Motor controller for electric bicycle

Abstract

To provide a motor controller for electric bicycles.SOLUTION: A controller (1) for a motor (2) of an electric bicycle (3) includes a control electronic device (4). The controller (1) is adapted to control a motor torque of the motor (2) in a normal operating mode (30) based on an acquired driver torque; detect, during the normal operation mode (30), whether at the present motor torque no rotation of the motor is taking place even though a driver torque is being exerted; and control the motor (2) to continue to provide the motor torque in a blocking operating mode (40) when it has been detected that at the present motor torque no rotation of the motor is taking place even though a driver torque is being exerted.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a motor of an electric bicycle. [Background technology]

[0002] The PEDELEC provides motor assistance in response to bicycle torque, which is captured using a torque sensor. To ensure safe operation, motor assistance is only enabled when the motor is actually rotating. If the motor speed falls below the threshold for a certain period of time, motor assistance is suspended until the starting process is recognized again. This can lead to motor assistance being disengaged in various situations, even if the rider does not want it. This can occur particularly when the bicycle, and therefore the motor, is not moving. For example, the rider is riding on steep terrain and comes to a stop. The bicycle is balanced and there is still sufficient pressure on the pedals. This still turns off motor assistance. In this case, the bicycle torque starting threshold is still exceeded, but additional conditions for motor assistance to be provided again are not met. Namely, the acceleration, speed, and rider cadence that would trigger motor assistance are not present. This only occurs when the rider starts moving the bicycle under their own power again. Summary of the Invention [Means for solving the problem]

[0003] The control device for the motor of an electric bicycle according to the present invention includes control electronics adapted to control the motor torque of the motor based on the captured driver torque in normal operation, to detect whether, during normal operation, no motor rotation occurs in the presence of motor torque despite the application of driver torque, and to control the motor to continue providing motor torque in cut-off operation if it is detected that no motor rotation occurs in the presence of motor torque despite the application of driver torque.

[0004] Motor torque is the torque provided by the motor through the bicycle's drivetrain to propel the bicycle. In normal operation, motor torque is controlled based on captured rider torque. That is, rider torque is typically captured and an imputed motor torque is calculated, and control electronics controls the motor to provide the calculated motor torque. Rider torque is the torque provided by the rider during the pedal stroke. Thus, rider torque results from the force applied by the rider to the bicycle pedals.

[0005] Normal operation is the operating state in which the bicycle is operated in forward motion when motor assist is provided by the motor, and therefore normal operation can also be referred to as riding operation of the bicycle. During normal operation, the control electronics detects whether the motor is not rotating despite the presence of torque despite the application of driver torque, i.e., even if the driver torque is not 0 Nm. That is, whether the motor is rotating is detected, for example, using a speed sensor. Whether the driver torque is being applied can also be detected using an associated torque sensor. This information is usually known anyway, since it is necessary for controlling the motor torque, preferably in normal operation. Therefore, when the driver applies force to the pedal, i.e., applies a driver torque, which generates a motor torque but does not cause the motor to rotate, this switches the control electronics from normal operation to shut-off operation. Therefore, this detection of whether the motor is not rotating despite the application of driver torque despite the presence of torque can be considered a transition condition for the control electronics to switch from normal operation to shut-off operation.

[0006] In the disconnection operation, the control electronics controls the motor to continue providing motor torque even when the motor is no longer rotating. Preferably, the motor torque continues to be calculated based on the rider's torque, but optionally with an additional reduction factor. Thus, the motor continues to provide assistive force, even if this assistive force does not propel the bicycle. This prevents motor assistance from being interrupted even when desired by the bicycle rider. That is, a state in which rider torque is indeed applied but the motor is not rotating suggests that the rider intends to restart the bicycle soon or that the bicycle's drivetrain is intentionally kept in a pre-stressed state. For example, if the bicycle is being balanced by the rider on a slope, pedal force continues to be applied to prevent the bicycle from rolling back. If the motor torque is switched off in this state, the rider would have to immediately take over this assistive force. This could have led to the bicycle rolling backward unintentionally on a slope, and the rider might not be able to continue riding against the slope because he or she would not be able to exert the necessary force to get the bicycle moving again. This means that rider assistance is guaranteed in more situations, without ignoring important safety aspects. A sudden drop in motor assistance is prevented. A similar pre-stressed situation can occur, for example, at traffic lights, when the bicycle is balanced under brakes to allow for a quick restart.

[0007] The dependent claims show preferred variants of the invention. The control electronics are preferably adapted to reduce the motor torque over time during the shutdown operation. That is, the motor assist, i.e., the provided motor torque, is reduced, for example, from 100% to 0% over an adaptive time. This is preferably achieved by applying a time-dependent reduction factor to the motor torque determined based on the driver torque. In this regard, all time-dependent changes in the motor torque are preferably performed continuously, so that the driver does not perceive any sudden torque changes. This achieves component protection, whereby the full motor torque can only be released for a limited time when the motor is stopped. This limitation can be extended, or the motor assist can be increased again if an impending restart of the motor is expected. This can be the case, for example, when driver torque dynamics are present. This covers, inter alia, balancing and restart processes.

