Method and system for measuring a drive variable of a muscle-powered vehicle

Abstract

The invention relates to a method for measuring a drive variable (A) which is generated during pedalling by a driver of a muscle-powered vehicle, wherein, during pedalling, a pedal crank shaft of the vehicle is set in rotation, comprising the method steps of: sensing the drive variable (A) as a function of the angle of rotation in predefined angular increments (10) which are formed on the basis of angles of rotation (D) of the pedal crank shaft which is set in rotation, and filtering the sensed drive variable (A) on the basis of the angle of rotation in order to smooth the sensed drive variable (A) over a predefined angular range (20) which is formed on the basis of an angle of rotation (D) of the pedal crank shaft which is set in rotation. The invention additionally relates to a system for measuring the drive variable (A), to a drive having such a system, and to a muscle-powered vehicle having such a drive.

Description

[0001] Method and system for recording a drive parameter of a muscle-powered vehicle

[0002] Technical field

[0003] The present invention relates to a method for detecting a drive variable generated by a rider pedaling a muscle-powered vehicle. The invention further relates to a system for detecting a drive variable that can be generated by a rider pedaling a muscle-powered vehicle. The present invention also relates to a drive for propelling a muscle-powered vehicle, which includes such a system. The present invention further relates to a muscle-powered vehicle that includes such a drive.

[0004] State of the art

[0005] It is known from the prior art to record operating parameters of a muscle-powered vehicle and to control the vehicle's drive system based on these parameters. For example, it is known to record the torque or rotational speed generated by the rider of a muscle-powered vehicle at the vehicle's crankshaft and to control the vehicle's drive system accordingly. From DE 10 2021 211 270 B3, it is known to record such operating parameters over time and to evaluate their changes over time in order to control an electric motor of a bicycle based on this data.

[0006] Description of the invention

[0007] One object of the invention is to improve the signal processing of a drive variable generated by a rider of a muscle-powered vehicle while pedaling. This object is achieved by the subject matter of the independent claims. One aspect relates to a method for detecting a drive variable generated by a rider of a muscle-powered vehicle while pedaling. During pedaling, the vehicle's crankshaft is set in rotation. The drive variable can be a torque generated by the rider while pedaling and transmitted to the vehicle's drive system via the crankshaft. Alternatively, the drive variable can be a rotational speed generated by the rider at the crankshaft while pedaling. The torque and rotational speed can be functionally related physically via the law of angular momentum.The drive variable can exhibit an oscillating or fluctuating profile, for example, the profile of a trigonometric function. The profile of the drive variable can therefore represent a steady-state, quasi-stationary condition, which can change based on the driver's behavior.

[0008] When pedaling, the rider sets the crankshaft in motion. The crankshaft can be a drive shaft of the vehicle, to which pedal cranks can be attached for applying and transmitting the rider's muscular power to the vehicle's drive system. Each pedal crank can be rotatably mounted on a pedal, allowing the rider to rotate the crankshaft by applying their pedaling force.

[0009] The muscle-powered vehicle can be a bicycle, which can be an electrically powered bicycle. Therefore, the bicycle can be an e-bike or a pedelec. The e-bike can have an electric drive that provides additional power to support the rider's muscle power. The bicycle can be a two-wheeler or a three-wheeler, and can also be a cargo bike, for example.

[0010] The method includes, as one step, a rotation-angle-dependent sampling of the drive variable in predefined angular increments. These angular increments are generated based on the rotational angles of the rotating crankshaft. The drive variable is thus sampled as a function of the crankshaft's rotational angle. The angular increments can have specific angular values ​​at which the drive variable is sampled. A predefined angular increment can be defined by two predefined angular values ​​that limit the increment. The drive variable can therefore be sampled when a predefined angular increment has elapsed or when a specific angular value for the rotational angle of the rotating crankshaft has been reached.

[0011] The method can include, as a further step, the detection of the rotational angles of the rotating crankshaft. The sampling step can then be performed depending on the detected rotational angles. Therefore, the method samples the drive variable independently of time, whereby, during the sampling step, the drive variable can also be sampled in predefined angle increments with changing time intervals between two successively sampled values ​​of the drive variable.

