Powertrain of a muscle-powered vehicle, muscle-powered vehicle and method for controlling the powertrain

Abstract

A drive train (4) for a human-powered vehicle (2) is described, wherein the drive train (4) includes a pedal crank (6). Furthermore, the drive train (4) includes a first device (8) for determining (S1) a time derivative of a crank angle of the pedal crank (6) as first information and a second device (10) for determining (S2) the same time derivative of the crank angle of the pedal crank (6) as second information. The drive train (4) also includes a control device (14) for controlling (S3) the drive train (4) depending on the first information and depending on the second information. Finally, a human-powered vehicle (2) with such a drive train (4) and a method for controlling such a drive train (4) are described.

Description

[0001] The present invention relates to a drivetrain for a human-powered vehicle. The following invention further relates to a human-powered vehicle with such a drivetrain. The following invention further relates to a method for controlling a drivetrain of a human-powered vehicle.

[0002] Muscle-powered vehicles can be equipped with an additional drive motor to assist propulsion. For example, a pedelec, as a muscle-powered vehicle, can have an electric motor to provide assistance. The assistance provided by the drive motor must be controlled. For safety reasons, the assistance may only be activated when the rider is pedaling. To determine whether the rider is pedaling, a dedicated cadence sensor can be used to measure the rider's cadence. Cadence is the rotational speed of the pedal crank, which the rider uses to apply muscle power to propel the vehicle. For example, German patent DE 10 2020 125 593 A1 describes a vehicle with a cadence sensor.

[0003] The object of the invention is to provide a drive train with increased reliability and thus increased driving safety. This object is achieved by the subject matter with the features of the independent claims. Advantageous embodiments are described in the dependent claims.

[0004] The present invention relates, in a first aspect, to a drive train for a muscle-powered vehicle. The muscle-powered vehicle can be a bicycle, an e-bike, a pedelec, or a cargo bike. The drive train includes a crankshaft. For example, two crank arms can be non-rotatably connected to the crankshaft, with a pedal rotatably mounted at one end of each crank arm. The crankshaft can thus also be referred to as a pedal crank. The crankshaft can be rotatably mounted on the vehicle's frame by means of a bearing.

[0005] The drivetrain further comprises a first device for determining a time derivative of the crank angle of the pedal shaft as initial information. The first device can have one or more elements. The time derivative can be a specific time derivative of the crank angle, for example, a first time derivative, a second time derivative, and alternatively or additionally, a third time derivative. The rider can apply driving force to the pedals, thereby moving the pedal shaft. Moving the pedal shaft can mean rotating or turning it. This can change the crank angle of the pedal shaft. The first device can be configured to determine the time derivative of the crank angle at specific times.The first device can be configured to determine the time derivative of the crank angle as a function of time, for example, as a periodic function of time. The initial information can be determined as a time signal. The time derivative of the crank angle can then be determined for specific points in time.

[0006] The drivetrain also includes a second device for determining the same time derivative of the crank angle of the pedal crank shaft as a second piece of information. The second device can have one or more elements. The first and second devices can be configured independently to determine the time derivative. The second device can be configured to determine the time derivative of the crank angle simultaneously with the first device. The same time derivative is determined by both the first and second devices. For example, the second time derivative of the crank angle is determined by the first device, and the second device also determines the second time derivative of the crank angle. The second device can be configured to determine the time derivative of the crank angle at specific points in time.The second device can be configured to determine the time derivative of the crank angle as a function of time, for example, as a periodic function of time. The second piece of information can be determined as a time signal. The time derivative of the crank angle can be determined for specific points in time. The determined first piece of information can be the same as or different from the determined second piece of information.

[0007] In addition to the first and second devices, the drive train may include further devices for determining the time derivative of the crank angle of the pedal crank shaft as additional information.

[0008] The powertrain also includes a control device for controlling the powertrain depending on the first piece of information and depending on the second piece of information. The control can depend on both the first and the second piece of information. The control can be either steering or, alternatively or additionally, regulation. For example, the control device can be configured to control the powertrain depending on the additional information.

