Method for operating a pedal-powered vehicle

Abstract

The present invention relates to a method (100) for operating (140) a pedal-driven vehicle (200), a pedal-driven vehicle (200), a computer program product, a computer-readable data carrier and a data carrier signal.

Description

[0001] The invention relates to a method for operating a pedal-driven vehicle, a pedal-driven vehicle, a computer program product, a computer-readable data carrier and a data carrier signal. State of the art

[0002] Pedal-driven vehicles, particularly (electric) bicycles ("e-bikes") or pedelecs, are known to have a control unit and / or (automatic and / or electric) gear shifting and / or at least one driver assistance function (e.g., ABS) and / or a drive unit (e.g., a motor). Furthermore, at least a first speed can be measured, which is specific to the (actual) speed of the pedal-driven vehicle. This can be achieved, for example, via a sensor, in particular one comprising a permanent magnet, e.g., on a spoke of a wheel of the pedal-driven vehicle, and a corresponding detection unit, e.g., a Hall sensor and / or a reed sensor (e.g., on the frame of the pedal-driven vehicle). A current and / or a voltage can be induced when the permanent magnet passes the detection unit.Depending on the measurement signal, a (first / actual) speed can be calculated, for example by a control unit, in particular depending on the time interval between two induction pulses and the (known and / or stored) wheel circumference.

[0003] The current state of the art has some drawbacks. For example, measuring and / or determining speed may be impossible or inaccurate. The permanent magnet and / or the detection unit may change position, potentially leading to measurement failure or inaccuracy. Furthermore, there may be no (intrinsic) plausibility check of the results. There may also be excessive latency. For instance, particularly at slow (actual) speeds, there may be a large time interval between induction pulses (e.g., 3 seconds), which can render the speed measurement inaccurate. Finally, the (temporal) resolution may be low. Disclosure of the invention

[0004] According to the invention, a method with the features of the independent method claim, a pedal-driven vehicle with the features of the independent claim relating to a pedal-driven vehicle, a computer program product with the features of the independent claim relating to a computer program product, a computer-readable data carrier with the features of the independent claim relating to a computer-readable data carrier, and a data carrier signal with the features of the independent claim relating to a data carrier signal are provided. Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings.Features and details described in connection with the method according to the invention naturally also apply in connection with the pedal-driven vehicle according to the invention and / or in connection with the computer program product according to the invention and / or in connection with the computer-readable data carrier according to the invention and / or in connection with the data carrier signal according to the invention, and vice versa, so that the disclosure regarding the individual aspects of the invention always refers to each other. In particular, advantages described within the first, second, third, fourth and / or fifth aspect also apply to the first, second, third, fourth and / or fifth aspect.

[0005] According to a first aspect, the present invention relates to a method for operating a pedal-driven vehicle, in particular a bicycle, comprising a control unit, the method comprising: - Determining an initial speed specific to the pedal-driven vehicle, - Determining a second speed and / or a third speed specific to the pedal-driven vehicle, - Calculate, by the control unit, a final speed depending on the initial speed and ◯ the second speed, and / or ◯ of the third speed, - Operation, via the control unit, of the pedal-driven vehicle depending on the final speed.

[0006] The method can be (at least partially) computer-implemented. Operation can include, in particular, control and / or regulation, preferably using a control unit (see below) which controls and / or regulates (e.g., by means of control signals) the (automatic and / or electric) transmission and / or at least one driver assistance function (e.g., ABS) and / or a drive unit (e.g., an engine). The described actions or features of the method can be performed in the sequence shown and, in particular, can be performed repeatedly. Preferably, the method can be performed (continuously) during the operation and / or use of a pedal-driven vehicle and / or a corresponding control unit and / or transmission.Preferably, the method can be used to operate a pedal-driven vehicle according to the second aspect, in particular to control and / or regulate it. A control unit specifically designed for this purpose can be used for operation, especially for (controlling) and / or regulation. The control unit can perform the corresponding actions or functions and / or initiate control (e.g., via control signals) to preferably implement the actions. For example, actuators (e.g., of the gearshift) that are connected to the control unit via a data link can be controlled by the control unit (within the scope of operation). This allows, for example, automatic gear changes of the gearshift (e.g., depending on the final speed).