[0008] It is further preferred that the control electronics be adapted to select the duration of the time transition depending on the position captured by the position sensor and / or the inclination captured by the inertial sensor. The duration of the time transition defines, among other things, the time range during which the shut-off operation is maintained before disengaging the shut-off operation to switch off the motor torque. The shut-off operation is disengaged, among other things, when the provided motor torque drops to 0 Nm based on the reduction factor. This allows the duration of the shut-off operation to be adapted, for example, by adjusting the time transition of the reduction factor. For example, the location of the bicycle is determined based on the location captured by the position sensor. In hilly terrain, such as mountainous areas, rough terrain, or bike parks, a longer duration of the time transition is selected than in other defined locations, thereby providing more or longer assistance from the motor torque. Whether the bicycle is on rough terrain can also be determined by capturing the inclination. Here again, it is advantageous if the time transition is selected depending on the inclination, such that a larger duration is selected for the time transition for larger inclinations. The duration of the time transition defines, inter alia, the time during which the motor torque is reduced to the setpoint, in particular to 0%, during the cut-off operation, i.e., in the case of a shorter duration, a more rapid reduction in the motor torque during the cut-off operation occurs than in the case of a longer selected duration.

[0009] Preferably, the control electronics is adapted to switch off the motor torque during the shutdown operation if a predefined time period has elapsed since the start of the shutdown operation, i.e., a maximum value can be defined at which the motor torque continues to be provided when the motor is shut off, in order to avoid, for example, overheating of the motor.

[0010] It is also advantageous if the control electronics are adapted to detect a first operating condition during the disconnection operation that indicates that further movement of the bicycle is not desired by the bicycle rider, and to switch off the motor torque in response to the detection of the first operating condition during the disconnection operation. In this way, motor conservation can be achieved, since assistance is not provided unnecessarily. Whether further movement of the bicycle is desired by the bicycle rider is preferably detected by evaluating a sensor signal of a sensor arranged on the bicycle, and in particular, a specific time course of the sensor signal is evaluated as indicating that further movement of the bicycle is not desired by the bicycle rider.

[0011] The first operating state is preferably defined by the progression of the driver torque. This means that driver tension can be inferred based on a specific progression of the driver torque, which indicates that further movement of the bicycle is not desired by the driver of the bicycle. That is, if the driver does not want to further propel the bicycle, the driver's behavior changes in a specific way. This can be inferred, inter alia, if the bicycle torque is below a predetermined first threshold for a specified time period, if the derivative of the bicycle torque does not have a slope greater than a predetermined second threshold over the time course of the bicycle torque, if the variability of the bicycle torque is less than a predetermined third threshold over the time course of the bicycle torque, and / or if the integral of the time course of the bicycle torque within the detection range is less than a fourth threshold. In all these options, the thresholds, i.e., the first through fourth thresholds, are not necessarily selected to be zero. It is advantageous if the driver torque is continuously monitored during the disconnection operation, so that the motor torque is not immediately switched off if the driver torque is only momentarily absent. That is, balancing the bicycle results in, for example, a high dynamics of the driver torque, which may temporarily become zero. By setting one or more thresholds accordingly, it is possible to define a situation in which the driver is, for example, balancing the bicycle, i.e., desires further movement of the bicycle.

[0012] Preferably, the control electronics is adapted to capture the rider's braking behavior using a brake sensor device, and the first operating state is detected only if the brake sensor device captures that the brake lever is not being actuated and / or that the brake pressure of the bicycle brakes is below a fifth threshold during the disconnection operation. The disconnection operation is preferably disengaged to turn off the motor torque when the rider torque is no longer present, so the disconnection operation is typically an operating state in which the rider torque continues to be applied. If the brake sensor device simultaneously detects that the rider is applying the brakes, it can be inferred that the rider wishes to restart soon, since otherwise the rider would no longer be applying bicycle torque to discontinue riding or would not apply the brakes to continue riding. Therefore, the control electronics ensures that the bicycle remains in the disconnection operation as long as it can be expected that the bicycle will continue riding or until a prevailing abort condition stops the motor torque.

[0013] It is also advantageous if the control electronics is adapted to detect a second motion state that causes the bicycle to assume a position that does not allow normal bicycle operation and to switch off the motor torque in response to the second motion state being detected. A position that does not allow normal bicycle operation occurs, for example, when the bicycle is lying on the ground, overturned, or upside down. The detection of the second motion state can be performed in various ways. For example, based on camera images, inertial sensors, and / or vehicle-to-vehicle distance sensors, it can be inferred that the bicycle has assumed a position that does not allow normal bicycle operation. By "position," the orientation of the bicycle relative to its surroundings should be understood.

