Control device for an e-bike with a control unit and at least one actuator

Abstract

A control device 1 for an e-bike is disclosed. The device comprises an electric drive unit (15) connected to a control unit (18); a handlebar (3) with a first and a second grip (11) for steering actuation; at least one brake lever (12) movably attached to the grip (11) for initiating braking operations; and at least one actuator (4) arranged on the at least one brake lever (12), wherein actuation of the actuator (4) generates a control signal (6) to the control unit (18) for controlling the electric drive unit (15), and the actuator (4) is arranged on the brake lever (12) such that the actuator (4) is actuated manually from the first and / or second grip (11).

Description

[0001] The present invention relates to a control device for an e-bike. Furthermore, the invention relates to a method for controlling an e-bike. Technological background

[0002] Electric bicycles, commonly known as e-bikes, represent a major development in the world of cycling, combining the traditional riding experience with modern technology. These bikes expand the functionality of a conventional bicycle by integrating an electric drive system consisting of a motor, a battery, and a controller. The motor provides additional power while pedaling, which is especially beneficial on inclines or longer rides. The rechargeable battery powers the motor, and the controller allows the rider to regulate the intensity of assistance as needed.

[0003] E-bikes vary in design, with the most common types being pedelecs and S-pedelecs. Pedelecs assist the rider up to a speed of 25 km / h and are classified as regular bicycles in many countries. S-pedelecs, on the other hand, can reach speeds of up to 45 km / h and are therefore often subject to stricter regulations. There are also e-mountain bikes designed specifically for off-road use, which feature more robust components and powerful motors.

[0004] The advanced controls and functionality of electric bikes have significantly improved the riding experience by giving the rider precise control over various aspects of the bike. At the heart of these innovations is the control of motor power. The rider can adjust the intensity of the motor assistance using a handlebar-mounted controller. This can be a small control panel or a rotary knob that allows the rider to switch between different assistance levels. This adaptability is crucial, as it directly impacts the bike's range and battery life.

[0005] Another feature of modern e-bikes is their lighting systems. These are powered directly by the bike's battery. The lights are usually controlled via a switch on the handlebars or the main control panel, allowing the rider to turn the lights on and off as needed, or switch between different lighting modes.

[0006] Some e-bike models are also equipped with regenerative braking systems. These innovative systems use the kinetic energy generated during braking to partially recharge the battery. This is achieved through a special circuit in the motor and brake lever that allows energy to be recovered during braking.

[0007] In addition to these features, e-bikes can have displays that show information such as speed, battery level, and distance traveled. These displays are often intuitively designed and located on the handlebars, allowing the rider to keep an eye on important data while riding.

[0008] Finally, in addition to their technical advantages, e-bikes also offer important environmentally friendly alternatives for urban commuters. As an emission-free mode of transport, they help reduce traffic jams and are often a faster and more flexible alternative to conventional public transport in densely populated cities.

[0009] The following disclosures are known from the prior art.

[0010] Publication WO2019 / 043576A1 by the same applicant discloses an electric bicycle with a communication system comprising an electronic processing module for processing information for the rider of the electric bicycle and a signaling device for providing the processed information to the rider. Control elements can be arranged in the form of buttons, pushbuttons, switches, as well as sensor strips and / or sensor fields in or on the handlebar grips.

[0011] DE102016001324A1 describes an electric bicycle shifting device, which essentially consists of a shifting operation device including an actuating member and a first controller. The controller is programmed to output a first signal for initiating a shifting operation upon manual actuation of the actuating member, and a second signal for terminating the shifting operation upon termination of the manual actuation. The signals are independent of each other and differ in waveform or voltage. The shifting device also includes a wireless communication unit for transmitting these control signals, as well as a derailleur and a second controller. The second controller receives the control signals and subsequently controls the shifting process. The second controller can also be programmed to stop the shifting operation when the derailleur reaches a maximum or minimum speed level.

[0012] The EP3674197B1 includes a pedelec system in which the battery and electric motor controller are seamlessly integrated into the frame. The motor is built into the rear wheel hub. A removable battery is located in the main frame tube, allowing for easy maintenance and contributing to the bike's aesthetics and low weight. A pedal sensor system, mounted on the hub's freewheel, and a motor controller integrated into the battery support various levels of riding assistance. An optional external battery is also provided, which serves as an additional power source or charger.

[0013] DE102014013351A1 presents a bicycle component control device composed of a communication interface and a controller. This control device is designed to communicate with at least one electric bicycle component and at least one manually operated input element. The controller, electrically connected to the communication interface, is programmed to control the electric bicycle component based on the activation of the manual input element.

[0014] DE102017002769A1 describes a bicycle operating device consisting of several components: a base member, an actuating member, a hydraulic unit, an electrical switch, a wireless communicator, and a power supply. The base member is mounted on a bicycle handlebar and has an opposite second end. The actuating member is pivotally mounted on the base member about a pivot axis. The wireless communicator is electrically connected to the switch to wirelessly send signals to other components based on user input. The power supply is also connected to the wireless communicator to supply it with power.

[0015] EP2402241B1 describes an electrically controlled shift control device for bicycles, designed for mounting at the end of a bicycle handlebar. The device offers enhanced control options for shifting operations and is designed to be visually integrated into the bicycle handlebar. The shift control device comprises an actuating element designed to shift the bicycle's gears up and down, which can be moved between a neutral position and two actuating positions.

[0016] EP1564124A2 describes a bicycle computer that is mounted between the free ends of a bicycle handlebar, thus forming an integral part of the handlebar. The bicycle computer comprises an elongated housing with first and second mounting parts at the ends. At least one of the mounting parts has a retractable element that fits into a corresponding free end of the handlebar. The bicycle computer is attached to the handlebar to form a closed loop.

[0017] The current state of the art presents several challenges and disadvantages. For example, the complexity of operating advanced control systems while riding can cause problems. Likewise, the placement and size of some components on the handlebars can interfere with other parts of the bicycle, impairing clarity and usability. Maintenance and battery replacement are complicated, especially for systems with complex power supply and communication units. Furthermore, existing systems may not be sufficiently adaptable to different riding conditions, which can lead to limitations in situations where quick response and precise control are required. Description of the invention

[0018] One object of the invention is to avoid at least some of the disadvantages of the prior art. The control of an electric drive unit of an e-bike, as well as other units or components, should be stable and reliable, e.g., without releasing a handle. Furthermore, an existing solution should be expanded and, if necessary, redundancy achieved, thereby increasing riding safety.

