Method and control device for determining a cadence of a muscle-powered vehicle

Abstract

A method for determining a cadence of a human-powered vehicle (2) for controlling (S3) a drive motor (4) of the vehicle (2) is described. The method comprises reading in (S1) information about a crank angle of a crank (8) of the human-powered vehicle (2). The method further comprises determining (S2) the cadence using a differentiating IIR band-stop low-pass filter as a function of the crank angle information. A method for controlling (S3) a drive motor (4) of a human-powered vehicle (2) is also described, wherein the controlling (S3) is carried out as a function of a cadence determined using the described method. A control device (6) for carrying out such methods is also described. A drive train having such a control device (6) and a human-powered vehicle (2) having such a drive train are also described.

Description

Technical area

[0001] The present invention relates to a method for determining a cadence of a human-powered vehicle for controlling a drive motor of the vehicle. The present invention further relates to a method for controlling a drive motor of a human-powered vehicle, wherein the control is performed as a function of a cadence determined in this way. Furthermore, the present invention relates to a control device configured to carry out such methods. Furthermore, the present invention relates to a drive train having such a control device and to a human-powered vehicle having such a drive train. State of the art

[0002] To control electric motors of human-powered vehicles, such as e-bikes, information about the cadence of a vehicle's crank is often required. It is known from the prior art that the cadence is determined using a cadence sensor. For example, DE102020001016A1 describes how a cadence sensor measures the cadence of a bicycle's crank, and information about the measured cadence is transferred to a control device for controlling the bicycle's electric motor. Such a cadence sensor must therefore be provided on the vehicle in addition to other sensors. Description of the invention

[0003] The object of the invention is to provide a method for determining the cadence of a human-powered vehicle, which determines the cadence independently of a specific cadence sensor. This object is achieved by a method having the features of independent claim 1.

[0004] In a first aspect, the present invention relates to a method for determining a cadence of a human-powered vehicle for controlling a drive motor of the vehicle. The method can be a computer-implemented method. A computer device, such as a control device of the vehicle, can be configured to carry out steps of the method, for example, all steps of the method. The method can be a method for approximately determining the cadence. The method can be a method for determining the cadence. The method can be a numerical method for determining the cadence. The vehicle can be a bicycle, an e-bike, a pedelec, or a cargo bike. The drive motor can be an electric motor of the vehicle, for example of the pedelec.The vehicle may have a crank, and the cadence may be the pedaling frequency of a rider who rotates the crank using muscle power applied to pedals on the crank. The determined cadence can be used to control the drive motor. The cadence can be used to control the drive motor, and alternatively or additionally to regulate the drive motor. For example, the cadence can be used as a reference variable for speed control and alternatively or additionally for speed regulation of the drive motor.

[0005] The method comprises reading in information about a crank angle of the crank of the human-powered vehicle. During reading in, at least one piece of information can be read in, for example exactly one piece of information or multiple pieces of information. The crank angle information can comprise measured values for the crank angle as a function of time. The crank angle can be a measurand that can be measured, for example, using a sensor. For example, measured values for the crank angle can be available in a time-discrete manner. Time-discrete measured values for the crank angle can be samples of the crank angle. Thus, in order to read in information about the crank angle, samples of the crank angle can be determined beforehand. Values of the crank angle can be available as a discrete function of time. The crank angle can change while the driver of the vehicle is pedaling.Information about this changing crank angle as a function of time can be read in when reading crank angle information.

[0006] The method further comprises determining the cadence using a differentiating IIR band-stop low-pass filter as a function of the crank angle information. The cadence can be determined numerically. The cadence can be determined using the differentiating IIR band-stop low-pass filter by approximating or estimating the cadence. The cadence can be determined as a function of time based on the measured values of the crank angle. When determining the cadence, time-discrete values of the cadence can be determined. These values can be samples of the cadence. The IIR band-stop low-pass filter is a filter with an infinite impulse response (IIR). A transfer function of the filter is, for example, a multiplication of individual operators and transfer functions.For example, the transfer function of a differentiating IIR band-stop low-pass filter is a multiplication of a time derivative operator, an IIR low-pass filter transfer function, and an IIR band-stop filter transfer function. An example of an IIR low-pass filter transfer function is given by the following formula: gTP(s)=11+a1sN+⋯ansNn gTP(s) is, for example, the transfer function of the IIR low-pass filter, sN=sΩ0, with Ω0 as the break frequency of the low-pass filter, a1 ... a n are constant coefficients, where the polynomial 1 + a1x + ... a n x n is a Hurwitz polynomial in x and n ε ℕ.

