Method for controlling a drive motor of a bicycle, control device and bicycle

Abstract

The present invention relates to a method for controlling a drive motor of a bicycle. The drive motor is mechanically operatively connected to an output element of the bicycle by means of a freewheel. The method comprises at least the following steps: - Activation (8) of a pushing aid by the drive motor; - determining (10) a variable target speed gradient for the drive motor; and - controlling (12) the drive motor as a function of the determined variable target speed gradient in order to approximate a motor speed (22) to a synchronous speed (20) of the freewheel. The invention also relates to a control device and a bicycle.

Description

Technical area

[0001] The present invention relates to a method for controlling a drive motor of a bicycle. The invention also relates to a control device and a bicycle. State of the art

[0002] Modern bicycles often have a drive motor to assist the user in propelling the bike. Pedelecs are a well-known example. These provide assistance only when the user is pedaling. If the user stops pedaling, the assistance from the drive motor also stops. To prevent the inertia of the drive motor from accidentally driving a pedal crankshaft, the rotation of a motor shaft and the pedal crankshaft can be decoupled using a freewheel.

[0003] In order for the drive motor to assist in pushing the bike, its speed must be adjusted to the speed of the wheels. However, such adjustment is difficult because bike users often push unevenly and generally, pushing speeds change frequently.

[0004] Therefore, if the drive motor engages the speed of the wheels when pushing to engage the freewheel, undesirable effects can occur. If it takes too long for the drive motor to synchronize with a pushing speed, the user may question the performance of the drive motor. In addition, for example, a large part of a start-off maneuver requires propulsion solely with muscle power, which can make using the bike too strenuous for physically disabled people or heavy cargo bikes, despite the motor assistance. If the drive motor synchronizes with a push too quickly, it can suddenly engage. This can cause loud noises and place excessive strain on components of the bike's drive train. In addition, there may be a noticeable and therefore unpleasant jolt for the user.

[0005] DE 10 2013 215 487 A1 describes a method for controlling an electric drive of a vehicle that can be operated with muscle power and / or motor power, as well as such a vehicle.

[0006] DE 10 2021 201 405 A1 describes a method for controlling an electric drive motor of an electrically driven bicycle.

[0007] JP 2022 – 161 319 A describes a bicycle with electric auxiliary drive and a method for controlling the motor of such a bicycle.

[0008] WO 2012 / 105 198 A1 describes an electric bicycle.

[0009] US 2016 / 0 297 499 A1 describes an electric vehicle, such as a bicycle.

[0010] The object of the present invention is to enable improved control of a bicycle drive motor. This object is achieved by the subject matter of the independent patent claims. Description of the invention

[0011] A first aspect relates to a method for controlling a drive motor of a bicycle. A bicycle can be designed, for example, as a mountain bike, city bike, or cargo bike. A bicycle has, for example, two wheels. The bicycle can be driven by a user via a pedal crankshaft. The user can, for example, be a cyclist. A crank arm can be rotationally fixedly attached to each axial end of the pedal crankshaft. A pedal can be rotatably attached to each of the crank arms. The user can thus drive the bicycle, for example, by pedaling or by pressing against a handlebar when pushing. The drive motor of the bicycle can be designed as an electric motor. The drive motor can, for example, be arranged in a bottom bracket area. The drive motor can have a motor shaft.The drive motor can be designed to assist the user in propelling the bicycle and also pushing the bicycle. The bicycle can be designed as a pedelec.

[0012] The drive motor can be mechanically connected to an output element of the bicycle by means of a freewheel. The output element can be designed as a wheel, for example. A freewheel can be a clutch that can automatically switch between a locked state and a released state depending on the relative direction of rotation of two freewheel elements to one another. The freewheel can be a clutch that only transmits torque in one direction of rotation and allows free rotation in another direction of rotation. In the released state, the two freewheel elements can rotate relative to one another. The two freewheel elements can thus be decoupled and, for example, no torque is transmitted via the freewheel. In the locked state, the two freewheel elements are connected to one another in a rotationally fixed manner. The two freewheel elements can thus be coupled and, for example, torque can be transmitted via the freewheel.Examples of a freewheel are a pawl freewheel and a wrap spring clutch.