[0014] It is particularly advantageous if this second operating state is determined by a progression of tilt or acceleration captured using an inertial sensor, and if the second operating state exists, inter alia, if the pitch or roll angle of the bicycle captured by the inertial sensor is greater than a sixth threshold and / or if the progression of the pitch or roll angle of the bicycle captured by the inertial sensor leads to the inference of a rollover of the bicycle. In this regard, the use of an inertial sensor is particularly advantageous, since the inertial sensor directly provides the bicycle's attitude as a sensor signal. Consideration of the captured progression of the pitch or roll angle of the bicycle allows particularly rapid detection of a rollover that causes the bicycle to roll over.

[0015] Advantageously, the control electronics is further adapted to capture the wheel speed of at least one wheel of the bicycle using a wheel speed sensor and to prevent the motor torque from being switched off if the captured absolute wheel speed exceeds a seventh threshold during the shutdown operation and / or normal operation. In this case, the motor torque is not switched off for certain transition conditions; that is, the motor torque is switched off only for transition conditions with lower priority, but continues to be switched off for other transition conditions with higher priority. In particular, the motor torque is switched off if the captured absolute wheel speed indicates that the bicycle is moving backward during the shutdown operation and / or normal operation. This can prevent the bicycle from unintentionally rolling backward on slopes.

[0016] It is also advantageous if the control electronics are adapted to prevent the motor torque from being switched off during the shut-off operation and / or normal operation if the negative rotational speed of the trapped motor is above an eighth threshold value. This also ensures that the bicycle does not roll back uncontrolled on slopes.

[0017] Advantageously, the control electronics is further adapted to receive information about the movement of the vehicle ahead and / or the road infrastructure ahead using a communication interface, in particular a Bike-to-X interface, and to switch off the motor torque if the information about the movement of the vehicle ahead indicates that the vehicle ahead should stop and / or if the road infrastructure ahead indicates the need to stop, even if it detects that motor torque is present but the motor is not rotating despite the driver torque being applied. Thus, the control electronics does not switch off if it recognizes that the vehicle ahead has stopped or that another reason for not being able to continue driving has arisen. The communication interface in this regard is in particular a WLAN interface, a Bluetooth interface, a mobile radio interface, or another wireless communication interface. In this case, the corresponding information is typically provided by the vehicle ahead itself and communicated to the control electronics via the communication interface.

[0018] Advantageously, the control electronics is further adapted to receive image information from a camera disposed on the bicycle and perform image processing to recognize predefined traffic situations and / or to receive a communication signal indicating the presence of the predefined traffic situation, and, in response to the recognition of the predefined traffic situation, to modify the starting conditions that must be met for the control electronics to control the motor torque in normal operation, to modify the time course of the motor torque decrease during a cut-off operation, and / or to switch off the motor torque during a cut-off operation or normal operation. That is, numerous aspects of the bicycle's surroundings that may predict a particular riding behavior of the rider can be recognized. In particular, modern AI algorithms can be used to recognize such traffic situations and adapt the behavior of the control electronics accordingly. In this regard, a traffic situation could be, for example, the presence of a red light. This can be recognized, for example, by image processing or by a communication signal from the traffic light. This allows the bicycle's riding behavior to be adapted to the current traffic situation, making riding easier for the rider. Preferably, the communication signal is a signal received via the Bike-to-X interface.

[0019] Exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. [Brief explanation of the drawings]

[0020] [Figure 1] 1 shows a bicycle equipped with a device according to the invention; [Figure 2] FIG. 10 is a flow diagram of a method of operation of the control electronics of the device. DETAILED DESCRIPTION OF THE INVENTION

[0021] 1 shows a schematic diagram of an electric bicycle 3 including a control device 1 according to the invention for a motor 2 of the electric bicycle 3. By means of control electronics 4, the corresponding control method for the motor 2 of the electric bicycle 3 is implemented.

[0022] A flow diagram of the method performed by the control electronics 4 is shown in Figure 2. The control electronics 4 operates the motor 2 according to various operating modes, the control electronics 4 providing a rest operation 10, a starting operation 20, a normal operation 30, and a shut-down operation 40.

[0023] No motor assist is performed in the resting state 10. The resting state 10 is executed when the bicycle 3 is stationary and is the initial state of the system. In the resting state 10, the motor assist is suspended.

[0024] The starting operation 20 is also called a poke. In the starting operation, a small torque is applied to the drive train, i.e., a small motor torque is controlled, to check whether the motor 2 is free to rotate or is blocked. If the motor 2 is free to rotate, the operation switches to normal operation 30. If the motor 2 is not free to rotate, the operation switches back to sleep operation 10.