[0007] The method can be configured to provide a final velocity continuously and / or at short intervals (e.g., 100 ms). In other words, a final velocity can be calculated based on the first, second, and / or third velocity. This can achieve increased accuracy and / or robustness, thus enabling improved operation and optimizing safety, comfort, and / or wear.

[0008] Determining a first speed specific to the pedal-driven vehicle, and determining a second and / or third speed specific to the pedal-driven vehicle, can each be performed (measured) by at least one sensor (see below). The different sensors can preferably use different (physical) measurement principles. This can improve robustness, reliability, and / or accuracy. It can be provided that the first, second, and / or third speeds exhibit different levels of accuracy, robustness, and / or reliability within their respective speed ranges. Accordingly, the control unit can provide a more precise calculation depending on the first, second, third, and / or final speed.

[0009] The first, second, and / or third speeds can be determined differently and / or separately and / or in parallel and / or continuously. This provides redundancy, which in particular increases robustness and / or reliability and / or comfort, especially because the driver can view a current and / or actual speed (always and / or reliably), e.g., via a display device connected to the control unit (such as a speedometer).

[0010] The first, second, and / or third speed values ​​can each be specific to the actual and / or current speed of the pedal-driven vehicle. For example, the actual and / or current speed might be 5 km / h. The first speed could be, for example, 4 km / h. The second speed could be, for example, 4.5 km / h. The third speed could be, for example, 5.1 km / h.

[0011] The calculation, by the control unit, of a final speed depending on the initial speed and ◯ the second speed, and / or The third speed can, in the simplest case, be performed by selecting one of the first, second, and / or third speeds, preferably the (likely) most precise and / or reliable and / or most closely corresponding to the actual speed, and outputting it as the final speed. This can be done, for example, depending on a first, second, and / or third reliability range.

[0012] Alternatively or additionally, it may be provided that the calculation as the final speed provides a (weighted) average value depending on the first, second and / or third speed.

[0013] The operation of the pedal-driven vehicle by the control unit, depending on the final speed, may include the control and / or regulation of the pedal-driven vehicle, in particular a gearshift, a functionally essential component, a driver assistance function (e.g. ABS), and / or a navigation system.

[0014] Within the scope of the invention, it can be advantageous that the first speed is determined as a function of a wheel rotation speed, in particular a reed signal and / or Hall signal, which is generated, for example, by a reed switch and / or a Hall sensor.

[0015] For example, a first sensor can be provided on the pedal-driven vehicle, which is configured to measure the initial speed and / or a first reed signal and / or measurement signal, based on which the control unit can determine the initial speed. This can be achieved, for example, via a sensor, in particular one comprising a permanent magnet, e.g., on a spoke of a wheel of the pedal-driven vehicle, and a corresponding detection unit, e.g., a Hall sensor and / or a reed sensor and / or reed switch (e.g., on the frame of the pedal-driven vehicle). A current and / or a voltage can be induced when the permanent magnet passes the detection unit.Depending on the measurement signal, a (first / actual) speed can be calculated, for example by a control unit, in particular depending on the time interval between two induction pulses and the (known and / or stored) wheel circumference.

[0016] Within the scope of the invention, it is conceivable that the second speed is determined as a function of a torque signal, in particular a torque sensor, and: - a rider's cadence, which is measured in particular at a crank of the pedal-driven vehicle, and / or - a motor frequency, in particular a motor of the pedal-driven vehicle.