[0009] The first and second devices allow for the redundant determination of the crank angle's time derivative. To control the drivetrain, the first piece of information can be compared with the second. For example, at least one of the two pieces of information can be identified as valid. Drivetrain control can then be performed based on this valid information. For instance, if one of the first or second devices fails, at least the remaining information from the functioning device can be identified as valid and used to control the drivetrain.

[0010] Alternatively or additionally, for control purposes, a common piece of information can be determined based on the first and second pieces of information. This common piece of information can represent the time derivative of the crank angle, determined by both the first and second devices. The first and second pieces of information can be fused. For example, the first piece of information can describe the time derivative of the crank angle as a first function of time, and the second piece of information as a second function of time. Therefore, for specific points in time, there can be a first value of the time derivative, determined by the first function, and a second value of the time derivative, determined by the second function. The first and second values ​​can be the same or different.Furthermore, the control system can include determining an average value, for example, a weighted average, for each point in time where the first and second functions describe the time derivative of the crank angle. This can improve the accuracy of the determined time derivative for controlling the drivetrain. The accuracy of the determined average, for example, a function encompassing several points in time with specific average values, can be better than the accuracy of the first and second functions combined. This can, for example, reduce noise in the first function and, alternatively or additionally, in the second function.

[0011] The powertrain may include a drive motor to provide motive power for propelling the vehicle. The drive motor may be an electric motor. The control device may be configured to control the drive motor based on specific first pieces of information and specific second pieces of information. For example, a parameter in speed control, and alternatively or additionally in torque control of the drive motor, may be determined based on the specific time derivative of the crank angle. Alternatively or additionally, the time derivative of the crank angle may serve as a reference input in torque control.

[0012] With such a drivetrain, the time derivative of the crank angle can be determined redundantly. Depending on the redundantly determined time derivative of the crank angle, for example by comparing the first piece of information with the second piece of information, the control of the drivetrain can be provided with a reduced probability of failure with respect to either of the two devices for determining the time derivative of the crank angle, and thus with improved safety.

[0013] Furthermore, by redundantly determining the time derivative of the crank angle and comparing the first and second pieces of information, accuracy can be improved, thereby enhancing the control of the powertrain and thus the vehicle's handling. This allows for more precise control of the powertrain with regard to determining the time derivative of the crank angle, as, for example, the detection of pedaling by the driver can be performed more accurately. This can lead to improved comfort through more precise control of the powertrain.

[0014] This also allows for improved control of the drive motor. This can lead to enhanced safety of the drivetrain and thus of the vehicle for the driver. Furthermore, the accuracy of power measurements, which may depend on the specific time derivative of the crankshaft angle, can be improved.

[0015] Typically, cadence is determined as the time derivative of the crank angle using a dedicated cadence sensor. However, if the cadence sensor fails or malfunctions, the cadence is unavailable for controlling the drivetrain. In such situations, it is not possible to correctly control the drivetrain based on cadence (the time derivative of the crank angle) with a standard drivetrain.

[0016] With these known drivetrains, for example, assisting the rider by controlling and, alternatively or additionally, regulating the drive motor can only be implemented suboptimally. For instance, a jerk at the pedal can occur as a result of inaccurate control or regulation of the drive motor. This can lead to reduced riding comfort. Furthermore, the vehicle's safety can be compromised if the rider is not actually pedaling, but is nevertheless determined to be pedaling based on a cadence measured by a faulty cadence sensor. Determining the rider's power output for training purposes can also be inaccurate if this is done with a conventional drivetrain and only one device for determining the time derivative of the crank angle.

[0017] The drivetrain presented here, with its control based on both the first and second pieces of information, for example by comparing the specific time derivative of the crank angle, can solve the problem described above. If, for instance, the specific cadence of a drive motor is used to control or regulate it, a particularly precise determination of the time derivative of the crank angle can be advantageous and is made possible by the drivetrain presented here. This can improve the safety of the vehicle with such a drivetrain, as control of the drivetrain can still be performed even if one of the two devices fails. This can improve the availability of the drivetrain. Furthermore, the reliability of the drivetrain, and thus of a vehicle with such a drivetrain, can be improved.