[0025] In normal operation 30, full motor assist by motor 2 is permitted. Motor torque is controlled based on captured driver torque. Normal operation 30 is the normal state during assisted driving.

[0026] Transitions between the operating states 10, 20, 30, and 40 are made based on the associated transition conditions 50-56. The control electronics 4 transition from the sleep operation 10 to the start operation 20 when a first transition condition 50 is met. The first transition condition 50 is a start condition. The start condition is met, for example, when a rider torque is applied by the rider of the bicycle 3.

[0027] If a second transition condition 51 is fulfilled, the control electronics 4 transitions from the starting operation 20 to the resting operation 10. The second transition condition 51 is fulfilled, for example, when the motor 2 is not rotating.

[0028] If a third transition condition 52 is met during the starting operation 20, the control electronics 4 transitions from the starting operation 20 to normal operation 30. The third transition condition is, for example, the recognition that the motor 2 is free to rotate.

[0029] In normal operation 30, the control electronics controls the motor torque of motor 2 based on the captured rider torque, i.e., the torque applied to the pedals of bicycle 3 by the rider of bicycle 3 is captured and motor 2 is controlled to provide an imputed motor torque based on the captured rider torque.

[0030] If, during normal operation 30, it is detected that motor torque is present but no rotation of motor 2 is occurring, despite the application of a driver torque, then a fifth transition condition 54 is met and control electronics 4 switches from normal operation 30 to shut-off operation 40. In shut-off operation 40, motor 2 continues to be controlled to provide a motor torque corresponding to the driver torque. This also occurs if no rotation of motor 2 is detected in shut-off operation 40. Thus, shut-off operation 40 and normal operation 30 differ, inter alia, in that in normal operation motor 2 rotation occurs, whereas in shut-off operation 40 motor 2 rotation does not occur. Therefore, when motor 2 is shut off, control electronics 4 does not immediately return to sleep operation 10 but first continues to provide motor torque.

[0031] During the shutdown operation 40, the motor 2 is not able to rotate at all or at least only to a limited extent. To protect the components of the drive unit of the electric bicycle 3, the full motor torque should only be released for a limited time when the motor 2 is stopped. Therefore, during the shutdown operation 40, the motor torque is reduced over a time-dependent transition. That is, the motor assistance, i.e., the provided motor torque, is reduced, for example, from 100% to 0% over an applicable time t0. This applicable time t0 is the duration of the time-dependent transition during which the motor torque decreases. The time-dependent transition from 100% to 0% is selected continuously, preferably as smoothly as possible, so that there is no sudden drop in the motor torque. When the motor assistance drops to 0%, the seventh transition condition 56 is fulfilled, and the control electronics 4 switches to the sleep operation 10. Therefore, after a predetermined period during which the motor torque is reduced over a time-dependent transition, the control electronics 4 switches off the motor torque.

[0032] If the control electronics 4 is in normal operation 30, fulfilling a fourth transition condition 53 causes the control electronics 4 to return to sleep operation 10. This fourth transition condition 53 covers, among other things, critical driving situations which require the motor 2 to be switched off immediately.

[0033] If the control electronics 4 is in the shutdown operation 40 and a seventh transition condition 56 is met, the control electronics 4 is transferred to the resting operation 10. This seventh transition condition 56 indicates, among other things, that the driver can no longer expect to move the bicycle 3 in the near future. To achieve this, the control electronics 4 is adapted to detect a first motion state during the shutdown operation 40, which leads to the inference that further movement of the bicycle 3 is not desired by the driver of the bicycle 3. The presence of the first motion state can therefore be considered the seventh transition condition 56. In response to the recognition of the first motion state during the shutdown operation 40, the motor torque is switched off, thus returning the control electronics 4 to the resting operation 10. The driver's desire not to further move the bicycle can be detected in various ways. An analysis of the driver torque profile is particularly suitable for this. For example, it is analyzed whether the driver torque remains below a predefined first threshold for a specified time. That is, if only a very small driver torque is applied by the driver, this can indicate that further movement of the bicycle is not desired. Such a situation occurs, for example, when the driver has his / her foot resting on the pedal, thereby generating a small driver torque, but this driver torque is below a first threshold value. The absolute value of the signal is therefore considered. If this absolute value falls below the threshold value for the applicable time, the control electronics 4 switches from the cut-off operation 40 to the rest operation 10.

[0034] Alternatively or additionally, the first operating state is defined by the fact that the derivative of the driver torque does not have a gradient above a predefined second threshold value throughout the time course of the driver torque. That is, if the existing driver torque does not have a strong change, it can be inferred that the current state of the bicycle is sufficient and no further movement is desired. Conversely, when the driver is balancing the bicycle, the driver torque typically has a high gradient. Therefore, the derivative of the signal is considered. If no gradient above the threshold value is observed for an applicable time, the control electronics 4 switches from the shut-off operation 40 to the sleep operation 10.