[0012] The method includes a further step of angle-based filtering of the sampled drive variable to smooth it over a predefined angular range. This angular range is formed based on the rotational angles of the rotating crank axle. The filtering step can be performed using a predefined smoothing filter, which smooths the profile of the sampled drive variable. This smoothing filter can be a low-pass filter. The angular range can be a filter window encompassing a rotational angular range, which may be limited by two angular values. The angular range can be predefined to include a plurality of predefined angular increments, i.e., at least two predefined angular increments.The angle range can be predefined as a half or full turn of the crank axle. Therefore, the angle range can represent a rotation of 180° or a multiple thereof.

[0013] This method allows the drive variable to be sampled, filtered, and recorded in a location-dependent manner. The location predefined for such location-dependent signal processing can be defined by the angle of rotation of the rotating crankshaft. Time-dependent influences on the signal processing, such as an irregular angular resolution across the sampled drive variable, which can result from a changing rotational speed of the crankshaft during sampling, can be avoided with this method. The method allows the drive variable to be sampled with constant angular resolution and filtered over a constant angular range, regardless of the temporal change in the crankshaft rotational speed. Thus, the method allows the drive variable to be adapted to the current riding situation by sampling and filtering in an angle-dependent manner.

[0014] According to one embodiment of the method, the drive variable can be or consist of a rider torque, which is transmitted by the rider via the crankshaft to a drive system of the vehicle when pedaling. The method can include, as a further step, the acquisition of the rider torque, which may have a sine-squared function. In the acquisition step, the rider torque can be sampled at predefined angular increments. In the filtering step, the sampled rider torque can be filtered to smooth its curve over the predefined angular range. Thus, the method allows the rider torque to be sampled and filtered based on the angle of rotation. The rider torque can therefore be acquired independently of time. Furthermore, the rider torque can be sampled and filtered based on location, and thus independently of time.

[0015] According to a further embodiment of the method, an additional step involves outputting a control parameter for controlling the vehicle's drive system. The vehicle's drive can be controlled based on the smoothed drive parameter profile over a predefined angular range. The vehicle's drive can be controlled in such a way that, based on the filtered drive parameter, an additional drive force can be provided, which supports a drive force based on the driver's muscle power. The output step can be performed depending on the driver's torque, filtered based on the rotational angle. The control parameter thus does not need to be determined as a function of the rotational speed.One advantage of using driver torque instead of driver speed in the steps of the procedure may be that, unlike driver speed, driver torque can be directly measured, and thus the procedure can be carried out in a particularly efficient and reliable manner.

[0016] According to one embodiment of the method, the drive variable can have a rotational speed that is generated at the crank axle by the rider pedaling. In the sampling step, the time at which a predefined angle increment is reached or elapses can be recorded. The rotational speed can then be derived from the recorded times and the predefined angle increments. The drive variable is thus also sampled for rotational speed as a function of a rotational angle of the crank axle. In the filtering step, the sampled rotational speed can be filtered to smooth the curve of the sampled rotational speed over the predefined angular range. The method can therefore also be used to sample and filter the rotational speed as a function of the rotational angle. The rotational speed can thus be measured using this method based on time.The rotational speed can also be further sampled and filtered using this method, depending on location and therefore independent of time.

[0017] According to a further embodiment of the method, in the scanning step, the drive variable can be scanned in angular increments, which are continuously predefined for the rotational angles of the rotating crankshaft. The angular increments can be predefined such that they divide one revolution of the crankshaft into continuously successive angular increments. The angular increments can completely subdivide the revolution. In the scanning step, the drive variable can thus be scanned over each revolution of the crankshaft in continuously successive angular increments. The angular increments can therefore be predefined without gaps.

[0018] According to a further embodiment of the method, in the scanning step, the drive variable can be scanned in angular increments, each with an angular value predefined as a divisor of one revolution of the crankshaft. The revolution of the crankshaft, which has an angular value of 360°, can, according to this embodiment, be divided by the angular value of the angular increments without leaving a remainder. The angular increments can thus have a constant angular value, for example, 2°, 4°, 6°, or 8°. The angular increments can be predefined such that they define continuously successive angular steps of the crankshaft revolution. The angular increments can therefore constitute a location-dependent scanning interval for scanning the drive variable.

[0019] According to a further embodiment of the method, in the filtering step, the sampled drive variable can be filtered based on the angle of rotation using a sliding angular range that covers the sampled drive variable. In the filtering step, a moving average can be calculated as a sliding filter for the sliding angular range. The sliding angular range can be a rotation-angle-based sliding angular range that is moved across the sampled drive variable depending on the angle of rotation. Therefore, in the filtering step, the sliding angular range can be moved across the sampled drive variable depending on the amount of rotation swept across it. The angular range can thus be moved across the sampled drive variable independently of time.