[0007] An example of a transfer function of the IIR band-stop filter can be represented by the following formula: gBS(s)=11+b1gTR(s)+⋯bm(gTR(s))m gBS(s) is, for example, the transfer function of the IIR band-stop filter, b1 ... b m are constant coefficients, where the polynomial 1 + b1x + ... b m x m is a Hurwitz polynomial in x, m ε ℕ and gTR(s) is a transfer function of a low-pass band-stop transform.

[0008] An example of a transfer function of a low-pass band-stop transform can be represented by the following formula: gTR(s)=Δ1sN,1(sN,12+1)+⋯+ΔksN,k(SsN,k2+1) gTR(s) is, for example, the transfer function of the low-pass band-stop transformation, k is the number of stop bands, Δ1 ... Δ k are parameters that can be used to define the width of the stop bands, where Δ1, ..., Δ k > 0, sN,i=sΩi,i=1, ... k, with Ω ias angular frequencies which define the centers of the stopbands, i.e. angular frequencies with the strongest attenuation within the respective stopband.

[0009] Using such a method, the cadence of a human-powered vehicle can be determined independently of a dedicated cadence sensor. Such a method can also be used for a human-powered vehicle that has fewer sensors, for example, one that does not have a dedicated cadence sensor. This allows the number of electrical interfaces in the vehicle to be reduced. A simplified system integration of a control device executing the method in the vehicle with additional sensors is thus feasible. A number of potential error sources for a control device executing such a method can thus be reduced. Such a method can be a more accurate numerical method for determining the cadence from the crank angle than using the difference quotient.A simple difference quotient of the crank angle as a function of time to determine the cadence can be less accurate than such an IIR band-stop low-pass filter. Downstream low-pass filtering of a cadence value determined from the time-dependent crank angle using a difference quotient can also be less accurate than determining the cadence using the IIR band-stop low-pass filter. In alternative methods, low-pass filtering is performed first, and then the difference quotient is calculated based on this. Often, when applying the difference quotient in this way, with optionally upstream or downstream low-pass filters, the measurement noise is amplified, and aliasing effects can occur as a result of the difference quotient. These aliasing effects cannot be compensated for even by the downstream low-pass filter. The cadence determined using this method can be used, for example, to control the drive motor.For example, control can be performed depending on the determined cadence. Only one sensor for determining the crank angle is thus required to determine the cadence using the method. Thus, the method can be implemented in a vehicle, for example, with only one special sensor for determining the crank angle. This allows vehicle hardware, such as sensors and the control device, to be provided in the vehicle in a space-efficient manner. Furthermore, the hardware can be designed to be inexpensive and low-maintenance because additional sensors are avoided. Effective noise suppression with such a differentiating IIR band-stop low-pass filter can thus be achieved to determine the cadence. This allows for high accuracy in determining the cadence.

[0010] According to a further embodiment, the method can be characterized in that the crank angle information can be detected using a sensor for reading in the crank angle information. During detection, at least one piece of crank angle information can be detected, for example, exactly one piece of information or multiple pieces of information. The sensor can be a sensor specifically designed for detecting measured values of the crank angle as a function of time. For example, the crank angle function can have measured values of the crank angle that are equidistant in time. The detection can be performed at a constant sampling rate. The detection can be performed cyclically and thus, for example, periodically in time. In the step of reading in crank angle information, the crank angle information detected with the sensor can be read in.

[0011] Thus, the method can be implemented by a control device with a sensor for detecting information about the crank angle. Such a sensor for detecting the crank angle is already present in many human-powered vehicles, such as pedelecs. Additional sensors, such as a special cadence sensor, are no longer necessary to implement the method. Thus, a particularly cost-effective method can be provided, since the method can be implemented with a control device in combination with a crank angle sensor.

[0012] According to a further embodiment, the method can be characterized in that the IIR band-stop low-pass filter can have parameters, and in that the parameters can be determined as a function of the determined cadence. The parameters can be determined directly and, alternatively or additionally, indirectly as a function of the determined cadence. For example, the method for determining the cadence can be carried out iteratively, for example cyclically, such as periodically. For example, the control device executing the method can determine the cadence for each cycle of the control device. For example, in a first cycle, the cadence is determined using initial parameters of the IIR band-stop low-pass filter. In a second cycle, the parameters are first determined as a function of the cadence determined in the first cycle.Then, in the second cycle, the cadence is determined using the IIR band-stop low-pass filter with the parameters determined in the second cycle.