[0035] Alternatively or additionally, the first operating condition is met when the variability of the driver torque is less than a third predetermined threshold throughout the time course of the driver torque. This variability is the variability of the driver torque. Again, it applies that bicycle balancing typically exists when the driver torque has high variability.

[0036] Alternatively or additionally, the first operating condition is satisfied if the integral of the driver torque over time within a detection range is less than a fourth threshold value. The detection range is the time range over which the integration is performed. The integral is

[0037]

number

[0038] where M 運転者 is the driver torque. If this integral is less than the applicable threshold (t1 is the applicable time), the control electronics 4 switches from the cut-off operation 40 to the rest operation 10.

[0039] In addition, if the driver torque exhibits high dynamics throughout its time-course, as is the case for example when a high gradient or high variability is present, it is advantageous if the factor by which the motor torque is reduced throughout the time-course during the cut-off operation 40 is increased. That is, the factor by which the motor torque is reduced (0-100%) is increased. This means that the more dynamics there are, the more motor torque is permitted. In this way, the motor torque falls off more slowly, and the duration of the time-course is increased. This means that motor assistance during the cut-off operation 40 can be guaranteed for a sufficient period of time.

[0040] The control unit 4 is further adapted to capture the braking behavior of the driver using the brake sensor device 8, and during the disconnection operation 40, the first operating state is detected only if the brake sensor device captures that the brake levers are not actuated and / or that the brake pressure of the brakes of the bicycle 3 is below a fifth threshold. In other words, a condition that must be fulfilled in addition to the first operating state for the control electronics 4 to switch from the disconnection operation 40 to the resting operation 10 can be defined as a seventh transition condition 56. Additionally, conditions can be defined that delay or prevent this switch from the disconnection operation 40 to the resting operation 10, so that the disconnection operation 40 is maintained for a longer period. In this regard, it is also advantageous if the factor that reduces the motor torque is reduced. The parameter considered here is the driver's braking behavior. If the bicycle 3 brakes are applied by the rider (this can be recognized by actuation of the brake levers, using sensors, or by detecting the brake pressure), it can be inferred that the bicycle 3 drivetrain is being maintained in the intended prestressed state by the rider, since the rider is simultaneously applying a rider torque and actively preventing forward movement by actuation of the brakes. In this state, the disconnection operation 40 should be maintained so that motor torque continues to be provided. Therefore, if the brake levers are actuated or the brake pressure of the bicycle brakes exceeds the fifth threshold, the control electronics 4 remains in the disconnection operation 40, even if the first operating state exists and therefore the seventh transition condition 56 is fulfilled. However, if the brake levers are not actuated or the brake pressure of the bicycle 3 brakes falls below the fifth threshold, the disconnection operation 40 is switched to the pause operation 10 if the first operating state exists. If the motor 2 is not rotating in the disconnection operation 40, but the brakes are applied, then no critical situation can arise, since the rider has actively stopped the bicycle but probably intends to start again shortly, i.e. the drivetrain has been consciously pre-stressed by the rider, for example for a sprint start or during a balancing situation.

[0041] The control electronics 4 is adapted to detect a second motion state that causes the bicycle 3 to assume a position that does not allow normal operation of the bicycle 3, and to switch off the motor torque in response to the second motion state being detected. A position that does not allow normal operation of the bicycle occurs, inter alia, when the bicycle 3 is lying on its side or in the process of tipping over or falling. This position is therefore a three-dimensional position of the bicycle 3.

[0042] The second operating state is preferably detected by the progression of the tilt or acceleration acquired by the inertial sensor 6. The second operating state exists, inter alia, when the pitch or roll angle of the bicycle 3 acquired by the inertial sensor 6 is greater than a sixth threshold, or when the progression of the pitch or roll angle of the bicycle 3 acquired by the inertial sensor 6 leads to the inference that the bicycle 3 has rolled over. In this case, for example, if the roll angle increases beyond the sixth threshold, it can be inferred that the bicycle 3 is lying on the ground, thus assuming a position that does not allow normal bicycle operation. If the pitch angle increases beyond a predetermined threshold, here the sixth threshold, it can be inferred, for example, that the bicycle 3 is leaning forward, thus assuming a position that does not allow normal bicycle operation. From the progression of the pitch or roll angle of the bicycle, it can also be inferred whether the bicycle has deviated from a typical operating position. The inertial sensor 6 is, inter alia, a tilt sensor or an acceleration sensor. It should be noted that a change in the pitch or roll angle of the bicycle 3 can also be inferred from the acceleration along a certain axis.

