Operating method and control unit for a drive of a vehicle, and vehicle

Abstract

The invention relates to a method for operating the drive (80) of a vehicle (1), bicycle, electric bicycle, e-bike, pedelec, and / or s-pedelec which can be operated using muscle power and additionally motor power, wherein a muscular torque which is applied to an output shaft (15) of the vehicle (1) by an operator is detected as an operator torque (MF), and an operator activity is ascertained therefrom; a motor torque (MM) which is generated and / or can be generated by the drive (80) and is applied and / or can be applied to an output shaft (15) of the vehicle (1) is controlled or regulated as a motor support on the basis of the operator activity; and only when a comparably lower secondary threshold (S2, ES2) is exceeded by the operator activity, a comparably low motor support is used by the drive (80) under certain conditions, and only when a comparably higher primary threshold (S1, ES1) above the secondary threshold (S2, ES2) is exceeded by the operator activity, a comparably high motor support is used by the drive (80) under certain conditions.

Description

[0001] Description

[0002] title

[0003] Operating method and control unit for a drive of a vehicle and vehicle

[0004] State of the art

[0005] The present invention relates to an operating method and a control unit for driving a vehicle, as well as to a vehicle as such. The present invention particularly relates to an operating method and a control unit for driving a vehicle that can be driven by muscle power and additionally by motor power, in particular a bicycle, electric bicycle, e-bike, pedelec, and / or S-pedelec, as well as to such a vehicle as such.

[0006] For safety reasons, in vehicles that are assisted by a motor in addition to muscle power, particularly electric bicycles, e-bikes, pedelecs, and / or S-pedelecs, the motor only provides assistance to the rider when the torque generated by the rider's own muscle power exceeds a specified minimum value. This is intended to prevent the motor from operating undesirably, particularly on its own, and thus the drive wheel, potentially setting the entire vehicle in motion. With previously provided control mechanisms, this intermittent motor assistance may be perceived as annoying and, in particular, as too delayed, but then as abrupt and violent.

[0007] Disclosure of the invention

[0008] The operating method for a drive according to the invention has the advantage that the assistance provided by the motor occurs less suddenly and more gradually, and is therefore perceived as less abrupt and disruptive. This is achieved according to the invention by creating an operating method for driving a work device that can be driven by muscle power and additionally by motor power, in particular a vehicle, bicycle, electric bicycle, e-bike, pedelec, and / or S-pedelec, in which (i) a muscular torque applied by a driver to an output shaft of the vehicle is recorded as driver torque, and driver activity is determined therefrom, (ii) a motor torque that can be generated and / or generated by the drive and applied and / or applied to the output shaft of the vehicle is controlled or regulated as motor assistance depending on the driver activity,(iii) only when a comparatively lower secondary threshold is exceeded by the driver's activity does a comparatively low level of motor assistance, conditioned by the drive, begin, and (iv) only when a comparatively higher primary threshold above the secondary threshold is exceeded by the driver's activity does a comparatively higher level of motor assistance, conditioned by the drive, begin. By using (a) two thresholds of different sizes and (b) motor assistance with correspondingly different strengths, the motor assistance is overall more immediate, i.e., less delayed, and is perceived as more gradual and less sudden and jerky in terms of strength.

[0009] The term “conditional activation” is to be understood above and below as meaning that in certain embodiments there may be additional conditions which regulate the activation of the motor assistance alternatively or additionally, for example with regard to the strength and / or with regard to the activation of the motor assistance at all.

[0010] Such an additional condition may be the state of motion, the position and / or orientation of the vehicle, the position and / or posture of the driver on and / or in the vehicle, or the like.

[0011] The subclaims show preferred developments of the invention.

[0012] The basic principle of the present invention, namely the softening of a single fixed threshold, is not limited to the use of two thresholds; this can, for example, be only a first step toward further flexibility. Thus, in an advantageous development of the operating method according to the invention, one or more additional thresholds can be used between the secondary threshold and the primary threshold in ascending order of their values.

[0013] If a further threshold value is exceeded by the driver's activity, a correspondingly higher motor support is then provided by the drive to the respective threshold value.

[0014] In this case, the engine assistance for the other threshold values ​​is in accordance with its degree, value or strength (for example, the value of a torque of the engine on the crankshaft) in a corresponding ascending order, in particular between the degrees, values ​​or strengths of the engine assistance selected for the secondary and primary threshold values ​​(for example, the values ​​of corresponding torques of the engine on the crankshaft).