[0013] Depending on the sensor used to acquire the crank angle information, angle-dependent harmonic disturbances may be superimposed on the crank angle information. This can lead to dominant harmonic disturbances in the crank angle time signal. Harmonic disturbances can, for example, be sinusoidal disturbances, which can be contained in the crank angle information depending on the cadence, for example, in measured values of the crank angle as a function of time. The frequencies of these disturbances can increase proportionally with the cadence. If the cadence is determined, for example, based on the crank angle information using numerical methods that are not continuously adapted to time-variant disturbances in the crank angle, this can lead to inaccurate results when determining the cadence.For example, the frequencies of dominant harmonic disturbances can increase linearly with the cadence, and the amplitude of the disturbances can also increase with the cadence. By determining parameters dependent on the determined cadence and using these determined parameters in a subsequent step of determining the cadence, a matched IIR band-stop low-pass filter can be used to react to such harmonic disturbances. The cadence can then be determined with high accuracy even when harmonic disturbances are present in the crank angle information.

[0014] According to a further embodiment, the method can be characterized in that a parameter can be a low-pass break frequency of the IIR band-stop low-pass filter. For example, below the low-pass break frequency, time-dependent values of the crank angle can pass through the filter almost unfiltered, whereas above the low-pass break frequency, a large part of the amplitude of the crank angle values is filtered by the filter. For example, the low-pass break frequency can be determined as a multiple of the determined cadence. The low-pass break frequency Ω0 can be determined, for example, using the following formula: Ω0=c0 K where c0 is a coefficient, which can be derived, for example, from an experiment, and K is the determined cadence.

[0015] This allows a speed-dependent low-pass break frequency to be used as a parameter of the IIR band-stop low-pass filter to determine the cadence.

[0016] According to a further embodiment, the method can be characterized in that a parameter can be a position of a stopband of the IIR band-stop low-pass filter. Furthermore, the filter can have multiple parameters, wherein each of these multiple parameters can be a position of a respective stopband of the filter. Alternatively or additionally, a parameter of the filter can be a low-pass break frequency. The position of the stopband can be determined as a multiple of the determined cadence. For example, in a first cycle, the cadence can be determined using initial filter parameters. Then, at the beginning of the second cycle, the position of the stopband can be determined, so that the cadence can also be determined in the second cycle using the filter as a function of the determined position of the stopband as a parameter of the filter. The position of the stopband, defined via the angular frequency Ω iof the stop band can be determined, for example, using the following formula: Ωi=ci K where c i Coefficients are with i = 1 ... k, where the coefficients can be derived, for example, from an experiment, and K is the determined cadence.

[0017] By determining filter parameters in this way, particularly effective suppression of dominant harmonic interference can be achieved. Such a filter can have a time-varying band-stop characteristic. Speed-dependent stopbands can be used to determine the cadence.

[0018] According to a further embodiment, the method can be characterized in that low-pass filtering of the determined cadence can be performed using a low-pass filter. Low-pass filtered values of the cadence can be determined by low-pass filtering the determined cadence. In a first cycle, a cadence can be determined. At the beginning of a second cycle, this determined cadence can be low-pass filtered. The parameters can be determined as a function of the low-pass filtered cadence. The parameters can, for example, be determined only indirectly as a function of the determined cadence. The low-pass filtering of the determined cadence can be performed using a filter other than the IIR band-stop low-pass filter. The low-pass filtering can be performed using a conventional low-pass filter.In this way, for example, high-frequency harmonic disturbances of the specific cadence can be filtered out in order to be able to determine the parameters of the filter depending on this.

[0019] According to a further embodiment, the method can be characterized in that the parameters can be determined cyclically. For example, the parameters can be determined in each cycle of the control unit. For example, it can thus be achieved that the cadence can be determined in a cycle n using parameters of the IIR band-stop low-pass filter, wherein the parameters have also been determined in cycle n. These parameters determined in cycle n can have been determined as a function of a cadence determined in cycle n-1. By determining the parameters cyclically, for example in each cycle of the control unit, it can be ensured that the filter parameters are adapted to disturbances, such as angle-dependent, harmonic, and dominant disturbances in the crank angle information. This makes it possible to achieve a particularly precise determination of the cadence.