[0043] In particular, by combining angular velocity and acceleration sensors, the position of the bicycle in space can be determined, for example, using a Kalman filter. Based on the angle signals of the inertial sensor 6, if the pitch or roll angle is greater than a threshold value, i.e., if the bicycle is, for example, upside down, it can be decided that the control electronics 4 enters the resting operation 10. Alternatively or additionally, the resting operation 10 can be initiated if the roll angle changes from an upright position to a lying position at a certain speed (which would be the case, for example, if the bicycle 3 were about to tip over, e.g., from a balancing situation). It is advantageous if the control electronics 4 executes the existence of a second operating state, both in the normal operation 30 and in the shut-off operation 40. This is therefore advantageous, since initiating the resting operation 10, i.e., switching off the motor assistance, would be advantageous in either case, for example, if a tip-over were to occur.

[0044] If the device includes an inertial sensor 6, then angle information can optionally be combined with acceleration values ​​to recognize more complex driving situations, such as bouncing and balancing on the rear wheel. In this case, it is also advantageous if no transition from the shut-off operation 40 to the rest operation 10 is made, in order to ensure continued motor assistance for this maneuver. It is therefore advantageous if the first operating state is detected using the inertial sensor 6 only if it is detected that none of a number of predefined driving maneuvers is being performed.

[0045] Furthermore, the inertial sensor 6 can detect the inclination and adapt the duration of the time course over which the motor torque is reduced during the disconnection operation 40. In this case, the duration of the time course t0 can be increased, for example, if the bicycle 3 is on rough terrain, such as in a bike park (which can be recognized based on the presence of a large incline). It should be noted, however, that this recognition of the situation in which the bicycle 3 is on rough terrain can also be more complex. For example, rough terrain can be recognized depending on the duration of the presence of the incline, the variation in the incline, and the variety of speeds present. Alternatively or additionally, the position sensor 5 can recognize whether the bicycle is on rough terrain. In this regard, other situations can also be recognized in which it is advantageous to maintain the disconnection operation 40 for a longer period, i.e., to increase the duration of the time during which the motor torque is reduced.

[0046] The position sensor 5 is, for example, a GPS sensor. Based on the GPS information, possibly in combination with altimetry (e.g., a barometric sensor) and associated map data, it can be additionally estimated whether and how fast the driver wants to continue driving. Accordingly, the time t0 defined for the cut-out state 40, i.e., the duration of the time course of the motor torque drop, can be varied. A longer time t0 results in a slower drop in motor assistance.

[0047] The time t0 may be increased, for example, since a longer assist is necessary and useful in the following situations: the bike is on general rough terrain / bike park, the bike is on a single trail, the bike is stopped at an intersection, or the slope value is greater than a certain threshold.

[0048] The time that the motor torque falls is reduced in the following situations: the cyclist is on a normal road or bike path, on a slope (no assistance needed), or in busy city traffic (safe).

[0049] The control electronics 4 is further adapted to capture the wheel speed of at least one wheel of the bicycle 3 using at least one wheel speed sensor 7 and to prevent the motor torque from being switched off during the shut-off operation 40 and / or normal operation 30 if the captured absolute wheel speed exceeds a seventh threshold. That is, the seventh transition condition 56 is recognized only if, for example, both wheel speeds of both wheels of the bicycle 3 are absolutely below the threshold. The internal speeds used may vary in accuracy depending on the speed sensor used. The threshold must be adapted to the sensor used. When the bicycle is reversing, the shut-off operation 40 switches off the motor assist only if the bicycle 3 is moving only slowly. This prevents, for example, the motor torque from suddenly ceasing during reversal, which would otherwise cause uncontrolled reversal if the bicycle rider wants to back away from a slope. The rest operation 10 is only switched on when the bicycle 3 is no longer moving slowly, for example, due to braking.

[0050] The control electronics 4 are also adapted to prevent switching off of the motor torque if the captured negative motor speed exceeds an eighth threshold during the shutdown operation 40 and / or normal operation 30. The control electronics therefore preferably switches from the shutdown operation 40 to the rest operation 10 only if the existing motor speed does not signal the presence of a backward movement of the bicycle 3. A positive motor speed causes a switch to normal operation 30.

[0051] If the motor is free to rotate again in the shutdown operation 40 or the motor speed is above the positive threshold, then normal operation 30 is resumed. The control electronics 4 is adapted to receive information about the movement of the vehicle ahead using the communication interface 9 and, if the information about the movement of the vehicle ahead indicates that the vehicle ahead is stopped, to switch off the motor torque even if it is detected that the motor torque is present but the motor 2 is not rotating despite the driver torque being applied. That is, if the vehicle ahead is stopped, the control electronics 4 switches from normal operation 30 to shutdown operation 40, for example, without relying on the fifth transition condition 54. This is advantageous because it can be assumed that the path is blocked and therefore an impending restart is not desired by the rider of the bicycle 3. Therefore, it is not necessary for the motor torque to continue to be provided in the shutdown operation 40; rather, it can immediately switch to the sleep operation 10. The communication interface 9 is often provided within the scope of a connection option (Bike-To-Bike or Bike-To-X communication) that enables communication between multiple bicycles, for example, when a shared bicycle trip is being carried out. Thus, bicycle 3 is connected to other bicycles within the scope of a joint bicycle trip, for example wirelessly, e.g. via WLAN, Bluetooth, mobile radio or any other wireless communication. If these bicycles travel in a platoon, they will likely follow the actions of the leading bicycle. If the leading vehicle has already been stationary for a relatively long time, the ego-vehicle may stop, which then preferably activates the pause operation 10. That is to say, it is also preferable that the vehicle traveling ahead is a vehicle that has been linked to the control electronics 4 by the user.

