Method for operating an electric bicycle

Abstract

The invention relates to a method for operating an electrically driven bicycle having a drive unit, a driven element, a rear wheel and a mechanical transmission path between the driven element and the rear wheel, comprising the following steps: determining an engagement time point from which forward movement of the electrically driven bicycle is achieved by introducing a driven torque at the driven element and / or a torque is established in the transmission path of the electrically driven bicycle, and prior to the engagement time point, a pretension torque is generated in a controlled manner by means of the drive unit for mechanical pretensioning of the transmission path.

Description

Technical Field

[0001] This invention relates to a method for operating an electric bicycle and an electric bicycle. Background Technology

[0002] Electric bicycles are known to have a drive unit that generates motor torque to assist the rider's manual pedaling force. Typically, the drive system between the motor and the rear wheel includes multiple components, such as the bicycle chain, the transmission on the motor, the freewheel, etc. To generate forward motion through motor torque or the rider's pedaling torque, the backlash and elasticity of all such components must be overcome. This often results in noise and significant free travel when eliminating these backlashes, which can sometimes negatively impact the riding experience. Summary of the Invention

[0003] In contrast, the method according to the invention is characterized by its ability to automatically compensate for backlash and elasticity in the drive system. This enables particularly direct force transmission and noiseless operation of the electric bicycle. According to the invention, this is achieved through a method for operating an electric bicycle, wherein the electric bicycle has a drive unit, a driven element, a rear wheel, and a mechanical transmission path disposed between the driven element and the rear wheel. The method includes the following steps: - Determine an engagement time point from which the electric bicycle's forward motion is achieved by introducing a driven torque at the driven element and / or establishing torque in the electric bicycle's drive system, and - Before the engagement point, a preload torque is generated in a controlled manner by a drive unit to mechanically preload the transmission path.

[0004] In particular, the drive unit is configured to generate motor torque that can be transmitted to the driven element. Preferably, a pedal torque can also be transmitted to the driven element. For example, the driven element is a sprocket.

[0005] In particular, the mechanical transmission path is considered as part of the drive system of the electric bicycle, through which torque provided at the driven element can be transmitted to the rear wheel. Preferably, the mechanical transmission path includes multiple mechanical elements, such as the transmission element of a bicycle chain, one or more freewheels, a drive mechanism, etc.

[0006] The estimation of the engagement time point is preferably achieved by calculating the engagement time point, which is particularly regarded as the determination of the engagement time point. For example, the engagement time point can be estimated based on the motion state and / or motion changes of the electric bicycle components that can be detected by sensors (especially after the rider begins to pedal).

[0007] In other words, in this method, a predicted engagement time is calculated at which power engagement (Kraftschluss) occurs in the drivetrain, thereby establishing torque in the drivetrain and / or enabling forward movement of the electric bicycle via driven torque at the driven element. Here, the drive unit is operated in a controlled manner to generate a predetermined preload torque prior to the engagement time, thus mechanically preloading the mechanical transmission path. This compensates for all gaps in the mechanical transmission path and mechanically preloads the components of the transmission path in terms of effective torque transmission for forward movement, thereby at least partially reducing elasticity, for example. That is, for example, the elongation of the bicycle chain due to elastic stretching (potentially resulting in a torque load) is at least partially compensated before actual engagement.

[0008] Therefore, this method has the following advantages: by specifically manipulating the drive unit to generate preload torque, the free travel, backlash, and elasticity in the electric bicycle's drive system can be specifically reduced or compensated, enabling immediate and particularly direct forward-efficient torque transmission between the driven element and the rear wheel at the engagement point. Thus, a particularly direct and optimally responsive drive can be achieved for the electric bicycle through the rider's muscle force and / or through the motor torque of the drive unit. This provides a particularly sensitive drive for the electric bicycle.

[0009] The following is a preferred extension of the present invention.

[0010] Preferably, the electric bicycle includes a crank drive mechanism capable of transmitting torque to a driven element, particularly via the rider's freewheel. Specifically, the crank drive mechanism includes a crank, with the rider's freewheel arranged between the crank and the driven element. Here, as the engagement point, a time point is determined from which the forward movement of the electric bicycle is at least partially achieved by the expected pedaling torque applied by the rider on the crank drive mechanism. In other words, as the engagement point, a specific time point is determined from which the forward movement of the electric bicycle is expected to be at least partially achieved by the pedaling torque applied by the rider on the crank drive mechanism. That is, when determining the engagement point, it is estimated when the rider is expected to engage the drive system in power engagement during manual pedaling. This allows for particularly targeted preload, so that the rider's manual pedaling motion can be used particularly directly for forward movement, without the rider having to first overcome free travel and elasticity when pedaling. Therefore, it can provide riders with the particularly direct and responsive driving feel of an electric bicycle.

