fixed speed is set in older bicycle models, for example in two stages, which then complies with the auxiliary engine. The disadvantage here is that although external circumstances or disturbances, such as wind (side, back or headwind) and incline, are regulated, the dynamics of the bike but not with the torque (also called torque or treadle torque) of the Driver's hanging on the pedals together.

In the second principle, the treadle force or the resulting treadle torque and / or the speed (cadence frequency) of the driver on the pedal are measured in current bicycle models. The auxiliary engine then supports with a proportional torque (engine torque). Depending on the measured torque at the pedals, for example, the driver receives adjustable assistance from the auxiliary engine in the amount of 50%, 100% or 150% of the torque applied to the pedal. The torque of the at least one auxiliary motor is thus adjusted in proportion to the torque at the pedal. Such an approach is used, for example, in international patent applications WO 2010/105607 A2 and WO 2010/105610 A1 applied with the help of an appropriate sensor and control system. In the German utility model DE 20 2004 014189 U1 a desired speed of the auxiliary motor is set, which is controlled and regulated accordingly. A disadvantage of the principle of adjustment of the auxiliary motor based on the speed and / or the torque of the pedals is that the driver with positive slope of the route (uphill) or headwind - so at relatively high applied torque and low speed of the pedals - no stronger support obtained by the auxiliary engine. In tailwind - ie at comparatively low applied torque and high speed of the pedals, if possibly no support would be required by an auxiliary engine, energy is still taken from the energy storage, such as an accumulator for the auxiliary engine. On downhill stretches - again with comparatively low torque and high speed of the pedals - the mechanical energy can not be variably recuperated in these models. There are only systems in which fixed feedback moments can be set, regardless of the circumstances of the route.

DE 197 32 468 A1 discloses a single or multi-track muscle-electric hybrid vehicle with electromechanical power transmission from a muscle powered generator and at least one electric motor for driving a wheel. A means for adjusting the driving force is provided. In addition, a rechargeable battery connected to the generator and the electric motors is provided. In the generator sensors for power measurement are provided. The device for setting the Driving force is part of a control circuit, which controls the motors by connecting the battery so that system losses of the vehicle are compensated due to the sensor signals and predefinable system parameters.

The international patent application WO 2011/018255 A1 discloses an energy management system for a combined electric and muscular powered vehicle. A control unit determines a power requirement as a function of a state of charge of an energy store and of a total energy demand determined for driving on a planned route.

The object of the invention is to provide a drive system for a bicycle with at least one auxiliary motor and at least one drive wheel driven thereby, wherein the drive system is user friendly, energy efficient and ergonomically independent of external disturbances with a predetermined speed and acceleration is operable, with a strong slip of at least prevents a drive wheel or at least greatly reduced and also the production is simple and inexpensive. This object is achieved by a drive system according to claim 1.

The object of the invention is also to provide a bicycle with at least one auxiliary motor and at least one drive wheel driven thereby, the bicycle is user friendly, energy efficient and ergonomically independent of external disturbances with a predetermined speed and acceleration is operable, with a strong slip of the at least one drive wheel prevented or at least greatly reduced and also the production is simple and inexpensive. This object is achieved by a bicycle according to claim 2.

The object of the invention is also to provide a method for operating a bicycle with at least one auxiliary motor and at least one drive wheel driven thereby, wherein the cycling is user friendly, energy efficient and ergonomically independent of external disturbances with a predetermined speed and acceleration, with a strong slip of the prevents at least one drive wheel or at least greatly reduced. This object is achieved by a method according to claim 3.

