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

Abstract

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 intended for initiating braking operations and is movably arranged on the handlebar (3); and at least one actuator (4) which is arranged on the at least one brake lever (12), wherein 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 at least one actuator (4) is actuated manually from the first and / or second handle (11).

Description

[0001] The present invention relates to a control device for an e-bike. Technological background

[0002] Electric bicycles, commonly known as e-bikes, represent a significant development in the cycling world, combining the traditional riding experience with modern technology. These bicycles enhance 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 particularly beneficial on inclines or longer journeys. The rechargeable battery powers the motor, and the controller allows the rider to adjust the level of assistance as needed.

[0003] E-bikes vary in their 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. In addition, there are e-mountain bikes specifically designed for off-road use, which offer more robust components and more powerful motors.

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

[0005] Another feature of modern e-bikes is their lighting systems. These are powered directly by the bicycle battery. The lights are usually operated 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 mounted 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 emission-free means of transport, they help to reduce traffic congestion 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 of 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] German patent DE 102016001324A1 describes an electric bicycle shifting device, essentially consisting of a shifting actuator containing an actuator and a first controller. The controller is programmed to output a first signal to initiate shifting upon manual actuation of the actuator, and a second signal to terminate the shifting upon termination of 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 shift mechanism and a second controller. The second controller receives the control signals and then controls the shifting process. The second controller can also be programmed to stop the shifting when the shift mechanism reaches a maximum or minimum speed level.

[0012] The EP3674197B1 features 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 light weight. A pedal sensor system, attached to the hub's freewheel, and a motor controller integrated into the battery support various levels of pedal assist. An optional external battery is also available, serving as an additional power source or charger.

[0013] DE102014013351A1 presents a bicycle component control device comprising 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] German patent DE102017002769A1 describes a bicycle control device consisting of several components: a base element, an actuator, a hydraulic unit, an electrical switch, a wireless communicator, and a power supply. The base element is mounted on a bicycle handlebar and has a second end opposite it. The actuator is pivotally mounted on the base element about a pivot axis. The wireless communicator is electrically connected to the switch to wirelessly transmit signals to other components based on user input. The power supply is also connected to the wireless communicator to power it.

[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 over gear shifting and is designed to blend seamlessly into the bicycle handlebar. The shift control device includes an actuator designed to shift the bicycle's gears up and down, which can be moved between a neutral position and two operating positions.

[0016] EP1564124A2 describes a bicycle computer that is mounted between the free ends of a bicycle handlebar and thus forms 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. Similarly, the placement and size of some components on the handlebars can interfere with other parts of the bicycle, impairing visibility and usability. Maintenance and battery replacement are complicated, especially with systems that have complex power supply and communication units. Furthermore, existing systems may not be sufficiently adaptable to varying riding conditions, which can lead to limitations in situations requiring quick reactions and precise control. 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 handlebar grip. Furthermore, an existing solution should be extended and, if necessary, redundancy achieved, thereby increasing riding safety.

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

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

[0021] Actuating the actuator can also generate a signal to another actuator that is connected to or combined with the control unit. This additional actuator can also be configured as a control unit.

[0022] The solution, which combines at least one actuator and another actuator with an electric drive unit, offers the rider numerous advantages. It allows for flexible control of the electric drive unit's assistance, enabling the intensity of support to be adjusted according to the situation and personal preferences. Particularly on inclines or longer rides, the rider can increase the assistance to reduce effort, which is especially beneficial for less experienced riders or on extended 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. Furthermore, the electric drive enables a quieter and more relaxed riding experience, as the motor operates quietly and minimizes vibrations.

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

[0025] The ability to adjust the assistance level of the drive unit also promotes a personalized riding experience. The rider can adjust the assistance to match their personal fitness goals or the desired intensity of the workout. This makes the e-bike attractive to a wide range of users, from those who want maximum support to those who prefer to focus more on physical activity.

[0026] Additionally, the rider can control the drive unit of their e-bike without taking 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 take their hand off the handlebars, but also to keep their fingers on one of the brake lever's lever blades while operating at least one actuator. This, in turn, increases safety, as the rider is always ready to brake.

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

[0029] An additional actuator can be provided, which can be coupled to or is coupled with at least one other actuator. This allows for simple and efficient retrofitting. The additional actuator can be located on or within the control unit.