[0020] A second aspect of the present invention relates to a method for controlling a drive motor of a human-powered vehicle. The control can be carried out as a function of a cadence determined using a method according to an embodiment of the first aspect of the present invention. For example, the method for determining the cadence can be carried out first, and as a function of this, the method for controlling the drive motor can be carried out with the cadence thus determined. For example, a control parameter can be determined as a function of the determined cadence and sent to the drive motor for controlling the drive motor. The control parameter can also be determined by the control device, which executes both the method for determining the cadence and the method for controlling the drive motor. Controlling the drive motor can be a closed-loop control of the drive motor.The control can be performed based on discrete-time values of the cadence, for example, cadence samples. Control based on the determined cadence can be performed in such a way that the determined cadence is used, for example, as a reference variable for speed control and, alternatively or additionally, for speed control of the drive motor.

[0021] According to a further embodiment, the method can be characterized in that, for controlling the drive motor, a determination is made as a function of the determined cadence as to whether the crank of the vehicle is being moved. Moving the crank can be a rotation of the crank, for example, a movement and rotation by the driver using muscle power applied to the pedals. The determination of whether the crank is being moved can be made as a function of samples of the cadence. The determination of whether the crank is being moved can be made, for example, by comparing the determined cadence with a threshold value. Thus, using the approximately determined cadence, it can be determined, for example, whether the crank of the vehicle is being moved. This information can be used to control the drive motor.

[0022] According to a further embodiment, the method can be characterized in that, if the crank is moved, for controlling the drive motor, a determination is made as a function of the determined cadence in which direction the crank is moved. Moving can be a rotation of the crank. The determination of the direction of rotation the crank is moved can be made as a function of certain samples of the cadence. The determination of the direction of rotation the crank is moved can be carried out, for example, using two threshold values. The determined cadence can be compared to two threshold values. If the determined cadence exceeds a larger of the two threshold values, forward pedaling can be determined. Forward pedaling can correspond to a forward direction of rotation of the crank. If the determined cadence falls below a lower of the two threshold values, backward pedaling can be determined.Reverse pedaling can correspond to reverse crank rotation. Alternatively or additionally, the specific cadence can be determined using a sign. If the sign of the cadence is positive, forward pedaling can be determined, and if the sign is negative, reverse pedaling can be determined. The drive motor can be controlled depending on the direction of rotation of the crank. If forward pedaling is occurring, for example, the drive motor can be controlled with a target torque other than zero. If, for example, there is no forward pedaling, i.e., reverse pedaling or no pedaling, the drive motor can be controlled with a target torque equal to zero.

[0023] A third aspect of the present invention relates to a control device which can be configured to carry out a method according to an embodiment of the first and, alternatively or additionally, the second aspect of the present invention. The control device can further comprise a sensor for detecting information about the crank angle or can be communicatively connected to such a sensor. The sensor can be a crank angle sensor, for example. The sensor can be configured to detect the crank angle as a function of time. The crank angle sensor can be an incremental encoder, an inductive angle sensor, or a resolver. Such a control device, optionally with a crank angle sensor, can be designed to be particularly inexpensive and thus efficient. The control device can be configured to carry out the methods described above independently of further sensors besides the crank angle sensor.Thus, the control device, optionally with the crank angle sensor, can be configured to determine the cadence and to control the drive motor depending on the determined cadence. For example, the control device is configured to determine a control parameter depending on a determined cadence. The control device can be communicatively connected to the drive motor. The control device can be configured to send the determined control parameter to the drive motor for controlling the drive motor. Controlling the drive motor can be regulating the drive motor, for example regulating the speed of the drive motor. The determined cadence can be used, for example, as a reference variable when regulating or controlling the drive motor.

[0024] A fourth aspect of the present invention relates to a drive train with a control device according to an embodiment of the third aspect of the present invention. Furthermore, the drive train comprises a drive motor and a crank. The drive train can be independent of further sensors, such as a cadence sensor.

[0025] A fifth aspect of the present invention relates to a human-powered vehicle with a drive train according to an embodiment of the fourth aspect of the present invention. The human-powered vehicle can be an e-bike, a pedelec, a bicycle, or a cargo bike.

[0026] According to a further embodiment, the human-powered vehicle can be characterized in that the control device can be integrated into a housing with the drive motor. The housing can be mechanically connected to a frame of the vehicle. For example, the housing can be mechanically connected to a down tube of the vehicle designed as a bicycle. Short description of the characters Fig. 1 shows schematic steps of a method for determining a cadence of a human-powered vehicle and for controlling a drive motor of the vehicle. Fig. 2 schematically shows a vehicle with a drive train and a control device for carrying out steps of the schematically shown in Fig. 1 shown procedure. Detailed description of embodiments

[0027] Fig. 1 schematically shows steps of a method for determining a cadence of a muscle-powered vehicle 2 and for controlling S3 a drive motor 4 of the vehicle 2.