[0013] The drive motor can, for example, be mechanically operatively connected directly to the output element via the freewheel. A mechanical operative connection can be a rotational coupling of two elements, optionally via additional rotating elements such as shafts and gears. The pedal crankshaft can be mechanically operatively connected to the output element of the bicycle via a freewheel. This can be the same freewheel, which then connects both the drive motor and the pedal crankshaft to the output element. However, it can also be another freewheel. The drive motor can be mechanically operatively connected to the output element or can be operatively connected via the pedal crankshaft.

[0014] The method comprises a step of activating a pushing assistance function by the drive motor. Activation can occur, for example, using a control element on the bicycle, such as a selector lever or a touchscreen. The pushing assistance function can have different levels of assistance, which can also be selectable. When the pushing assistance function is activated, the drive motor drives the bicycle at least slightly, even when the user is not pedaling. This allows the user to be assisted when pushing the bicycle, for example on a downhill slope. The pushing speed can be fixed or adjusted, for example, depending on a state variable such as a pushing force. Activation can also occur using an external control device, for example a smartphone connected to the drive train or a smartwatch connected to the drive train.The connection for transmitting a selection can be wireless, for example via Bluetooth. Activation of the push assist can, for example, be transmitted to a control device that controls the drive motor. For example, one or more motor control characteristics can be selected based on the push assist mode and the selected assistance level. For example, a first assistance level can provide the user with more support when pushing the bike than a second assistance level. For example, the assistance levels can also be used to specify different pushing speeds with motor assistance, alternatively or additionally.

[0015] The method comprises a step of determining a variable target speed gradient for the drive motor, for example when the pushing assistance is activated. A speed gradient can be a rate of change of a speed. The speed gradient of the drive motor can correspond to an acceleration by the drive motor. A target speed can be a desired speed during operation of the drive motor. A target speed gradient can be a desired speed gradient during operation of the drive motor. The target speed gradient can be a desired acceleration by the drive motor before the freewheel engages and a torque can be transmitted from the drive motor to the output element. A variable target speed gradient can be a target speed gradient that changes when approaching a synchronous speed. During meshing, at least two values ​​can be determined for the variable target speed gradient.For example, a first value for the target speed gradient is determined for a first period of time and a second value for the target speed gradient is determined for a second period of time. Depending on the support level selected for the walking assistance, these values ​​for the variable target speed gradient can differ. For example, a first value for the target speed gradient is determined for the first period of time and a second value for the target speed gradient is determined for the second period of time if the first support level is selected for the walking assistance. For example, a third value for the target speed gradient is determined for the first period of time and a fourth value for the target speed gradient is determined for the second period of time if the second support level is selected for the walking assistance. For example, the first value and the third value can be different. For example, the second value and the fourth value can be different.For example, the first assistance level allows for faster gear shifting or higher target speed gradient values ​​than the second assistance level. For each assistance level, the respective values ​​for the variable target speed gradient can be fixed or determined differently, for example, depending on other parameters.

[0016] The method comprises a step of controlling the drive motor as a function of the determined variable target speed gradient in order to approximate a motor speed to a synchronous speed of the freewheel, for example while pushing with the pushing assistance activated. For example, the drive motor is first controlled as a function of the first value of the target speed gradient and then as a function of the second value of the target speed gradient. The motor speed can be a speed of a motor shaft of the drive motor. The synchronous speed can be a required speed for both elements of the freewheel to rotate at the same angular velocity. The synchronous speed can correspond to a target speed of the drive motor at which the freewheel locks in the current driving state.For example, the synchronous speed can correspond to the current speed of a rear wheel, taking into account a gear ratio between the motor shaft and the freewheel. For example, a motor speed or motor torque can be controlled depending on the determined target speed gradient. For example, the power supply of the drive motor can be adjusted accordingly using an inverter.