[0017] A (second) sensor may be provided, for example, a torque sensor, which is located, in particular, on a crank of the pedal-driven vehicle and / or is configured to determine the torque of the rider and / or the motor. A torque signal may be provided, which may, for example, have a periodic and / or sinusoidal waveform. Depending on this, the control unit can determine a cadence and / or motor frequency, for example, by means of a fit and / or peak detection. The (second) sensor, in particular the torque sensor, and / or the control unit may be configured to detect pedaling by the rider. The (second) sensor, in particular the torque sensor, and / or the control unit may also be configured to detect torque being supplied by the motor and / or the rider.The control unit can determine the second speed depending on the cadence and / or motor frequency and a gear ratio (of the gear system and / or with the [rear] wheel) and / or the motor gear ratio, in particular by determining a wheel rotation period and / or rotational frequency of the (rear) wheel and, in particular, depending on a (known) wheel circumference. The second speed can already provide redundancy. This can increase accuracy and / or robustness and / or reliability. Alternatively or additionally, the second speed, in particular the rider's cadence, can be determined depending on a motor speed, which can preferably be measured by a speed sensor and / or a (dedicated) cadence sensor and / or by the interaction between the crank and the motor.

[0018] It may be provided that the first speed is set to zero if no cadence and / or motor frequency is / can be determined.

[0019] Within the scope of the invention, it may be provided that the third speed is calculated as a function of an acceleration signal, wherein in particular the acceleration signal is measured by an acceleration sensor of the pedal-driven vehicle.

[0020] The (third) sensor can be configured as an acceleration sensor. The acceleration sensor can be located, for example, on and / or within the frame and / or in the control unit. The acceleration sensor can be configured to measure the acceleration of the pedal-driven vehicle, particularly along and / or against the direction of travel, and / or to provide an acceleration signal, particularly to the control unit. The control unit can then determine a third velocity, particularly a relative one. Accordingly, the third velocity can be calculated as a function of a reference value (a reference velocity) and a relative change in velocity. For example, the (measured) acceleration or the acceleration signal can be integrated over time and / or a time interval to obtain a third velocity and / or relative change in velocity.

[0021] It is also conceivable that the third velocity is determined as a function of a reference value, in particular a (past) first velocity, a (past) second velocity, and / or a (past) third velocity and / or a relative change in velocity, which is preferably determined as a function of an acceleration.

[0022] The relative change in velocity can be obtained by integrating the acceleration signal. The reference value can correspond to a (past) first velocity, a (past) second velocity, a (past) third velocity, and / or a past final velocity, preferably from an earlier and / or the preceding calculation step. The reference value can be determined as a function of a first, second, and / or third reliability range.

[0023] It may also be intended that the value zero is used as the reference value, for example when starting from a traffic light and / or when the pedal-driven vehicle is stationary beforehand.

[0024] It is also conceivable that the calculation involves combining, in particular weighting, the first velocity and - the second speed, and / or - the third speed, in order to obtain the final speed.

[0025] Combining the data can involve calculating an average value (equal weighting of the first, second and / or third speed).

[0026] The weighting can include a specific and / or individual weighting of the first, second, and / or third speed, for example, by means of a first, second, and / or third reliability range and / or weighting factor, which can be preset (during commissioning and / or manufacturing) and / or stored in the control unit, e.g., in a (lookup) table. Accordingly, a first, second, and / or third reliability range and / or weighting factor can be determined depending on a (past) first, second, and / or third speed and / or final speed. For example, the final speed can be determined where: - the first speed is multiplied by the first weighting factor (e.g. 0.5), - the second speed is multiplied by the second weighting factor (e.g. 0.3), and / or - the third speed is multiplied by the third weighting factor (e.g. 0.2).

[0027] Subsequently, to obtain the final result, the result can be divided by three and / or a scaling factor (e.g. 0.95), where the scaling factor is, for example, (again) dependent on a (past) first, second and / or third speed and / or final speed.

[0028] Within the scope of the invention, it is optionally possible that the calculation, in particular the combining and / or weighting, is carried out depending on - a first reliability range of the first speed, - a second reliability range of the second speed, and / or - a third reliability range of the third speed, particularly - the first reliability range is maximum for a (comparatively) high speed, especially a high initial speed and / or greater than 15 km / h, - the second reliability range is maximum for a (comparatively) high acceleration, especially a rapidly increasing second velocity and / or greater than 0.5 m / s 2 , - the third reliability range is maximum for a (comparatively) high negative acceleration, especially a sharply decreasing third velocity and / or less than -0.5 m / s² 2 .