[0018] According to a further developed embodiment, the drive train can be characterized in that the time derivative of the crank angle can be of a cadence of the pedaling crankshaft, a pedaling crankshaft acceleration, and a pedaling crank jerk. The cadence, or crank speed, can be the first time derivative of the crank angle. The pedaling crank acceleration can be the second time derivative of the crank angle. The pedal jerk can be the third time derivative of the crank angle. The first and second devices are, for example, configured to determine the cadence, the pedaling crank acceleration, and alternatively or additionally the pedal jerk in parallel and independently of one another.With such a drive system, at least one of the following parameters can be determined independently and therefore redundantly: cadence, crank angle acceleration, and crank angle jerk, to control the drivetrain. This allows, for example, the determination of whether the rider is pedaling at a given time.

[0019] According to a further developed embodiment, the drive train can be characterized in that the first device can have a first sensor for acquiring measured values ​​and the second device can have a second sensor for acquiring measured values. The acquiring process can be a measurement. The first and second sensors can be configured independently for acquiring measured values, for example, for redundant acquisition. The measured values ​​acquired by the first sensor and the measured values ​​acquired by the second sensor can be different measured values ​​of the same or a different measurand. The acquisition of measured values ​​can be performed at a constant sampling rate. For example, measured values ​​of a specific measurand can be acquired periodically over time.

[0020] With such a drivetrain, the time derivative of the crank angle can be determined and the drivetrain controlled based on redundantly acquired measurements. This acquisition is carried out, for example, using redundant sensors, which improves the reliability of the drivetrain.

[0021] According to a further developed embodiment, the drive train can be characterized in that the first sensor can be a crank angle sensor for detecting the crank angle of the pedal crank shaft. The crank angle sensor can be an incremental encoder. The crank angle can be the measured quantity to be detected by the first sensor. Additionally, the second sensor can be a crank angle sensor for detecting the crank angle of the pedal crank shaft. Alternatively, the second sensor can be configured to detect a different measured quantity than the crank angle. Based on the detected crank angle, a time derivative of the crank angle can be determined.

[0022] Some conventional human-powered vehicles already have a crank angle sensor. This existing crank angle sensor can be used to measure the crank angle as part of determining its time derivative. This can limit the number of sensors required on the vehicle.

[0023] According to a further developed embodiment, the drive train can be characterized in that the second sensor can be a cadence sensor for detecting the cadence of the crank arm. The cadence sensor can be an incremental encoder. The cadence can be the measured quantity to be detected by the second sensor. Additionally, the first sensor can be a cadence sensor for detecting the cadence of the crank arm. Alternatively, the first sensor can be configured to detect a different measured quantity than the cadence, for example, the crank angle. Based on the detected cadence, a time derivative of the crank angle can be determined.

[0024] Some conventional human-powered vehicles already have a cadence sensor. This existing cadence sensor can be used to measure the cadence as part of determining the time derivative of the crank angle. This can limit the number of sensors required on the vehicle.

[0025] According to a further embodiment, the drive train can be characterized in that at least one of the first and second devices can have a computing device for determining the time derivative of the crank angle by means of differentiation. The computing device can be part of the control device of the drive train. The determination by differentiation can be carried out using a numerical method, for example, by calculating the time derivative of the crank angle as a function of acquired measured values.

[0026] The numerical method can determine the time derivative of the crank angle using a difference quotient. Alternatively, the numerical method can be a differentiating low-pass filter. The differentiating low-pass filter can be linear and time-invariant. A filter for linear and time-invariant low-pass filtering can be an FIR filter. The FIR filter can be an algebraic numerical differentiator. The FIR filter can be a Savitzky-Golay filter. With such a computing device, the time derivative of the crank angle can be determined accurately and efficiently, i.e., with comparatively low computational effort.

[0027] For example, the time derivative to be determined could be the cadence of the crank arm, i.e., the first time derivative of the crank angle. The first device can include the first sensor, configured as a crank angle sensor, and the computing unit. The computing unit can be configured to determine the cadence based on the crank angle detected by the crank angle sensor and using simple time differentiation. The second device could, for example, only include the second sensor, configured as a cadence sensor, for detecting the cadence of the crank arm, but no computing unit. Thus, the cadence, as the first time derivative of the crank angle, can be determined redundantly.