[0011] Preferably, the engagement time is determined based on the detected pedal frequency and / or the detected pedal frequency change and / or the detected pedal angle and / or the calculated gear ratio. Preferably, the pedal frequency, pedal frequency change, and pedal angle can be determined based on sensor data from the electric bicycle's sensor device. The gear ratio is preferably provided by the electric bicycle's shifting mechanism (especially in signal form). Alternatively, the gear ratio can preferably be calculated, for example, based on the pedal frequency and rear wheel speed upon detection of rider intervention. Therefore, the engagement time can be reliably determined based on various accurately detectable or calculable quantities.

[0012] Preferably, the method further includes the step of: determining the expected future pedaling frequency. Here, the point at which the expected pedaling frequency reaches or exceeds a predetermined engagement pedaling frequency is determined, serving as the engagement time point. Preferably, the determination of the expected pedaling frequency is based on determining the change of the currently detected pedaling frequency over time. Here, the expected pedaling frequency can be estimated, for example, by interpolating the determined change over time. A predefined value, such as zero revolutions per minute, is preferably considered as the predetermined engagement pedaling frequency. Therefore, the expected future power engagement of the cyclist during pedaling can be estimated in a particularly simple and reliable manner.

[0013] More preferably, the engagement pedal frequency is determined based on the detected rear wheel speed and the calculated gear ratio. That is, the engagement pedal frequency is adaptively calculated based on the current driving characteristic parameters. Therefore, the expected engagement time can be determined particularly reliably and accurately.

[0014] Preferably, the method further includes the step of determining the engagement motor speed at the engagement time point. Preferably, the engagement motor speed is determined based on the detected rear wheel speed and the calculated gear ratio. Here, the controlled generation of preload torque is achieved by operating the drive unit at a preload speed greater than or equal to the engagement motor speed. In other words, the motor speed at which power engagement between the motor and the drive system is expected to occur based on current driving characteristic parameters is determined. This is achieved by selectively and controllably preloading the drive system using a preload speed that corresponds at least to the estimated engagement motor speed at the engagement time point. Thus, for example, mechanical preload on the transmission path can be induced particularly simply and reliably using speed adjustment.

[0015] Preferably, the drive unit includes a motor, a transmission, and a motor freewheel. Here, the transmission and motor freewheel are arranged between the motor and the driven element. In performing this method, the controlled generation of preload torque is achieved via the drive unit to additionally preload the motor transmission path between the motor and the driven element. That is, the drive unit is manipulated in a targeted and controlled manner when preloading the transmission path, so that the motor transmission path between the motor and the driven element is also preloaded by operating the drive unit. Therefore, the entire transmission path from the motor to the rear wheel can be mechanically preloaded. Thus, at the moment of impending motor engagement, i.e., when the electric bicycle will be at least partially propelled forward by the motor torque, it can be particularly targeted at the point in time when all the free travel and elasticity of the entire drive system have been largely overcome, allowing the motor to induce forward movement of the electric bicycle particularly directly and immediately via the motor torque. In particular, sudden overcoming of clearance, which could otherwise lead to noise or mechanical shock, can be avoided here.

[0016] Particularly preferably, the preload torque is generated in a controlled manner such that the acceleration of the electric bicycle and / or the acceleration of the rear wheel speed is less than a predetermined threshold, particularly equal to zero. That is, the generated preload torque is preferably limited based on sensor monitoring so that no significant forward movement of the electric bicycle occurs. Thus, for example, it can be reliably ensured that effective motor assistance (which helps the electric bicycle move forward) only occurs, for example, when the rider simultaneously operates the pedals.

[0017] More preferably, the preload torque is generated in a controlled manner for a maximum of a predetermined time period. That is, the preload time for motor-assisted preload on the mechanical transmission path is limited. The predetermined time period is, for example, a maximum of 20 seconds, preferably a maximum of 10 seconds. Therefore, the drive system can be preloaded in a particularly simple and energy-efficient manner. For example, it is also possible to perform preload selectively, periodically, or automatically under predetermined driving conditions, for example, without the need for other standards, thereby enabling preload to be achieved in a particularly simple and low-cost manner.