[0020] According to a further embodiment of the method, a further step may involve storing the sampled drive variable in a sliding buffer for the sampled drive variable, which encompasses the sliding angular range. The buffer may contain sampled values ​​of the drive variable, based on which a filtered value of the sampled drive variable for the sliding angular range is calculated. The buffer may be a temporary buffer that temporarily stores the sampled values ​​of the drive variable for calculating the filtered drive variable. The values ​​of the sampled drive variable stored in the buffer can represent a plurality of filtered drive variables and fall within successive or parallel angular ranges.According to a further embodiment of the method, in the filtering step, the sampled drive variable can be filtered in parallel over at least two predefined angular ranges. The sampled drive variable can be filtered in parallel over time over these at least two predefined angular ranges. According to this embodiment, the angular values ​​of the angular ranges can differ. The angular values ​​can each represent half a revolution or a multiple of half a revolution of the crank axle. In the filtering step, values ​​for the drive variable filtered in parallel over the at least two predefined angular ranges can thus be calculated. The parallel filtered values ​​can be calculated based on the at least two predefined angular ranges with different filter lengths and therefore exhibit different values.

[0021] According to a further embodiment of the method, an additional step may involve reading in a driving mode preset, which can be specified by the driver. The driver can then select a driving mode from this preset. The driving mode preset can be selected by the driver by actuating a driving mode switch. Different selectable driving modes can differ in the amount of available additional drive force or in the ratio between the driver's drive force and the additional drive force. The method may also include, as a further step, determining a characteristic curve of the sampled drive variables as a function of the read-in driving mode preset. This characteristic curve can be determined from rotation-angle-dependent characteristic values ​​of the drive variables filtered in parallel over at least two predefined angular ranges.The characteristic value profile can be a profile that summarizes the drive variables filtered in parallel over at least two predefined angular ranges. The characteristic value profile can be determined, for example, based on at least one of the extreme values, median values, and mean values ​​of the drive variables filtered in parallel over these at least two predefined angular ranges. The mean values ​​can be, for example, arithmetic or geometric means. According to this embodiment, the method can further include the output of a control parameter for controlling a vehicle drive based on the determined characteristic value profile. This output step can be any other described output step.

[0022] According to a further embodiment of the method, the characteristic value profile can be an extreme value profile of the sampled drive variable, which can be determined from rotation-angle-dependent extreme values ​​of the drive variable filtered in parallel over at least two predefined angular ranges. The rotation-angle-dependent extreme values ​​can be rotation-angle-dependent maxima of the drive variable filtered in parallel over at least two predefined angular ranges. Alternatively or additionally, the rotation-angle-dependent extreme values ​​can be rotation-angle-dependent minima of the drive variable filtered in parallel over at least two predefined angular ranges.

[0023] Another aspect concerns a system for detecting a drive variable generated by a rider of a muscle-powered vehicle while pedaling. During pedaling, the vehicle's crankshaft is set into rotation. The system includes sensors for sampling the drive variable in predefined angle increments, dependent on the rotation angle. These angle increments are based on the rotation angles of the rotating crankshaft. The system also features an evaluation unit for filtering the sampled drive variable based on the rotation angle, smoothing it over a predefined angular range. This angular range is also based on the rotation angles of the rotating crankshaft.

[0024] The system can be configured to perform the procedure according to the preceding aspect. The sensors can be configured to perform the sampling step according to the preceding aspect. The evaluation unit can be configured to perform the filtering step according to the preceding aspect. The evaluation unit can further be configured to perform at least one of the steps of holding, determining, and outputting the procedure according to the preceding aspect. Another aspect concerns a drive system for propelling a human-powered vehicle. The drive system, according to the preceding aspect, has a mechanism for detecting a drive variable. According to this aspect, the system is configured to control at least one drive component of the drive system based on the drive variable. The drive variable could, for example, be an electric motor for propelling the human-powered vehicle.

[0025] Another aspect concerns a muscle-powered vehicle, which has a drive system as described in the previous aspect. The vehicle can be designed as described in the previous aspects.

[0026] Embodiments and features of one aspect can be corresponding embodiments and features of another aspect.

[0027] Brief description of the characters

[0028] Figure 1 schematically shows a muscle-powered vehicle, a drive for propelling the vehicle and a system for detecting a drive parameter according to the respective embodiments.