[0028] For example, the time derivative to be determined could be the crank angle acceleration of the pedaling crankshaft. The first device can therefore include the first sensor, designed as a crank angle sensor, and the computing unit. The computing unit can be configured to determine the crank angle acceleration as a function of the crank angle detected by the crank angle sensor and by means of two-step time differentiation. The second device can, for example, include the second sensor, designed as a cadence sensor, for detecting the cadence of the pedaling crankshaft. Additionally, the second device can include a computing unit which can be configured to determine the crank angle acceleration as a function of the cadence detected by the cadence sensor and by means of single-step time differentiation.The computing units of the first and second devices can be different or the same. Therefore, the crank angle acceleration can be redundantly determined as the second time derivative of the crank angle.

[0029] For example, the time derivative to be determined could be the crank angle jerk of the pedaling crank. The first device can include the first sensor, designed as a crank angle sensor, and the computing unit. The computing unit can be configured to determine the crank angle jerk based on the crank angle detected by the crank angle sensor and using triple time differentiation. The second device can, for example, include the second sensor, designed as a cadence sensor, for detecting the cadence of the pedaling crank. Additionally, the second device can include the computing unit, which can be configured to determine the crank angle jerk based on the cadence detected by the cadence sensor and using double time differentiation. Thus, the crank angle jerk can be redundantly determined as a third time derivative of the crank angle.

[0030] For example, information not captured by dedicated sensors can be determined based on measurements captured by dedicated sensors and through differentiation. The captured measurements are differentiated a sufficient number of times, for instance, to arrive at the desired time derivative of the crank angle.

[0031] This can be done depending on different measured values, so that the time derivative of the crank angle is determined redundantly.

[0032] According to a further developed embodiment, the drivetrain can be characterized in that it includes a drive motor for providing motive power to assist the driver in propelling the vehicle. The driver can additionally provide motive power applied to the vehicle's pedals to propel the vehicle. The drive motor can be an electric motor. The control device can be configured to switch the assistance provided by the drive motor on and off depending on the first piece of information and depending on the second piece of information. The control device can be configured to control and, alternatively or additionally, to regulate the drive motor depending on the first piece of information and depending on the second piece of information.

[0033] Thus, the drivetrain can be used to switch assistance from the drive motor on or off depending on the time derivative of the crank angle. The drive motor can, for example, be regulated and controlled alternatively or additionally depending on whether the rider is pedaling or not. The switching on and, alternatively or additionally, the switching off can therefore be performed redundantly.

[0034] A second aspect of the present invention relates to a muscle-powered vehicle with a drive train according to an embodiment of the first aspect of the present invention. The vehicle can be a bicycle, an e-bike, a pedelec, or a cargo bike. The respective features, embodiments, and advantages are described in the first aspect. Conversely, features, embodiments, and advantages of the second aspect also represent features, embodiments, and advantages of the first aspect.

[0035] A third aspect of the present invention relates to a method for controlling the drivetrain of a muscle-powered vehicle. The vehicle can be a bicycle, an e-bike, a pedelec, or a cargo bike. The drivetrain can have a crankshaft, and crank arms can be non-rotatably connected to the crankshaft. For example, two crank arms can be non-rotatably connected to the crankshaft, with a pedal rotatably mounted at one end of each crank arm. The crankshaft can thus also be referred to as a pedal crankshaft. The respective features, embodiments, and advantages are described in the first and second aspects. Conversely, features, embodiments, and advantages of the third aspect also represent features, embodiments, and advantages of the first and second aspects. The method can be implemented with a drivetrain according to an embodiment of the first aspect.

[0036] The method can include a step of determining the time derivative of the crank angle of the pedal crank shaft as initial information using a first device. This determination with the first device can include acquiring measured values ​​and, for example, additionally determining the time derivative of the acquired measured values ​​by differentiation. Furthermore, the method can include a step of determining the same time derivative of the crank angle of the pedal crank shaft as second information using a second device. This determination with the second device can include acquiring measured values ​​and, for example, additionally determining the time derivative of the acquired measured values ​​by differentiation.