[0029] The first, second, and / or third reliability range can be specific to a reliability dependent on a (first, second, and / or third) speed. In other words, the first, second, and / or third speed, particularly due to the specific (physical) measurement, can exhibit specific accuracy and / or reliability across different speed ranges. This can be used within the process to improve reliability, accuracy, and / or robustness.

[0030] The first, second, and / or third reliability range can have a (speed-dependent) distribution function which, for example, has a first, second, and / or third weighting factor (as discrete values, e.g., in intervals of 0.05 km / h from 0 to 50 km / h). The first, second, and / or third reliability range can have a value between 0 and 1 for each specific first speed, second speed, third speed, and / or final speed, which can be used, in particular, for weighting. Preferably, it can be provided that for each value of the first speed, second speed, third speed, and / or final speed, the first, second, and / or third reliability range, especially when the respective values ​​or weighting factors are summed, yields a total value of 1.This allows for speed-dependent weighting.

[0031] During commissioning, simulations and / or empirical methods can be used to determine at which (past and / or most recently determined) first, second, third, and / or final speed the most accurate result for calculating a final speed is achieved. This allows the first, second, and / or third reliability ranges to be established.

[0032] The first, second and / or third reliability range can be stored in the control unit, e.g. during commissioning and / or assembly and / or maintenance, for example in the form of a (lookup) table.

[0033] Furthermore, the invention may provide that the calculation, in particular the combination, is carried out by weighting, wherein: - the first reliability range is weighted with the first speed, in particular multiplied, - the second reliability range is weighted with the second speed, in particular multiplied, and / or - the third reliability range is weighted by the third speed, in particular multiplied.

[0034] Based on the first reliability range, a (current) first weighting factor and / or value can be determined depending on the (past and / or current) first, second, third speed and / or final speed, which is then multiplied by the first speed.

[0035] Based on the second reliability range, a (current) second weighting factor and / or value can be determined depending on the (past and / or current) first, second, third speed and / or final speed, which is then multiplied by the second speed.

[0036] Based on the third reliability range, a (current) third weighting factor and / or value can be determined depending on the (past and / or current) first, second, third speed and / or final speed, which is then multiplied by the third speed.

[0037] The first, second, and / or third reliability ranges can preferably have a continuous and / or differentiable profile. This allows for a smoother transition and / or crossfade between the first, second, and / or third speeds, particularly in the transition ranges where a different speed is used for the final speed.

[0038] Subsequently, summation and / or averaging and / or division, particularly by three and / or a scaling factor, can be performed to preferably determine the final velocity. In other words, this allows for blending between different velocity values. This can improve accuracy and / or robustness.

[0039] It may be stipulated that the first, second and / or third speed is used (only) if it has been validated by the (and / or a past) first, second, and / or third speed, for example (validation can be positive) if a percentage deviation is not exceeded (e.g., is less than 10%).

[0040] With regard to the present invention, it is conceivable that during the calculation, in particular the combination, the final speed (and / or an intermediate result) is determined as a function of the first speed and the third speed, wherein the final speed (and / or the intermediate result) - corresponds to the first speed if it is less than or equal to the third speed, or - corresponds to the third speed if it is less than or equal to the first speed.

[0041] This can be advantageous because, particularly during deceleration and / or starting from relatively high speeds (e.g., 30 km / h), the third speed can have relatively high accuracy, especially compared to the first and / or second speeds. It may therefore be intended to (always) use the third speed when it is lower than the first and / or second speeds. During deceleration, the second speed can be zero (no pedaling).

[0042] Additionally or alternatively, it is conceivable that when calculating, especially combining, the final speed (especially depending on the intermediate speed) corresponds to: - the first speed, or in particular the third speed (or the intermediate result) if it is greater than or equal to the second speed, or - the second speed, if it is greater than or equal to the first speed, or in particular the third speed (or the intermediate result).

[0043] This can be advantageous because, particularly during acceleration and / or starting from (comparatively) low speeds (e.g., 0 km / h), the second speed can have a (comparatively) high degree of accuracy, especially compared to the first and / or third speeds. It may therefore be advisable to (always) use the first speed when it is greater than the second and / or third speeds and / or at high (first, second, and / or third) speeds.

