Method and control device for outputting information about an upcoming shifting operation of an automatic transmission of a bicycle

Abstract

In the method for outputting information about an impending gear shift in a bicycle's automatic transmission, the impending shift is determined by at least one predefined variation of at least one assisting pedal force, provided at least one predefined condition is met. The assisting pedal force is generated and varied by at least one control signal from at least one electric drive motor of the bicycle. This allows the cyclist to prepare for an impending gear shift, thereby minimizing the risk of accidents or injuries.

Description

[0001] The present invention relates to a method for outputting information about an upcoming shifting operation of an automatic transmission of a bicycle, a control device, a computer program product, a computer-readable medium and a bicycle.

[0002] Bicycles can have an automatic transmission for automatically shifting gears. With a manual transmission, the rider can initiate a gear change and prepare for it in advance. With an automatic transmission, however, a gear change is initiated automatically based on riding conditions. For a rider, the automatically triggered gear change can be unexpected and even lead to dangerous situations. A rider can be informed of an impending gear change so that they can prepare for it. US Patent 6,774,771 B2 discloses a method and a device for informing a bicycle rider of an impending gear change.In this system, a cyclist is informed of an impending gear shift, for example, by means of a video signal such as an LED display or an audio signal such as an adjustable tone. DE 10 2013 110 014 B4 discloses a bicycle gear shift notification device that is designed, among other things, to inform a cyclist of an impending gear shift visually by means of a visual display, haptically by means of vibrations, and / or acoustically by means of a sound.

[0003] US patent 2019 0 329 840 A1 discloses a method and a device for controlling a vehicle, in particular a method and a device for controlling a vehicle based on an operator's action on the vehicle.

[0004] DE 10 2017 000 490 A1 discloses an arrangement for inputting information or commands for a vehicle that can be propelled at least temporarily and / or partially by the muscle power of an operator.

[0005] The object of the present invention is to provide an alternative method for outputting information about an impending gear shift of an automatic transmission of a bicycle. In particular, the method makes it possible to dispense with the use of at least one dedicated device for outputting information about an impending gear shift, thereby reducing costs and preventing dangerous situations resulting from an unexpected gear shift.

[0006] The problem is solved by a method for outputting information about an upcoming gear shifting operation of a bicycle with the features of claim 1, a control device with the features of claim 11, a computer program product with the features of claim 12, a computer-readable medium with the features of claim 13, and a bicycle with the features of claim 14. Further embodiments are included in the dependent claims and are described below.

[0007] The invention claims a method, a control device for use on a bicycle such as e-bikes, pedelecs, e-mountain bikes (eMTBs), cargo bikes, tricycles, quad bikes or snow bikes, a computer program product, a computer-readable medium and a bicycle.

[0008] In the method for outputting information about an impending gear shift on a bicycle, the impending shift is determined by means of at least one predefined variation of at least one assisting pedal force, provided at least one predefined condition is met. The assisting pedal force is generated and varied by means of at least one control signal to at least one electric drive motor of the bicycle. The predefined variation can include at least one change in the value of the assisting pedal force, at least one change in the direction of the assisting pedal force, or at least a combination of a change in value and a change in direction.The previously defined condition can be determined based on at least one rider cadence, a quantity correlated with a rider cadence, a rider torque, a quantity correlated with a rider torque, a threshold value, or a combination of the aforementioned quantities. The bicycle has at least one sensor, which can be configured as a cadence sensor, a rotation angle sensor, a torque sensor, or a combination of both. The rider cadence can be determined using at least one cadence sensor, at least one rotation angle sensor, or at least one cadence sensor and at least one rotation angle sensor. The rider torque can be determined using a torque sensor.The previously defined condition and variation can be stored and retrieved in at least one data storage device and modified by the cyclist. This method allows the cyclist to prepare for an upcoming gear shift, thereby minimizing the risk of accidents or injuries.

[0009] The term "bicycle" encompasses all vehicles with at least two wheels, or at least one wheel and at least one sliding element such as a sled runner, located in a plane or on an axle. Examples of bicycles include e-bikes, pedelecs, e-mountain bikes (eMTBs), cargo bikes, tricycles, quadricycles, and snow bikes.