[0017] The synchronous speed can, for example, be determined as a function of a speed detected by a speed sensor. The speed sensor can, for example, detect the speed of a driven or drivable wheel, such as the speed of a rear wheel. Alternatively, the synchronous speed can also be calculated, for example, based on a pushing speed detected by a navigation system. An estimate can also be possible. For example, a current gear ratio can be taken into account when determining the synchronous speed. This gear ratio can, for example, be detected. For this purpose, an engaged gear can be detected, for example. If the bicycle's gearshift is automatic or electronic, the currently selected gear may already be known from a control signal.The current gear ratio or a currently engaged gear can also be estimated, for example, based on a previous bicycle ride or previous meshing. For example, the pushing speed may change frequently, so a current gear ratio can be determined based on a previous acceleration to the synchronous speed.

[0018] For example, the drive motor is not given a fixed acceleration when engaging the freewheel, but rather an acceleration can be determined depending on state variables while the push assist is activated. During engagement, a specified acceleration can change and the rider can modify the form of determination by selecting the assistance level. This allows for more comfortable and, alternatively or additionally, faster synchronization of the drive motor with the freewheel, which can also be adjusted by the rider as needed. For example, the drive motor can initially accelerate strongly in order to quickly adjust the motor speed. As the speed approaches a speed at which the freewheel engages and torque is transferred from the drive motor to the output element, the acceleration can be reduced to avoid jerky engagement.Depending on, for example, a selected support level, this acceleration can be modified. Overall, support by the drive motor can thus be provided quickly and yet strong jerks in a drive train of the bicycle can be avoided.

[0019] The process is started, for example, when a user moves the bicycle in a forward direction, for example by pushing it. Optionally, a minimum speed must be reached by the wheel and alternatively or additionally a minimum travel speed before the process is started. Optionally, the process must be enabled by a user, for example by selecting a support level and activating it alternatively or additionally. However, simply activating the push assist can also be sufficient. However, the push assist can also be automatically selected when the bicycle or drive motor is switched on. Pushing the bicycle can also be detected and the push assist can then be automatically activated. The approach according to the control process can take place until the synchronous speed is reached or shortly before. The process can be ended before or when the synchronous speed is reached.A classic follow-up control can then be used to control the drive motor. A termination criterion for the process can be, for example, reaching the synchronous speed or a threshold value that lies below the synchronous speed. This threshold value can, for example, have a fixed distance to the synchronous speed. The distance between the threshold value and the synchronous speed can also be specified as a function of the synchronous speed. For example, the process or the corresponding control of the drive motor can be terminated at 98% of the synchronous speed. The process can also be terminated if the target gradient can no longer be maintained. This is the case, for example, if the freewheel engages or changes to its locked state. Accordingly, it can be detected that the synchronous speed has been reached by the motor speed.Exceeding another threshold value due to motor torque or an induced current can also indicate successful meshing, in which case the process can be terminated in response. Likewise, successful meshing can also be detected by sensors on the freewheel, for example, and control of the drive motor can be aborted in response according to the process.

[0020] In a further embodiment of the method, the freewheel can be arranged in a hub of a bicycle wheel. The freewheel can, for example, allow the bicycle to roll without the pedal crankshaft and, alternatively or additionally, a motor shaft being driven by the wheel. The wheel can, for example, be a rear wheel of the bicycle. The hub or the freewheel can, for example, be mechanically connected to the drive motor via a chain or a belt. The gear ratio between the drive motor and the freewheel can be adjustable, for example, by a gearshift on the bicycle.