[0044] Within the scope of the invention, it can be advantageous that, during the calculation, in particular the combination, the final speed is determined as a function of a feedback speed, wherein in particular the feedback speed includes a past final speed.

[0045] The feedback rate may have been calculated in a previous and / or earlier calculation and may, in particular, represent a (past) final rate. The feedback rate can then be used for plausibility checks (see above).

[0046] According to a second aspect, a pedal-driven vehicle according to the invention is provided, comprising at least one control unit, wherein the pedal-driven vehicle is designed to be operated according to a method according to the first aspect.

[0047] The pedal-driven vehicle and / or the (electric and / or automatic) gearshift can be operated by a control unit (of the pedal-driven vehicle). This control unit can include a memory and / or a processing unit, in particular a computer and / or data processing means. The control unit can be connected via a data link and / or data communication to at least one sensor, e.g., an accelerometer, a cadence sensor, and / or a reed sensor, which can be located, for example, on the crank and / or on the frame and / or on a pedal. The control unit can be connected via a data link and / or data communication to the gearshift and operate it, in particular, by means of control signals (control and / or regulate it), for example, by means of corresponding actuators of the gearshift, e.g., on a derailleur of the gearshift.The control unit can be connected to a functionally essential component and / or (for the provision of) a driver assistance function (e.g. ABS) via a (respective) data connection and / or data communication, and can operate (control and / or regulate) this in particular by means of control signals, for example by means of corresponding actuators of the functionally essential component, e.g. on an ABS (Anti-lock Braking System).

[0048] This results in the same advantages with regard to a pedal-driven vehicle according to the second aspect as have already been described with regard to a method according to the first aspect.

[0049] According to a third aspect, a computer program product according to the invention is provided, comprising commands that cause a pedal-driven vehicle according to the second aspect to execute a method according to the first aspect.

[0050] This results in the same advantages with regard to a computer program product according to the third aspect as have already been described with regard to a method according to the first aspect and / or a pedal-driven vehicle according to the second aspect.

[0051] According to a fourth aspect, a computer-readable data carrier according to the invention is provided, on which a computer program product according to the third aspect is stored.

[0052] This results in the same advantages with regard to a computer-readable data carrier according to the fourth aspect as have already been described with regard to a method according to the first aspect and / or a pedal-driven vehicle according to the second aspect and / or a computer program product according to the third aspect.

[0053] According to a fifth aspect, a data carrier signal according to the invention is provided, which transmits a computer program product according to the fourth aspect.

[0054] This results in the same advantages with regard to a data carrier signal according to the fifth aspect as have already been described with regard to a method according to the first aspect and / or a pedal-driven vehicle according to the second aspect and / or a computer program product according to the third aspect and / or a computer-readable data carrier according to the fourth aspect.

[0055] Further advantages, features, and details of the invention will become apparent from the following description, in which several embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can be essential to the invention individually or in any combination. The following are shown schematically as examples: Fig. 1 a procedure, and Fig. 2 a pedal-powered vehicle.

[0056] The figures use identical reference numerals for the same technical features, even for different embodiments.

[0057] Fig. Figure 1 shows a method 100 for operating 140 a pedal-driven vehicle 200, in particular a bicycle, comprising a control unit ECU, having the method 100: - Determine 110 a first speed v_reed that is specific to the pedal-driven vehicle 200, - Determine 120 a second speed v_pedaling or a third speed v_acceleration that is specific to the pedal-driven vehicle 200, - Calculate 130, by the control unit ECU, a final speed v_final as a function of the first speed v_reed and ◯ of the second velocity v_tritt, or ◯ of the third velocity v_acceleration, - Operation 140, by the control unit ECU, of the pedal-driven vehicle 200 depending on the final speed v_final.

[0058] Within the scope of the invention, it can be advantageous that the first speed v_reed is determined as a function of a wheel rotation speed, in particular a reed signal, which is generated, for example, by a reed switch.