[0010] The bicycle has a drive system, which includes at least one crank unit. The crank unit can include at least one crank axle and at least one crank arm with at least one pedal. A rider's power can be fed into the drive system via the crank unit. The rider's power output is proportional to the rotation of the crank arm generated by the rider. The rotation of the crank arm depends on the rider's cadence and torque. The torque, in turn, depends on the rider's muscular pedaling force.

[0011] Furthermore, the drive system includes at least one electric drive motor. An electric drive motor, in this context, refers to any drive system capable of converting electrical power into mechanical power or vice versa, such as DC motors, AC motors, three-phase motors, or similar devices. In addition to muscular pedaling force, the electric drive motor can variably generate assisted pedaling force, thereby partially or completely substituting the rider's power with the mechanical power of the electric drive motor. This assisted pedaling force can act simultaneously with the rider's muscular pedaling force. A rider can perceive changes in the assisted pedaling force through haptic feedback, as the muscular pedaling force can be influenced by the assisted pedaling force.For example, by increasing the assisted pedal force, a rider can reduce the muscular pedal force they generate to maintain a constant speed. This can also be reversed. To propel the bicycle at a constant speed with a reduced assisted pedal force, a rider can increase the muscular pedal force they generate.

[0012] The bicycle can be powered either by pure muscle power, purely electrically, or in hybrid mode by both muscle power and electricity.

[0013] Additionally, the drive system includes at least one automatic transmission with at least one discrete gear ratio. A gear can be defined for each discrete gear ratio of the automatic transmission. During a shift, the automatic transmission changes gear ratios or gears without intervention from the cyclist, by means of at least one actuator of the automatic transmission, for example, depending on the cyclist's cadence, torque, or similar parameters.

[0014] Depending on the gear ratio or gear position, the automatic transmission converts a rotation with high speed and low torque into a rotation with low speed and high torque, and vice versa.

[0015] When a gear ratio or gear is increased, also called upshifting, a rotation of the pedal crank shaft with a high speed and low torque is changed to a rotation of the pedal crank shaft with a low speed and high torque.

[0016] When a gear ratio is reduced, also known as downshifting, the rotation of the crankshaft is changed from low speed and high torque to high speed and low torque. Consequently, when riding a bicycle at a constant speed, upshifting can reduce the rider's cadence and increase their torque. Conversely, when riding at a constant speed, downshifting can reduce the rider's cadence and increase their torque.

[0017] Furthermore, the bicycle may include at least one electrical energy storage device such as batteries, accumulators, capacitors such as supercapacitors or at least one energy converter such as a fuel cell with a chemical storage device consisting of a fuel and oxidant.

[0018] Furthermore, the bicycle has at least one steering system, for example, in the form of at least one movable axle, which is connected to at least one wheel or at least one sliding element of the bicycle and to the bicycle frame. The movable axle can, for example, be connected to at least one handlebar. Additionally, the movable axle can be connected to at least one electric motor. This allows the electric motor to assist the rider's steering movements. Additionally or alternatively, the movable axle can have at least one centering spring or a steering damper. The centering spring or steering damper can be adjusted depending on the rider's cadence. To stabilize the bicycle, the restoring force of the centering spring or the damping level of the steering damper can be increased.To increase agility, the restoring force of the centering spring or the damping level of the steering damper can be reduced.

[0019] Furthermore, the bicycle can have at least one brake, which can be a disc brake, a rim brake, or a drum brake. Additionally, it is possible to combine a brake with at least one anti-lock braking system (ABS). Alternatively or additionally, the bicycle can include at least one brake-by-wire braking system with at least one electric actuator. For example, the electric actuator can increase the braking force below a certain threshold of rider cadence close to a standstill, thus preventing the bicycle from rolling away unintentionally on an incline.

[0020] It is possible that the bicycle has at least one damping system with at least one actuator for adjusting the damping level. The damping level can be adjusted, for example, depending on the rider's cadence.

[0021] It is also possible for the bicycle to have at least one human-machine interface, such as a light signal, a sound signal, a screen, or a wearable device (a computer system that can be worn on the human body). For example, a training assistant on the bicycle could use the human-machine interface to inform a rider that they are outside a predefined cadence, torque, or both.

[0022] Furthermore, the bicycle can have at least one cadence sensor for recording at least one rider cadence, the cadence sensor being attached, for example, to at least one crank arm of the bicycle.