[0019] These problems are at least partially solved by the features of the independent patent claims.

[0020] According to a first aspect of the invention, a control device for an e-bike is disclosed. This comprises an electric drive unit connected to a control unit. In addition, the e-bike is equipped with a handlebar and a first and a second handle for steering actuation. Furthermore, at least one brake lever with a lever blade for initiating braking operations is provided, which is movably attached to the handlebar and / or first and / or second handle. There is also at least one actuator arranged on the at least one brake lever or lever blade. Actuation of the at least one actuator generates a control signal to the control unit for controlling the electric drive unit. Furthermore, the at least one actuator is arranged on the brake lever or lever blade such that the actuation of the at least one actuator occurs manually from the first and / or second handle.

[0021] Actuation of the actuator can also generate a signal to another actuator that is connected to or combined with the control unit. The additional actuator can be designed as a control unit.

[0022] The solution, which combines at least one actuator and the additional actuator with an electric drive unit, offers the rider extensive advantages. It allows for flexible control of the electric drive unit's assistance, allowing the intensity of assistance to be adjusted depending on the situation and personal preferences. Especially on inclines or longer rides, the rider can increase the assistance to reduce the effort required, which is particularly beneficial for less trained riders or on longer tours.

[0023] The use of the electric drive unit also contributes to more environmentally friendly transportation, as electric bicycles produce fewer emissions than motorized vehicles. The electric drive also enables a smoother and more relaxing riding experience, as the motor operates quietly and minimizes vibrations.

[0024] The adaptability of the drive unit's power is also advantageous from an energy perspective, as it allows for more efficient use of the battery. The rider can reduce the electric drive unit's assistance on flat or easy sections to save energy and increase it when needed, optimizing the e-bike's range and ensuring the battery lasts for longer periods.

[0025] The ability to adjust the drive unit's assistance also promotes a personalized riding experience. The rider can adjust the assistance to match their personal fitness goals or desired exercise intensity. This makes the e-bike attractive to a wide range of users, from those seeking maximum assistance to those seeking a more focused physical activity.

[0026] Additionally, the rider can control their e-bike's drive unit without having to take their hand off the handlebars, as at least one actuator is located on the brake lever and is operated manually from the first and / or second grip. This increases safety and control while riding, especially on gravel or mountain bikes. Because the rider can control the components directly from the handlebars, their attention remains more focused on their surroundings, reducing the risk of accidents.

[0027] Furthermore, this solution allows the rider not only to remove their hand from the handlebars, but also to keep their fingers on one of the brake lever blades while operating at least one actuator. This, in turn, increases safety, as the rider is ready to brake at any time.

[0028] The proposed solution can be supplemented and further improved by the following additional, each advantageous embodiment.

[0029] An additional actuator can be provided that can be coupled or is coupled to the at least one actuator. This allows for simple and efficient retrofitting. The additional actuator can be provided on or in the control unit.

[0030] According to one embodiment, an additional actuator is provided.

[0031] This configuration allows the same or similar control functions to be performed from different points on the e-bike. Such a system offers the crucial advantage that if at least one actuator fails, the control functions can still be performed via the additional actuator, significantly increasing reliability.

[0032] It is advantageous if the at least one actuator is arranged on the brake lever of the first handle and the additional actuator is arranged on the brake lever of the second handle. This allows different control functions to be achieved depending on the actuation of the first and / or second actuator.

[0033] For example, the at least one actuator on the first handlebar could be responsible for adjusting the electric drive unit's power, allowing the rider to control the speed or assistance level of the electric motor directly from the handlebars. The additional actuator on the second handlebar could be used for other functions such as activating a light, adjusting a seat, or controlling navigation or multimedia systems.

[0034] It is also particularly advantageous if both actuators are functionally connected. This allows certain functions to be controlled in parallel. For example, the rider could operate the e-bike's lighting or adjust the drive unit's assistance level from both the handlebars and the brake lever, offering additional flexibility in using the e-bike. Actuation of the additional actuator can also generate a control signal to the at least one and / or additional actuators connected to or combined with the control unit.

[0035] According to a further embodiment, it is provided that the additional actuator and / or the at least one actuator can be coupled to a further actuator.

[0036] This solution offers the following technical advantages. First, this arrangement provides increased flexibility in system configuration. The additional actuator can be integrated both inside and outside the control unit. This flexibility allows the system to be adapted to different application requirements.

[0037] Second, this configuration demonstrates the system's easy scalability and adaptability. The ability to integrate additional actuators without changing the fundamental system architecture is a critical advantage, especially in rapidly evolving technology areas. This allows the system to be easily adapted to new requirements and functions without requiring a comprehensive redesign.

[0038] It is advantageous if the control device comprises a first brake lever and a second brake lever.

[0039] This arrangement allows the rider to decide which wheel—rear or front—should be braked more or less forcefully, depending on the riding situation and the surface conditions. This differentiated braking control is particularly advantageous on slippery or uneven surfaces, as it maximizes the e-bike's stability and significantly minimizes the risk of skidding or tipping over.

[0040] Separate brake control for the front and rear wheels also improves the e-bike's handling when cornering. The rider can fine-tune the braking behavior to maneuver the e-bike more efficiently and safely through corners, making the overall riding experience more enjoyable and safe.

[0041] This distribution also offers a better opportunity to adapt braking behavior to personal preferences or specific riding situations. For example, an experienced rider may preferentially brake the rear wheel in certain situations to avoid oversteer, while a less experienced rider may prefer more even braking of both wheels.

[0042] Finally, the grip can either be part of the brake lever, as on a racing bike, or a separate component that is not connected to the brake lever, as on a straight handlebar.

[0043] According to a further embodiment, it is provided that the at least one actuator is designed as two subactuators.

[0044] This design offers advantages that improve the design and functionality of the e-bike.

[0045] By splitting the system into two sub-actuators, different functions can be controlled independently. For example, it allows upshifting with one sub-actuator and downshifting with the other, providing intuitive and efficient control of gear changes.

[0046] This configuration also allows for versatile and individual adaptation to the rider's needs. For example, one sub-actuator could be used for gear shifting and the other for additional functions such as controlling the electric drive assistance or operating lights and navigation aids. This flexibility in function assignment makes the e-bike an adaptable and user-oriented means of transport.