[0018] More preferably, the method is performed only under predetermined driving conditions. Predetermined driving conditions preferably include re-pedaling and / or light pedaling during the forward motion of the electric bicycle. Re-pedaling is particularly considered as the period during which the rider does not use pedal force (especially no motor torque) to propel the electric bicycle forward. From this state, power engagement will occur again in the future. Light pedaling is particularly considered as the periodic back-and-forth movement of the pedals, during which forward torque is briefly generated by pedaling force. Alternatively or additionally, the method is preferably performed after the predetermined driving conditions. In particular, these predetermined driving conditions include pedaling and / or cornering and / or jumping and / or deceleration and / or uphill riding and / or gear shifting. Preferably, the predetermined driving conditions can be identified based on sensor data, and particularly preferably based on pattern recognition through analysis of the detected sensor data. Therefore, drivetrain preload can be performed particularly targeted and effectively in various conditions where direct and sensitive actuation is advantageous.

[0019] Particularly preferably, the preload torque is generated in a controlled manner by a drive unit, such that the controlled generation of the preload torque begins at least a predetermined preload period earlier than the engagement time. In particular, the preload period corresponds to the shortest time required for mechanical preload of the transmission path. This enables reliable and sufficient preload of the transmission path upon reaching the engagement time. Preferably, the preload period corresponds to a predetermined value. Alternatively, the preload period is preferably variably adjusted according to the current operating point, for example, based on tables and / or characteristic curves. Further alternatively, the preload period is preferably determined autonomously through learning, preferably based on the time interval detected between the applied motor torque and the detected load torque exceeding a predetermined threshold.

[0020] Preferably, the method further includes the step of: controllingly generating a braking torque at the rear wheel. Preferably, the braking torque is generated before the engagement point to mechanically preload the transmission path. Targeted braking torque at the rear wheel and / or rear wheel hub enables particularly effective preloading of the drivetrain. Here, the braking torque is particularly opposite in direction to the preload torque generated by means of the drive unit. Advantageously, the braking torque is here set and / or generated to compensate for the effects of the preload torque on the rear wheel. Here, for example, the preload torque generated by the drive unit can be at least partially compensated by the braking torque, thereby ensuring particularly reliably that the preload torque does not cause the electric bicycle to move forward. Therefore, for example, a higher preload torque can also be ensured, thereby enabling particularly effective mechanical preloading to reduce all free travel and elasticity.

[0021] More preferably, braking torque is generated in a controlled manner by means of a brake on the rear wheel and / or by means of a hub motor on the rear wheel. Here, the hub motor can preferably operate in a power generation mode to generate braking torque. Therefore, a counter-torque to the preload torque can be generated in a particularly simple and effective manner. In the case of a hub motor, for example in the forward movement of an electric bicycle, a common forward torque can be generated simultaneously by the drive unit and the hub motor.

[0022] Furthermore, the present invention relates to an electric bicycle comprising: a drive unit, a driven element, a rear wheel, a mechanical transmission path between the driven element and the rear wheel, and a control unit. The control unit is particularly configured for controlled operation of the drive unit. Furthermore, the control unit is configured to perform the described methods. Attached Figure Description

[0023] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. The drawings show: Figure 1 A simplified schematic diagram of an electric bicycle performing a method for operating an electric bicycle according to a first embodiment of the present invention. Figure 2 : Figure 1 A highly simplified diagram of the mechanical transmission path of an electric bicycle. Figure 3 A simplified schematic diagram illustrating the trend of foot pedal frequency when performing the method of the first embodiment. Figure 4 A highly simplified schematic diagram of the method of the first embodiment. Figure 5 A simplified schematic diagram of an electric bicycle performing a method for operating an electric bicycle according to a second embodiment of the present invention. Figure 6 A highly simplified schematic diagram of the method of the second embodiment, and Figure 7 A simplified schematic diagram of an electric bicycle performing a method for operating an electric bicycle according to a third embodiment of the present invention.

[0024] Preferably, the same components, elements and / or units are given the same reference numerals in all the drawings. Detailed Implementation

[0025] Figure 1 A simplified schematic diagram of an electric bicycle 100 performing a method 10 for operating an electric bicycle 100 according to a first embodiment of the present invention is shown.

[0026] The electric bicycle 100 includes a drive unit 1, which has a motor, particularly an electric motor. The motor can be supplied with electrical energy via the electric energy storage device 109 of the electric bicycle 100.