[0023] Alternatively or additionally, the bicycle can have at least one rotation angle sensor for detecting at least one rotation angle of the bicycle. For example, at least one rotation angle of the crank axle or a rotating shaft such as an output shaft of an electric drive motor or a shaft of the bicycle itself can be detected. Alternatively or additionally, at least one rider cadence can be determined using the rotation angle sensor.

[0024] Alternatively or additionally, the bicycle can be equipped with at least one torque sensor to detect the rider's torque. For example, the rider's torque can be determined by measuring the torque at the crank axle or crank arm using the torque sensor. Another option is to determine the rider's torque using strain gauges attached to the pedals. These strain gauges detect at least the rider's muscular pedaling force, and the rider's torque can then be calculated by measuring the length of the crank arm.

[0025] The method for outputting information about an upcoming gear shift on a bicycle can be executed while the rider is pedaling. An upcoming gear shift can be an upshift or a downshift of the automatic transmission.

[0026] At the beginning of the process, in a first step, at least one driver cadence is determined for at least one point in time using a cadence sensor. Alternatively or additionally, the driver cadence can be determined using a rotary angle sensor. Furthermore, it is possible, alternatively or additionally, to determine at least one driver torque for at least one point in time using a torque sensor.

[0027] In a second step of the process, at least one temporal driver cadence change, which reflects the change over time of the previously determined driver cadence, is calculated. This temporal driver cadence change can be determined by the ratio of the difference between at least two driver cadences at two different times to the difference between those two different times. Alternatively or additionally, the driver cadence change can be determined by the difference between a previously determined driver cadence and a most recently determined driver cadence. The previously determined driver cadence can be retrieved from at least one data storage device. Subsequently, after the driver cadence change has been determined, the most recently determined driver cadence can be stored in the data storage device.

[0028] In a third step of the process, at least one predefined condition for at least one upcoming shift operation is retrieved from at least one data storage device. The predefined condition can be defined as dependent on at least one driver cadence. Alternatively or additionally, it is possible to define the predefined condition as dependent on at least one parameter correlated with a driver cadence. Furthermore, it is possible to define the predefined condition as dependent on at least one driver torque. Alternatively or additionally, the predefined condition can be defined as dependent on at least one parameter correlated with a driver torque, such as a change in driver torque. Finally, it is also possible to define the predefined condition as dependent on at least one threshold value.Furthermore, it is possible to compare the driver cadence with at least one threshold value. The same applies to the driver cadence change, driver torque, and driver torque change.

[0029] The previously defined condition can be stored in the data memory by a bicycle manufacturer during the bicycle's production process. The same applies to the threshold value. Alternatively or additionally, the previously defined condition can be changed by the bicycle's rider. The same applies to the threshold value.

[0030] In a fourth step of the process, the previously defined condition is verified. If the condition is met, the process continues in a fifth step; otherwise, it is terminated.

[0031] In the fifth step of the process, at least one predefined variation, which is assigned to the previously defined condition, is retrieved from at least one data storage device. The predefined variation can be stored in the data storage device by a bicycle manufacturer during the bicycle's production. Alternatively or additionally, the predefined variation can be modified by a rider of the bicycle.

[0032] In a sixth step of the process, depending on the previously defined variation, at least one assisted pedal force is generated and varied by means of at least one control signal to at least one electric drive motor of the bicycle. The previously defined variation includes at least one change in the value of the assisted pedal force, or at least one change in the direction of the assisted pedal force, or at least one change in the value and at least one change in the direction of the assisted pedal force. The rider can perceive the change in the assisted pedal force through haptic feedback and thus be informed of an impending shift of the automatic transmission. The process then terminates.

[0033] The control unit comprises means for carrying out the method according to the invention. The control unit can, for example, be designed as a control device (electronic control unit or electronic control module).

[0034] When the control unit is used in a bicycle or outside of a bicycle, the control unit is connected to at least one sensor in a signal-effective manner, whereby the sensor can be designed as a cadence sensor, as a rotation angle sensor, as a torque sensor, or as a rotation angle sensor and torque sensor.

[0035] A signal-effective connection is one that enables data and signal exchange between the connected devices. For this purpose, each device has a corresponding interface. Data transmission and signal transmission can be either wired or wireless. The control unit and the sensor therefore have interfaces that allow for such a connection.