[0047] It is also particularly advantageous if the two subactuators can be operated in two control directions. The ability for each subactuator to be operated in two directions further expands the adaptability and functionality of the system. This bidirectional operation allows drivers to make finer adjustments and control more functions intuitively.

[0048] For example, the bidirectional movement of one sub-actuator for gear shifting enables fast upshifts and downshifts, while the other sub-actuator, also used bidirectionally, could precisely regulate the intensity of the electric assistance or activate other additional functions.

[0049] According to a further embodiment, it is provided that the two sub-actuators and / or the at least one actuator are designed as buttons and / or levers.

[0050] Both buttons and levers, when chosen as controls, allow the rider to operate the e-bike intuitively, as they are widely available and familiar to most users. When used as actuators, riders of all experience levels can quickly understand and use the e-bike's functions, which is especially beneficial for new or occasional riders.

[0051] In addition, the use of buttons provides improved haptics and feedback for the driver. The tactile click of a button can provide direct confirmation that a function has been successfully executed.

[0052] This design also allows for compact and aesthetic integration into the overall design of the electric bike. Instead of adding additional, bulky controls, the actuator is seamlessly integrated into the design of the electric bike. This contributes to a sleek, unobtrusive appearance that doesn't compromise the e-bike's aesthetics.

[0053] Durability and reliability are further key advantages of this design. A robustly constructed lever or button can better withstand the rigors of daily use and reduces the risk of defects or failures compared to, for example, a purely electronic control component such as a display. This extends the lifespan of the e-bike and reduces maintenance requirements.

[0054] According to a further embodiment, it is provided that the control unit is arranged on a bicycle frame in an at least partially visible manner.

[0055] The control unit is protected from environmental influences and damage by being installed within the frame. By integrating it into the frame, the control unit is better protected from rain, dirt, and impacts, increasing its service life and reliability.

[0056] Another advantage is the aesthetics and design of the e-bike. By integrating the control unit into the frame, the e-bike's appearance remains sleek and unobtrusive. There are no additional cables or components visible outside the frame, resulting in a clean and professional appearance.

[0057] Furthermore, placing the control unit within the frame enables better integration and communication with other units or components. The central location allows for more efficient and protected cabling to other components such as sensors or actuators.

[0058] Finally, the control unit is at least partially visible, which offers several advantages. Visibility improves usability by allowing the driver to quickly locate and interact with the unit. Furthermore, the visible layout facilitates maintenance and troubleshooting. Technicians can identify and resolve problems more quickly. Furthermore, the control unit is easy to replace.

[0059] According to a further embodiment, it is provided that the control unit has an actuator function.

[0060] The fact that the control unit can function as an additional actuator offers further advantages. This configuration increases operational reliability by providing an alternative control option should problems arise with the actuator. This ensures the continuous functionality of the components.

[0061] In addition, the control unit enables more precise control and fine-tuning of the e-bike's components, which is particularly advantageous for complex settings such as fine-tuning the drive power or the lighting intensity.

[0062] According to a further embodiment, the control device comprises a further component that is signal-connected to the control unit. This component is a lighting system and / or a seat tube with a suspension system and / or a display.

[0063] A display improves usability by allowing the driver to monitor important information such as speed, battery status, distance, and other relevant statistics in real time. This immediate feedback helps the driver better manage their journey and make decisions based on current data. Furthermore, a display can facilitate navigation by providing directions or maps.

[0064] Furthermore, an integrated display can enhance the aesthetics of an e-bike, giving it a modern and technologically advanced look. The ability to use the display for custom settings, such as adjusting the lighting, riding modes, or monitoring system diagnostics, also contributes to an improved, personalized riding experience.

[0065] As an alternative to an integrated display, there is also the option of using a conventional, non-integrated display. This offers a flexible option for users who may want to use an existing device or smartphone, or who prefer a detachable display that can be easily mounted and removed as needed.

[0066] In addition, the connection to the lighting allows for centralized control of the lighting, which both increases safety in low-light conditions and improves comfort by allowing the rider to easily turn the light on and off or adjust it without taking their hands off the handlebars.

[0067] Finally, the connection between the seat tube and the suspension system allows for fine-tuning of the rider's position and ride comfort. For example, the rider can adjust the seat tube height for an optimal seating position or adjust the suspension system for a more comfortable ride on uneven surfaces.

[0068] According to a further embodiment, the display shows at least one of the following parameters: battery status, average speed, power, calorie consumption, position on a map.

[0069] Such a display expands the rider's information base and contributes to an improved and safer riding experience. First, the battery status display allows the rider to efficiently monitor their e-bike's energy consumption. This is especially important to ensure sufficient battery power for the planned route and to avoid unexpected breakdowns. The average speed display helps the rider better control their riding speed and can be useful for adhering to legal speed limits or achieving personal riding goals.

[0070] Monitoring calorie consumption can be of great interest to health-conscious riders. It allows them to track energy expenditure during their ride and adjust their fitness goals accordingly. Furthermore, displaying your position on a map provides a valuable navigation aid, especially in unfamiliar areas. It makes orientation and route planning easier, which is especially useful on longer tours or adventure rides.

[0071] According to a further embodiment, it is provided that a control signal can be supplied to the control unit from the at least one actuator in at least two control directions.

[0072] The rider generates a control signal via the actuator, which is sent to and received by the control unit. This control signal is flexible and allows control in at least two directions, rather than a sequential sequence. This means that the rider can directly increase or decrease certain variables of the e-bike component via the control signal. This increases riding flexibility and thus riding comfort.

[0073] This flexibility of the control signal allows the rider to adjust, for example, the intensity of electric assistance or the brightness of lighting to their needs. Bidirectional control enables more intuitive interaction with the e-bike, allowing instant adjustment in both directions without being restricted by predefined steps or sequences. This type of control is particularly useful in rapidly changing riding environments.

[0074] According to a further embodiment, it is provided that the control unit is coupled to the at least one actuator via a wiring.

[0075] This type of connection ensures reliable and stable communication between the control unit and the actuator. The wiring ensures direct and interference-free signal transmission, which is particularly important for the precision and responsiveness of the actuator. This is crucial for functions such as braking, shifting, or adjusting the electric drive unit's power, where a fast and precise system response is required.

[0076] Another advantage of the wired connection is its robustness against environmental influences. Unlike wireless systems, which can be susceptible to interference or signal interruptions, wiring provides consistent and reliable performance under a variety of conditions. This increases the safety and reliability of the e-bike, especially in demanding environments or adverse weather.