[0029] Figure 2 shows a time course of the drive quantity to illustrate a rotation angle-dependent sampling of the drive quantity.

[0030] Figure 3 shows a time course of the drive quantity to further illustrate a rotation angle-based filtering of the sampled drive quantity.

[0031] Figure 4 shows extreme value curves of the filtered drive variable for further explanation.

[0032] Figure 5 shows a flowchart of a method for detecting a drive parameter generated when pedaling a muscle-powered vehicle, according to one embodiment. Detailed description of embodiments

[0033] Figure 1 shows a muscle-powered vehicle 100, which has a drive 110. The drive 110 is configured to propel the vehicle 100 independently of the muscle power of a driver of the vehicle 100 (who is not shown in the figures). The drive 110 is further configured to propel the vehicle 100 depending on a drive variable generated by the driver when pedaling the muscle-powered vehicle 100. The drive 110 is therefore a drive 110 configured to assist the driver's muscle power used to propel the vehicle 100.

[0034] The drive 110 has a pedal crankshaft 112, via which the rider transmits a rider torque based on their muscle power to the drive 110. The drive 110 also has a drive motor 111, which is configured to drive the vehicle 100. The drive motor 111 provides a supplementary torque to the rider's input torque for driving the vehicle 100.

[0035] Vehicle 100 also features a system 200, which is configured to detect the rider's torque. System 200 includes a sensor 210 that scans the rider's torque as a function of the rotation angle of the pedal crank 112. System 200 also includes an evaluation unit 220, which is configured to smooth the rider torque detected by sensor 210 based on the rotation angle. Evaluation unit 220 is also configured to output a control signal to the drive motor 111 based on the smoothed rider torque. Therefore, evaluation unit 220 is configured to control the drive motor 111 to provide auxiliary propulsion to vehicle 100 based on the smoothed rider torque.

[0036] Figure 2 shows a time-dependent curve of the rider torque M along the abscissa. The curve of the rider torque M corresponds to the time-dependent curve of the drive quantity A, which is generated when the rider pedals the vehicle 100. Based on the kinematics of the vehicle 100 during pedaling, the curve of the rider torque M follows a sine-squared function. This sine-squared function is based on the fact that, when pedaling, the rider sets the pedal cranks arranged on the crank axle 112 into rotation via the pedals. The rider torque M is plotted on the ordinate shown at the top of Figure 2. A rotation angle D of the crank axle 112 is shown on the second ordinate shown at the bottom of Figure 2.The angle of rotation D increases up to one revolution R of the pedal crank shaft 112 and for each additional revolution R of the pedal crank shaft 112 from an angle of rotation of 0° to an angle of rotation of 360°. The sensor 210 samples the rider torque M along its path in time-independently in predefined angle increments 10. The predefined angle increments 10 have an angular magnitude 11, which is a divisor of the revolution R, which comprises 360°. The sensor 210 is configured to sample and record the angle of rotation D in a rotation-angle-dependent manner and to sample the rider torque M for each elapsed angle increment 10. The values ​​a sampled in this angle-dependent manner, which comprise a multitude of sampled values ​​a1, a2, are stored in a buffer 2 for the sampled rider torque M.

[0037] Along the course of the driver torque M, at least one angular range 20 is predefined, which comprises a multiple of half a revolution R. In the embodiment shown in Figure 2, an angular range 20 comprises two

[0038] Rotations R. Another angular range 40 comprises one rotation R, and yet another angular range 30 comprises one and a half rotations R. The angular ranges 20, 30, 40 are formed in parallel over time over the course of the rider torque M and overlap starting from a common initial point. The angular ranges 20, 30, 40 have rotation angle magnitudes 21, 31, 41, which each correspond to half a rotation R or a multiple of half a rotation R of the pedal crank axle 112. The angular ranges 20, 30, 40 are designed as sliding angular ranges 20, 30, 40, which move over the course of the rider torque M depending on the rotation angle D. A series of sampled values ​​a1, a2 of the rider torque M for the angular ranges 20, 30, 40 is stored in the intermediate memory 2. The angle ranges 20, 30, 40 define areas for filtering the sampled driver torque M.In each angular range 20, 30, 40, a smoothed value of the rider torque M is calculated from the sampled values ​​a of the rider torque M. For this purpose, the angular ranges 20, 30, 40 are defined independently of time as a function of the rotation angle D of the pedal crank shaft 112.