[0028] Fig. 2 schematically shows the muscle-powered vehicle 2. In the embodiment shown, the muscle-powered vehicle 2 is a pedelec with a drive motor 4 designed as an electric motor. The vehicle 2 has a drive train with a control device 6 as well as the drive motor 4 and a crank 8. The crank 8 has two crank arms, at the ends of which a pedal is rotatably arranged. Via the crank 8 and the pedals, a driver of the vehicle 2 can apply muscle power to the pedals. This muscle power can be used to drive the vehicle 2. The drive motor 4 is configured to apply drive power in addition to driving the vehicle 2. The control device 6 is communicatively connected to the drive motor 4. The control device 6 and the drive motor 4 are integrated in a housing 12. The housing 12 is mechanically connected to a frame of the vehicle 2.The control device 6 is configured to carry out steps of the method shown schematically in . Fig. 1 shown procedure.

[0029] The vehicle 2 also has a sensor 10. The sensor 10 is configured to acquire S0 information about a crank angle of the crank 8. When acquiring S0 information about the crank angle, measured values of the crank angle are acquired as a function of time. Acquiring S0 is performed at a constant sampling rate. Thus, a constant, cyclical acquisition S0 of the crank angle is performed. Thus, in the acquisition step S0, measured values of the crank angle are acquired that are equidistant in time.

[0030] The method comprises reading S1 of information about the crank angle of the crank 8 of the muscle-powered vehicle 2. In this case, the measured values of the crank angle previously acquired in the acquisition step S0 are read in as a function of time.

[0031] Furthermore, the method comprises determining S2 the cadence of the crank 8. The determination S2 of the cadence is carried out using a differentiating IIR band-stop low-pass filter as a function of the information of the crank angle, i.e., as a function of the recorded measured values as a function of time.

[0032] The control device 6 is configured to perform the method for determining the cadence in each cycle of the control device 6. In a cycle n, the cadence is determined using the method. An initially parameterized IIR band-stop low-pass filter is used for this purpose. In cycle n+1, parameters of the IIR band-stop low-pass filter are determined S4 as a function of the determined cadence of cycle n. The determination S2 of the cadence in cycle n+1 is performed using the IIR band-stop low-pass filter, parameterized with parameters determined as a function of the cadence determined from cycle n. Thus, the filter for determining the cadence is adapted to time-varying disturbances, which have been detected, for example, due to the detection S0 of the crank angle information with a crank angle sensor 10. Thus, a more precise determination of the cadence is achieved despite disturbances in the crank angle information.The determination S4 of the parameters is carried out cyclically.

[0033] One parameter of the IIR band-stop low-pass filter is the low-pass break frequency. When determining the filter parameters S4, the low-pass break frequency is determined S4.1 as a multiple of the determined cadence. Another filter parameter is the position of the stopband of the IIR band-stop low-pass filter. Determining the parameters S4 includes determining S4.2 the position of the stopband as a multiple of the determined cadence. This achieves particularly effective suppression of dominant harmonic interference in the acquired crank angle information.

[0034] The method further comprises low-pass filtering S5 of the determined cadence with a separate low-pass filter. The separate low-pass filter is a different filter than the IIR band-stop low-pass filter. The determination S4 of the parameters is carried out as a function of the low-pass filtered determined cadence. Thus, as described above, for example, a cadence is determined in cycle n. In cycle n+1, the low-pass filtering S5 of the cadence determined in cycle n then takes place with the low-pass filter. The determination S4 of the parameters takes place in the same cycle n+1 as a function of the low-pass filtered determined cadence from cycle n. In one embodiment, the determination S4 of the parameters is carried out as a function of the low-pass filtered cadence, whereby the determination S4 of the parameters is thus carried out indirectly as a function of the determined cadence. Thus, high-frequency interference of the determined cadence is filtered out with the low-pass filter.This makes the determination of S2 of the cadence more precise.

[0035] After determining S2 the cadence, a control S3 of the drive motor 4 of the vehicle 2 is carried out. The control S3 is carried out depending on the determined cadence. For the control S3 of the drive motor 4, a determination S3.0 is carried out depending on the determined cadence as to whether the crank 8 of the vehicle 2 is moved. Moving the crank 8 means rotating the crank 8. If, for example, it is determined that the crank 8 is not moving and therefore not rotating, the control S3 of the drive motor 4 is carried out differently than if it is determined that the crank 8 is moving and rotating. Thus, the drive motor 4 is controlled with a target torque equal to zero if it is determined that the crank 8 is not rotating and is not being moved. If it is determined that the crank 8 is moving and rotating, the drive motor 4 is controlled with a target torque not equal to zero.