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

[0031] This configuration allows identical or similar control functions to be executed 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 executed via the additional actuator, which significantly increases reliability.

[0032] It is advantageous if at least one actuator is located on the brake lever of the first handle and the additional actuator is located on the brake lever of the second handle. This allows for different control functions depending on the activation of the first and / or second actuator.

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

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

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

[0036] This solution offers the following technical advantages. First, this arrangement provides greater 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 various application requirements.

[0037] Secondly, this configuration demonstrates the system's easy scalability and adaptability. The ability to integrate additional actuators without altering the fundamental system architecture is a crucial advantage, especially in rapidly evolving technology fields. This allows the system to be easily adapted to new requirements and functions without necessitating a complete redesign.

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

[0039] This arrangement allows the rider to selectively choose which wheel – front or rear – should be braked more strongly or gently, 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 stability of the e-bike and significantly minimizes the risk of skidding or tipping over.

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

[0041] Furthermore, this split offers a better way to adapt the braking behavior to personal preferences or specific driving situations. For example, an experienced rider might prefer to brake the rear wheel in certain situations to avoid oversteer, while a less experienced rider might 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 another embodiment, the at least one actuator is designed as two sub-actuators.

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

[0045] By dividing the system into two sub-actuators, it becomes possible to control different functions independently. For example, one sub-actuator can be used for upshifting and the other for downshifting, providing intuitive and efficient control of gear changes.

[0046] This configuration also allows for versatile and individual customization 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 transportation.

[0047] It is also particularly advantageous if the two sub-actuators can be operated in two directions. The ability for each sub-actuator to operate in two directions further expands the system's adaptability and functionality. This bidirectional actuation allows drivers to make finer adjustments and intuitively control more functions.

[0048] For example, the bidirectional movement of one sub-actuator for the gearshift enables fast up- and downshifting, 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 another embodiment, the two sub-actuators and / or the at least one actuator are designed as buttons and / or levers.

[0050] Whether buttons or levers are chosen as controls, they allow the rider intuitive operation, as they are widely used 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 particularly beneficial for new or occasional riders.

[0051] Furthermore, the use of buttons offers improved haptics and feedback for the driver. The perceptible click of a button can provide direct confirmation of the successful execution of a function.

[0052] Furthermore, this design allows for compact and aesthetically pleasing integration into the overall design of the e-bike. Instead of adding bulky controls, the actuator, designed in this way, blends seamlessly into the e-bike's design. This contributes to a sleek, unobtrusive appearance that does not detract from the e-bike's aesthetics.

[0053] Durability and reliability are further important advantages of this design. A robustly constructed lever or button can better withstand the demands 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 another embodiment, the control unit is arranged to be at least partially visible on a bicycle frame.

[0055] The control unit is protected from environmental influences and damage by being mounted within the frame. This integration provides better protection against rain, dirt, and impacts, thus increasing its lifespan 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 uncluttered. There are no additional cables or components visible outside the frame, resulting in a clean and professional look.

[0057] Furthermore, placing the control unit within the frame allows for better integration and communication with other units or components. The central arrangement also enables more efficient and protected wiring 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 arrangement facilitates maintenance and troubleshooting. Technicians can identify and resolve problems more quickly. Additionally, the control unit is easy to replace.

[0059] According to another embodiment, the control unit is provided to have an actuator function.

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

[0061] Furthermore, 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 another embodiment, the control device includes an additional component that is connected to the control unit via a signal. This component may be a light 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 showing directions or maps.

[0064] Furthermore, an integrated display can aesthetically enhance the e-bike, giving it a modern and technologically advanced look. The ability to use the display for individual 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, it is also possible to use a conventional, non-integrated display. This offers a flexible option for users who might want to use an existing device or smartphone, or who prefer a detachable display that can be easily attached and detached as needed.

[0066] Furthermore, the connection with the lighting enables central control of the lighting, which increases safety in poor lighting conditions and also improves comfort by allowing the rider to easily switch 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 riding comfort. For example, the rider can adjust the seat tube height for an optimal seating position or adjust the suspension system to ensure a more comfortable ride on uneven surfaces.

[0068] According to another embodiment, the display is intended to show 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. Firstly, the battery status display allows the rider to efficiently monitor their e-bike's energy consumption. This is particularly important to ensure sufficient battery power for the planned route and to avoid unexpected breakdowns. Displaying the average speed helps the rider better control their speed and can be useful for complying with legal speed limits or achieving personal riding goals.

