Why are pedelecs only allowed to use 250W?

Hello,

in this regulation there is an additional subdivision for the “Pedelec” as pedelec according to L1e-A to max. 1000 watts, and the type-free group according to EG02, which can actually only have up to 250 watt drive power. The latter are then equivalent to bicycles according to § 1 paragraph 3 StVG.

I suspect that limiting to 250 watts without EU type-approval could be a German exemption from EU standards.

LG

The law mentions only one lasting performance with peak upper limit for a performance average.

Ask me ignorant how DIESEN cut wants to get individually.

That’s the German Michel.

That’s why probably the 250W subclass… 😁

However, “Peak” has something to do with relevance to averages. (See my interim reference to the more expensive E-Kickscooter)

From front motors, I don’t think much about pedelecs, because you can put yourself on the cardboard at a slippy ground quickly.

With Downhill / Sports, the fewest people should have something to do for a city/touring pedelec. The power versions according to L3e-A are likely to be > 250W Peak (m.E.) with it more to athletes/crossers, or load-wheel applications, or child transport / purchases up to max. 25 KM/h.

In the case of battery dimensioning with respect to capacity, however, Pedelecs also depends entirely on what the electrical system is demanded in the peak and in the middle passage in which driving stage in which terrain. 750 Wh can thus have a grossly supported driving power of between ~ 20 to 200 kilometres on average for pedelecs, depending on the power level.

Li-Ion and Li-Po are now still priced today, if it is to be particularly lightweight, flexible, and peak load. LiFePO4 or lead play no role in pedelecs on the battery in the ratio of volume to weight and energy density. But a thousand for 750Wh Li-ion is already very happy, even unharmed, on a pedelec battery.

On the other hand, the whole, however, for these purposes, must also be capable of a relatively long time with respect to peak load and average continuous load, depending on the intrinsic voltage and capacity in relation to guaranteed charging cycles (completely).

With respect to your car, you need to individually calculate in cost-benefits of claim, cost and benefit. Not everyone needs a 7-9 seater Kleinvan, or even a fat and even heavier SUV, but also not every one really needs a permanent family van instead of a supplementary thought on B&B + F … 😐

My small solar system will sometimes even actually reach for my small e-scoot AND various e-small devices, although B&B otherwise will remain my partners in addition.

All so small needle stitches against too high basic costs with less and less purchasing power of money.

Why then, in the case of a radiant sunshine, do not paint old gedöns of scrap places and polish up for solar parabolic cooking points ( & others) ?

At the beginning of the introduction of the so-called law for small electric vehicles (eKFV ), I also assumed that with 350 watts for the small kickscooterns, and max. 1000 W for vehicles with self-stabilization (with a minimum capacity for stabilization) would be layer.

Meanwhile, after StVZO / KBA, however, more and more of these small scooters with short-term also are clearly more than 350 Watt “Peak power” on the market. My little e-kicker has 300 watts max. in stage S, and does not exactly pull me off the board. (clearly, exercise already needs this, and I have set the on gentle approach in his app )

At about 5 to 7%, the one with me comes to its limits, because then he only packs about 10 to 12 KM/h.

Perhaps the manufacturers also thought the spiders of the Europeans, 1000W for a bicycle.

Do you remember the Hercules Saxxonette? (and similar) This Lightweight mofa had already had with his 35 ccm two-stroke engine (if I know) ~ 0,75 KW, and up to max. 20 KM/h even allowed its motor to intervene with or without pedal actuation.

However, you can’t equalize 1 KW in the energy transition to torque between a two-stroke motor compared to an electric motor 1:1. Rather, 2.0-2.5:1 would be to be used as a useful factor from energy to torque, since in favor of the electric motor, the two-stroke engine does not operate almost linearly with respect to the torque in its speed spectrum compared to a well-pre-controlled electric motor.

The pedelec limited to 250 watts is in return, however, also without obligatory pre-training and without liabilityObligationinsurance from any person directly usable in public transport.

However, I can well imagine that 250 watts for physically untrained, or physically restricted persons with > 5% mountain rises and > 100 to 125 kilos total weight (vehicle + battery + driver + possible. Input ) could indeed be slightly dimensioned.

Is there enough people who complain about the power of Bosch CX series, soooo is too strong.

I don’t know this series of models with their performances compared to the classic 250 Watters now, and I honestly have just tested a 250-something “Good-Ped” with front hub motor from a friend. But if even a “popellier” e-scooter for activating and unlocking advanced driving performance functions can already set quite rigid to a training phase by the manufacturer, why shouldn’t that be implemented for pedelecs in the control software? 🤔