The drive system for a bicycle according to the invention comprises at least one auxiliary motor, at least one drive wheel which can be driven by the at least one auxiliary motor, a pedal and at least one means for detecting an actual torque M _P at the pedal and an actual speed v _{F, Ist} of the bicycle. By way of example, the means may be correspondingly suitable sensors from the prior art and are well known to a person skilled in the art. According to the invention a control / regulating unit is also provided, which is connected to the pedals and the at least one auxiliary motor such that a target speed v _{F, desired of} the bicycle and a target angular acceleration α _target of at least one drive wheel each as a function of detected actual torque M _P at the pedal and the detected actual speed v _{F, Is} the bicycle controllable and controllable are:
Desired speed of the bicycle V _{F, setpoint} = function (moment of kicking moment M _P , actual speed v _{F, actual} )
Target angular acceleration α _target = function (moment of impact M _P , actual speed v _{F, is} the bicycle)

In the controller or the control unit according to the invention, therefore, not the torque of the auxiliary motor is controlled, as in the above-described second principle of the prior art, but the speed of the bicycle and the angular acceleration of at least driven by the auxiliary motor drive wheel. For the driver, this results in a long-lasting pleasant driving experience, as his pedaling behavior is adapted to the actual driving, ie the speed of the bicycle, and a constant speed is achieved. Driving is thus user-friendly, ergonomic and independent of external disturbances.

• • Motorkraft
  
  mit M_M = Drehmoment des mindestens einen Hilfsmotors,
• • Trittkraft
  
  mit M_P = Drehmoment der Pedalerie, r_Rad = Radius des mindestens einen Antriebsrads, ü = Übersetzungsverhältnis,
• • Hangabtriebskraft F_G·sin(φ), wobei φ der Winkel bezüglich der Steigung der Fahrtstrecke ist,
• • Reibungskraft F_Reibung und
• • Luftwiderstand F_{Luftwiderstand}.

The acceleration a _{F of} the bicycle is known to depend on the mass m _{F of} the bicycle and on the total force F _Ges exerted on the bicycle. The total force F _Ges consists essentially of the following forces:

• • engine power
  
  with M _M = torque of the at least one auxiliary motor,
• • pedaling force
  
  with M _P = torque of the pedal, r _Rad = radius of the at least one drive wheel, ü = transmission ratio,
• Downgrade force F _G · sin (φ), where φ is the angle with respect to the slope of the route,
• • friction force F _friction and
• • Air resistance F _{Air resistance} .

The total force F _Ges thus results in:

The engine power and the pedaling force are driving forces and the downhill driving force, the friction force and the air resistance are braking forces. The aim now is to compensate for the braking forces which occur due to the external disturbances described above, and instead to specify the total force F _Ges firmly. The target speed v _{F, target of} the bicycle can then be calculated from the total force F _Ges as follows:
v _{F, Soll} = ∫a _F · dt + V _{F, o} = ∫ F _Ges / m _F · dt + v _{F, o} , where v _{F, o is} the initial value of the speed of the bicycle.

The bicycle according to the invention comprises a drive system according to the invention as described above. It will be apparent to one skilled in the art that instead of having a single auxiliary motor, the bicycle may be equipped with a plurality of auxiliary motors, for example one wheel each with an auxiliary motor. The remarks in the following description for an auxiliary motor therefore apply mutatis mutandis to several auxiliary motors.

In the method according to the invention for operating a bicycle with at least one auxiliary motor, at least one drive wheel and a pedal, the following steps are provided, as described below. A target speed v _{F, target of} the bicycle is specified. In addition, an actual speed v _F, the bicycle and an actual torque M _{p are determined} at the pedals. According to the invention, a desired speed v _{F, desired value of} the bicycle and a desired angular acceleration α _{desired of} the at least one drive wheel are determined from the determined actual torque M _P at the pedal and the determined actual speed V _{F, Ist of} the bicycle. The at least one auxiliary motor is set in such a way that the at least one drive wheel is operated with the desired angular acceleration α _setpoint until the determined actual speed v _{F, Ist of} the bicycle corresponds at least approximately to the setpoint speed v _{F, target of} the bicycle.