[0059] Within the scope of the invention, it is conceivable that the second speed v_tritt is determined as a function of a torque signal, in particular a torque sensor, and: - a rider's cadence, which is measured in particular at a crank of the pedal-driven vehicle, and / or - a motor frequency, in particular a motor of the pedal-driven vehicle.

[0060] Within the scope of the invention, it may be provided that the third speed v_acceleration is calculated as a function of an acceleration signal, wherein in particular the acceleration signal is measured by an acceleration sensor of the pedal-driven vehicle 200.

[0061] It is also conceivable that the third velocity v_acceleration is determined as a function of a reference value, in particular a first velocity v_reed, a second velocity v_step, and / or a past third velocity, and a relative change in velocity, which is preferably determined as a function of an acceleration.

[0062] It is also conceivable that calculating 130 involves combining, in particular weighting, the first velocity v_reed and - the second velocity v_steps, and / or - the third speed v_acceleration, in order to obtain the final speed v_final.

[0063] Within the scope of the invention, it is optionally possible that the calculation 130, in particular the combination, is carried out depending on - a first reliability range of the first speed v_reed, - a second reliability range of the second speed v_tritt, and / or - a third reliability range of the third speed v_acceleration, in particular - the first reliability range is maximum for a high speed, especially a high first speed v_reed and / or greater than 15 km / h, - the second reliability range is at its maximum for high acceleration, especially a rapidly increasing second velocity v_tritt and / or greater than 0.5 m / s 2 , - the third reliability range is at its maximum for a high negative acceleration, in particular a sharply decreasing third velocity v_acceleration and / or less than -0.5 m / s 2 .

[0064] Furthermore, it may be provided within the scope of the invention that the calculation 130, in particular the combination, is carried out by weighting, wherein: - the first reliability range is weighted with the first speed v_reed, in particular multiplied, - the second reliability range is weighted with the second speed v_tritt, in particular multiplied, and / or - the third reliability range is weighted, in particular multiplied, by the third speed v_acceleration.

[0065] With regard to the present invention, it is conceivable that during the calculation 130, in particular the combination, the final speed v_final is determined as a function of the first speed v_reed and the third speed v_beschl, wherein the final speed v_final - corresponds to the first speed v_reed if it is less than or equal to the third speed v_beschl, or - corresponds to the third velocity v_acceleration if it is less than or equal to the first velocity v_reed.

[0066] Furthermore, it is conceivable that when calculating 130, especially when combining, the final velocity corresponds to v_final: - the first speed v_reed, or in particular the third speed v_beschl, if this is greater than or equal to the second speed v_tritt, or - the second velocity v_tritt, if it is greater than or equal to the first velocity v_reed, or in particular the third velocity v_beschl.

[0067] Within the scope of the invention, it can be advantageous that when calculating 130, in particular when combining, the final speed v_final is determined as a function of a feedback speed, wherein in particular the feedback speed includes a past final speed v_final.

[0068] Fig. Figure 2 shows an example of a pedal-driven vehicle 200, comprising at least one control unit ECU, wherein the pedal-driven vehicle 200 is designed according to a method 100 (see Figure 2). Fig. 1 and / or according to the first aspect). The control unit ECU can be connected via a data connection (shown with a dashed line) to at least one sensor (not shown in detail), e.g., an accelerometer, a cadence sensor, and / or a reed sensor and / or a Hall sensor, which can be located, for example, on the crank and / or on the frame and / or on a pedal. The control unit ECU can be configured to operate 140 of the pedal-driven vehicle 200, e.g., by controlling and / or regulating an actuator (by providing a control signal via a data connection), in particular a gearshift and / or a driver assistance function (e.g., ABS).