[0037] Furthermore, the method can include controlling the drivetrain depending on the first piece of information and depending on the second piece of information. Controlling the drivetrain can include controlling and, alternatively or additionally, regulating a drive motor of the drivetrain. For example, the power and, alternatively or additionally, the torque of the drive motor can be increased. For example, the power and, alternatively or additionally, the torque of the drive motor can be reduced. For example, the time derivative of the crank angle to be determined is the cadence. If the cadence determined by the first device and the cadence determined by the second device exceed or fall below a certain threshold, the power of the drive motor can, for example, be increased or decreased.To control the drive train, a comparison can be made between the cadence determined with the first device and the cadence determined with the second device.

[0038] This method makes it possible to determine the time derivative of the crank angle with exceptional accuracy and reliability. This allows, for example, precise detection of whether a driver is pedaling or not. Consequently, the drivetrain can be controlled based on this determined time derivative. This can enhance both driver comfort and safety, as the determination of the crank angle's time derivative is performed redundantly.

[0039] According to a further developed embodiment, the method can be characterized in that, for controlling the drivetrain, a determination is made, depending on the first piece of information and depending on the second piece of information, as to whether the pedal crank shaft is moving. Determining whether the pedal crank shaft is moving can involve comparing the first piece of information with the second piece of information. For example, a time derivative of the crank angle determined by the first device, such as the cadence, can be compared with the same time derivative of the crank angle, here the cadence, determined by the second device.

[0040] According to a further developed embodiment, the method can be characterized in that the drivetrain can include the drive motor for providing motive power to assist the driver when propelling the vehicle. Controlling the drivetrain can involve engaging the assistance provided by the drive motor. For example, this engagement can occur when both the cadence determined by the first and the second device exceed a certain value.

[0041] According to a further developed embodiment, the method can be characterized in that the drivetrain can include the drive motor for providing motive power to assist the driver when propelling the vehicle. The control of the drivetrain can include switching off the assistance provided by the drive motor. For example, the switch-off can be performed when both the cadence determined by the first and the second device fall below a certain value.

[0042] For example, depending on whether the crank arm is moving or not, the assistance can be engaged and, alternatively or additionally, disengaged. This allows for a particularly precise determination of whether the rider is pedaling or not, enabling the assistance to be engaged and, alternatively or additionally, disengaged accordingly. This can increase the safety of the process, as assistance can always be provided precisely when the rider is pedaling. Determining pedaling activity by redundantly calculating the time derivative of the crank angle can be performed redundantly. Fig. Figure 1 schematically shows a drive train of a muscle-powered vehicle. Fig. Figure 2 schematically shows the steps of a procedure for controlling a system in Fig. 1 schematically shown drive train of a muscle-powered vehicle.

[0043] Fig. Figure 1 schematically shows a muscle-powered vehicle 2 with a drive train 4. The muscle-powered vehicle 2 is a pedelec. The drive train 4 has a pedal crank shaft 6, on which crank arms (not shown) are arranged, at the end of each of which a pedal (not shown) for applying muscle power to propel the vehicle 2 is rotatably arranged.

[0044] The drive train 4 includes a first device 8 for determining S1 a time derivative of a crank angle of the pedal crank shaft 6 as initial information. Determining S1 is a step in a schematically described Fig. 2 shown method for controlling the drive train 4 of vehicle 2.

[0045] In the illustrated embodiment, the temporal derivative to be determined is a crank angle acceleration of the pedal crankshaft 6 and thus the second temporal derivative of the crank angle of the pedal crankshaft 6. In an alternative embodiment, the temporal derivative to be determined is a cadence of the pedal crankshaft 6. In another alternative embodiment, the temporal derivative to be determined is a crank angle jerk of the pedal crankshaft 6.

[0046] The first device 8 has a first sensor 9. The first sensor 9 is a crank angle sensor 9 for detecting S1.1 the crank angle of the pedal crank axle 6. The crank angle is a measured quantity, and during detection S1.1, measured values ​​of the crank angle are periodically recorded by the first sensor 9.