[0077] Additionally, wired systems are often easier to maintain and diagnose than complex wireless systems. If a problem occurs, troubleshooting and repair can be made easier by physically tracing the wiring.

[0078] According to a further embodiment, it is provided that the wiring comprises a cable with at least one inner conductor and a shielding cable.

[0079] The inner conductor in the cable is the core for transmitting electrical signals between the control unit and the actuator. Furthermore, the shielded cable surrounding the inner conductor plays a key role in protecting the signals from external electromagnetic interference. This type of shielding is particularly important in urban or highly electrified environments where electrical interference can be common. Shielding ensures signal quality and the reliability of control commands.

[0080] According to a further embodiment, it is provided that the at least one brake lever comprises a gearshift lever.

[0081] Combining the brake and gear levers in one location simplifies handling of the e-bike. The rider can perform both gear shifting and braking without taking their hands off the handlebars, increasing safety.

[0082] This integration also promotes a more ergonomic riding style. The rider no longer has to stretch or change their hand position to reach a shift lever's blade, reducing the risk of hand fatigue or strain. Furthermore, the proximity of the shift lever to the brake lever allows for intuitive operation, which is especially helpful in demanding riding situations such as urban traffic or trail riding.

[0083] Combining the brake and shift levers into a single unit also results in a cleaner and more aesthetically pleasing handlebar area. This design reduces visual complexity and contributes to a sleeker, more modern overall appearance of the e-bike.

[0084] According to a further embodiment, the handlebar is designed as a racing bike handlebar.

[0085] First, a road bike handlebar offers an aerodynamic positioning. The forward-leaning and low position enabled by the road bike handlebar reduces drag, which is especially beneficial at high speeds. This leads to a more efficient ride and can be a significant advantage over longer distances or races.

[0086] Another advantage is the versatility of grip positions offered by road handlebars. Riders can switch between different grip positions to adjust comfort, control, and efficiency depending on the riding situation. This is especially important on long rides, as it prevents fatigue-related discomfort and allows the rider to vary their position to avoid muscle strain.

[0087] In addition, a road bike handlebar improves handling and control at high speeds and when cornering. The shape of the handlebar allows for more precise steering, boosting rider confidence on fast descents or tight turns.

[0088] According to a further embodiment, the electric drive unit is designed as a rear-wheel or mid-drive unit.

[0089] The mid-drive, positioned centrally on the e-bike near the bottom bracket, ensures balanced weight distribution, thus improving the e-bike's balance and stability. A rear-wheel drive offers a sporty ride and provides a direct, dynamic ride without any hesitancy when shifting gears. It's also quiet and reduces wear. This is particularly beneficial for high-speed S-pedelecs with up to 1000 watts and speeds of 45 km / h. They are subject to high loads and can travel many kilometers.

[0090] When the actuator on the e-bike is activated, a control signal can be generated for another actuator. The second actuator is then connected to or combined with the control unit, or forms the control unit itself. If a first actuator controls a second actuator, the system can be used efficiently and / or retrofitted. For example, the first actuator can be added to an existing system as a retrofit kit. This can be done without major changes to the existing system.

[0091] The second actuator is usually matched or optimized to the existing system. The second actuator is thus designed for the circuit, and especially with the first actuator, to achieve fast switching while keeping latency to a minimum. A feedback unit would generally be used from front to back. By using the first and second actuators, the switching speed can be maintained. The interface to the first actuator or between the first and second actuators can be optimized and does not adversely affect the switching speed.

[0092] A complex proprietary protocol is typically used from the second actuator or control unit to the circuit. The first actuator uses a simple protocol, which can be implemented in binary, for example. The first actuator can then easily be docked or coupled to the proprietary protocol using the second actuator.

[0093] According to a further aspect of the invention, a method for controlling an e-bike is disclosed. The method comprises providing an electric drive unit connected to a control unit; providing a handlebar with a first and a second handle for steering actuation; providing at least one brake lever movably attached to the handlebar for initiating braking operations; and providing at least one actuator arranged on the at least one brake lever or lever blade. The method further comprises actuating the actuator on the brake lever or lever blade to generate a control signal to the control unit for controlling the electric drive unit, wherein the actuation of the at least one actuator is performed manually from the first and / or second handle.

[0094] The method may further comprise coupling the at least one actuator to another actuator or the control unit.

[0095] It will be understood by a person skilled in the art that all of the described preferred and particular embodiments can be implemented in any combination in an embodiment according to the invention, provided that they do not exclude one another.

[0096] The present invention will now be explained in more detail below using specific embodiments and figures, but is not limited to these. Further advantageous embodiments will become apparent to a person skilled in the art upon studying these specific embodiments. For the sake of simplicity, the same parts are provided with the same reference numerals in the figures. Character description

[0097] The following figures describe exemplary embodiments. Fig.1: a schematic perspective view of a handlebar with grips; Fig. 2: a schematic side view of a handlebar with a visible right grip; Fig. 3: a schematic sectional view of a handlebar with a visible left grip; Fig. 4A: an analog control signal without an analog-to-digital converter; Fig. 4B: an analog control signal with an analog-to-digital converter; Fig. 5: an e-bike with a control device; Fig. 6: a diagram of a control device; Fig. 7: a brake lever with a lever blade; Fig. 8A: a schematic representation of a coupling of at least one actuator with another actuator; Fig. 8B: a schematic representation of a coupling of at least one and an additional actuator with a second actuator; Fig.9: a schematic side view of two brake levers; Fig. 10: a schematic perspective view of a wiring and line; Fig. 11: a schematic perspective view of an e-bike with a racing handlebar; and Fig. 12: a schematic perspective view of wiring between a shift lever, an actuator and a control unit. Implementation of the invention

[0098] Fig.Figure 1 shows a schematic perspective view of a control device 1 arranged in an e-bike 17. The e-bike 17 has a handlebar 3 with a right and a left grip 11. The handlebar 3 is designed as a racing bike handlebar, which ensures an aerodynamic riding position and fast reaction times when operating the e-bike 17. A control unit 18 with a display 13 is fitted into a frame 10, which forms the structural base of the e-bike 17. A brake lever 12, which is attached to each of the grips 11, allows the rider to operate the brakes.

[0099] An actuator 4 is arranged on a lever blade 2 of the right brake lever 12, which actuator is designed as two sub-actuators 4A, 4B and is connected via a wiring 5 (cf. Fig. 3) is connected to the control unit 18. This actuator 4 is responsible for the fine adjustment of the motor support by an electric drive unit 15 (see Fig.5), whereby the sub-actuator 4A can be actuated in control direction A and the sub-actuator 4B in control direction B. A shift lever 14 with two buttons 14A, 14B allows the driver to switch between different stages or gear steps using two buttons.