[0015] In an extreme case, in an embodiment of the operating method according to the invention, many further threshold values ​​can be continuously applied between the secondary threshold value and the primary threshold value, wherein then - in particular in the manner of a functional specification and / or in a continuous manner - each threshold value is assigned a value for the motor assistance, in particular monotonously or strictly monotonously.

[0016] Driver activity can be recorded and / or taken into account in a variety of ways. It can generally be the driver's influence on the vehicle using muscle power, namely to change the vehicle's driving state, for example, by pedaling.

[0017] In this case, the detected driver torque, driver power, driver energy, a driver torque gradient (for example, in the manner of a temporal change or development of the applied muscular torque), or a combination or function of these variables, in particular in each case within a respective predetermined time period, can be used as or for determining a driver activity. In a particularly simple case of an embodiment of the present invention, the detected driver torque can be used directly as a driver activity, wherein, for example, the higher primary threshold value is in a range from approximately 5 Nm to approximately 15 Nm and preferably 10 Nm and / or the lower secondary threshold value is in a range from approximately 1 Nm to approximately 5 Nm and preferably 3 Nm.

[0018] In another advantageous embodiment of the operating method according to the invention, as a further condition (i) for the onset of motor assistance by the drive in a support level and / or (ii) for the maintenance of motor assistance by the drive in a support level, in particular for a lower motor assistance if a next higher support level with higher motor assistance is not reached, it is checked (a) whether a period of time in which a threshold is exceeded by the driver activity is greater than a predetermined threshold value as a minimum period of time, (b) whether a time and / or energy budget is present in a support level for the drive and in particular is not used up and / or (c) whether (i) one or more vehicle parameters, for example speed, acceleration, roll angle, pitch angle, wheel speed and / or crank / shaft speed,

[0019] (ii) one or more engine parameters, for example engine power, engine energy and / or engine speed, and / or (iii) one or more driver parameters, for example driver activity, driver torque, driver energy and / or driver power, are each within a predetermined range, in particular for a predetermined period of time.

[0020] Alternatively or additionally, it may be particularly advantageous if, in another embodiment of the operating method according to the invention, when motor assistance is carried out by the drive in one assistance level, the condition or conditions for starting and / or maintaining the motor assistance by the drive in this assistance level are no longer met, the motor assistance by the drive as a whole or in this assistance level, in particular with a decay behavior with a predetermined time constant expiring and / or with a transition to motor assistance by the drive in a lower assistance level, is ended or continued there.Furthermore, it may be advantageous if the engine torque that can be applied and / or applied to the output shaft of the vehicle by the drive is determined via a proportion of a maximum torque that can be generated by an underlying engine and / or maximum torque that can be applied to the output shaft and / or via an amplification factor in relation to the muscular torque that can be applied and / or applied by a driver, in particular currently.

[0021] Furthermore, the present invention relates to a control unit for driving a vehicle that can be driven by muscle power and additionally by motor power, a bicycle, electric bicycle, eBike, pedelec and / or S-pedelec, which is designed to carry out, run, initiate and / or control an operating method according to the invention and / or to be used in such a method.

[0022] Furthermore, the present invention relates to a vehicle, bicycle, electric bicycle, eBike, Pedelec and / or S-Pedelec that can be driven by muscle power and additionally by motor power, with a drive and a control unit designed according to the invention, which is configured to control the drive.

[0023] Short description of the characters

[0024] Embodiments of the invention are described in detail with reference to the accompanying figures.

[0025] Figure 1 is a schematic representation of an example of a vehicle in the type of an electric bicycle in which a first embodiment of the invention is realized.

[0026] Figure 2 shows, in the form of a graph, the time course of the driver torque and the resulting engine torque for one embodiment of the present invention for a situation in which the driver torque exceeds the secondary and primary thresholds. Figure 3 shows, in the form of a graph, the time course of the driver torque and the resulting engine torque for another embodiment of the present invention for a situation in which the driver torque exceeds the secondary threshold but with a delay before exceeding the primary threshold.

[0027] Figure 4 shows, in the form of a graph, the time course of the driver torque and the resulting engine torque for a further embodiment of the present invention for a situation in which the driver torque exceeds the secondary threshold but falls below the primary threshold.