[0027] The drive unit 1 is located in the area of ​​the pedal bearing of the electric bicycle 100. By means of the motor torque generated by the motor, the rider of the electric bicycle 100 can assist the pedaling force generated by muscle force in a motor-driven manner. The rider's muscle force can be applied here through a crank transmission mechanism 104 with cranks.

[0028] The drive unit 1 also includes a control unit 20 configured to controllably operate the motor. For example, the control unit 20 can control the electrical operating current used to operate the motor.

[0029] Control unit 20 is here configured to execute method 10.

[0030] exist Figure 2 The diagram shows a very simplified schematic of the drive system of the electric bicycle 100.

[0031] The rider's manual pedaling torque can be transmitted from the crank drive mechanism 104 to the driven element 107 of the electric bicycle 100 via the pedaling torque transmission path 50b. The driven element 107 is preferably a sprocket.

[0032] The pedal torque transmission path 50b includes a rider freewheel 105 between the crank drive mechanism 104 and the driven element 107. With the help of the rider freewheel 105, the rider can be separated from the drive system, allowing the crank drive mechanism 104 and the driven element 107 to rotate relative to each other.

[0033] The motor torque generated by the motor 2 of the drive unit 1 is transmitted to the driven element 107 through the motor transmission path 50a. The motor transmission path 50a includes the transmission device 3 and the motor free wheel 4. With the help of the motor free wheel 4, the motor 2 and the driven element 107 can be separated from each other, so that they can rotate relative to each other.

[0034] In addition, the electric bicycle 100 includes a mechanical transmission path 50 between the driven element 107 and the rear wheel 110 of the electric bicycle 100.

[0035] The mechanical transmission path 50 includes a transmission element 108 (preferably a bicycle chain), a cassette freewheel assembly 111 (also known as a pinion), and a rear freewheel 112. The mechanical transmission path 50 transmits torque provided at the moving element 107 to the rear wheel 110 to propel the electric bicycle 100 forward.

[0036] Preferably, the mechanical transmission path 50, the pedal torque transmission path 50b, and the motor transmission path 50a are considered as the entire drive system of the electric bicycle 100.

[0037] The components of the drive system of the electric bicycle 100 have free travel, clearance, and elasticity, which must first be overcome from an unloaded state before the effective forward torque reaches the rear wheel 110 of the electric bicycle 100 in the engaged state. That is, the crank drive mechanism 104 and the motor 2 must rotate a certain amount, i.e., rotate a certain rotation angle, until they are fully engaged to provide the torque for transmitting the desired torque.

[0038] Here, the free travel is caused in particular by the gear clearance of the transmission 3 and by the clearance of the free wheels 4, 105 and 112 (e.g., until the pawl engagement). In addition, elasticity may be present in all components, and the elasticity in the transmission element 108 contributes significantly to the clearance, especially due to the elongation of the bicycle chain under load.

[0039] Method 10 allows the drive system of the electric bicycle 100 to be pre-tensioned by selectively manipulating the drive unit 1 under certain conditions. This at least partially overcomes free travel and elasticity before the actual intervention of the rider or motor 2. This provides the electric bicycle 100 with particularly direct and sensitive drive, as torque transmission can occur immediately without delay. Furthermore, it provides particularly low-noise operation, as rapid collisions of the gear teeth of the transmission 4 or the freewheel teeth can be avoided, for example.

[0040] In method 10, the engagement time point 11 is first determined. As the engagement time point, a time point is determined from which the electric bicycle 100 is propelled forward by introducing a driven torque at the driven element 107. Alternatively or additionally, as the engagement time point, it is preferable to determine a time point from which torque is established in the mechanical transmission path 50 of the electric bicycle 100 by introducing a driven torque at the driven element 107.

[0041] The determination of the engagement time point 11 is predictive. That is, it estimates when in the future the forward movement of the electric bicycle 100 will be achieved by the driven torque at the driven element 107 and / or the torque will be established in the drive system of the electric bicycle 100.

[0042] Particularly preferably, as the engagement point, a point in time is determined from which the forward movement of the electric bicycle 100 is achieved at least in part by the expected pedaling torque applied by the rider of the electric bicycle 100 on the crank drive mechanism 104. That is, it is estimated from when the pedal operation at the crank drive mechanism 104 engages with the power of the drive system.

[0043] Advantageously, in method 10, the expected future pedal frequency is additionally determined. Here, the engagement time point is determined as the time point at which the expected pedal frequency reaches or exceeds the predetermined engagement pedal frequency.