[0047] The drive train 4 includes a second device 10 for determining S2 of the same time derivative of the crank angle of the pedal crank shaft 6 as a second piece of information. Like the first device 8, the second device 10 is configured to determine S2 of the crank angle acceleration. The second device 10 includes a second sensor 11. The second sensor 11 is a cadence sensor for detecting S2.1 of the cadence of the pedal crank shaft 6. Cadence is a measured quantity, and when detecting S2.1, measured values ​​of the cadence are periodically recorded by the second sensor 11.

[0048] The first device 8 comprises a first computing unit 12. The second device 9 comprises a second computing unit 13. In an alternative embodiment, the computing units 12 and 13 are part of a common computing unit. In another alternative embodiment, at least one of the computing units 12 or 13 is part of a further unit, such as a control device 14, which will be described in more detail later.

[0049] Each of the two computing units 12, 13 is independently configured to determine S1.2, S2.2 the time derivative of the crank angle by means of differentiation. The first computing unit 12 is configured to determine the crank angle acceleration as a function of the measured crank angle. For this purpose, the measured crank angle, which is available as a time function, is differentiated twice over time. The second computing unit 13 is configured to determine the crank angle acceleration as a function of the measured cadence. For this purpose, the measured cadence, which is available as a time function, is differentiated once over time. The determination of the time derivatives is carried out using a numerical method.

[0050] In an alternative embodiment, the time derivative of the crank angle to be determined is the cadence. In such a case, the use of the second computing unit 13 can be dispensed with. For example, the second device 10 can have only the second sensor 9, but not the second computing unit 13.

[0051] The first device 8 and the second device 10 are connected to the crankshaft 6 in such a way that the acquisition of measured values ​​S1.1, S2.1 at the crankshaft 6 is possible. The crank angle sensor 9 and the cadence sensor 11 are thus arranged between the crankshaft 6 and a frame of the vehicle 2 (not shown).

[0052] The drive train 4 further comprises a control device 14. As mentioned previously, in an alternative embodiment at least one computing unit 12, 13 is part of the control device 14. The control device 14 is communicatively connected to the first device 8 and independently to the second device 10.

[0053] The drive train 4 further comprises a drive motor 16 for providing drive power to assist the driver of the vehicle 2 when propelling the vehicle 2. The control device 14 and the drive motor 16 are communicatively connected.

[0054] The control device 14 is integrated with the drive motor 16 in a housing not shown and is mechanically connected to a frame of the vehicle 2 not shown.

[0055] Furthermore, the control device 14 is configured to control S3 of the drive train 4 depending on the first piece of information and depending on the second piece of information. Since the control of S3 is carried out depending on both the first and the second piece of information, it is performed depending on the crank angle acceleration determined by the first device 8 and depending on the crank angle acceleration determined by the second device 10. Because both crank angle accelerations are determined independently, the control of S3 is executed based on redundantly determined crank angle accelerations. If either of the two devices 8 or 10, or if communication between a device 8 or 10 and the control device 14, is malfunctioning, the control of S3 continues to be carried out independently.

[0056] In an alternative embodiment, a valid crank angle acceleration is determined from the independently determined crank angle accelerations by comparison. This is used to control S3. The valid crank angle acceleration is determined by comparison with information stored on the control device 14.

[0057] To control S3 of the drivetrain 4, a determination S3.0 is performed, depending on the first piece of information and depending on the second piece of information, to determine whether the pedal crank shaft 6 is moving. The pedal crank shaft 6 is only moved, in this case rotating, when the rider pedals and applies muscle power as a driving force to propel the vehicle 2 to the pedal crank shaft 6 via the pedals. Thus, the determination S3.0 establishes whether the rider is pedaling at a specific time.

[0058] The control device 14 is configured to perform at least one of the following actions: switching on S3.1 and switching off S3.2 the support provided by the drive motor 16, depending on the first piece of information and depending on the second piece of information. The support is switched on (S3.1) when both the crank angle acceleration determined by the first device 8 and the second device 10 exceed a certain value. At that point, pedaling is detected and the support is activated.