[0070] Monitoring calorie consumption can be of great interest to health-conscious drivers. It allows them to track their energy expenditure while driving and adjust their fitness goals accordingly. Furthermore, displaying their position on a map provides valuable navigational assistance, especially in unfamiliar areas. It facilitates orientation and route planning, which is particularly useful on longer tours or adventure rides.

[0071] According to another embodiment, it is provided that the control unit can receive a control signal 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 for 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 the lights to their needs. The bidirectional control enables more intuitive interaction with the e-bike, as it allows for immediate adjustments 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 another embodiment, the control unit is coupled to the at least one actuator via wiring.

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

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

[0077] Furthermore, wired systems are often easier to maintain and diagnose than complex wireless systems. In the event of a problem, troubleshooting and repair can be facilitated by physically tracing the wiring.

[0078] According to another embodiment, 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 component for transmitting electrical signals between the control unit and the actuator. Furthermore, the shielding cable surrounding the inner conductor plays a crucial role in protecting the signals from external electromagnetic interference. This type of shielding is particularly important in urban or highly electrified environments where electrical disturbances are common. The shielding ensures signal quality and the reliability of the control commands.

[0080] According to another embodiment, it is provided that the at least one brake lever includes a shift lever.

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

[0082] This integration also promotes a more ergonomic riding style. The rider no longer needs to stretch or change hand position to reach a shift lever, 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 particularly helpful in demanding riding situations such as urban traffic or on trails.

[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 another embodiment, the handlebar is designed as a racing bike handlebar.

[0085] First, drop handlebars offer an aerodynamic position. The forward-leaning and lower posture made possible by drop handlebars reduces air resistance, which is particularly advantageous at high speeds. This results in a more efficient ride and can be a significant advantage on longer journeys or in races.

[0086] Another advantage is the versatility in hand positions that drop handlebars offer. Riders can switch between different hand positions to adjust comfort, control, and efficiency depending on the riding situation. This is particularly important on long rides, as it prevents fatigue-related discomfort and allows the rider to vary their position to avoid muscle strain.

[0087] Furthermore, drop handlebars improve handling and control at high speeds and in corners. The shape of the handlebars allows for more precise steering, which increases the rider's confidence on fast descents or tight turns.

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

[0089] The mid-drive motor, positioned centrally on the e-bike near the bottom bracket, ensures balanced weight distribution, thereby improving the e-bike's balance and stability. A rear-wheel drive offers a sporty ride and a direct, dynamic feel without any shifting issues. It is also quieter and offers advantages in terms of wear and tear. This is particularly beneficial for fast S-Pedelecs with up to 1000 watts and a top speed of 45 km / h. These bikes are subjected to high loads and cover many kilometers.

[0090] When the actuator on the e-bike is activated, a control signal can be generated for another actuator. This second actuator is then connected to or combined with the control unit, or it may even be the control unit itself. When 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 modifications to the existing system.

[0091] The second actuator is typically matched to or optimized for the existing system. It is therefore designed for the circuit and, in particular, in conjunction with the first actuator, to maintain fast switching speeds while minimizing latency. A feedback loop would generally be used from front to back. By using both the first and second actuators, the switching speed can be maintained. The interface to the first actuator, and between the first and second actuators, can be optimized and does not negatively impact the switching speed.

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

[0093] A method for controlling an e-bike may comprise: providing an electric drive unit connected to a control unit; providing handlebars with a first and second grip for steering; providing at least one brake lever with a lever blade for initiating braking operations; and providing at least one actuator arranged on the at least one brake lever. 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 actuating of the at least one actuator is performed manually from the first and / or second grip.

[0094] The procedure can further include coupling the at least one actuator with another actuator or the control unit.

[0095] It is self-evident to a person skilled in the art that all the described preferred and special embodiments can be realized in any combination in an embodiment according to the invention, provided they do not mutually exclude each other.