According to one embodiment of the method, a control and regulating circuit is formed by the setpoint speed v _{F, target of} the bicycle and the desired angular acceleration .alpha. _Setpoint command values, a control unit as described above, the controller which is responsible for the at least one drive wheel 2 Provided current i and that for the at least one drive wheel 2 provided voltage u (from which the actual torque M _{M, Is} the at least one auxiliary motor results), the manipulated variables, the bicycle the controlled system and a determined actual speed of the bicycle v _{F, Ist} and a determined actual angular acceleration α _Ist controlled variables form. In this case, the wind speed v _{W, Is determined} in the direction of travel of the bicycle and / or the slope m of a route and / or the friction force FR of the bicycle tires with the ground as disturbances for the control and regulating circuit and when determining the target speed v _{F, Should} the bicycle and the target angular acceleration α _{target of} the at least one drive wheel are taken into account.

According to a further embodiment of the method, a treading force F _{P is} detected at the pedal. The torque M _{M of} the at least one auxiliary engine (engine torque) is then controlled in such a way that, based on the detected pedaling force F _P, the determined target speed v _{F, desired} value of the bicycle and the determined target angular acceleration α _{setpoint of} the at least one drive wheel are set. The engine torque is therefore not directly dependent on the pedal torque, but rather the engine torque is controlled so that the acceleration of the bicycle is related to the pedaling force.

According to a further embodiment of the method, the desired angular acceleration α _{setpoint is determined} with the aid of the formula x ₁ * M _P -x ₂ * ν _{F, actual} -x ₃ * V _{F, actual} ² , where x ₁ , x ₂ and x ₃ Weighting factors are. The weighting factor x ₁ may be, for example, equal to 0.2, the weighting factor x _2, for example, equal to 0.1 and the weighting factor x _3, for example, equal to 0.2.

In the following, the invention and its advantages will be described in more detail with reference to the accompanying drawings. Show it:

1 a schematic view of an embodiment of a bicycle according to the invention;

2 a schematic representation of the interaction of the elements of a drive system according to the present invention;

3 a schematic representation of a control and regulating circuit of the drive system and bicycle according to the invention;

4 a diagram of the course of the acceleration of the bicycle according to the invention as a function of the torque at the pedals for different speeds;

5 a diagram of the course of the torque of the bicycle according to the invention at a slope over a certain period of time in a first example;

6 a diagram of the course of the speed and acceleration of the bicycle according to the invention over the period after 4 ;

7 a diagram of the course of the torque of the at least one auxiliary motor of the bicycle according to the invention over the period after 4 ;

8th a diagram over the course of the driver's torque, the slope and the wind speed in the bicycle according to the invention over the period in a second example;

9 a diagram of the course of the engine torque according to the second example according to 8th ; and

10 a diagram of the course of the speed v _F according to the second example according to 8th ,

In the figures, identical reference numerals are used for the same or equivalent elements of the invention. Furthermore, for the sake of clarity, only reference symbols are shown in the individual figures, which are required for the description of the respective figure. The illustrated embodiments are only examples of how the bicycle according to the invention may be configured and are not to be understood as a final limitation. The proportions of the individual elements to one another in the figures do not always correspond to the actual size ratios, since some shapes are simplified and other shapes are shown enlarged in relation to other elements for better illustration.

1 shows a schematic view of an embodiment of a bicycle according to the invention 1 with at least one auxiliary engine 5 , and at least one drive wheel 2 by the at least one auxiliary engine 5 is drivable. At the in 1 illustrated embodiment, the rear wheel is as a drive wheel 2 with a hub motor 5 designed as an auxiliary engine. A generator 6 is so with a pedals 8th connected by the pedals 8th generated mechanical energy is convertible into electrical energy. The generator 6 is with the auxiliary engine 5 electrically connected such that this with the by the generator 6 converted electrical energy is operable.

In the illustrated embodiment, one means 9 for detecting an actual torque M _P at the pedal 8th and a means 19 for detecting an actual speed v _{F, Is} the bicycle 1 intended.