[0059] The deactivation of the assistance provided by the drive motor 16 (S3.2) occurs when both the crank angle acceleration determined by the first device 8 and the second device 10 fall below a certain value. At this point, it is detected that the rider is no longer pedaling, and the assistance is deactivated. No further assistance is provided by the drive motor 16 when the rider is no longer pedaling. This increases safety and comfort when using the vehicle 2 with the drive train 4 and when performing the procedure S3 for controlling the drive train 4. Reference sign 2 muscle-powered vehicles 4 Powertrain 6. Crankshaft 8 first device 9 first sensor, crank angle sensor 10 second device 11 second sensor, cadence sensor 12, 13 Computing equipment 14 Control device 16 Drive motor S1 Determining a time derivative of a crank angle of the pedal crankshaft S1.1 Capturing the crank angle S1.2 Determining the time derivative using differentiation S2 Determining the same time derivative of the crank angle of the pedal crankshaft S2.1 Capturing the cadence of the pedal crankshaft S2.2 Determining the time derivative using differentiation S3 Controlling the powertrain S3.0 Determine if the pedal crank shaft is moving S3.1 Activating support from the drive motor S3.2 Switching off support from the drive motor QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2020 125 593 A1

[0002]

Claims

[1] Drive train (4) for a muscle-powered vehicle (2), wherein the drive train (4) comprises a pedal crankshaft (6); wherein the drive train (4) comprises a first device (8) for determining (S1) a time derivative of a crank angle of the pedal crankshaft (6) as first information; wherein the drive train (4) comprises a second device (10) for determining (S2) the same time derivative of the crank angle of the pedal crankshaft (6) as second information; and wherein the drive train (4) comprises a control device (14) for controlling (S3) the drive train (4) depending on the first information and depending on the second information. [2] Drive train (4) according to claim 1, characterized by , that the temporal derivative of the crank angle is of a cadence of the pedal crankshaft (6), a crank angle acceleration of the pedal crankshaft (6) and a crank angle jerk of the pedal crankshaft (6). [3] Powertrain (4) according to any one of the preceding claims, characterized by , that the first device (8) has a first sensor (9) for acquiring (S1.1) measured values ​​and the second device (10) has a second sensor (11) for acquiring (S2.1) measured values. [4] Drive train (4) according to claim 3, characterized by , that the first sensor (9) is a crank angle sensor (9) for detecting (S1.1) the crank angle of the pedal crank shaft (6). [5] Drive train (4) according to one of claims 3 or 4, characterized by , that the second sensor (11) is a cadence sensor (11) for detecting (S2.1) the cadence of the pedal crank shaft (6). [6] Powertrain (4) according to any one of the preceding claims, characterized by , that at least one of the first device (8) and the second device (10) has a calculating device (12, 13) for determining (S1.2; S2.2) the time derivative of the crank angle by means of differentiation. [7] Powertrain (4) according to any one of the preceding claims, characterized by , that the drive train (4) has a drive motor (16) for providing drive power to assist the driver of the vehicle (2) in driving the vehicle (2), and that the control device (14) is configured to perform at least one of switching on (S3.1) and switching off (S3.2) the assistance by the drive motor (16) depending on the first information and depending on the second information. [8] Muscle-powered vehicle (2) with a drive train (4) according to any one of claims 1 to 7. [9] Method for controlling a drive train (4) of a muscle-powered vehicle (2), wherein the drive train (4) has a pedal crank (6), comprising the steps: determining (S1) a time derivative of a crank angle of the pedal crank (6) as first information using a first device (8); determining (S2) the same time derivative of the crank angle of the pedal crank (6) as second information using a second device (10); and controlling (S3) the drive train (4) depending on the first information and depending on the second information. [10] Method according to claim 9, characterized by , that for controlling (S3) the drive train (4) a determination (S3.0) is carried out depending on the first information and depending on the second information as to whether the pedal crank shaft (6) is moved. [11] Method according to one of claims 9 or 10, characterized by, that the drive train (4) has a drive motor (16) to provide drive power to assist the driver of the vehicle (2) in driving the vehicle (2) and the control (S3) of the drive train (4) includes switching on (S3.1) the assistance provided by the drive motor (16). [12] Method according to any one of claims 9 to 11, characterized by , that the drive train (4) has a drive motor (16) to provide drive power to assist the driver of the vehicle (2) in propelling the vehicle (2) and the control (S3) of the drive train (4) includes switching off (S3.2) the assistance provided by the drive motor (16).

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