[0096] The present invention will now be explained in more detail with reference to specific embodiments and figures, without, however, being limited to these. A person skilled in the art will recognize further advantageous embodiments from studying these specific embodiments. For the sake of simplicity, the same parts are designated with the same reference numerals in the figures. Character description

[0097] The following figures describe exemplary implementations. They show 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 one 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 conduit; Fig. 11: a schematic perspective view of an e-bike with drop handlebars; and Fig. 12: A schematic perspective view of a wiring diagram between a gearshift 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 drop 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 basis of the e-bike 17. A brake lever 12, attached to each grip 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 is designed as two sub-actuators 4A, 4B and which is connected via a wiring 5 (see figure). 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 figure). Fig. 5), wherein the subactuator 4A can be actuated in control direction A and the subactuator 4B in control direction B. A shift lever 14 with two buttons 14A, 14B allows the driver to switch between different stages or gear stages using two buttons.

[0100] The display 13, located centrally on the frame 10, shows relevant information such as speed, battery status, and navigation data. This information is displayed in real time, helping the driver to make informed decisions about driving style and energy consumption. In addition, the display 13 also functions as an actuator, allowing adjustment of the light intensity of the lighting 16.

[0101] The control unit 18, which includes the display 13, is positioned on or within the frame 10 and serves as a central control module for various components. It receives input from the driver via the actuator 4 and processes this input to make corresponding adjustments to the drive unit or electric drive unit 15 (see...). 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 and recall their personal settings for motor assistance from the electric drive unit 15, lighting 16, and shifting behavior as needed. This personalization enhances the feeling of a tailor-made riding experience precisely aligned with 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 position 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 ends of the handlebar 3, ensuring a stable hold. An actuator 4, consisting of two sub-actuators 4A and 4B, is integrated on the right grip 11, on a lever blade 2 of a brake lever 12. This actuator is connected via wiring 5 (see figure). Fig. 3) is integrated into the system of 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 (see Fig. 5) to control. This is done using 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 sub-actuator 4A in control direction A (see...) Fig. 1) the power of the electric drive unit 15 is increased and in the direction of control B (cf. Fig. 1) are reduced, while by a movement of the subactuator 4B in control direction A (see Fig.1) the intensity of the bicycle lighting 16 increased and in steering direction B (cf. Fig. 1) is reduced.

[0106] The display 13 is positioned on the front of the frame 10, specifically on the top tube, directly in the rider's field of vision to ensure optimal readability of the displayed information. It shows 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 precisely, this allows the power of the electric drive unit 15 (see figure) to be controlled. Fig. 5) and the lighting 16 (see Fig. 5) can be controlled and adjusted. The connection technology should be reliable and secure, which favors a wired connection. This also makes it easy to connect to another actuator.

[0108] The connection to the other actuator can also be made 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 receives control signals 6 (see figure). Fig.4A) of actuator 4 is decoded. This receiver is tuned to the frequency of the transmitter in actuator 4 to form a dedicated communication bridge. Actuator 4 is additionally equipped with a transmitter unit, a microcontroller, and a power source (not shown). The transmitter unit consists of a radio transmitter that converts the manual lever settings into signals. An embedded microcontroller in actuator 4 serves to detect, interpret, and convert the movements and positions of sub-actuators 4A and 4B into a digital signal. A small battery (not shown) powers the microcontroller and the transmitter unit.

[0110] In addition to the electric drive unit 15 (see Fig. 5) The same actuator 4 or an additionally attached actuator 4' can also control the suspension settings by adjusting the stiffness and damping of a fork 7 (see Fig.5) adapts. 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) which can be activated via the or additional actuators 4, which secures the e-bike 17 against unauthorized use.

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

[0113] The grip 11 is ergonomically shaped to provide the rider with a firm hold while riding. An attached brake lever 12 enables the activation of the e-bike's braking mechanisms 17.

[0114] Furthermore, 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 also connected to a control unit 18 via electrical wiring 5. This configuration guarantees direct and reliable signal transmission, enabling the rider to effectively control and adjust the power of an electric drive unit 15 (see Figure 1). Fig. 5).

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

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

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

[0118] The rider can also make settings via the user interface of the display 13, which 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 features.

[0119] In a particular embodiment, the control device 1 is further extended to control a third component, in this case a seat tube 19 (see figure). 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 that allows the rider to adjust the seat tube 19 (cf. Fig.5) to adjust in several stages and to operate the display 13. The height of the seat tube 19 is adjusted via actuator 4 (see below). Fig. 5) adjusted, while actuator 4' takes over control of 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's power levels, the e-bike lighting 16, and the seat tube height 19 (see figure). Fig. 5).