Claims

[1] Method (100) for operating (140) a pedal-powered vehicle (200), in particular a bicycle, comprising a control unit (ECU) comprising the method (100): - Determine (110) a first velocity (v_reed) that is specific to the pedal-driven vehicle (200), - Determine (120) a second speed (v_tritt) or a third speed (v_beschl) that is specific to the pedal-driven vehicle (200), - Calculate (130), by the control unit (ECU), a final speed (v_final) depending on the initial speed (v_reed) and ◯ of the second speed (v_tritt), or ◯ of the third speed (v_acceleration), - Operation (140) by the control unit (ECU) of the pedal-driven vehicle (200) depending on the final speed (v_final). [2] Method (100) according to claim 1, characterized by, that the first speed (v_reed) is determined as a function of a wheel rotation speed, in particular a reed signal, which is generated, for example, by a reed switch. [3] Method (100) according to claim 1 or 2, characterized by , that the second speed (v_tritt) is determined as a function of a torque signal, in particular a torque sensor, and: - a rider's cadence, which is measured in particular at a crank of the pedal-driven vehicle, and / or - a motor frequency, in particular a motor of the pedal-driven vehicle. [4] Method (100) according to any one of the preceding claims, characterized by , that the third velocity (v_acceleration) is calculated as a function of an acceleration signal, in particular the acceleration signal being measured by an acceleration sensor of the pedal-driven vehicle (200). [5] Method (100) according to any one of the preceding claims, characterized by , that the third velocity (v_acceleration) is determined as a function of a reference value, in particular a first velocity (v_reed), a second velocity (v_step), and / or a past third velocity, and a relative change in velocity, which is preferably determined as a function of an acceleration. [6] Method (100) according to any one of the preceding claims, characterized by , that the calculation (130) includes a combination, in particular a weighting, of the first velocity (v_reed) and - the second speed (v_tritt), and / or - the third speed (v_acceleration) to obtain the final speed (v_final). [7] Method (100) according to claim 6, characterized by , that the calculation (130), in particular the combining, is dependent on - a first reliability region of the first speed (v_reed), - a second reliability range of the second speed (v_tritt), and / or - a third reliability range of the third speed (v_acceleration), in particular - the first reliability range is maximum for a high speed, especially a high first speed (v_reed) and / or greater than 15 km / h, - the second reliability range is at its maximum for high acceleration, especially a rapidly increasing second velocity (v_tritt) and / or greater than 0.5 m / s 2 , - the third reliability range is at its maximum for a high negative acceleration, especially a rapidly decreasing third velocity (v_acceleration) and / or less than -0.5 m / s² 2 . [8] Method (100) according to claim 7, characterized by, that the calculation (130), in particular the combining, is carried out by weighting, wherein: - the first reliability range is weighted by the first velocity (v_reed), in particular multiplied, - the second reliability range is weighted by the second speed (v_tritt), in particular multiplied, and / or - the third reliability range is weighted, in particular multiplied, by the third speed (v_acceleration). [9] Method (100) according to any one of the preceding claims, characterized by , that in the calculation (130), in particular the combination, the final velocity (v_final) is determined as a function of the first velocity (v_reed) and the third velocity (v_beschl), where the final velocity (v_final) - corresponds to the first speed (v_reed) if it is less than or equal to the third speed (v_beschl), or - corresponds to the third speed (v_acceleration) if it is less than or equal to the first speed (v_reed). [10] Method (100) according to any one of the preceding claims, characterized by , that when calculating (130), especially when combining, the final velocity (v_final) corresponds to: - the first speed (v_reed), or in particular the third speed (v_beschl), if this is greater than or equal to the second speed (v_tritt), or - the second speed (v_tritt), if it is greater than or equal to the first speed (v_reed), or in particular the third speed (v_beschl). [11] Method (100) according to any one of the preceding claims, characterized by, that in the calculation (130), in particular the combination, the final velocity (v_final) is determined as a function of a feedback velocity, wherein in particular the feedback velocity includes a past final velocity (v_final). [12] Pedal-driven vehicle (200) comprising at least one control unit (ECU), wherein the pedal-driven vehicle (200) is configured to be operated according to a method (100) according to any one of the preceding claims 1 to 11. [13] Computer program product comprising instructions that cause a pedal-driven vehicle (200) according to the preceding claim to execute a method (100) according to any one of claims 1 to 11. [14] Computer-readable data carrier on which a computer program product according to the preceding claim 13 is stored. [15] Data carrier signal which transmits a computer program product according to the preceding claim 13.

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