[0052] The control electronics 4 is further adapted to receive image information from the camera 10 arranged on the bicycle 3 and to perform image processing to recognize predefined traffic situations. In response to the recognition of the presence of the predefined traffic situation, for example, the starting condition, i.e., the second transition condition 51, that must be fulfilled for the control electronics 4 to control the motor torque in normal operation 30 after the starting operation 20 has been performed is modified. That is, for example, if a red light is recognized as a traffic situation, the starting condition is made more difficult. The duration of the time course of the motor torque decrease during the breaking operation 40 can also be modified based on the recognized predefined traffic situation. In this regard, if a red light is present, the motor torque is, for example, decreased more quickly, i.e., the duration is shortened.

[0053] Alternatively or additionally, the traffic situation is recognized via Bike-to-X communication, i.e. the traffic light communicates its red status, for example, via a wireless interface to the control electronics 4. The reaction of the control electronics 4 is the same as in the case of recognition of a red light using the camera 10.

[0054] Recognition of a predefined traffic situation may optionally immediately switch off motor torque during the blocking maneuver 40 or normal operation 30. This may also occur, for example, upon recognition of a red light. Conversely, a starting condition may be facilitated if a green light is recognized, and motor assist during the blocking maneuver 40 may be reduced more slowly if a green light is present. Alternatively or additionally, again, the traffic situation may be recognized via Bike-to-X communication, for example, when a traffic light communicates its red state to the control electronics 4 via a wireless interface.

[0055] Further exemplary situations that can be recognized using image information are obstacles in the driving path, recognition of a leading vehicle, and ambient brightness (which can alternatively be captured directly by a light sensor).

[0056] If an obstacle in the travel path, such as a railroad crossing barrier, parking building barrier, drawbridge, (garage) door, tunnel, or border crossing point is recognized or communicated to, the starting conditions can be made more difficult, the period of motor torque reduction during the blocking operation 40 can be reduced, and / or the transition from normal operation 30 to blocking operation 40 can be immediately followed by a transition to rest operation 10.

[0057] In recognition of a leading vehicle, if the leading vehicle moves forward and its brake lights go out, the starting condition can be made easier and / or the duration of the motor torque reduction in the shut-off operation 40 can be increased. Additionally, if the leading vehicle stops, is stationary, or its brake lights are recognized, the starting condition can be made more difficult, the duration of the motor torque reduction in the shut-off operation 40 can be reduced, and / or the transition from normal operation 30 to shut-off operation 40 can be immediately followed by a transition to sleep operation 10.

[0058] In the case of brightness recognition (which can also be captured directly by a light sensor), if the captured ambient brightness is low, the starting condition can be made more difficult, the motor torque reduction period in the shut-off operation 40 can be reduced, and / or the transition from normal operation 30 to shut-off operation 40 can be immediately followed by a transition to sleep operation 10. Correspondingly, if the captured ambient brightness is relatively bright, the starting condition can be made easier and / or the motor torque reduction period in the shut-off operation 40 can be increased. GPS data and time can also be combined for likelihood confirmation. Outdoor brightness varies depending on the time of day and location. That is, for example, night driving can be distinguished from an unlit tunnel.

[0059] Following the camera 10 arranged on the bicycle 3, a distance radar or similar peripheral sensors may be used to recognize the traffic situation, i.e., obstacles in the road or the movement of leading vehicles may be detected, among other things. Complex driving situations may be recognized, among other things, by combining information from various sensors.

[0060] The aforementioned transition conditions can be applied independently of one another and can be combined with one another in any way. Reference is expressly directed to the disclosure of Figures 1 and 2 in conjunction with the above disclosure. [Explanation of symbols]

[0061] 1. Control device 2 motors 3. Electric bicycles 4 Control electronics 5 Position Sensor 6 Inclination sensors, inertial sensors 7 Wheel speed sensor 8 Brake sensor equipment 9. Communication Interface 10 Camera / Sleep Operation 20 Starting operation 30 Normal operation 40 Breaking Operation 50 First transition condition 51 Second transitional condition 52 Third transitional condition 53 Fourth Transitional Condition 54 Fifth Transitional Condition 55 Transition Conditions 56 Seventh Transitional Condition

Claims

1. A control device (1) for a motor (2) of an electric bicycle (3) including control electronics (4), In normal operation (30), to control the motor torque of said motor (2) based on the captured driver torque, - to detect whether, during said normal operation (30), no rotation of said motor occurs despite the presence of a motor torque, despite the application of a driver torque; - to control the motor (2) to continue providing the motor torque in a cut-out operation (40) when it is detected that the motor torque is present but no rotation of the motor is occurring despite the driver torque being applied, The control device (1) is adapted.