[0100] Located centrally on the frame 10 is the display 13, which shows relevant information such as speed, battery status, or navigation data. This information is displayed in real time and helps the rider make informed decisions about riding style and energy consumption. Furthermore, the display 13 functions as an additional actuator, allowing the adjustment of the light intensity of a lighting system 16.

[0101] The control unit 18, which includes the display 13, is positioned on or in the frame 10 and serves as a central control module for various components. It receives driver inputs via the actuator 4 and processes them to make appropriate adjustments to the drive unit or electric drive unit 15 (see FIG. Fig. 5), the lighting 16 or other units or components.

[0102] Finally, the control unit 18 also enables user-defined operation by allowing the rider to save their personal settings for motor assistance from the electric drive unit 15, lighting 16, and gearshift behavior and recall them as needed. This personalization reinforces the feeling of a tailor-made riding experience, precisely tailored to the rider's preferences and requirements.

[0103] Fig.Figure 2 shows a schematic side view of the handlebar area of ​​an e-bike 17. The handlebar 3, designed in the style of a racing bike handlebar, contributes to optimizing the riding posture and promotes an aerodynamically favorable positioning of the rider. Furthermore, this handlebar 3 is attached to the frame 10, which forms the structural basis of the e-bike 17.

[0104] Grips 11 are located on the front sides of the handlebar 3, ensuring a stable grip. An actuator 4 in the form of two sub-actuators 4A and 4B is integrated into the right grip 11, on a lever blade 2 of a brake lever 12, which is connected by wiring 5 (see Fig. Fig. 3) is integrated into the system of the control unit 18.

[0105] This actuator 4 has the task of controlling the power of an electric drive unit 15 and the intensity of a bicycle light 16 (cf. Fig.5). This is done by the sub-actuators 4A and 4B, which are designed as buttons. They can both be moved in two control directions, A and B. Thus, by moving the sub-actuator 4A in control direction A (cf. Fig. 1) the power of the electric drive unit 15 is increased and in control direction B (cf. Fig. 1) can be reduced, while by moving the sub-actuator 4B in control direction A (cf. Fig. 1) the intensity of the bicycle lighting 16 is increased and in control direction B (cf. Fig. 1) is reduced.

[0106] The display 13 is positioned on the front of the frame 10 or top tube, directly in the rider's field of vision, to ensure optimal readability of the displayed information. It displays relevant data such as speed, battery status, and navigation instructions and is part of the control unit 18.

[0107] The control unit 18 serves as a central control module that receives and processes signals or communication signals from the respective actuator 4. More specifically, this allows the performance of the electric drive unit 15 (see Fig. 5) and the lighting 16 (cf. Fig. 5) controlled and adjusted. The connection technology should be reliable and secure, which speaks in favor of a wired connection. This makes coupling to another actuator easy.

[0108] The connection to the other actuator can also be done wirelessly using radio technology.

[0109] The control unit 18 is coupled to the actuator 4 via a wireless connection. It has an integrated radio receiver (not shown) that transmits control signals 6 (see Fig.4A) of actuator 4. This receiver is tuned to the frequency of the transmitter in actuator 4 to form a dedicated communication bridge. Actuator 4 is then additionally equipped with a transmitting unit, a microcontroller, and a power source (not shown). The transmitting unit consists of a radio transmitter that converts the manual settings of the lever into signals. An embedded microcontroller in actuator 4 is used to record the movements and positions of the sub-actuators 4A, 4B, interpret them, and convert them into a digital signal. A small battery (not shown) powers the microcontroller and the transmitting unit.

[0110] In addition to the electric drive unit 15 (see Fig. 5), the same actuator 4 or an additionally mounted actuator 4' can also control the suspension settings by adjusting the stiffness and damping of a fork 7 (cf. Fig.5). This allows the rider to optimally adapt the E-Bike 17 to different road conditions and personal preferences.

[0111] The control unit 18 also has an integrated, i.e. invisible, anti-theft system (not shown) that can be activated via the or additional actuators 4, which secures the e-bike 17 against unauthorized use.

[0112] Fig. 3 shows a schematic sectional view of a handlebar 3 with a visible left grip 11 of an e-bike 17.

[0113] The handlebar 11 is ergonomically designed to provide the rider with a firm grip while riding. A brake lever 12 attached to it allows the activation of the e-bike's braking mechanisms 17.

[0114] In addition, an actuator 4 is attached to a lever blade 2 of the brake lever 12. This actuator 4 is not only physically connected to the brake lever 12 but is also connected to a control unit 18 via electrical wiring 5. This configuration guarantees direct and reliable signal transmission, allowing the driver to effectively control and adjust the power of an electric drive unit 15 (see FIG. Fig. 5).

[0115] The actuator 4 offers the driver the possibility of regulating the drive power in, for example, five different levels. This is achieved by moving the actuator 4 in two directions, with each movement switching one level higher or lower. The lowest level represents the off state, while the highest level represents the maximum power of the electric drive unit 15 (see Fig. Fig. 5) releases.

[0116] On the handlebar 3 there is also an actuator 4', which also controls (cf. Fig. 5). Similar to actuator 4, the additional actuator 4' can also be operated in both directions.

[0117] The control unit 18, strategically located in the frame 10, can be considered the heart of the electronic network of the e-bike 17. It receives the control signals 6 sent by the actuators 4, 4' (see Fig. 4A, Fig. 4B) and processes them to control the corresponding components of the e-bike. A display 13 located on the frame 10 is a component of the control device 1. It serves as a visual interface that provides the rider not only with ride information but also with component status reports and feedback on their inputs.

[0118] The rider can also use the user interface of the display 13 to make settings that are processed by the control unit 18 to adjust the riding behavior of the e-bike 17. This ranges from adjusting the motor support levels to activating various lighting modes, communication options, and entertainment options.

[0119] In a particular embodiment, the control device 1 is further extended to control a third component, in this case a seat tube 19 (cf. Fig. 5) and the display 13. This extension is made possible by a combined operation of both actuators 4, 4'.