[0021] The bicycle can, for example, have a freewheel to decouple the drive motor. This freewheel can, for example, enable the drive motor to rotate freely backwards. The bicycle can have a freewheel to decouple the pedal crankshaft. This freewheel can, for example, enable the pedal crankshaft to rotate freely backwards. The bicycle can have a freewheel in the hub of the driven wheel. This allows the bicycle to roll without additional components being moved, as is the case with a fixie bicycle. The bicycle can have all three freewheels or, for example, just two of these freewheels. In this case, the drive motor and the pedal crankshaft cannot, for example, be decoupled independently of one another. If the drive motor rotates, the pedal crankshaft also rotates and vice versa.When the push assist is activated, for example, the drive motor engages two of the freewheels or just the freewheel of the driven wheel. If the bike is already being pushed and the push assist is activated, the drive motor instantly engages the freewheel to decouple the drive motor and is then aligned to the speed of the rear wheel or the rear wheel inlet. This also engages the chain and cassette, for example. During normal cycling, however, when assistance is activated, the drive motor engages the freewheel to decouple the pedal crankshaft, since the rider has already initiated pedal movement. During normal cycling, the drive motor must be synchronized with the pedal crank, for example. When pushing the bike, however, no pedaling is used and the pedal crankshaft is ideally at rest.However, due to friction, the crankshaft can also be dragged even when the associated freewheel is disengaged. The crankshaft can then be stopped with little effort. However, on bicycles with only two freewheels, the crankshaft is dragged by the drive motor when the push assist is activated, for example.

[0022] In a further embodiment of the method, it can be provided that the variable target speed gradient is determined depending on a comparison of the engine speed with the synchronous speed. The result of the comparison can be a difference. For example, if the difference between the synchronous speed and the engine speed is large, a high target speed gradient is determined. This allows, for example, the drive motor to initially accelerate strongly without there being any risk of jerky meshing. Meshing can therefore be particularly fast. If the difference between the synchronous speed and the engine speed is large, for example, a small target speed gradient is determined. This allows the synchronous speed to be approached with little acceleration at the end of meshing.This avoids jerky engagement, which often occurs when the drive motor accelerates at a fixed speed gradient.

[0023] The method may include a step of determining the synchronous speed. For this purpose, for example, a speed of the impeller can be detected. The synchronous speed can be determined as a function of the speed of the impeller and, optionally, a gear ratio between the drive motor and the freewheel. The gear ratio can be fixed or, for example, predetermined by a selected gear. The speed of the impeller can correspond to a sliding speed.

[0024] For example, the variable target speed gradient cannot be used to control the drive motor if the pushing speed or synchronous speed is zero. In this case, instead of the variable target speed gradient, a fixed target speed gradient is used to control the drive motor. For example, the process is suspended when the pushing speed or synchronous speed is zero. Control can be particularly simple in this case. When the bicycle is stationary, for example, all components of the bicycle's drive train are at rest. The drive motor can then be engaged almost instantly in the freewheel for decoupling the drive motor and in the freewheel of the driven wheel.

[0025] The method and the variable target speed gradient can also be used, for example, when the push speed or the synchronous speed is zero. Even then, the target speed gradient can be determined as a variable target speed gradient, for example, depending on a comparison of the motor speed with the synchronous speed or other conditions. In this case, for example, a mode change and, alternatively or additionally, detection of whether the bicycle is stationary can be dispensed with.

[0026] According to the invention, the variable target speed gradient is determined as a function of at least one pushing of the bicycle by a user. This allows the user's pushing behavior to be taken into account when engaging the drive motor. For example, if the user pushes the bicycle quickly, the drive motor can accelerate with a greater speed gradient than if the bicycle is pushed slowly. This also allows the rider's input to be taken into account when synchronizing the drive motor. This means that if the user pushes the bicycle dynamically, the assistance can take effect quickly enough. In this case, it is then also acceptable, for example, that there is a stronger jerk in the drive train. If the pushing style is more moderate, pushing comfort and protecting the components of the drive train can be given greater priority.

[0027] For example, pushing the bicycle can have one or more actuation parameters, such as pressure against a handlebar of the bicycle or an applied pushing force. According to the invention, pushing comprises at least a pushing force applied by the user. It can also be derivatives or gradients of parameters, such as a pushing force gradient. This can also take into account acceleration by the user when pushing, allowing for even faster engagement. For example, this can also ensure that the variable target speed gradient for the drive motor is greater than a speed gradient of the synchronous speed. The speed gradient of the synchronous speed can correspond to the speed gradient of the wheel, for example, taking into account the respective gear ratios between the freewheel and the motor shaft.The pushing can correspond to a rider's request and a desired pushing style. The method can include a step of detecting the pushing, for example, using a force sensor on the handlebars of the bicycle.