[0028] Figure 5 shows, in the form of a graph, the course of the output motor energy as a function of the output driver energy in another embodiment of the present invention.

[0029] Figure 6 shows, in the form of a graph, the temporal progression of the driver torque and the resulting engine torque in a conventional operating method for driving a vehicle that can be driven by muscle power and additionally by engine power, in which only a single threshold value for the driver torque is used.

[0030] Preferred embodiments of the invention

[0031] Embodiments of the invention and the technical background are described in detail below with reference to Figures 1 to 6. Identical and equivalent elements and components, as well as those with identical or equivalent functions, are designated by the same reference numerals.

[0032] The detailed description of the designated elements and components is not reproduced in every case where they occur.

[0033] The features and further properties presented can be isolated from one another in any way and combined with one another in any way without departing from the essence of the invention. First, an electric bicycle will be described in detail as a preferred embodiment of the vehicle 1 according to the invention, using Figure 1 as an example.

[0034] The vehicle 1, as an electric bicycle, comprises a frame 12 on which a front wheel 9-1, a rear wheel 9-2, and a crank mechanism 2 with two cranks 7, 8 with pedals 7-1 and 8-1 are arranged. An electric drive 3 is integrated into the crank mechanism 2. A pinion 6 is arranged on the rear wheel 9-2.

[0035] A drive torque, which is provided by the driver and / or by the electric drive 3, is transmitted from a chainring 4 on the crank drive 2 via a chain 5 to the pinion 6.

[0036] Furthermore, a control unit 10 constructed and configured according to the invention is arranged on the handlebar of the vehicle 1 and is connected to the optionally formed electric drive 3. Furthermore, a battery 11 is formed in or on the frame 12, which serves to supply power to the electric drive 3.

[0037] Integrated into the frame 12 is a crank bearing 13 or bottom bracket, which has a crankcase 14 and a crankshaft 15.

[0038] The drive arrangement 80 of the vehicle 1 according to the invention from Figure 1 has the crank drive 2 and the electric drive 3, wherein the torques that can be generated or generated by the latter to support a torque applied muscularly by the driver can be received via a corresponding transmission device not explicitly shown in Figure 1 and can be transmitted to the chainring 4, for example conceived as an output element 4.

[0039] The control unit 10 is configured according to the invention to control or regulate an engine torque generated by the drive 80 and applied to the output shaft 15, in particular in the sense of a crankshaft 15 of the vehicle 1, to support the torque muscularly applied by the driver in such a way that (i) a muscular torque applied by a driver to an output shaft 15 of the vehicle 1 is detected as a driver torque MF and a driver activity is determined therefrom,

[0040] (ii) an engine torque MM that can be generated and / or generated by the drive 80 and can be applied and / or applied to an output shaft 15 of the vehicle 1 is controlled or regulated as engine assistance depending on the driver activity,

[0041] (iii) only when a comparatively lower secondary threshold value S2, ES2 is exceeded due to the driver activity does a comparatively low motor support by the drive 80 start and

[0042] (iv) only when a comparatively higher primary threshold value S1, ES1 above the secondary threshold value S2, ES2 is exceeded by the driver activity does a comparatively higher motor assistance by the drive 80 start.

[0043] Before further details of the present invention are explained, the conventional procedure for an operating method for the drive 80 of a vehicle 1 that can be driven by muscle power and additionally by motor power will first be discussed again.

[0044] For this purpose, Figure 6 shows, in the form of a graph, the time course of the driver torque MF and the resulting engine torque MM in a conventional operating method for the drive 80 of a vehicle 1 that can be driven with muscle power and additionally with engine power, in which only a single threshold value S1 is used for the driver torque MF.

[0045] The abscissa of the graph represents time t, and the ordinate represents the respective torque M, specifically for the engine torque MM and the driver torque MF. The conventionally used threshold value S1 is also shown. This representation, with the axis labels, is identical for the remaining Figures 2 to 4.

[0046] As can be seen from the curve of the driver torque MF as a function of time t in the graph of Figure 6, initially from time 0 to time t0, no activity of the driver of vehicle 1 is recorded, i.e., the driver torque MF has the value 0 up to this time. From time t0, the driver activity in terms of the driver torque MF increases linearly with time. At time tS1, the driver torque MF reaches the conventional threshold value S1.