According to the invention, a control unit 7 with the pedals 8th and the at least one auxiliary engine 5 is connected such that a target speed V _{F, target of} the bicycle 1 and a target angular acceleration α _{target of} the at least one drive wheel 2 each as a function of the detected actual torque M _P at the pedals 8th and the detected actual speed v _{F, Is} the bicycle 1 are controllable and controllable.

2 shows a schematic representation of the interaction of the elements of a drive system 10 according to the present invention. The at least one drive wheel 2 is by both the at least one auxiliary engine 5 as well as through the pedals 8th drivable (lines a and b).

At least one agent 9 detects the actual torque M _P at the pedals 8th , The actual torque M _P is sent to the control unit 7 transmitted to determine the target speed v _{F, setpoint of} the bicycle 1 and the target angular acceleration α _{target of} the at least one drive wheel 2 (Line c).

At least one agent 19 detects the actual speed v _{F, Is} the bike 1 , in particular of the at least one drive wheel 2 or another bike's bike 1 , The actual speed v _{F, Ist} is also sent to the control unit 7 transmitted to determine the target speed v _{F, setpoint of} the bicycle 1 and the target angular acceleration α _{target of} the at least one drive wheel 2 (Line d). To determine the actual speed v _{F, is} the means measures 19 for example, the number of revolutions of the at least one drive wheel 2 or another bike's bike 1 ,

The torque M _{M of} the at least one auxiliary motor 5 is done with the help of the control unit 7 regulated (line e), that on the basis of the detected pedaling force F _P and the determined actual torque M _P to the pedal 8th the determined target speed v _{F, target of} the bicycle 1 and the determined target angular acceleration α _{target of} the at least one drive wheel 2 to adjust.

3 shows a schematic representation of a control and regulating circuit of the drive system according to the invention 10 and bicycle 1 , In this case, the target speed v _{F, the target of} the bicycle 1 and the target angular acceleration α _target the command values and the control unit 7 is the regulator. The one for the at least one drive wheel 2 Provided current i and that for the at least one drive wheel 2 provided voltage u are the manipulated variables. The bike 1 is the controlled system. A determined actual speed v _{F, Is} the bicycle 1 and a determined actual angular acceleration α _Ist are the controlled variables.

The wind speed v _{W, is} in the direction of travel of the bike 1 and / or the slope m of a route and / or the frictional force F _R can be determined as disturbances for the control and regulating circuit and in determining the target speed v _{F, target of} the bicycle 1 and the target angular acceleration α _{target of} the at least one drive wheel 2 be taken into account.

4 shows a diagram over the course of the acceleration a _{F of} the bicycle according to the invention 1 depending on the torque M _P at the pedals 8th for different speeds v _{F, Ist} . The highest speed v _F, be with 100%, the average speed v _{F, is} with 50% and the lowest speed v _{F, is} denoted by 0%. As is known, the acceleration is a _{F of} the bicycle 1 proportional to the angular acceleration α of the at least one drive wheel 2 as long as no slippage occurs. Under this condition, the diagram thus also provides information about the course of the angular acceleration α of the at least one drive wheel 2 depending on the torque M _P at the pedals 8th for the different speeds v _{F, is} hit.

The relationship is linear, ie without the influence of the above-mentioned external disturbances or disturbances. In fact, the command values, ie the desired target speed v _{F, the target of} the bicycle 1 and the desired target angular acceleration α _{target of} the at least one drive wheel 2 , calculated from an "optimal bicycle model" without unwanted disturbances. For the areas of the dashed line (v _{F, actual} = 50%) and the dotted line (v _{F, actual} = 100%) which are below the pedal torque axis, there results a negative acceleration a _F. So it becomes the behavior of a normal bike 1 that is also slowed down, if one at a certain speed v _{F, is} the treading moment M retracts.