[0028] The variable target speed gradient can be determined based on the comparison of the motor speed with the synchronous speed and based on the pushing of the bicycle. A map for determining the target speed gradient can be created that takes two parameters into account. Different maps can be provided depending on the selected assistance level.

[0029] In a further embodiment of the method, the actuation may involve a pushing force applied by the user. The pushing force may be the only characteristic of the pushing action taken into account to determine the variable target speed gradient. However, other characteristics, such as a pushing force gradient, may also be taken into account.

[0030] In a further embodiment of the method, it can be provided that the control of the drive motor as a function of the variable target speed gradient comprises a comparison of an actual speed gradient of the drive motor and the variable target speed gradient. This can provide closed-loop control for the target speed gradient. The drive motor can thus be controlled particularly precisely to follow the variable target speed gradient. The method can comprise a step of determining an actual speed gradient. The actual speed gradient can be a current speed gradient of the drive motor. The method can comprise a step of comparing the actual speed gradient of the drive motor with the variable target speed gradient. A result of the comparison can be a difference.For example, the drive motor is controlled depending on the difference between the actual speed gradient of the drive motor and the variable target speed gradient. For example, a motor torque or a motor speed can be regulated depending on the result of the comparison. For example, a motor current can then be regulated accordingly and, alternatively or additionally, a required torque or a required speed for the motor can be specified. The actual speed gradient can be determined by sensor detection or derived from a control variable or state variable of the drive motor, such as a power supply to the drive motor.

[0031] In a further embodiment of the method, it can be provided that the control of the drive motor as a function of the variable target speed gradient comprises specifying a motor torque as a function of the variable target speed gradient. This can be a feedforward control for the drive motor. This specification can be made independently of a comparison of the actual speed gradient of the drive motor and the variable target speed gradient. For example, the drive motor can be pre-controlled. For example, a target torque can be specified for the drive motor as a function of the current value of the variable target speed gradient. This specification can be made, for example, based on a table. The specification can also correspond linearly to the target speed gradient, for example. The specification can be made independently of an actual actual speed gradient.For example, the specification can correspond to a specific power supply of the drive motor. This can enable particularly fast control. Furthermore, it can enable particularly rapid approximation to the current value of the variable target speed gradient and, alternatively or additionally, to the synchronous speed. Depending on the actual load, for example, due to a payload, the speed gradient actually achieved may deviate from the specification.

[0032] The feedforward control and the closed-loop control can also be combined. For example, a torque for the drive motor can be specified as a function of the variable target speed gradient. For example, the torque or the speed can correspond linearly with the variable target speed gradient. In addition, this torque can be combined with another torque, which is determined based on a comparison of the actual speed gradient of the drive motor and the variable target speed gradient. For example, the additional torque can be added to the feedforward control torque, whereby the additional torque can correspond linearly to the difference between the actual speed gradient and the variable target speed gradient. In this way, the target speed gradient can initially be approached very quickly and, alternatively or additionally, the synchronous speed can be approached very smoothly, followed by final meshing.

[0033] Controlling the drive motor can be purely a feedforward control. For example, a power supply or motor torque with which the drive motor is controlled can correspond to the currently determined value of the variable target speed gradient. A tabular relationship can be stored for this purpose. Such a control system can be simple and robust. Alternatively or additionally, controlling the drive motor can comprise speed gradient control. The currently determined value of the variable target speed gradient is compared with a current actual speed gradient. The motor torque or power supply of the drive motor is specified depending on this. This allows the desired target speed gradient to be precisely maintained. When combined with feedforward control, the desired target speed gradient can be achieved by the drive motor particularly quickly.In another variant, a derivative of the target speed gradient is also taken into account during feedforward control. For example, a rate of change of the variable target speed gradient is determined. The currently determined value of the rate of change of the variable target speed gradient can correspond, for example, to a power supply or motor torque with which the drive motor is controlled. The various variables for the power supply or motor torque can, for example, be combined additively in the various variants.