[0047] Up to time tS1, no engine assistance is provided, i.e., the engine torque MM has the value 0 up to time tS1. Only when the conventional threshold value S1 is exceeded by the driver torque MF does assistance from the engine 3 of the drive 80 of the vehicle 1 occur by delivering an engine torque MM different from 0 to the crankshaft 15.

[0048] So much for the conventional procedure when operating an eBike and the like.

[0049] Figure 2 now also shows, in the form of a graph, the time course of the driver torque MF and the resulting engine torque MM for a first embodiment of the present invention, specifically for a situation in which the secondary threshold value S1 is exceeded by the driver torque MF at a first, earlier time tS2 and in which the primary threshold value S1 is exceeded by the driver torque MF at a second, later time tS1.

[0050] The course of the driver torque MF increases linearly from the starting time tO, i.e. from the beginning of the application of a driver torque MF different from 0 by pedaling.

[0051] The graph in Figure 2 shows that until the secondary threshold value S 2 is exceeded at time t 2 by the driver torque MF, no motor assistance MM occurs, i.e. the motor torque MM has the value 0 up to this time. Then, when the secondary and lower threshold value S 2 is exceeded by the driver torque MF, from time tS2 onwards, a motor assistance MM different from 0 occurs in a linear progression with the driver torque MF up to time tmax at which a maximum value for the motor torque Mmax is reached. From this time tmax onwards, the motor assistance MM is kept constant at the value Mmax and only then is it increased linearly again and exceeding the value Mmax when the primary and higher threshold value S1 is exceeded at time tS1.

[0052] Figure 3 shows, in the form of a graph, the time course of the driver torque MF and the resulting motor torque MM for another embodiment of the present invention for a situation in which the secondary threshold value S1 is exceeded but the primary threshold value S2 is exceeded with a delay by the driver torque MF. In contrast to the procedure according to Figure 2, after the secondary and lower threshold value S2 has been reached by the driver torque MF, after a predetermined period of time Δt has elapsed after the secondary threshold value S2 has been reached but the primary and higher threshold value S1 has been undershot or not yet reached, assistance MM from the motor 3 is still present but decreases in degree or intensity. Only when the primary and higher threshold value S1 is reached at time tS 1 does the normal motor assistance MM occur linearly with the driver torque MF.

[0053] Figure 4 shows, in the form of a graph, the temporal progression of the driver torque MF and the resulting engine torque MM for a further embodiment of the present invention for a situation in which the secondary threshold value S1 is exceeded but the primary threshold value S1 is undershot by the driver torque MF. It can be seen that in this embodiment, in which the primary and higher threshold value S1 is never reached by the driver torque MF, after a predetermined time period Δt following the time tS2 of reaching the secondary and lower threshold value S2, the engine assistance MM expires over time, starting from the maximum value Mmax, as long as the primary and higher threshold value S1 is not reached by the driver torque MF.

[0054] Finally, Figure 5 shows, in the form of a graph, the course of the maximum engine energy EMmax delivered as a function of the driver energy EF delivered, namely according to another additional or alternative embodiment of the present invention.

[0055] The abscissa of the graph in Figure 5 represents the driver energy EF, while the ordinate shows the maximum achievable motor energy EMmax. It can be seen that energy is only delivered by motor 3 once the driver has delivered a minimum energy ES1. In a range up to a higher driver energy ES2, the maximum deliverable motor energy EMmax increases linearly with the driver energy EF, but remains constant at a predefined value after reaching the second threshold value ES2 for the driver energy EF.

[0056] These and other features and characteristics of the present invention are further explained with reference to the following statements:

[0057] The present invention can be applied in particular - but not only - to an eBike with conventional sensors, i.e. in particular for the rider torque and / or the cadence.

[0058] Currently, eBikes must meet various safety criteria, both legally and in terms of product liability. In particular, motor assistance may never be provided without the express request of the rider. The rider's request for motor assistance is usually expressed by the rider's pedaling and thus, in particular, by the torque exerted by the rider on the pedal or crankshaft 15.

[0059] A torque sensor is used to measure the driver torque.

[0060] The torque sensor is subject to accuracy tolerances. To ensure that unintentional operation of motor 3 does not occur under any circumstances, a relatively high torque threshold is defined, particularly during initial acceleration, i.e. when starting to pedal from a standstill, i.e. when the initial speed disappears, and when starting to pedal again from essentially pedal-free or at least essentially torque-free rolling or cruising, i.e. when starting to pedal or continuing to pedal while riding after a pedaling pause and thus after the motor has stopped. If the muscular or rider torque is below this threshold, assistance from motor 3 does not commence. This threshold can be, for example, 10 Nm. Only if this threshold is exceeded by the rider torque, at least briefly, may motor 3 begin to provide assistance and deliver assisting motor torque to the pedal or crankshaft 15.