[0036] The control unit and the electric drive motor or automatic transmission have interfaces that enable a signal-effective connection. Furthermore, the control unit can be configured to control or regulate the electric drive motor or automatic transmission, or both. Additionally, the control unit can be configured to send predefined control parameters for controlling the electric drive motor or predefined control parameters for regulating the electric drive motor to the electric drive motor. The control unit can also be configured to send predefined control parameters for controlling the automatic transmission or predefined control parameters of the automatic transmission to the automatic transmission.

[0037] The control unit can be integrated into a housing with the electric drive motor or the automatic transmission. The housing can be mechanically connected to a bicycle frame, for example, to a bicycle's down tube.

[0038] A computer program product comprises instructions which, when the program is executed by the control device already described, cause it to execute the procedure already described.

[0039] A computer-readable medium comprises instructions that, when executed by the control device described above, cause it to perform the procedure already described. The computer-readable medium can be, for example, a data carrier or a downloadable data stream.

[0040] Exemplary embodiments of the invention are shown in the figures. Specifically, they show: Fig. 1 A schematic representation of a bicycle according to an exemplary embodiment Fig. 2. A representation of the sequence of the procedure for outputting information about an upcoming shifting operation of the AS automatic transmission. Fig. 1 of the bicycle 1 out Fig. 1 Fig. 3. A representation of an alternative sequence of the procedure for outputting information about an upcoming shifting operation of the AS automatic transmission. Fig. 1 of the bicycle 1 out Fig. 1

[0041] Fig. Figure 1 shows a schematic representation of a bicycle 1 according to an exemplary embodiment. The bicycle 1 is designed as an e-bike or pedelec, or in particular as an e-mountain bike. The bicycle 1 has a drive system 2. The drive system 2 comprises an electric drive motor EM, an automatic transmission AS, a crank unit 3, a cadence sensor SenK, a torque sensor SenM, and a rotation angle sensor SenD. The crank unit 3 comprises at least one crank axle 4, at least one crank arm 5, and at least one pedal 6. The cadence sensor SenK detects the cadence of the crank arm 5.

[0042] The torque sensor SenM detects a torque at the crank arm 4. The rotation angle sensor SenD detects a rotation angle at the crank arm 4.

[0043] The AS automatic transmission features an actuator for automated gear shifting. The EM electric drive motor, the AS automatic transmission, and the 3-speed crank unit can be located in the bottom bracket area.

[0044] Furthermore, the drive system 2 includes an electrical energy storage device 7, which is connected to the electric drive motor EM. Additionally, the electrical energy storage device 7 can supply the electric drive motor EM with electrical energy (motor operation) or can be supplied with electrical energy by the electric drive motor EM (generator operation). The bicycle 1 can therefore be driven either purely by muscle power, purely electrically, or by both muscle power and electrically. Consequently, the electric drive motor EM can generate and vary a supporting pedal force.

[0045] The drive system 2, the electric drive motor EM, the automatic transmission AS, the electric energy storage device 7, the cadence sensor SenK, the torque sensor SenM and the rotation angle sensor SenD are connected to a control unit EC of the bicycle 1 in a signal-effective manner.

[0046] Furthermore, bicycle 1 has a steering system consisting of a movable axle 8 and a handlebar 9. The movable axle 8 is connected to the bicycle frame of bicycle 1, as well as to the handlebar 9 and a front wheel 11 of bicycle 1. The movable axle 8 can be rotated about its rotationally symmetrical axis by means of the handlebar 9, thereby steering the front wheel 11. Bicycle 1 also has a brake 10, which can be, for example, a disc brake, a rim brake, or a drum brake. It is also possible to combine the brake with an anti-lock braking system (ABS). Actuating the brake 10 reduces or prevents the rotation of a rear wheel 12. The brake 10 is connected to the control unit EC via a signal.

[0047] Fig. Figure 2 shows a representation of the sequence of procedure 100 for outputting information about an upcoming shifting operation of the automatic transmission AS. Fig. 1 of the bicycle 1 out Fig. 1. In a first step 101 of the procedure 100, a driver cadence FK1 for a first time t1 and a driver cadence FK2 for a second time t2 are determined using the cadence sensor SenK. Fig. 1. The first time point t1 is less than the second time point t2. Alternatively or additionally, the driver cadence FK1, FK2 can be determined using the rotation angle sensor SenD. Fig. 1 to determine.

[0048] In a second step 102, a temporal change in driver cadence dFK / dt is determined by calculating a ratio of a difference in the driver cadences FK1, FK2 at the second time t2 and at the first time t1 to a difference in the times t2, t1.