5 shows a diagram over the course of the treading moment M _{P of} the bicycle according to the invention 1 at a slope m over a certain period of time in a first example. The time span runs from 0 to 10 seconds. Im in 5 example shown is the bike 1 at time 0 at standstill, so v _{F, Ist} = 0, a _F = 0 and M _P = 0. The cyclist drives off and occurs with a constant pedaling moment M _P = 5 Nm on a flat track. This will be the bike 1 accelerated. After 5 seconds it reaches a slope m of 7 percent, which triggers a downhill force. The pedaling moment M _P = 5 Nm should remain constant over the entire time span. This is due to the additional power of the at least one auxiliary motor 5 achieved, as will be explained below.

6 shows a diagram over the course of the speed v _{F, Ist} and acceleration a _{F of} the bicycle according to the invention 1 over the period 0 to 10 seconds after 5 , Due to the constant torque M _P = 5 Nm in the first 5 seconds, the speed v _{F increases, is} on a level track. After 5 seconds by the sudden slope incipient downhill power and thereby briefly sharply decreasing acceleration a _{F of} the bike 1 are automatically compensated by the control according to the invention, so that the influence on the speed v _{F, Is is} low: at the time 5 seconds occurs only a very small short-term reduction of the speed v _{F, Ist} and it then increases immediately again evenly.

7 shows a diagram over the course of the actual torque M _{M, Ist} and the desired torque M _{M, target} of at least one auxiliary motor 5 the bicycle according to the invention 1 over the period after 5 , Shortly after time 0, the cyclist needs assistance from the at least one auxiliary engine 5 , so that the engine torque M _M briefly rises to a local maximum. If a certain actual speed v _{F, is} reached, the driver requires less and less engine assistance and the engine torque M _M drops to a local minimum. After 5 seconds, the driver needs due to the sudden slope of a relatively high engine assistance, so that the engine torque M _M within 1 second to another, even higher local maximum increases. Since the slope lasts until the lapse of the total of 10 seconds, the driver also requires a comparatively high engine torque M _M for the period of 5 to 10 seconds, which only drops slightly by the end of the 10 seconds.

In order to determine the setpoint engine torque M _{M, setpoint} and for the corresponding setting of the described actual engine torque M _M, the desired angular acceleration α _{desired of} the at least one drive wheel is initially determined according to the inventive method 2 from the determined actual torque M _P at the pedal 8th (please refer 5 ) and the determined actual speed V _{F, is} the bicycle 1 (please refer 5 ), for example with the aid of the formula x ₁ * M _P - x ₂ * ν _{F, actual} x ₃ * ν _{F, is} ² . Subsequently, the setpoint engine torque M _{M, setpoint is} determined from the determined desired angular acceleration α _setpoint and the at least one auxiliary motor 5 to an actual engine torque M _{M, is set} such that the at least one drive wheel 2 with the target angular acceleration α _{target is} operated until the determined actual speed v _{F, Is} the bicycle 1 the target speed v _{F, target of} the bicycle 1 at least approximately. In the illustration after 7 are the described actual engine torque M _{M, Ist} and the desired target engine torque M _{M, target} almost equal or congruent, since the setting and control of the actual engine torque M _{M, is} to the target torque M _{M, set} by the Drive system according to the invention 10 correspondingly fast and the scale in 7 is chosen comparatively small.

In the first example, the desired angular acceleration α _set is used as the output variable of a model 5 how the bike is 1 to behave over a fixed period of time, namely to maintain a constant moment of impact M _P = 5 Nm, even when suddenly occurring slope.

8th shows a diagram over the course of the treadmill moment M _P , the slope m of the route and the wind speed v _{W, Is} in the bicycle according to the invention 1 over the period of 20 to 40 seconds in a second example. The cyclist rides over the entire time span at a constant speed v _{F, is} about 7.7 m / s (see also 10 ). For this purpose, it occurs constantly with a torque M _P of 16 Nm, which corresponds to a power of 100 watts at this speed. The slope m changes sinusoidally between -1% and 1% over the entire time span. The wind blows gusty, so that gusts of wind of up to 10 m / s hit the driver from the front and back and thus generate a corresponding headwind or tail wind.