2. 2. The device according to claim 1, wherein the control electronics (4) is further adapted to reduce the motor torque over time during the disconnection operation (40).

3. 3. The device (1) according to claim 2, wherein the control electronics (4) is further adapted to select the period of the time progression depending on the position captured by a position sensor (5) and / or the tilt captured by a tilt sensor (6).

4. 2. The device (1) according to claim 1, wherein the control electronics (4) is further adapted to switch off the motor torque during the shut-off operation (40) if a predefined period of time has elapsed since the start of the shut-off operation (40).

5. The control electronics (4) further comprises: - to detect, during said disconnection operation (40), a first operating state which allows to infer that further movement of said electric bicycle (3) is not desired by the rider of said electric bicycle (3), - for switching off the motor torque in response to the first operating condition being detected during the disconnection operation (40); The device (1) according to claim 1, adapted for

6. The first operating state is defined by a transition of a driver torque, and the first operating state is if the driver torque remains below a predefined first threshold for a defined time, if the derivative of the driver torque does not have a slope exceeding a second predefined threshold value over the course of the driver torque over time, if the variability of the driver torque is less than a third predefined threshold value over the time course of the driver torque, if the integral of the driver torque over time within the detection range is less than a fourth threshold value, 6. The device (1) according to claim 5,

7. The control electronics (4) is further adapted to capture the braking behavior of the driver by means of a brake sensor device (8), by which during the disconnection operation (40) - the brake lever is not actuated, - the brake pressure of the brakes of the electric bicycle (3) is below a fifth threshold value; 7. The device (1) according to claim 5 or 6, wherein the first operating state is detected only if

8. The control electronics (4) further comprises: to detect a second operating state that allows the electric bicycle (3) to deduce that it has assumed a position that does not allow the normal operation of the electric bicycle (3), - for turning off the motor torque in response to the second operating condition being detected; The device (1) according to claim 1, adapted for

9. The second operating state is defined by a progression of tilt or acceleration captured by an inertial sensor (6), and the second operating state is defined, inter alia, by - if the pitch angle or roll angle of the electric bicycle (3) captured by the inertial sensor (6) is greater than a sixth threshold value, - if the change in the pitch angle or roll angle of the electric bicycle (3) captured by the inertial sensor (6) leads to the inference that the electric bicycle (3) is about to roll over, 9. The device (1) according to claim 8,

10. 2. The device (1) according to claim 1, wherein the control electronics (4) is further adapted to capture a wheel speed of at least one wheel of the electric bicycle (3) using at least one wheel speed sensor (7) and to prevent the motor torque from being switched off during the shut-off operation (40) and / or the normal operation (30) if the captured absolute wheel speed is above a seventh threshold value.

11. 2. The device (1) according to claim 1, wherein the control electronics (4) is further adapted to prevent the motor torque from being switched off if the captured negative rotational speed of the motor (2) exceeds an eighth threshold during the shutdown operation (40) and / or the normal operation (30).

12. The control electronics (4) further comprises: - using a communication interface (9) Bike-to-X interface to receive information about the movement of vehicles ahead and / or the road infrastructure ahead, to switch off the motor torque when the information about the movement of the vehicle ahead indicates that the vehicle ahead must stop and / or when the road infrastructure ahead indicates the need to stop, even if it is detected that the motor torque is present but the motor (2) is not rotating despite the driver torque being applied, The device (1) according to claim 1, adapted for

13. The control electronics (4) further comprises: - for receiving image information from a camera (10) arranged on said electric bicycle (3) and for carrying out image processing in order to recognize predefined traffic situations and / or for receiving communication signals indicating the presence of predefined traffic situations, - in response to the recognition of predefined traffic situations, to modify the starting conditions that must be met in order for the motor torque to be controlled by the control electronics (4) in said normal operation (30); to modify the duration of the motor torque decrease over time during the disconnection operation (40), to turn off the motor torque during the shutdown operation (40) or the normal operation (30), The device (1) according to claim 1, adapted for

14. A motor (2) of an electric bicycle (3) including a control device (1) as described in claim 1.

15. An electric bicycle (3) including a control device (1) as described in claim 1.

16. An electric bicycle (3) as described in claim 15, including a motor (2).

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