[0034] A second aspect relates to a control device for a drive motor of a bicycle. The drive motor can be mechanically operatively connected to a drivetrain element of the bicycle by means of a freewheel. The control device can be configured to perform the method according to the first aspect. Respective further features, embodiments and advantages can be taken from the descriptions of the first aspect. Conversely, features, embodiments and advantages of the second aspect also represent features, embodiments and advantages of the first aspect. The control device can for example have a microprocessor. The control device can be configured as an inverter.The control device can be configured to determine a variable target speed gradient for the drive motor and to control the drive motor depending on the determined target speed gradient in order to approximate a motor speed to a synchronous speed of the freewheel when a walking assist is activated. The control device can be configured to receive sensor signals from sensors of the bicycle. The control device can be configured to control a power supply of the drive motor.

[0035] A further aspect relates to a drive train for a bicycle with a control device, a drive motor, and an output element. The control device can be designed as a control device according to the second aspect. Respective further features, embodiments, and advantages can be found in the descriptions of the second aspect. Conversely, features, embodiments, and advantages of the further aspect also represent features, embodiments, and advantages of the second aspect. The drive train can have a sensor device. The sensor device can be designed to detect previously described state variables.

[0036] For example, the sensor device can be configured to detect a pushing force. For this purpose, the sensor device can comprise a pressure sensor.

[0037] A third aspect relates to a bicycle. The bicycle has a drive motor, an output element, and a freewheel. The drive motor can be mechanically operatively connected to the output element of the bicycle by means of the freewheel. The bicycle also has a control device. The control device can be designed as a control device according to the second aspect. Respective further features, embodiments, and advantages can be found in the descriptions of the second aspect. Conversely, features, embodiments, and advantages of the third aspect also represent features, embodiments, and advantages of the second aspect. The control device can be designed to control a variable target speed gradient for the drive motor as a function of the determined variable target speed gradient, in order to approximate a motor speed to a synchronous speed of the freewheel when a walking aid is activated.The control device can receive the activation of the walking assistance from a control element of the bicycle, at which the walking assistance can be activated by a user. The bicycle can also have the previously described drive train and, alternatively or additionally, the previously described sensor device. Short description of the characters Fig. 1 schematically illustrates a method for controlling a drive motor of a bicycle to approximate a motor speed to a synchronous speed of a freewheel. Fig. 2 illustrates in a diagram a curve of the synchronous speed and the motor speed, wherein the motor is operated with the method according to Fig. 1 is controlled. Fig. 3 illustrates in a diagram a drive torque by the user and a motor torque for the Fig. 2 illustrates the course of the engine speed. Fig. 4 illustrates in a diagram the Fig. 2 illustrates the course of the motor speed and the state of the freewheel corresponding to the synchronous speed. Detailed description of embodiments

[0038] Fig. 1 illustrates a method for controlling a drive motor of a bicycle. The example described here is based on torque control of the drive motor, although in other embodiments the method is based on speed control. The drive motor is mechanically operatively connectable to an output element of the bicycle by means of a freewheel, wherein the output element is a rear wheel of the bicycle. The motor shaft of the drive motor is mechanically operatively connectable to the rear wheel by means of the freewheel. A speed of the drive motor must therefore be synchronized with a speed of the rear wheel in order to provide a motor drive force and to assist a user in pushing the bicycle with the drive motor. This is also referred to as meshing, whereby the freewheel then switches to its locked state.

[0039] The method comprises, as step 8, activating a push assist. The method comprises, as step 10, determining a variable target speed gradient for the drive motor. The variable target speed gradient is determined based on a comparison of the engine speed with a synchronous speed and based on the selected operating mode. The greater the difference between the engine speed and the synchronous speed, the greater the variable target speed gradient is determined. The synchronous speed is the speed that the motor shaft must have for meshing. The synchronous speed is calculated from the speed of the rear wheel multiplied by a current gear ratio between the rear wheel and the motor shaft. In the example shown, the variable target speed gradient is determined at discrete intervals.In other embodiments, the variable target speed gradient is determined continuously or at a frequency of a control device performing the determination. In a step 12, the drive motor is controlled as a function of the determined variable target speed gradient in order to approximate a motor speed to a synchronous speed of the freewheel while the push assist is activated.