[0121] The control of the two actuators 4, 4' is summarized in the following table. Actuator 4 Actuator 4' Tax regimes Consequence Moving in steering direction A / B - 0 Drive power increases / decreases by one level - Moving in steering direction A 0 Light intensity increases / decreases by one level Apply pressure in any control direction for approximately 2 seconds. Apply pressure in any control direction for 2 seconds 1 Change of tax regime to 1 Moving in steering direction A / B - 1 Seat tube height increases / decreases by one step - Moving in steering direction A / B 1 The display alternates between Battery status, map, control regime Apply pressure in one direction for approximately 2 seconds. Apply pressure in one direction for 2 seconds 0 Change of tax regime to 0

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

[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 its electrical resistance, thus generating a change in the voltage of the analog control signal 6. This signal 6 is then transmitted via a shielded cable 5 (see figure). Fig. 3) transferred.

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

[0125] The control concept is designed so that the brightness of the bicycle light 16 is directly and linearly related to the lever position. When the rider moves the lever in one direction, the light intensity increases smoothly to its maximum possible level. When the lever is moved in the opposite direction, the brightness decreases continuously until the bicycle light 16 is completely switched off (see figure). 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 rider moves the lever, the position of the magnet relative to the sensor changes, causing a change in the magnetic field. The Hall sensor converts this change into an electrical signal that represents the lever's position.

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

[0129] The actuator 4 is designed as a lever, which, through its movement to the left or right, controls the power of the electric drive unit 15 (see Fig.5) increased or decreased. 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 below). 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 affecting the control signal 6.

[0131] After the control signal 6 leaves the actuator 4, it is routed 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 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 levels. This digitization therefore 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. Thus, the control unit 18 decides whether the power of the electric drive unit 15 should be increased or decreased by one stage, depending on the direction in which the driver has moved the actuator 4, i.e., the lever.

[0133] Once the control unit 18 has made the appropriate 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 operates 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. In the control unit 18, this mechanical movement is received and converted into an electrical control signal 6 by means of a piezoelectric transducer, which is then transmitted to the electric drive unit 15.

[0135] Fig.Figure 5 shows an e-bike 17 with an integrated control unit 1. The e-bike 17 features a handlebar 3 designed as a standard handlebar. The handlebar 3 is equipped with a light 16, designed as a lamp that uses 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, enabling responsive operation of the braking mechanisms. A lever 14 is integrated at the right end of the handlebar 3, allowing control and operation of units or components of the e-bike. An actuator 4, located at the left end of the handlebar 3, controls the power output of an electric drive unit 15. This actuator 4 is attached as an additional lever to a brake lever 12 and allows the rider to adjust the motor's power output simply by pushing it in one direction or the other.

[0137] The electric drive unit 15 itself is designed as an electric motor, which is integrated in the area of ​​a rear wheel 20 and equipped with a belt. By actuating the actuator 4, the rider generates a control signal 6 (see figure). 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. In addition, 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 that informs the rider about their position on a map, their speed, and their calorie consumption. The battery charge level is also displayed. 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] The display 13 allows the driver not only to view the current suspension status but also to make custom settings. Drivers can create and save profiles for different driving situations, enabling them to quickly switch between various suspension settings as needed.

[0140] Finally, the stiffness and damping of a fork 7 can be controlled by means of 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.Figure 6 shows a diagram of a control device 1. This includes an actuator 4 and a control unit 18. This control unit 18 includes a plurality of display elements 21, which are designed as LEDs and are visibly integrated into the bicycle frame 10 (see Figure 6). Fig. 5). These serve as a display for the driver regarding the intensity and power of the electric drive unit 15 (see Fig. 5) and other components. In addition, the control unit 18 is connected to the actuator 4 via a cable 5.

[0142] The control unit 18 offers enhanced 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 below). 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 may feature an AI-based learning function that analyzes the user's driving behavior and automatically adjusts the optimal settings for the powertrain, lighting, and suspension. The AI ​​takes into account a variety of factors, such as driving habits, road conditions, weather, and the driver's fitness level.

[0144] Fig. Figure 7 shows a brake lever 12 with a lever blade 2. An actuator 4, 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 (see below). Fig. 5) of an electric bicycle. If the rider places his palm on a handle 11 (see below). Fig. 5), he can operate both lever 2 and actuator 4 without having to lift his palm.

[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) can be controlled. Thus, if the driver wants to increase the power by one level, he can move the actuator 4 in direction A and conversely in direction B to decrease the power.