[0049] In a third step, 103, two previously defined conditions COND1 and COND2 are retrieved from a data storage device STO. This involves downshifting the automatic transmission of bicycle 1. Fig. 1 is mapped via the previously defined condition COND1. The previously defined condition COND1 specifies that the rider cadence FK2 at the second time t2 is less than a threshold value SW1 and the time-dependent rider cadence change dFK / dt is less than zero. The previously defined condition COND1 is fulfilled as soon as the rider cadence FK2 at the second time t2 falls below the threshold value SW1 and the time-dependent rider cadence change dFK / dt decreases. This results in the automatic transmission of bicycle 1 shifting up. Fig. 1 is mapped to the previously defined condition COND2. Condition COND2 defines that the driver cadence FK2 at the second time point t2 is greater than a threshold SW2 and the time-dependent driver cadence change dFK / dt is greater than zero. Condition COND2 is fulfilled as soon as the driver cadence FK2 at the second time point t2 exceeds the threshold SW2 and the time-dependent driver cadence change dFK / dt increases.

[0050] In a fourth step 104, it is checked whether the previously defined condition COND1 is met. If the previously defined condition COND1 is met, the procedure 100 continues in a fifth step 105; otherwise, the procedure 100 continues in a fourth additional step 114.

[0051] In the fifth step 105, a previously defined variation VAR1, which is assigned to the previously defined condition COND1, is retrieved from the data store STO.

[0052] In a sixth step 106, depending on the previously defined variation VAR1, at least one supporting pedal force FP is generated by means of at least one control of at least one electric drive motor EM of the bicycle 1. Fig. 1 is generated and varied. In variation VAR1, before the automatic transmission AS of the bicycle downshifts, 1 is generated. Fig. 1. The assisting pedal force FP is periodically increased and decreased and perceived haptically by the rider. Thus, the rider is informed of the impending downshift via their haptic perception. When the assisting pedal force FP is increased, a value of the assisting pedal force FP is increased, whereby the assisting pedal force FP is in the same direction as the muscular pedal force of a rider of bicycle 1. Fig. 1. In contrast, with a reduction, the value of the supporting pedal force FP decreases, and at the same time the supporting pedal force FP becomes a muscular pedal force of a rider of bicycle 1. Fig. 1 is opposed. The procedure is then terminated.

[0053] In the fourth additional step 114, analogous to the fourth step 104, it is checked whether the previously defined condition COND2 is met. If the previously defined condition COND2 is met, the procedure 100 continues in a fifth additional step 115; otherwise, the procedure 100 is terminated.

[0054] In the fifth additional step 115, analogous to the fifth step 105, a previously defined variation VAR2, which is assigned to the previously defined condition COND2, is retrieved from the data storage STO.

[0055] In a sixth additional step 116, analogous to the sixth step 106, depending on the previously defined variation VAR2, at least one supporting pedal force FP is generated by means of at least one control of at least one electric drive motor EM of the bicycle 1. Fig. 1 is generated and varied. In variation VAR2, before the automatic transmission AS of the bicycle shifts up, 1 is generated. Fig. 1. The assisting pedal force FP is periodically reduced and increased, and this is perceived haptically by the rider. Thus, the rider is informed of the impending upshift via their haptic perception. The process then ends.

[0056] Fig. Figure 3 shows a representation of an alternative sequence of procedure 100 for outputting information about an upcoming shifting operation of the automatic transmission AS. Fig. 1 of the bicycle 1 out Fig. 1. Analogous to the first step 101 from Fig. In the first step 201 of procedure 100, a driver cadence FK1, FK2 is determined for two time points t1, t2 using a cadence sensor SenK and a driver torque FM1, FM2 is determined using a torque sensor SenM. Alternatively or additionally, the driver cadence FK1, FK2 can be determined using a rotary angle sensor SenD.

[0057] Analogous to the second step 102 from Fig. In a second step, 202, a change in driver cadence over time, dFK / dt, is determined by calculating the ratio of the difference between driver cadences FK1 and FK2 at the second time point t2 and the first time point t1 to the difference between times t2 and t1. Additionally, a change in driver torque, dFM / dt, is determined by calculating the ratio of the difference between driver torques FM1 and FM2 at the second time point t2 and the first time point t1 to the difference between times t2 and t1. In a third step, 203, previously defined conditions COND1, COND2, COND3, and COND4 are retrieved from a data storage device STO.