[0036] Furthermore, for controlling S3 of the drive motor 4, a determination S3.1 is performed, depending on the determined cadence, as to the direction of rotation in which the crank 8 is moved, i.e., rotated. For example, if the crank 8 is moved and rotated forward, i.e., if there is a forward rotation of the crank 8, then the control S3 of the drive motor 4 is performed with a target torque not equal to zero. If it is determined that the crank 8 is moving backward, for example, if there is a reverse rotation of the crank 8, then the control S3 of the drive motor 4 is performed with a target torque equal to zero.

[0037] The control device 6 with the sensor 10, here an angle sensor for detecting S0 the crank angle information of the crank 8, is designed to be space-saving and cost-effective. A special cadence sensor is not required to carry out the method for determining the cadence and for controlling S3 the drive motor 4. This results in easy maintainability of such a vehicle 2 with such a drive train and such a control device 6 for carrying out the described methods. Furthermore, the cadence is determined precisely even in the presence of harmonic disturbances in the crank angle information, for example, in crank angle samples. This is achieved by adapting the parameters of the IIR band-stop low-pass filter to harmonic disturbances in order to be able to determine the cadence more precisely. Reference symbol 2 vehicles 4 drive motor 6 Control device 8 crank 10 Sensor 12 housings S0 Acquisition of crank angle information S1 Reading crank angle information S2 Determining the cadence with a differentiating IIR band-stop low-pass filter S3 Control of the drive motor S3.0 Determine whether the vehicle's crank is moved S3.1 Determine the direction in which the crank is moved S4 Determining parameters of the IIR band-stop low-pass filter S4.1 Determining a low-pass break frequency S4.2 Determining a position of a barrier band S5 Low-pass filtering of the specific cadence QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] DE 102020001016A1

[0002]

Claims

Method for determining a cadence of a human-powered vehicle (2) for controlling (S3) a drive motor (4) of the vehicle (2), comprising the steps of: reading in (S1) information of a crank angle of a crank (8) of the human-powered vehicle (2); and determining (S2) the cadence with a differentiating IIR band-stop low-pass filter as a function of the crank angle information. Method according to claim 1, characterized in that a detection (S0) of the information of the crank angle is carried out with a sensor (10) for the reading (S1) and wherein the detection (S0) is carried out with a constant sampling rate. Method according to one of the preceding claims, characterized in that the IIR band-stop low-pass filter has parameters, and that a determination (S4) of the parameters is carried out as a function of the determined cadence. Method according to claim 3, characterized in that one parameter is a low-pass break frequency of the IIR band-stop low-pass filter, and that a determination (S4.1) of the low-pass break frequency is carried out as a multiple of the determined cadence. Method according to one of claims 3 or 4, characterized in that a parameter is a position of a stop band of the IIR band-stop low-pass filter, and that a determination (S4.2) of the position of the stop band is carried out as a multiple of the determined cadence. Method according to one of claims 3 to 5, characterized in that a low-pass filtering (S5) of the determined cadence is carried out with a low-pass filter, and the determination (S4) of the parameters is carried out as a function of the low-pass filtered cadence. Method according to one of claims 3 to 6, characterized in that the determination (S4) of the parameters is carried out cyclically. Method for controlling (S3) a drive motor (4) of a muscle-powered vehicle (2), wherein the control (S3) is carried out as a function of a cadence which is determined using a method according to one of the preceding claims. Method according to claim 8, characterized in that for the control (S3) of the drive motor (4) a determination (S3.0) is carried out as a function of the determined cadence as to whether the crank (8) of the vehicle (2) is moved. Method according to claim 9, characterized in that, if the crank (8) is moved, for controlling (S3) the drive motor (4) a determination (S3.1) is carried out as a function of the determined cadence as to the direction of rotation in which the crank (8) is moved. Control device (6) which is configured to carry out a method according to one of the preceding claims. Drive train with a control device (6) according to claim 11 and with a drive motor (4) and with a crank (8). Muscle-powered vehicle (2) with a drive train according to claim 12. Muscle-powered vehicle (2) according to claim 13, characterized in that the control device (6) is integrated in a housing (12) with the drive motor (4) and the housing (12) is mechanically connected to a frame of the vehicle (2).

Images