Taking into account the different gradients and different strong and differently directed winds, the actual actual speed would be v _{F, actual of} the bicycle 1 without the regulation according to the invention no longer constant, but it would rise or fall over the period of time. So that nevertheless the desired setpoint speed v _{F, target} of 7.7 m / s according to 10 is kept almost constant over the entire period, again according to the invention, a target speed v _F, and setpoint target angular acceleration α _target calculated from the setpoint engine torque M _{M, setpoint} determined and the actual engine torque M _{M, Ist set} accordingly , as in the first example by means of 7 already described in detail. 9 shows a diagram of the corresponding course of the actual torque M _{M, Ist} and the target torque M _{M, target} of at least one auxiliary motor 5 the bicycle according to the invention 1 according to the second example 2 after 8th ,

Again, due to the fast engine control, the target engine torque M _{M, target} and the actual engine torque M _{M, is} virtually congruent. The actual angular acceleration α _Ist is in 10 shown, too almost congruent with the target angular acceleration α _target . The actual angular acceleration α _actual results from the calculation according to the invention of the desired angular acceleration α _desired and corresponding setting of the at least one auxiliary motor 5 to the actual engine torque M _{M, Ist} . The actual angular acceleration α _actual is nearly constant zero (due to the constant desired speed v _{F, set point} ) except for a few peaks (peaks) around those time points or time intervals where the slope and / or the wind changes. The constant pedaling power of the driver leads to a quasi-constant acceleration. Faults are corrected.

Again, the target angular acceleration α _target thus serves as the output of a model 8th how the bike is 1 to behave over a fixed period of time, namely to maintain a constant target speed v _{F, target} = 7.7 m / s even with various gradients and winds. This has the consequence that the at least one auxiliary engine 5 when increasing disturbance of the cyclist, for example, by increasing headwind and / or increasing slope of the route, the engine torque M _{M is} automatically upshifted. If, on the other hand, external disturbances support the driver, for example by increasing tailwind and / or incline of the route, the engine assistance and the engine torque M _M automatically decrease. Depending on the intensity of this external support, for example, by a very steep slope, the at least one auxiliary motor practices 5 even a braking torque to recuperate energy in an accumulator (not shown). In this case, the engine torque M _{M is} negative.

In general, for the invention that slip, which at an excessively high engine torque M _M on the at least one drive wheel 2 may occur, by the method according to the invention or the drive system according to the invention 10 is automatically corrected. Characterized in that the actual angular acceleration α _Ist on at least one drive wheel 2 is measured, a very high actual angular acceleration α _{Ist is} measured at slip. In this case, it will be higher than that from the pedaling moment M _P and the actual speed v _{F, is the} calculated target angular acceleration α _Soll and is automatically regulated back by the at least one auxiliary motor 5 a lower engine torque M _M applies.

The slip control can be accomplished, for example, alternatively by comparing the speeds of the front and rear wheels. Then, however, an additional sensor would have to be installed. In addition, speed differences that arise due to cornering with banking of the bike should be recognized and eliminated, which requires a lot of effort.

Also applies to the invention in general that it allows an efficient and ergonomic engine control without user input, since the control is automatic.

Alternatively, it would be conceivable to detect the slope with a tilt angle sensor and to adjust the engine power based on this. However, wind resistance could not be compensated by this method alone.

The invention has been described with reference to a preferred embodiment. However, it will be understood by those skilled in the art that modifications and changes may be made without departing from the scope of the following claims. The embodiments discussed above are merely for the purpose of describing the claimed teaching, but do not limit it to the embodiments.