[0120] By pressing the two actuators 4, 4' for two seconds in any direction A, B, a special control regime is activated which allows the rider to tilt the seat tube 19 (cf. Fig.5) in several stages and to operate the display 13. The height of the seat tube 19 (cf. Fig. 5), while actuator 4' controls the display. The rider can choose between different display modes on the display 13: battery status, a map showing the current position, and an overview of the control regime, including the current settings of the electric drive unit 15 levels, the e-bike lighting 16, and the seat tube height 19 (see Fig. 5).

[0121] The control of the two actuators 4, 4' is summarized in the following table. Actuator 4 Actuator 4' Tax regime Consequence Move in control direction A / B - 0 Drive power increases / decreases by one level - Move in control direction A 0 Lighting intensity increases / decreases by one level Press in any control direction for approximately 2 seconds Press in any control direction for 2 seconds 1 Change of tax regime to 1 Move in control direction A / B - 1 Seat tube height increases / decreases by one level - Move in control direction A / B 1 Display switches between Battery status, map, tax regime Pressure in one control direction for approx. 2 seconds Pressure in one control direction for 2 seconds 0 Change of tax regime to 0

[0122] Fig. 4A shows an analog control signal 6 without an analog-to-digital converter 22. This control signal 6 is sent from an actuator 4 to a control unit 18, which processes it and controls a controllable component, e.g. a lighting unit 16 (cf. Fig. 5).

[0123] The actuator 4, designed as a lever, is connected to a potentiometer that changes its electrical properties depending on the lever position. When the lever is moved in one direction, the potentiometer varies the electrical resistance, thus generating a change in the voltage of the analog control signal 6. This signal 6 is then transmitted to the control unit via a shielded cable 5 (see Fig. Fig. 3) transferred.

[0124] Within the control unit 18, the analog signal 6 is processed directly by operational amplifiers, resistors and transistors in order to control the bicycle lighting 16 (cf. Fig. 5) to control.

[0125] The control concept is designed so that the brightness of the bicycle light 16 is in direct, linear proportion to the position of the lever. If the rider moves the lever in one direction, the intensity of the light increases evenly to the maximum possible level. If the lever is moved in the opposite direction, the brightness decreases continuously until the bicycle light 16 is completely switched off (see Fig. 5).

[0126] In a special embodiment, a Hall sensor is used instead of the potentiometer, which uses magnetic field changes to detect the position of the actuator 4, i.e. the lever.

[0127] In this configuration, a magnet is attached to the lever, and the Hall sensor is positioned near the lever. When the driver moves the lever, the position of the magnet changes relative to the sensor, causing a change in the magnetic field. The Hall sensor converts this change into an electrical signal representing the lever's position.

[0128] Fig. Figure 4B shows an analog control signal 6 with an analog-to-digital converter 22, which is sent from an actuator 4 to a control unit 18, which processes it and controls a controllable bicycle component accordingly. In this embodiment, this is an electric drive unit 15 (see Figure 4). Fig. 5).

[0129] The actuator 4 is designed as a lever which, by moving to the left or right, controls the power of the electric drive unit 15 (cf. Fig.5) increases or decreases. This lever is directly connected to a potentiometer, which changes its resistance proportionally to the lever movement. The change in resistance leads to a corresponding change in the voltage of the analog control signal 6.

[0130] The control signal 6 is transmitted via a cable 5 (see Fig. 3), which consists of an inner conductor and a shield. This design is particularly suitable for protecting the control signal 6 against external electromagnetic interference and ensuring high transmission quality of the analog control signal 6. The shield prevents electromagnetic interference from external sources such as mobile phones, transmission towers, or other electronic devices from influencing the control signal 6.

[0131] After the control signal 6 leaves the actuator 4, it is passed to the control unit 18. Here, the analog control signal 6 is converted into a digital control signal 6 using an analog-to-digital converter 22. In this exemplary embodiment, the control signal 6 is converted into a 4-bit digital signal, which means that it can represent 16 different states (from 0 to 15) and thus stages. This digitization enables precise control of the electric drive unit 15.

[0132] Within the control unit 18, the digitized signal is processed by the digital control logic. The control unit 18 thus decides whether the power of the electric drive unit 15 should be increased or decreased by one level, depending on the direction in which the driver has moved the actuator 4, i.e., the lever.

[0133] As soon as the control unit 18 has made the corresponding selection, a corresponding digital control signal 6 is sent to the electric drive unit 15.

[0134] In a particular embodiment, the control signal 6 is a mechanical control signal 6. The driver actuates the actuator 4, which is connected to the control unit 18 via a cable system. The movement of the actuator 4 is thus transmitted directly and physically to the control unit 18. This mechanical movement is recorded in the control unit 18 and converted by a piezoelectric transducer into an electrical control signal 6, which is then transmitted to the electric drive unit 15.

[0135] Fig.Figure 5 shows an e-bike 17 with an integrated control device 1. The e-bike 17 is characterized by a handlebar 3 designed as a standard handlebar. The handlebar 3 is equipped with a lighting unit 16, which is designed as a lamp using LED technology for optimal illumination and energy efficiency.

[0136] At both ends of the handlebar 3 are ergonomically shaped grips 11 and brake levers 12, which enable responsive actuation of the braking mechanisms. A lever 14 is integrated at the right end of the handlebar 3, with which units or components of the e-bike can be controlled or operated. At the left end of the handlebar 3 is an actuator 4, with which the power of an electric drive unit 15 can be controlled. This actuator 4 is attached to a brake lever 12 as an additional lever and allows the rider to adjust the motor power by simply pushing in one direction or the other.

[0137] The electric drive unit 15 itself is designed as an electric motor integrated in the area of ​​a rear wheel 20 and equipped with a belt. By actuating the actuator 4, the driver generates a control signal 6 (see Fig. 4A and Fig.4B), which is sent to a control unit 18. This is electrically connected to the electric drive unit 15 and controls the intensity. This leads to an increase or decrease in the power of the electric drive unit 15. Additionally, the lighting and the height of a seat tube 19 can also be adjusted using the actuator 4.

[0138] The control unit 18 is also equipped with a display 13, which informs the rider about their position on a map, their speed, and calorie consumption. It also shows the battery charge level. The display 13 also serves as an additional actuator, allowing the rider to control the electric drive unit 15, the lighting 16, the seat tube height, and / or other units or components via the display in addition to the actuator 4.

[0139] Using display 13, the rider can not only view the current suspension status but also adjust custom settings. Riders can create and save profiles for different riding situations, allowing them to quickly switch between different suspension settings as needed.