[0039] Figure 3 shows the time course of the rider torque M, during which the rider-generated torque M changes. In addition to the periodic changes of the sine-squared function, this function exhibits a section V with increased rider torque amplitudes along the course of the rider torque M. In this section V, the rider generates a higher rider torque M at the pedal crank 112 compared to the rest of the rider torque course. Figure 3 shows the angular range 20, which comprises two revolutions R of the pedal crank 112, and the angular range 40, which comprises one revolution R of the pedal crank 112. Both angular ranges 20 and 40 are moved across the course of the rider torque M as a sliding filter.In the angular range 20, a moving average of the rider torque M for values ​​a sampled over two revolutions R of the crank 112 is calculated as a smoothed curve 22. In the further angular range 40, a moving average of the rider torque M for values ​​a sampled over one revolution R of the crank 112 is calculated as another smoothed curve 42. The smoothed curve 22 of the rider torque M sampled and filtered over two revolutions R exhibits a filtering behavior adapted to that of the rider torque M sampled and filtered over one revolution R. Compared to the further smoothed curve 42, the smoothed curve 22 reacts with a delay to the rise and fall of the rider torque amplitudes.

[0040] Figure 4 shows a characteristic value curve K, which is a

[0041] The extreme value curve E is a function of the driver torque M, which is formed as a maximum value curve 51 from the two smoothed curves 22, 42 of the driver torque M shown in Figure 3. The maximum value curve 51 shows the maximum values ​​of the filtered values ​​from the two smoothed curves 22, 42.

[0042] Driver torques M. The maximum value curve 51 shows a steep increase for the curve segment V based on the maximum values ​​of the further smoothed curve 42 and a gradual decrease for the curve segment V based on the maximum values ​​of the smoothed curve 22. The maximum value curve 51 therefore exhibits a combination of the two smoothed curves 22, 42. Figure 4 shows a further extreme value curve E for the driver torque M, which is formed as a minimum value curve 53 from the two smoothed curves 22, 42 of the driver torque M shown in Figure 3. The minimum value curve 53 exhibits the minimum values ​​of the filtered values ​​from the two smoothed curves 22, 42.

[0043] Driver torques M. The minimum value curve 53 shows a gradual increase for the curve segment V based on the minimum values ​​of the smoothed curve 22 and a steep decrease for the curve segment V based on the minimum values ​​of the further smoothed curve 42. The minimum value curve 53 therefore also exhibits a combination of the two smoothed curves 22, 42.

[0044] Figure 5 shows a flowchart with steps S1 to S5 for acquiring the driver torque M. In a first step S1, the driver torque M is sampled in the predefined angle increments 10, depending on the rotation angle, as described in Figure 2. This rotation-angle-dependent sampling of the driver torque M is performed independently of time, depending on the rotation angle D. In a further step S2, the sampled values ​​a of the driver torque M are stored in the intermediate memory 2, as further described in Figure 2.

[0045] In a further step S3, the sampled driver torque M is filtered in parallel time and based on the angle of rotation to smooth it over predefined angle ranges 20, 30, 40° as described in Figures 2 and 3. In yet another step SO, a driving mode setting, which is manually specified by the driver, is read in. In a further step S4, an extreme value curve E of the sampled driver torque M is determined as a function of the read driving mode setting, as described in Figure 4. In yet another step S5, a control parameter for controlling the drive 110 is output based on the determined extreme value curve E. The control parameter is output as a function of the driver torque M. For controlling the drive 110, either the maximum value curve 51 or the minimum value curve 53 can be output.Control of the drive 110 based on the maximum value curve 51 can be carried out such that the drive 110 provides a support force to propel the vehicle 100, depending on the maximum value curve 51, as a force that aggressively supports the driving behavior. Control of the drive 110 based on the minimum value curve 53 can be carried out such that the drive 110 provides a support force to propel the vehicle 100, depending on the minimum value curve 53, as a force that moderately supports the driving behavior.