[0044] The predetermined engagement pedal frequency can be determined or adjusted based on the detected rear wheel speed of the rear wheel 110 and the calculated gear ratio. That is, the engagement speed of the crank drive 104 at which power engagement occurs can be determined based on the current gear ratio and the speeds at the crank drive 104 and the rear wheel 110.

[0045] The future predicted pedal frequency is preferably determined based on monitoring the current pedal frequency over time, such as in... Figure 3 As illustrated in the example. Figure 3 A simplified schematic graph 70 is shown here, illustrating the pedal frequency 71 as a function of time 72, trending 75. The engagement pedal frequency 71a is shown here by a dashed line. For example, the engagement pedal frequency 71a can be equal to zero.

[0046] In addition, Figure 3 The graph 70 exemplarily shows the gradient 77 of the current pedal frequency trend 75. Based on gradient 77, for example at time 72a, assuming that the pedal frequency 71 continues to increase substantially the same, the expected engagement time point can be estimated at time 76, at which point the rider engages power with the drivetrain.

[0047] Furthermore, method 10 preferably also involves determining the engagement motor speed at the engagement time point. The engagement motor speed is determined, in particular, based on the detected rear wheel speed and the calculated gear ratio. Therefore, the engagement motor speed corresponds to the speed at which motor 2 can rotate until engagement occurs in the current operating state of the drive system.

[0048] In method 10, in order to mechanically preload the transmission path 50, a preload torque of 12 is generated in a controlled manner by means of a drive unit before the calculated expected engagement time.

[0049] The controlled generation of 12 preload torque is carried out in such a way that the drive unit 1, especially the motor 2, rotates at a preload speed greater than or equal to the engagement speed.

[0050] Preferably, the controlled generation of the 12 preload torque is performed for a maximum of one predetermined time period. Furthermore, when generating the 12 preload torque, a predetermined motor torque and / or a predetermined load torque are generated to the maximum extent via the drive unit 1. This ensures that the preload on the drive system does not induce a significant drive torque at the rear wheel 110, which would cause the electric bicycle 100 to move forward or accelerate.

[0051] Preferably, the method is performed under predetermined driving conditions, which may be detected by sensors and / or triggered specifically by the control unit 20.

[0052] Preferably, the riding conditions include re-pedaling and light pedaling during the forward movement of the electric bicycle 100, during which the rider causes the pedal of the crank drive mechanism 104 to move back and forth periodically around a small pedal angle.

[0053] Furthermore, method 10 can be executed after the following predetermined identified driving conditions: pedal operation of the electric bicycle, cornering, jumping, deceleration, uphill riding, and gear shifting. Therefore, a taut drive system can be provided in various conditions, resulting in forward movement through direct and responsive starting by the rider and / or motor assistance from the electric bicycle 100.

[0054] Figure 5 A simplified schematic diagram of an electric bicycle 100 performing method 10 according to a second embodiment of the present invention is shown. Figure 6 The diagram shows a very simplified schematic of the method 10 of the second embodiment. Figure 5 The electric bicycle 100 and the method 10 of the second embodiment are substantially the same as those of the electric bicycle 100 and the method 10 of the first embodiment, except that a braking torque of 17 is additionally generated at the rear wheel 110 of the electric bicycle 100 in a controlled manner.

[0055] The controlled generation of 17 braking torque at the rear wheel 110 is similar to the controlled generation of 12 preload torque, which occurs before the engagement time point, preferably simultaneously.

[0056] exist Figure 5 and Figure 6 In the second embodiment, braking torque 17 is generated in a controlled manner by means of brake 120 on the rear wheel 110. Brake 120 is preferably operated in a controlled manner by control unit 20. For example, brake 120 may be part of an anti-lock braking system.

[0057] By controlling the generation of an additional braking torque 17, a stronger preload can be achieved using the preload torque of the drive unit 1. That is, a higher motor torque can be provided during preload compared to preload without a targeted braking torque. The additional braking torque at the rear wheel 110 here causes the electric bicycle 100 to not move forward or accelerate unexpectedly despite the higher preload torque.

[0058] Figure 7 A simplified schematic diagram is shown of an electric bicycle 100 performing method 10 according to a third embodiment of the present invention. The third embodiment substantially corresponds to... Figure 5 and Figure 6 The second embodiment differs in that the braking torque at the rear wheel 110 is generated by a hub motor 130 on the rear wheel 110.

[0059] Here, the hub motor 130 operates in power generation mode to generate braking torque (especially during the forward movement of the electric bicycle 100). Thus, for example, additional energy can be recovered and stored in the energy storage device 109.