[0058] Downshifting the automatic transmission AS of bicycle 1 from Fig. 1 is mapped via the previously defined condition COND1 or COND3 or COND1 and COND3. The previously defined condition COND1 is identical to the previously defined condition COND1 from Fig. 2. The previously defined condition COND3 specifies that the rider torque FM2 at the second time point t2 must be greater than a threshold value SW3 and the time-dependent rider torque change dFM / dt must be greater than zero. The previously defined condition COND3 is fulfilled as soon as the rider torque FM2 at the second time point t2 exceeds the threshold value SW3 and the time-dependent rider torque change dFM / dt increases. This triggers an upshift of the automatic transmission AS of bicycle 1. Fig. 1 is mapped via the previously defined condition COND2 or COND4 or COND2 and COND4. The previously defined condition COND2 is identical to the previously defined condition COND2 from Fig. 2. The previously defined condition COND4 specifies that the driver torque FM2 at the second time point t2 must be less than a threshold value SW4 and the time-dependent driver torque change dFM / dt must be less than zero. The previously defined condition COND4 is fulfilled as soon as the driver torque FM2 at the second time point t2 falls below the threshold value SW4 and the time-dependent driver torque change dFM / dt decreases.

[0059] Steps 204, 205, 206 correspond to steps 104, 105, 106 from Fig. 2. Additional steps 214, 215, 216 correspond to additional steps 114, 115, 116 from Fig. 2.

[0060] If the previously defined condition COND2 is not met, procedure 100 continues in a fourth additional step 224. In the fourth additional step 224, the previously defined condition COND3 is checked. If the previously defined condition COND3 is met, procedure 100 continues in a fifth additional step 225; otherwise, procedure 100 continues in a fourth additional step 234.

[0061] In the fifth additional step 225, a previously defined variation VAR3, which is assigned to the previously defined condition COND3, is retrieved from the data store STO.

[0062] In a sixth additional step 226, depending on the previously defined variation VAR3, at least one supporting pedal force FP is generated by means of at least one control of at least one electric drive motor EM of the bicycle 1. Fig. 1 is generated and varied. In variation VAR3, before the automatic transmission AS of the bicycle downshifts, 1 is generated. Fig. 1. The assisting pedal force FP is periodically and linearly increased and perceived haptically by the rider. Thus, the rider is informed of the impending downshift via their haptic perception. The process then ends.

[0063] In the fourth additional step 234, analogous to the fourth additional step 224, it is checked whether the previously defined condition COND4 is met. If the previously defined condition COND4 is met, the procedure 100 continues in a fifth additional step 235; otherwise, the procedure 100 is terminated.

[0064] In the fifth additional step 235, analogous to the fifth step 225, a previously defined variation VAR4, which is assigned to the previously defined condition COND4, is retrieved from the data storage STO.

[0065] In a sixth additional step 236, analogous to the sixth step 226, depending on the previously defined variation VAR4, at least one supporting pedal force FP is generated by means of at least one control of at least one electric drive motor EM of the bicycle 1. Fig. 1 is generated and varied. In variation VAR4, before the automatic transmission AS of the bicycle shifts up, 1 is generated. Fig. 1. The assisting pedal force FP is linearly reduced and perceived haptically by the rider. Thus, the rider is informed of the impending upshift via their haptic perception. The process then ends. Reference sign 1 bicycle 2 Drive system 3 Crank unit 4. Crankshaft 5 Crankset 6 pedal 7 electrical energy storage 8 movable axes 9 handlebars 10 Brake 11 front wheel 12 rear wheel 100 procedures 101 First Step 102 second step 103 third step 104 fourth step 105 fifth step 106 sixth step 114 fourth additional step 115 fifth additional step 116 sixth additional step 201 first step 202 second step 203 third step 204 fourth step 205 fifth step 206 sixth step 214 fourth additional step 215 fifth additional step 216 sixth additional step 224 fourth additional step 225 fifth additional step 226 sixth additional step 234 fourth additional step 235 fifth additional step 236 sixth additional step Start of procedure End of procedure EM electric drive motor AS automatic transmission EC control unit SenK cadence sensor SenD rotary angle sensor SenM torque sensor STO Data Storage FK1 Driver Cadence FK2 Driver Cadence FM1 Driver Torque FM2 Driver Torque t1 first time point t2 second time point FP supporting pedal power VAR1 previously defined variation VAR2 previously defined variation VAR3 previously defined variation VAR4 previously defined variation COND1 previously defined condition COND2 previously defined condition COND3 previously defined condition COND4 previously defined condition SW1 threshold SW2 threshold SW3 threshold SW4 threshold dFK / dt temporal driver cadence change dFM / dt time-dependent driver torque change