[0061] The high torque threshold, which is traditionally required for safety reasons when starting and restarting or starting again, sometimes gives the driver a feeling that the motor 3 is not starting or is starting too late, particularly in cases where the driver is pedaling and wants motor assistance, but is not pedaling the bike 7-1, 8-1 enough to exceed the set threshold for the driver torque.

[0062] The safety-related high torque threshold when starting off and when continuing or restarting therefore generally results in the perceived delay in the start of engine 3 because the driver does not instantly increase his torque above the threshold.

[0063] Particularly in modes with strong motor assistance, for example with high assistance factors, the intervention of the motor 3 when the threshold S1 is exceeded is often perceived as sudden, because the high digital threshold value also leads to a high motor torque that is digitally applied.

[0064] A core idea of ​​the present invention is to design the required threshold value S1 for starting or continuing / restarting in at least two stages.

[0065] For example, in addition to the starting behavior at an original and now referred to as the primary threshold S1 for the driver torque, an additional second or secondary lower threshold S2 is now also defined and approved and used for the conditional use of motor assistance.

[0066] It is an alternative or additional further basic idea of ​​the present invention that it is justifiable from a safety point of view for the motor 3 to support the driver slightly when the lower secondary threshold value S2 is exceeded, in particular less than at the “normal” threshold S1, for example with lower engine torque and / or with lower power and / or for a comparatively short period of time.

[0067] The energy output by the motor 3 can remain limited and / or be terminated or gradually reduced unless the driver torque also exceeds the higher threshold S1 immediately, i.e. within a predetermined or definable time or period t1 since the onset of the motor assistance.

[0068] By means of this two-stage conditional activation of the motor 3, the aforementioned disadvantages of the previous safety function can be significantly mitigated; according to the invention, the activation of the motor support is more direct and at the same time less abrupt and less noticeable.

[0069] It may be advantageous to allow the motor assistance to fade away completely after the secondary, lower threshold S2 has been exceeded, for example, until the primary threshold S1 is exceeded or the time t1 for the two-stage activation has elapsed. This can intuitively encourage the rider to pedal harder and also exceed the primary, higher threshold S1.

[0070] The procedure was explained using the example of a limited engine torque.

[0071] It is also conceivable to limit the engine power and / or speed additionally or alternatively.

[0072] It is also conceivable not to use the safety thresholds S1, S2 as fixed values ​​for the driver torque, but to make the torque thresholds S1 and S2 dependent on the speed, the acceleration, the support mode or the support factor, the gradient and / or the cadence.

[0073] It is also conceivable to consider completely different and / or additional variables besides driver torque, such as driver power, a driver torque gradient, and / or cadence. Furthermore, it is conceivable to define more than two threshold values ​​S1 and S2 and to implement the process in three or multiple stages, or even continuously, instead of two stages.

[0074] In particular, it is advantageous to limit the maximum deliverable motor energy as soon as the lower threshold S2 has been exceeded, but not the upper threshold S1. This can be achieved by specifying a maximum motor power and a maximum period of time, i.e., in particular, by specifying the maximum energy that can be delivered by motor 3. This ensures that the vehicle does not accelerate uncontrollably in the event of incorrect activation due to incorrectly exceeding the secondary threshold S2.

[0075] If the maximum deliverable motor energy has been delivered without the primary threshold S1 being exceeded, further motor activation can be prohibited or delayed if the secondary threshold S2 is further exceeded.

[0076] Alternatively, conditions can be defined under which motor 3 may be reactivated if the secondary threshold S2 is exceeded again.

[0077] For example, it may be required that the driver torque and / or cadence must have dropped to at least 0 Nm or 0 rpm, respectively.

[0078] Or it is required that a certain period of time must have elapsed before motor 3 can be activated again.

[0079] It can be provided that exceeding the primary threshold S1 always releases the intended full motor support again, because in this case an incorrect or faulty activation can be excluded.

[0080] In the sense of the present invention, the motor assistance can be understood in particular as the torque MM of the motor, which is also referred to as motor torque.