[0140] Finally, the stiffness and damping of a fork 7 can be controlled using the actuator 4 and the control unit 18. By adjusting the preload and damping, the fork 7 can be set either softer for greater comfort on uneven terrain or firmer for better performance on smooth surfaces or roads.

[0141] Fig.6 shows a diagram of a control device 1. This comprises an actuator 4 and a control unit 18. This control unit 18 comprises a plurality of display elements 21, which are designed as LEDs and are visibly integrated in the bicycle frame 10 (cf. Fig. 5). These serve as an indicator for the driver regarding the intensity and performance of the electric drive unit 15 (see Fig. 5) and other components. Furthermore, the control unit 18 is connected to the actuator 4 via a cabling 5.

[0142] The control unit 18 offers advanced connectivity features, including Bluetooth and Wi-Fi connections. This allows the rider to adjust settings via a mobile app and receive real-time updates on the status of an e-bike 17 (see Fig.5), such as battery status, distance traveled, and average speed. Furthermore, the integration of the control unit 18 with cloud services enables the uploading and analysis of driving data, allowing the driver to monitor and improve their performance.

[0143] Furthermore, the control unit 18 and / or the cloud services can have an AI-based learning function that allows the user's driving behavior to be analyzed and the optimal settings for the drive unit, lighting, and suspension to be automatically applied. The AI ​​takes into account a variety of factors, such as driver habits, road conditions, weather, and the driver's fitness level.

[0144] Fig. 7 shows a brake lever 12 with a lever blade 2. An actuator 4, which is designed as a lever, is integrated into the brake lever 12.

[0145] The use of the brake lever 12 is particularly advantageous with a standard handlebar, i.e. a straight handlebar 3 (cf. Fig. 5) of an electric bicycle. When the rider places his palm on a handle 11 (cf. Fig. 5), he can operate both the lever 2 and the actuator 4 without having to raise the palm of his hand.

[0146] The actuator 4 can be moved in two control directions A, B, whereby in this embodiment the power of an electric drive unit 15 (cf. Fig. 5). Thus, if the driver wants to increase the power by one level, he can move actuator 4 in control direction A, and vice versa in direction B to decrease the power.

[0147] Of particular note is the user-friendly nature of Actuator 4, which is designed to be comfortably operated with just one finger, which in most cases is the index finger. This single-finger operation contributes to overall safety, as it allows the rider to maintain a firm grip on the handlebars while making adjustments.

[0148] In addition, it is connected to a control unit 18 via a cable (see Fig. 1), which enables the transmission of a control signal 6 (cf. Fig. 4A).

[0149] In an advantageous embodiment, the handlebar 3 (cf. Fig. 5), are equipped on both sides with these brake levers with integrated actuators 4, which offers expanded control options, for example, through their combined operation. This also allows the intensity of a lighting 16 (cf. Fig. 5) can be controlled.

[0150] Fig. 8A shows a schematic representation of a coupling of an actuator 4 with another actuator 4". The actuator 4 is arranged on a brake lever 12. Furthermore, the actuator 4 is connected to the other actuator 4" by means of a wiring 5. The other actuator 4" is integrated here with or into the control unit 18. Actuation of the actuator 4 generates a control signal 6 to the other actuator 4" and thus to the control unit 18. This, in turn, controls the electric drive unit 15 or other components.

[0151] Fig.8B shows a further schematic representation of a coupling of an actuator 4 and an additional actuator 4' with a further actuator 4". Here, the actuator 4 is arranged on a right brake lever and the additional actuator 4' is arranged on the left brake lever (or vice versa). The actuator 4 and the additional actuator 4' are connected to the further actuator 4" by means of wiring 5. This can also be implemented as a single line and enables safer and interference-free signal transmission. The further actuator 4" is also integrated with or into the control unit 18. Furthermore, the further actuator 4" can also be located outside the control unit 18 and coupled to it. Actuation of the actuator 4 in turn generates a control signal 6 to the further actuator 4" and thus to the control unit 18.Actuation of the additional actuator 4' also generates a control signal 6 to the further actuator 4" and thus the control unit 18 for controlling further components.

[0152] The present invention shows a control device for an e-bike. It goes without saying that a person skilled in the art will be able to conceive numerous other embodiments in this field based on the exemplary embodiments described.

[0153] Fig. 9 shows a schematic side view of a left and right brake lever 12 with handles 11.

[0154] The left brake lever 12 is located on the left side and the right brake lever 13 on the right side of the handlebar 3 (cf. Fig. 5 and Fig.11). The brake levers 12 are used to operate the brakes. Each brake lever 12 is designed to provide the rider with optimal leverage to exert effective braking force. Both handles 11 are ergonomically designed to ensure a comfortable and secure grip while riding.

[0155] Furthermore, an actuator 4 is arranged on the left brake lever 12, which is designed as two sub-actuators 4A, 4B. These serve to adjust the power of an electric drive unit 15 (see Fig. 5 and Fig. 11). The subactuator 4B generates a control signal 6 (cf. Fig. 4A) in a control direction +, which leads to an increase in power. Conversely, the sub-actuator 4A sends a control signal 6 in the control direction -, which reduces the power of the electric drive unit 15 (cf. Fig. 5 and Fig. 11). In addition, the two sub-actuators 4A and 4B push each other in the same direction, namely outwards.

[0156] In addition, if the sub-actuator 4A is continuously actuated for a period of two seconds, the bicycle lighting 16 is switched on or off (cf. Fig. 5 and Fig. 11).

[0157] In the left brake lever 12 there is also a wiring 5 which provides a connection between a control unit 18 (cf. Fig. 1) and the actuator 4.

[0158] Attached to the right brake lever 12 is a shift lever 14, which includes two buttons 14A and 14B. These control upshifts and downshifts. Button 14A is used for downshifts, while button 14B is used for upshifts.

[0159] Fig.10 shows a schematic perspective view of a wiring 5 and a line 8. The wiring 5 represents a connection between an actuator 4 attached to a left brake lever 12 and a control unit 18. It is designed as an electronic wiring 5 comprising a cable with an inner conductor and a shielding cable.

[0160] The gear lever 14 is connected via a line 8 to a gear 23 (cf. Fig. 5) which is arranged in the middle of the bicycle 17 and is connected via a belt 24 (cf. Fig. 5) with a rear wheel 20 (cf. Fig. 5). When the driver operates the gear lever, the transmission 23 (see Fig. 5) the gear ratio between the pedal and the rear wheel (cf. Fig. 5), which allows the driver to adapt to driving conditions, e.g. when driving uphill or accelerating on straight stretches.