LIST OF REFERENCE NUMBERS

1

bicycle

2

drive wheel

5

auxiliary engine

6

generator

7

Control / regulation unit

8th

pedals

9, 19

Means for detecting the actual torque at the pedal and the actual speed v _{F, is} the bicycle

10

drive system

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2010/105607 A2 [0007]
• WO 2010/105610 A1 [0007]
• DE 202004014189 U1 [0007]
• DE 19732468 A1 [0008]
• WO 2011/018255 A1 [0009]

Claims (8)

Drive system ( 10 ) for a bicycle ( 1 ) with at least one auxiliary engine ( 5 ), at least one drive wheel ( 2 ), which by the at least one auxiliary engine ( 5 ), a pedals ( 8th ), and at least one means ( 9 . 19 ) for detecting an actual torque M _P on the pedal ( 8th ) and an actual speed v _{F, Is} the bicycle ( 1 ), characterized by a control unit ( 7 ), with the pedals ( 8th ) and the at least one auxiliary engine ( 5 ) is connected such that a target speed v _{F, desired of} the bicycle ( 1 ) and a desired angular acceleration α _{desired of} the at least one drive wheel ( 2 ) each as a function of the detected actual torque M _P at the pedal ( 8th ) and the detected actual speed v _{F, Is} the bicycle ( 1 ) are controllable and controllable. Bicycle ( 1 ) with a drive system ( 10 ) according to any one of the preceding claims. Method for operating a bicycle ( 1 ) with at least one auxiliary engine ( 5 ), at least one drive wheel ( 2 ) and a pedals ( 8th ) with the following steps: • Specifying a desired speed v _{F, setpoint of} the bicycle ( 1 ); Determining an actual speed v _{F, Is} the bicycle ( 1 ); and determining an actual torque M _P at the pedal ( 8th ); characterized by the following steps: determining a set speed v _{F, setpoint of} the bicycle ( 1 ) and a desired angular acceleration α _{desired of} the at least one drive wheel ( 2 ) from the determined actual torque M _P at the pedal ( 8th ) and the determined actual speed v _{F, Is} the bicycle ( 1 ); and adjusting the at least one auxiliary engine ( 5 ) such that the at least one drive wheel ( 2 ) is operated with the target angular acceleration α _desired until the determined actual speed v _{F, Is} the bicycle ( 1 ) of the target speed v _{F, target of} the bicycle ( 1 ) at least approximately. Method according to claim 3, wherein a control and regulating circuit is formed by the setpoint speed v _{F, target of} the bicycle ( 1 ) and the target angular acceleration α _should the reference variables, a control unit ( 7 ) the controller which is responsible for the at least one drive wheel ( 2 ) and that for the at least one drive wheel ( 2 ) provided voltage u the manipulated variables, the bicycle ( 1 ) the controlled system and the determined actual speed v _{F, Ist} and a determined actual angular acceleration α _{Ist form} the controlled variables. Method according to claim 4, wherein the wind speed v _{W, is} in the direction of travel of the bicycle ( 1 ) and / or the slope m of a route and / or the frictional force FR determined as disturbance variables for the control and regulating circuit and in determining the desired speed v _{F, Soll} des Fahrrads ( 1 ) and the desired angular acceleration α _{target of} the at least one drive wheel ( 2 ). Method according to one of claims 3 to 4, with the further steps: • detecting a treading force F _P at the pedal ( 8th ); and • controlling the torque M _{M of} the at least one auxiliary motor ( 5 ) such that, on the basis of the detected treading force F _P, the determined desired speed v _{F, desired} value of the bicycle ( 1 ) and the determined target angular acceleration α _{desired of} the at least one drive wheel ( 2 ) to adjust. Method according to one of claims 3 to 5, wherein the target angular acceleration α _Soll by means of the formula x ₁ · M _P - x ₂ · ν _{F, Ist} - x ₃ · ν _{F, Ist} ^{2 is} determined, where x ₁ , x ₂ and x _{3 are} fixed weighting factors. The method of claim 6, wherein the weighting factor x _{1 is} equal to 0.2, the weighting factor x _{2 is} equal to 0.1, and the weighting factor x _{3 is} equal to 0.2.

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