[0060] In addition, the hub motor 130 can preferably generate additional forward torque in forward mode, in which the electric bicycle 100 is propelled forward by the motor-assisted propulsion of the drive unit 1, and the additional forward torque, together with the pedal torque and the motor torque of the drive unit 2, causes the electric bicycle 100 to move forward.

Claims

1. A method for operating an electric bicycle (100), the electric bicycle having a drive unit (1), a driven element (107), a rear wheel (110), and a mechanical transmission path (50) between the driven element (107) and the rear wheel (110), the method comprising the steps of: - Determine the engagement time point (11), from which the electric bicycle (100) is propelled forward by introducing a driven torque at the driven element (107) and / or a torque is established in the transmission path (50) of the electric bicycle (100), and - Before the engagement time point, a preload torque (12) is generated in a controlled manner by means of the drive unit (1) for mechanical preload of the transmission path (50).

2. The method according to claim 1, - The electric bicycle (100) includes a crank drive mechanism (104) that is torque-transmittingly connected to the driven element (107), particularly via the rider freewheel (108), and - in, As the engagement point, a point in time is determined from which the forward movement of the electric bicycle (100) is achieved at least in part by the expected pedaling torque applied by the rider of the electric bicycle (100) on the crank drive mechanism (104).

3. The method according to any one of the preceding claims, wherein, The engagement time point described in (11) is determined based on the detected pedal frequency and / or the detected pedal frequency change and / or the detected pedal angle and / or the calculated transmission ratio.

4. The method according to any one of the preceding claims further includes the step of: - Calculate the expected future pedal frequency (15). - Wherein, as the engagement time point, the time point at which the expected pedal frequency reaches or exceeds the predetermined engagement pedal frequency is determined.

5. The method according to claim 4, wherein, The engagement pedal frequency is determined based on the detected rear wheel speed and the calculated gear ratio.

6. The method according to any one of the preceding claims further includes the step of: - Determine (16) the engagement motor speed at the engagement time point, especially based on the detected rear wheel speed and the calculated gear ratio. - in, The controlled generation of preload torque (12) is achieved by operating the drive unit (1) at a preload speed greater than or equal to the speed of the engagement motor.

7. The method according to any one of the preceding claims, - in, The drive unit (1) includes a motor (2), a transmission device (3), and a motor freewheel (4), wherein the transmission device (3) and the motor freewheel (4) are arranged between the motor (2) and the driven element (107), and - The controlled generation (12) of the preload torque is achieved by means of the drive unit (1) so as to mechanically preload the motor transmission path (50a) between the motor (2) and the driven element (107).

8. The method according to any one of the preceding claims, wherein, Controlled generation of preload torque (12) is performed such that the acceleration of the electric bicycle (100) and / or the acceleration of the rear wheel speed is less than a predetermined threshold, in particular equal to zero.

9. The method according to any one of the preceding claims, wherein, The controlled generation of preload torque (12) is performed for a predetermined time period at most.

10. The method according to any one of the preceding claims, wherein, When the preload torque (12) is generated in a controlled manner by the drive unit (1), a predetermined motor torque and / or a predetermined load torque is generated at most.

11. The method according to any one of the preceding claims, - Wherein, the method (10) is performed only under predetermined driving conditions, and in particular, The predetermined driving conditions include re-pedaling and / or light pedaling during the forward movement of the electric bicycle (100), and / or - Wherein, the method (10) is performed after a predetermined driving condition, in particular, wherein the predetermined driving condition includes pedal operation and / or cornering and / or jumping and / or deceleration and / or uphill driving and / or gear shifting of the electric bicycle (100).

12. The method according to any one of the preceding claims, wherein, The drive unit (1) controls the generation (12) of a preload torque, which begins at least one preload period earlier than the engagement time.

13. The method according to any one of the preceding claims further includes the step of: - A controlled braking torque (17) is generated at the rear wheel (110), which is used to mechanically preload the transmission path (50) in particular before the engagement time.

14. The method according to claim 13, wherein, Braking torque (17) is generated in a controlled manner by means of brakes (120) on the rear wheel (110) and / or hub motors (130), especially during power generation operation.

15. An electric bicycle, comprising: The drive unit (1), driven element (107), rear wheel (110), mechanical transmission path (50) between driven element (107) and rear wheel (110) and control unit (20), wherein the control unit (20) is configured to perform the method (10) according to any one of the preceding claims.

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