Claims

Claims 1. Operating method for the drive (80) of a vehicle (1), bicycle, electric bicycle, eBike, Pedelec and / or S-Pedelec that can be driven by muscle power and additionally by motor power, in which - a muscular torque applied by a driver to an output shaft (15) of the vehicle (1) is recorded as driver torque (MF) and a driver activity is determined therefrom, - an engine torque (MM) that can be generated and / or generated by the drive (80) and that can be applied and / or applied to an output shaft (15) of the vehicle (1) is controlled or regulated as engine assistance depending on the driver activity, - only when a comparatively lower secondary threshold value (S2, ES2) is exceeded by the driver activity does a comparatively low motor support by the drive (80) start to operate, and - only when a comparatively higher primary threshold value (S1, ES1) above the secondary threshold value (S2, ES2) is exceeded by the driver activity does a comparatively higher motor support by the drive (80) start to occur.

2. Operating method according to claim 1, - in which one or more further thresholds are used in ascending order between the secondary threshold (S2, ES2) and the primary threshold (S1, ES1), - wherein when a respective further threshold value is exceeded by the driver activity, a correspondingly higher motor support to the respective threshold value is conditionally initiated by the drive (80) and - whereby the motor support levels for the further threshold values ​​are located in a corresponding ascending order between the values ​​of the motor support levels for the secondary threshold value (S2, ES2) and the primary threshold value (S1, ES1). Operating method according to claim 2, in which continuously many further threshold values ​​between the secondary threshold value (S2, ES2) and the primary threshold value (S1, ES1) with correspondingly assigned values ​​for the conditional motor assistance are used. Operating method according to one of the preceding claims, in which the detected driver torque, a driver power, a driver energy, a driver torque gradient or a combination or function of these variables, in particular in each case in a respective predetermined time period, is or are used as one or for the determination of a driver activity. Operating method according to one of the preceding claims, in which - the recorded driver moment (MF) is used directly as a driver activity, - the higher primary threshold value (S1) is in a range of about 5 Nm to about 15 Nm and preferably 10 Nm and / or - the lower secondary threshold value (S2) is in a range from approximately 1 Nm to approximately 5 Nm, and preferably 3 Nm. Operating method according to one of the preceding claims, in which, as a further condition, (i) for the initiation of motor assistance by the drive (80) in an assistance level and / or (ii) for the maintenance of motor assistance by the drive (80) in an assistance level is checked, in particular for a lower motor assistance, if a next higher assistance level with higher motor assistance is not reached, - whether a period of time during which the driver activity exceeds a threshold is greater than a predetermined threshold as a minimum period, - whether a time and / or energy budget is available in a support level for the drive (80) and is not used up and / or - whether (i) one or more vehicle parameters, for example speed, acceleration, roll angle, pitch angle, wheel speed and / or crankshaft / tiller shaft speed, (ii) one or more engine parameters, for example engine power, engine energy and / or engine speed, and / or (iii) one or more driver parameters, for example driver activity, driver torque, driver energy, and / or driver power, are each within a predetermined range, in particular for a respective predetermined period of time. Operating method according to one of the preceding claims, wherein, if, when motor assistance is being provided by the drive (80) in an assistance level, the condition or conditions for initiating and / or maintaining motor assistance by the drive (80) in this assistance level are no longer met, the motor assistance by the drive (80) is terminated entirely or in this assistance level, in particular with a decay behavior expiring with a predetermined time constant and / or with a transition to motor assistance by the drive (80) in a lower assistance level.Operating method according to one of the preceding claims, in which the motor torque that can be applied and / or is applied by the drive (80) to the output shaft (15) of the vehicle (1) is determined via a proportion of a maximum torque that can be generated by an underlying motor (3) and / or applied to the output shaft (50) and / or via a gain factor in relation to the muscular torque that can be applied and / or applied by a driver, in particular currently. A control unit (100) for the drive (80) of a vehicle (1) that can be driven by muscle power and additionally by motor power, a bicycle, electric bicycle, e-bike, pedelec, and / or S-pedelec, which is configured to execute, run, initiate, and / or control an operating method according to one of claims 1 to 8, and / or to be used in such a method.Vehicle (1) that can be propelled by muscle power and additionally by motor power, bicycle, electric bicycle, eBike, Pedelec and / or S-Pedelec, with a. Drive (80) and a control unit (100) according to claim 9, which is arranged to control the drive (80).

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