[0046] Reference mark

[0047] 2 intermediate storage

[0048] 10 angle increment

[0049] 11 Angle magnitude

[0050] 20, 30, 40 angle range

[0051] 21, 31, 41 Rotation angle values

[0052] 22, 42 smoothed gradient

[0053] 51 Maximum value trend

[0054] 53 Minimum value trend

[0055] 100 muscle-powered vehicles

[0056] 110 drive

[0057] 111 Drive motor

[0058] 112 Crankshaft

[0059] 200 System

[0060] 210 sensors

[0061] 220 Evaluation unit a, a1 , a2 sampled values

[0062] A drive size

[0063] D rotation angle

[0064] E Extreme value trend

[0065] K characteristic value trend

[0066] M driver torque

[0067] R revolution

[0068] SO Read in

[0069] S1 rotation angle-dependent scanning

[0070] S2 Hold

[0071] S3 rotation angle-based filtering

[0072] S4 Determine

[0073] S5 Output

[0074] V section

Claims

Patent claims 1. Method for detecting a drive quantity (A) generated by a rider of a muscle-powered vehicle (100) when pedaling, wherein a pedal crank shaft (112) of the vehicle (100) is set into rotation during pedaling, comprising the steps of the method: rotation-angle-dependent sampling (S1 ) of the drive quantity (A) in predefined angle increments (10) which are formed based on rotation angles (D) of the rotating pedal crank shaft (112), and rotation-angle-based filtering (S3) of the sampled drive quantity (A) to smooth the sampled drive quantity (A) over a predefined angle range (20) which is formed based on rotation angles (D) of the rotating pedal crank shaft (112).

2. Method according to claim 1, wherein the drive variable (A) is a rider torque (M) which is introduced into a drive (110) of the vehicle (100) via the pedal crank shaft (112) when the rider pedals.

3. Method according to claim 2, with the further step of outputting (S5) a control parameter for controlling a drive (110) of the vehicle (100), wherein the output step (S5) is performed depending on the angle-based filtered driver torque (M).

4. Method according to one of the preceding claims, wherein in the scanning step (S1) the drive quantity (A) is scanned in angular increments (10) which are continuously predefined for the rotation angles (D) of the rotating pedal crank shaft (112).

5. Method according to one of the preceding claims, wherein in the scanning step (S1) the drive quantity (A) is scanned in angular increments (10) which have an angular magnitude (11) which is predefined as a divisor of a revolution (R) of the pedal crank shaft (112).

6. Method according to one of the preceding claims, wherein in the filtering step (S3) the sampled drive quantity (A) is filtered on a rotation angle basis with an angular range (20) sliding over the sampled drive quantity (A).

7. Method according to one of the preceding claims, comprising the further step of holding (S2) the sampled drive quantity (A) in a sliding intermediate storage (2) for the sampled drive quantity (A), which includes the sliding angular range (20).

8. Method according to one of the preceding claims, wherein in the filtering step (S3) the sampled drive quantity (A) is filtered in parallel over at least two predefined angular ranges (20, 30, 40), wherein the rotation angle magnitudes (21 , 31 , 41 ) of the angular ranges (20, 30, 40) differ.

9. Method according to claim 8, comprising the further steps of: reading (SO) a driving mode specification which is specified by the driver, determining (S4) a characteristic value profile (K) of the sampled drive variable (A) as a function of the read driving mode specification, wherein the characteristic value profile (K) is determined from rotation angle-dependent characteristic values ​​of the drive variable (A) filtered in parallel over the at least two predefined angle ranges (20, 40), and outputting (S5) a control parameter for controlling a drive (110) of the vehicle (100) based on the determined characteristic value profile (K).

10. Method according to claim 9, wherein the characteristic value profile (K) is an extreme value profile (E) of the sampled drive quantity (A), which is determined from rotation angle-dependent extreme values ​​of the drive quantity (A) filtered in parallel over the at least two predefined angle ranges (20, 40).

11. System (200) for detecting a drive quantity (A) which can be generated by a driver of a muscle-powered vehicle (100) when pedaling, wherein a pedal crank shaft (112) of the vehicle (100) is set into rotation when pedaling, wherein the system (200) includes a sensor (210) for angle-dependent scanning of the drive quantity (A) in predefined angle increments (10), which based on rotation angles (D) of the rotating pedal crank shaft (112), and has an evaluation device (220) for rotation angle-based filtering of the sampled drive quantity (A) to smooth the sampled drive quantity (A) over a predefined angular range (20), which is based on rotation angles (D) of the rotating pedal crank shaft (112).

12. Drive (110) for propelling a muscle-powered vehicle (100), which has a system (200) according to claim 11 for detecting a drive variable (A), wherein the system (200) is configured to control at least one drive component (111) of the drive (110) based on the drive variable (A).

13. Muscle-powered vehicle (100) which has a drive (110) according to claim 12 for driving the vehicle (100).

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