Claims

[1] Method (100) for outputting information about an upcoming shifting operation of an automatic transmission (AT) of a bicycle (1), characterized by , that the upcoming shifting process is determined by means of at least one previously defined variation (VAR1, VAR2, VAR3, VAR4) of at least one assisting pedal force (FP) when at least one previously defined condition (COND1, COND2, COND3, COND4) is met, wherein the assisting pedal force (FP) is generated and varied by means of at least one control of at least one electric drive motor (EM) of the bicycle (1). [2] Method (100) according to claim 1, characterized by, that the previously defined variation (VAR1, VAR2, VAR3, VAR4) includes at least one change in the value of the assisting pedal force (FP) or at least one change in the direction of the assisting pedal force (FP) or at least one change in the value of the assisting pedal force (FP) and at least one change in the direction of the assisting pedal force (FP). [3] Method (100) according to claim 1, characterized by that the previously defined variation (VAR1, VAR2, VAR3, VAR4) can be stored or retrieved in at least one data store (STO) or can be stored and retrieved. [4] Method (100) according to claim 1, characterized by , that the previously defined variation (VAR1, VAR2, VAR3, VAR4) can be changed by the rider of the bicycle (1). [5] Method (100) according to claim 1, characterized by , that the previously defined condition (COND1, COND2, COND3, COND4) is assigned at least one previously defined variation (VAR1, VAR2, VAR3, VAR4). [6] Method (100) according to claim 1, characterized by , that the previously defined condition (COND1, COND2, COND3, COND4) is defined depending on at least one driver cadence (FK1, FK2) of the driver or at least one quantity (dFK / dt) correlated to a driver cadence (FK1, FK2) or at least one driver cadence (FK1, FK2) of the driver and at least one quantity (dFK / dt) correlated to a driver cadence (FK1, FK2), wherein the driver cadence (FK1, FK2) is determined by means of at least one cadence sensor (SenK) or at least one rotation angle sensor (SenD) or at least one cadence sensor (SenK) and at least one rotation angle sensor (SenD). [7] Method (100) according to claim 1, characterized by, that the previously defined condition (COND1, COND2, COND3, COND4) is defined as a function of at least one driver torque (FM1, FM2) of the driver or at least one quantity (dFM / dt) correlated to a driver torque (FM1, FM2) or at least one driver torque (FM1, FM2) of the driver and at least one quantity (dFM / dt) correlated to a driver torque (FM1, FM2), wherein the driver torque (FM1, FM2) is determined by means of at least one torque sensor (SenM). [8] Method (100) according to claim 1, characterized by , that the previously defined condition (COND1, COND2, COND3, COND4) is defined depending on at least one threshold value (SW1, SW2, SW3, SW4). [9] Method (100) according to claim 1, characterized by , the previously defined condition (COND1, COND2, COND3, COND4) can be stored or retrieved in at least one data store (STO), or can be stored and retrieved. [10] Method (100) according to claim 1, characterized by, the previously specified condition (COND1, COND2, COND3, COND4) can be changed by the rider of the bicycle (1). [11] Control unit (EC) for a bicycle (1), characterized by , that at least one electric drive motor (EM) of the bicycle (1) can be connected in a signal-effective manner, wherein and at least one sensor can be connected in a signal-effective manner to the control unit (EC), wherein the sensor can be designed as a cadence sensor (SenK) or as a rotation angle sensor (SenD) or as a torque sensor (SenM) or as a rotation angle sensor (SenD) and a torque sensor (SenM), and wherein the control unit (EC) comprises means for carrying out the method (100) according to one of claims 1 to 10. [12] Computer program product comprising instructions which, when the program is executed by a control device (EC), cause the method (100) according to any one of claims 1 to 10 to be executed. [13] Computer-readable medium comprising instructions which, when executed by a control device (EC), cause it to execute the method (100) according to any one of claims 1 to 10. [14] Bicycle (1) with a control device (EC) according to claim 11.

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