[0040] In Fig. 2, the synchronous speed is plotted against time with a line 20. Furthermore, the motor speed is plotted against time with a line 22. A gradient of line 22 or the motor speed thus corresponds to the speed gradient of the drive motor. In a first area 30, the drive motor is stationary because pushing the bicycle has not yet been detected. A first value of the variable target speed gradient is therefore set to zero in the first area 30. In a second area 32, a second value for the variable target speed gradient is determined, and the drive motor is controlled accordingly. Due to the large difference between the actual speed of the drive motor and the synchronous speed, a high value is specified for the target speed gradient for the drive motor, which can be seen from the steep gradient of line 22 in the second area 32. The motor speed thus quickly approaches the synchronous speed.At the end of the second range 32, a third value for the variable target speed gradient is determined in a third range 34 adjoining the second range 32. This third value of the variable target speed gradient is smaller because the distance between the engine speed and the synchronous speed is now smaller. This can be seen from the average gradient of line 22 in the third range 34. This allows the synchronous speed to continue to be approached quickly, with a low risk of jerky engagement, for example due to the user slowing down while pushing. At the end of the third range 34, a fourth value for the variable target speed gradient is determined in a fourth range 36 adjoining the third range 34. This fourth value of the target speed gradient is even smaller because the distance between the engine speed and the synchronous speed is now even smaller.This can be seen from the slight gradient of line 22 in the fourth area 36. This allows for a smooth approach to the synchronous speed, reliably avoiding jerky engagement. The values ​​vary depending on the selected support level for the walk assist.

[0041] In a fifth range 38, which follows the fourth range 36, the speed at which the freewheel locks is reached by the drive motor. In the fifth range 38, the synchronous speed is thus reached. Fig. 4, a line 40 plots the state of the freewheel over time, with a value of 42 indicating that the freewheel is in its release state and a value of 44 indicating that it is in its lock state. In the first four ranges 30, 32, 34, 36, the freewheel is in its release state. In the fifth range 38, the freewheel changes to its lock state. The resulting meshing is detected, and the process according to Fig. 1. The drive motor is then controlled with a standard follow-up control to maintain the synchronous speed despite fluctuating sliding speed, which is Fig. 2, which can be seen from the wavy line 20.

[0042] Alternatively or in addition to determining the variable target speed gradient based on the comparison of the motor speed with the synchronous speed, in another embodiment, the variable target speed gradient is determined based on at least one pushing of the bicycle by a user in step 10, further taking into account the selected assistance level. Pushing is detected as a pushing force exerted by the user against a bicycle handlebar. With a higher pushing force, a higher value for the target speed gradient is then specified for the drive motor than with a lower pushing force.

[0043] Fig. 3 illustrates the torque control of the drive motor in step 10. A line 50 plots a torque requested by the cyclist over time, which results from the synchronous speed and alternatively or additionally the pushing force. A line 52 plots a torque generated by the drive motor over time, which follows a torque specification for the drive motor at least in the first four ranges 30, 32, 34, 36. In the first range 30, a torque of zero is specified for the motor. In the second range 32, a maximum torque is specified so that the drive motor can achieve the high target speed gradient in the second range 32 and thus high acceleration. In the third range 34, a medium torque is specified so that the drive motor can achieve the medium target speed gradient in the third range 32 and thus medium acceleration.In the fourth range 36, a low torque is specified so that the drive motor reaches the low target speed gradient in the fourth range 32 and thus low acceleration. In the fifth range 38, there is a sudden increase in the motor torque. This sudden increase is not caused by a high torque specification, but rather by the freewheel changing to its locked state. Accelerating the drive motor then requires a significantly higher torque, and maintaining the synchronous speed also requires a higher torque, since the drive motor now also drives the bicycle due to the closed freewheel. This sudden increase is detected and used to detect the change of the freewheel into the locked state and to control the drive motor using the method according to. Fig. 1 to finish.