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

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

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

[0150] Fig. Figure 8A shows a schematic representation of the coupling of an actuator 4 with another actuator 4". Actuator 4 is arranged on a brake lever 12. Furthermore, actuator 4 is connected to the other actuator 4" by means of wiring 5. The other actuator 4" is integrated with or into the control unit 18. Actuation of 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.Figure 8B shows another schematic representation of a coupling between an actuator 4 and an additional actuator 4' with a further actuator 4". The actuator 4 is located on a right brake lever and the additional actuator 4' 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, enabling more reliable 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 be 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 to the control unit 18 for controlling further components.

[0152] The present invention relates to a control device for an e-bike. It is self-evident that numerous other embodiments in this field are conceivable to a person skilled in the art, based on the exemplary embodiments described.

[0153] Fig. Figure 9 shows a schematic side view of a left and right brake lever 12 with grips 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 (see diagram). 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 grips 11 are ergonomically designed to ensure a comfortable and secure hold 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 output of an electric drive unit 15 (see figure). Fig. 5 and Fig. 11). The subactuator 4B generates a control signal 6 (see. Fig. 4A) in a control direction +, which leads to an increase in power. Conversely, the subactuator 4A sends a control signal 6 in the control direction -, which reduces the power of the electric drive unit 15 (see Figure 1). Fig. 5 and Fig. 11). Furthermore, the two subactuators 4A and 4B push in the same direction, namely outwards.

[0156] Furthermore, if the subactuator 4A is continuously activated for a period of two seconds, the bicycle light 16 is switched on or off (see below). Fig. 5 and Fig. 11).

[0157] The left brake lever 12 also contains a wiring 5 which provides a connection between a control unit 18 (see Fig. 1) and the actuator 4.

[0158] A shift lever 14 is attached to the right brake lever 12, which includes two buttons 14A and 14B. These control upshifting and downshifting. Button 14A is used for downshifting, while button 14B is responsible for upshifting.

[0159] Fig.Figure 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 electronic wiring 5, comprising a cable with an inner conductor and a shielded cable.

[0160] The gearshift lever 14 is connected via a line 8 to a gearbox 23 (see Fig. 5) coupled, 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 (see Fig. 5) is connected. When the driver operates the gearshift lever, the transmission changes 23 (see below). Fig. 5) the translation between the pedal and the rear wheel (see below) Fig. 5), which allows the driver to adapt to the 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 tube and an outer sheath. This cable 8 connects a shift lever 14, attached to a right-hand brake lever 12, to a derailleur (not shown). Furthermore, the inner tube is a flexible wire that transmits the mechanical movement of the shift lever 14 to a cassette (not shown). When the rider operates the shift lever 14, this wire is either pulled or released, resulting in a corresponding movement in the derailleur on the rear wheel 20 (see figure). Fig. 5) triggers. This derailleur then moves a chain to a different sprocket (not shown) on the cassette, thus changing the gear.

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

[0163] Fig.Figure 11 shows a schematic perspective view of an e-bike 17 with drop handlebars 3. The drop handlebars include two brake levers 12 with lever blades 2. An actuator 4 is located on the left brake lever 12, which serves to determine the level of 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 can also adjust the assistance via this display using a control unit 18. This control unit is integrated into the bicycle frame 10.

[0164] Furthermore, a shift 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, and finally, the racing handlebar 3 is also equipped with a bicycle light 16.

[0165] Fig.Figure 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 connected to the control unit 18 via signals, which displays the status or information on a display 13.

[0167] The process begins when the driver operates the gearshift lever 14 to change gears. This operation of the gearshift lever 14 is sent as an electronic signal to the control unit 18 via the wiring 5. Once the control unit 18 receives the signal from the gearshift lever 14 via the 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 transmission occurs through physical connections such as cables and levers, this electronic gearshift minimizes the delay between actuating the gearshift lever and the actual gear change.

[0169] The present invention discloses a control device for an e-bike. It is self-evident that numerous other embodiments in this field are conceivable to a person skilled in the art, based on the exemplary embodiments described. Reference symbol list 1 Control device 2 lever blade 3 handlebars 4, 4', 4" actuator 4A, 4B Subactuator 5 Wiring 6 Control signal 7 Fork 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, +, - Steering direction QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts 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.

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