[0161] In an advantageous embodiment, the cable 8 is a Bowden cable consisting of an inner cable and an outer casing. This cable 8 connects a shift lever 14 attached to a right-hand brake lever 12 to a rear derailleur (not shown). Furthermore, the inner cable is a flexible wire that transmits the mechanical movement of the shift lever 14 to a cassette (not shown). When the rider actuates the shift lever 14, this wire is either pulled or released, which causes a corresponding movement in the rear derailleur on the rear wheel 20 (see Fig. 5). This derailleur then shifts a chain to another sprocket (not shown) on the cassette, changing the gear.

[0162] The outer sheath protects and guides the inner wire along its entire length and provides the resistance required for efficient power transmission.

[0163] Fig.Figure 11 shows a schematic perspective view of an e-bike 17 with a racing handlebar 3. The racing handlebar comprises two brake levers 12 with lever blades 2. An actuator 4 is located on the left brake lever 12, which serves to determine the assistance provided by an electric drive unit 15 mounted in the rear wheel 20. The level of assistance is visualized on a display 13, and the rider also has the option of adjusting the assistance via this display, which is then done via a control unit 18. This control unit is integrated into the bicycle frame 10.

[0164] In addition, a gearshift lever is attached to the right lever 12, which is used for upshifting and downshifting. Typically, the rider has their hands on the grips 11 while operating these two actuators 4, 12. Finally, the racing bike handlebar 3 is also equipped with a bicycle light 16.

[0165] Fig.12 shows a schematic perspective view of a wiring 5 between a shift lever 14, an actuator 4 and a control unit 18.

[0166] Both the actuator 4 and the shift lever 14, which is also designed as an actuator, are attached to a brake lever 12. Furthermore, they are both signal-connected to the control unit 18, which displays the status or information on a display 13.

[0167] The process begins when the driver operates the shift lever 14 to change gear. This operation of the shift lever 14 is sent as an electronic signal to the control unit 18 via wiring 5. Once the control unit 18 receives the signal from the shift lever 14 via wiring 5, it processes this information and sends a signal to a transmission with electronics (not shown), which performs the corresponding mechanical action.

[0168] Unlike mechanical systems where power is transmitted through physical connections such as cables and levers, this electronic gear shift minimizes the delay between the operation of the gear lever and the actual gear change.

[0169] The present invention discloses a control device for an e-bike. It goes without saying that a person skilled in the art will be able to conceive numerous further embodiments in this field based on the exemplary embodiments described. List of reference symbols 1 control device 2 lever blades 3 handlebars 4, 4', 4" actuator 4A, 4B subactuator 5 Wiring 6 Control signal 7 forks 8 Line 10 bicycle frames 11 Handle 12 brake levers 13 Display 14 gear levers 14A, 14B button 15 Electric drive unit 16 Lighting 17 e-bikes 18 Control unit 19 Seat tube 20 rear wheel 21 Display element 22 analog-to-digital converters 23 gearboxes 24 belts A, B, +, - control direction QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] WO 2019 / 043576A1

[0010] DE 102016001324A1

[0011] EP 3674197B1

[0012] DE 102014013351A1

[0013] DE 102017002769A1

[0014] EP 2402241B1

[0015] EP 1564124A2

[0016]

Claims

[1] Control device (1) for an e-bike (17) comprising: an electric drive unit (15) connected to a control unit (18); a handlebar (3); a first and a second handle (11) for steering operation; at least one brake lever (12) with a lever blade (2) which is provided for initiating braking operations and is movably arranged on the handlebar (3); and at least one actuator (4) arranged on the at least one brake lever (12), wherein an actuation of the at least one actuator (4) generates a control signal (6) to the control unit (18) for controlling the electric drive unit (15), and wherein the at least one actuator (4) is arranged on the lever blade (2) such that the actuation of the at least one actuator (4) is carried out manually from the first and / or second handle (11). [2] Control device (1) according to claim 1, wherein an additional actuator (4') is provided. [3] Control device (1) according to claim 2, wherein the additional actuator (4') and / or the at least one actuator (4) can be coupled to a further actuator (4"). [4] Control device (1) according to at least one of the preceding claims, wherein the at least one actuator (4) is designed as at least two sub-actuators (4A, 4B). [5] Control device (1) according to claim 4, wherein the two sub-actuators (4A, 4B) and / or the at least one actuator (4) are designed as buttons and / or levers. [6] Control device (1) according to at least one of the preceding claims, wherein the control unit (18) is arranged at least partially visible on a bicycle frame (10). [7] Control device (1) according to at least one of the preceding claims, wherein the control unit (18) has an actuator function. [8] Control device (1) according to at least one of the preceding claims, comprising a further component which is signal-connected to the control unit (18), said further component being a lighting device (16) and / or a seat tube (19) with a suspension system and / or a display (13). [9] Control device (1) according to claim 8, wherein the display (13) shows at least one or more of the following parameters: battery status, average speed, power, calorie consumption, position on a map. [10] Control device (1) according to at least one of the preceding claims, wherein the control signal (6) can be supplied to the control unit (18) from the at least one actuator (4) in at least two control directions (A, B). [11] Control device (1) according to at least one of the preceding claims, wherein the control unit (18) is coupled to the at least one actuator (4) via a wiring (5). [12] Control device (1) according to claim 11, wherein the wiring (5) comprises a cable having an inner conductor and a shielding cable. [13] Control device (1) according to at least one of the preceding claims, wherein the at least one brake lever (12) comprises a shift lever (14) which activates the at least one actuator (4). [14] Control device (1) according to at least one of the preceding claims, wherein the handlebar (3) is designed as a racing bike handlebar. [15] Method for controlling an e-bike (17), comprising: Providing an electric drive unit (15) connected to a control unit (18); Providing a handlebar (3) with a first and a second handle (11) for steering operation; Providing at least one brake lever (12) with a lever blade (2) which is movably attached to the handle (11) for initiating braking operations; and providing at least one actuator (4) arranged on the at least one brake lever (12), wherein the method further comprises actuating the actuator (4) on the lever blade (2) to generate a control signal (6) to the control unit (18) for controlling the electric drive unit (15), wherein the actuation of the actuator (4) is carried out manually from the first and / or second handle (11). [16] Method according to claim 15, wherein the at least one actuator (4) is coupled to another actuator (4").

Images