[0044] In Fig. 3 also illustrates for the second area 32 that the torque specification for the drive motor is composed of two components. Controlling the drive motor as a function of the variable target speed gradient involves a comparison of an actual speed gradient of the drive motor and the variable target speed gradient. The result of this comparison is a difference. Depending on this difference, a control value for the torque specification is calculated. This portion of the torque specification is in Fig. 3 with the area 54. Through the control, the drive motor can be controlled particularly precisely to maintain the specific variable target speed gradient. Controlling the drive motor as a function of the variable target speed gradient also includes specifying a motor torque as a function of the variable target speed gradient. A pre-control value for the torque specification is calculated as a function of the variable target speed gradient. In the example shown, the pre-control component corresponds linearly to the current value of the variable target speed gradient. For a high target speed gradient, a high pre-control value is calculated accordingly, and for a low target speed gradient, a low pre-control value. This component of the torque specification is in Fig.3 with the area 56. A total torque specification is calculated as the sum of the pilot control value and the control value. The pilot control value allows the variable target speed gradient to be reached particularly quickly by the drive motor. The combination of control and pilot control allows the variable target speed gradient to be reached particularly quickly by the drive motor and then maintained precisely. In another embodiment, the torque specification only has the control value. The drive motor is then only torque-controlled. In yet another embodiment, the torque specification only has the pilot control value. The drive motor is then only torque-precontrolled. Reference symbol 10 First step / Determining a variable target speed gradient 12 second step / controlling the drive motor 20 line / synchronous speed 22 Line / Engine speed 30 first area 32 second area 34 third area 36 fourth area 38 fifth area 40 Line / Freewheel Condition 42 Value / Release State 44 Value / Lock state 50 line / requested torque 52 Line / generated engine torque 54 Share of control value torque specification 56 Share of pre-control value torque specification

Claims

[1] Method for controlling a drive motor of a bicycle, wherein the drive motor is mechanically operatively connected to an output element of the bicycle by means of a freewheel, and wherein the method comprises at least the following steps: - Activation of a pushing aid by the drive motor; - determining (10) a variable target speed gradient for the drive motor; and - controlling (12) the drive motor as a function of the determined variable target speed gradient in order to approximate a motor speed (22) to a synchronous speed (20) of the freewheel while pushing the bicycle characterized by that the determination (10) of the variable target speed gradient takes place as a function of at least one pushing of the bicycle by a user, wherein the pushing comprises a pushing force applied by the user. [2] Method according to claim 1, characterized bythat the freewheel is arranged in a hub of a wheel of the bicycle. [3] Method according to claim 1 or 2, characterized by that the determination (10) of the variable target speed gradient is carried out as a function of a comparison of the engine speed (22) with the synchronous speed (20). [4] Method according to one of the preceding claims, characterized by that the control (12) of the drive motor as a function of the variable target speed gradient comprises a comparison of an actual speed gradient of the drive motor and the variable target speed gradient. [5] Method according to one of the preceding claims, characterized by that the control (12) of the drive motor in dependence on the variable target speed gradient comprises specifying a motor torque (52) in dependence on the variable target speed gradient. [6] Control device for a drive motor of a bicycle, wherein the drive motor is mechanically operatively connectable to an output element of the bicycle by means of a freewheel, wherein the control device is designed to determine a variable target speed gradient for the drive motor depending on the selected operating mode (10) and to control the drive motor depending on the determined target speed gradient (12) in order to approximate a motor speed (22) to a synchronous speed (20) of the freewheel when a pushing aid is activated, characterized by that the determination (10) of the variable target speed gradient when the pushing aid is activated takes place as a function of at least one pushing of the bicycle by a user, wherein the pushing comprises a pushing force applied by the user. [7] Bicycle with a drive motor, an output element and a freewheel, wherein the drive motor is mechanically operatively connectable to the output element of the bicycle by means of the freewheel, an operating device which is designed for activating a pushing aid, and a control device, wherein the control device is designed to determine a variable target speed gradient for the drive motor (10) and to control the drive motor depending on the determined target speed gradient (12) in order to approximate a motor speed (22) to a synchronous speed (20) of the freewheel when the pushing aid is activated, characterized by that the determination (10) of the variable target speed gradient when the pushing aid is activated takes place as a function of at least one pushing of the bicycle by a user, wherein the pushing comprises a pushing force applied by the user.

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