Control system for electric bicycles

Abstract

[Solution] The present invention relates to a control system (1) for an electric bicycle (2), comprising an operating unit (4) set up to control a riding controller (3) of the electric bicycle (2), the operating unit (4) being set up to enable a user to select between a plurality of assistance modes through an operating interface (7a) and to control the riding controller to provide drive control to a motor (11) of the bicycle (2) based on the selected assistance mode.

Description

[Technical Field]

[0001] This invention relates to a control system for electric bicycles. [Background technology]

[0002] Modern electric bicycles typically offer users multiple different assistance modes that they can choose from. However, in such cases, the potential of these different assistance modes is only utilized to a limited extent. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2010-030539 [Overview of the project]

[0004] Within the framework of the present invention, a control system for enabling improved assistance to users of electric bicycles is disclosed. The control system of the present invention for an electric bicycle includes an operating unit set up to control the riding controller of the electric bicycle, the operating unit being set up to allow the user to select between a plurality of assist modes through an operating interface, and to control the riding controller to perform drive control to the motor of the bicycle based on the selected assist mode.

[0005] Here, drive control refers to the control of the bicycle components involved in propulsion. For example, drive control provided by a riding controller specifically controls the bicycle's motor and / or braking system.

[0006] Drive control is performed, in particular, based on a set of drive parameters, i.e., values ​​for specific drive parameters. Each set of drive parameters is assigned to one auxiliary mode. If the control system provides multiple different auxiliary modes, a set of drive parameters is stored for each auxiliary mode. Auxiliary modes are also called assist modes. Examples of auxiliary modes include ECO, Tour, Sport, and Turbo.

[0007] Drive parameters are parameters that are directly or indirectly used for drive control. In this context, drive parameters are not necessarily the values ​​of the controlled quantities or the physical quantities being controlled. Here, drive parameters are parameters stored to determine the behavior of drive control and are used to determine controlled quantities, such as the motor's supply voltage and current. It is preferable that drive parameters be configurable by the user.

[0008] Here, the control system for electric bicycles is not necessarily located entirely on the electric bicycle itself, but can be a combination of multiple components.

[0009] Here, the operating interface refers specifically to a user interface provided by the operating unit that allows the user to select from already configured auxiliary modes while driving. In this case, the user interface includes, in particular, a display or color indicator to provide information to the user. For example, the selected auxiliary mode is represented by the display of a specific color assigned to that auxiliary mode.

[0010] An operating unit is a unit specifically intended to be mounted on the handlebars of a bicycle. However, the individual components of the operating unit may be mounted elsewhere on the bicycle, with only the display being mounted on the handlebars. Optionally, the operating unit may be provided by a mobile terminal, such as a smartphone or tablet. In this case, the operating interface is preferably provided by an application on the mobile terminal.

[0011] The dependent claims illustrate preferred developments of the present invention.

[0012] The control system preferably includes a configuration interface that allows the user to modify drive parameters and / or create or add new auxiliary modes. In this case, the configuration interface is provided by the operating unit, particularly together with the operating interface. Alternatively, the configuration interface may be provided by a separate configuration device, such as a smartphone or tablet.

[0013] The operating unit is preferably set up to calculate the characteristic number for each auxiliary mode based on the stored drive parameters for each auxiliary mode according to a characteristic number calculation rule, and to perform auxiliary mode sorting based on the calculated characteristic number for each auxiliary mode. Alternatively or additionally, the operating unit may be set up to provide the stored drive parameters for each auxiliary mode via an interface, receive the characteristic number via the interface, and perform auxiliary mode sorting based on the received characteristic number for each auxiliary mode.

[0014] In this case, the sorting of the auxiliary modes is performed, in particular, under the guidance of the operating interface. For example, the sorting of auxiliary modes is performed specifically to create the order in which the auxiliary modes are switched during driving. For example, the next strongest auxiliary mode is always selected for driving via a predefined key. Conversely, the next weakest auxiliary mode is selected via another key. The sorting defines which auxiliary modes are next strongest and next weakest.

[0015] As an alternative or addition, auxiliary mode sorting is performed based on characteristic numbers calculated or received for each auxiliary mode, as displayed in the configuration interface. The strength of each auxiliary mode is calculated offline, cloud-based, or embedded. Characteristic number calculation rules define a model that specifically reflects the bicycle's drive system. Characteristic numbers are calculated through this model and are ultimately used during sorting.

[0016] In electric bicycles, the assistance modes have traditionally been sorted according to a fixed arrangement set by each bicycle or motor manufacturer. However, if the assistance modes can be modified by one or more users, the operating interface or configuration interface must be appropriately controlled by the control system to display these assistance modes meaningfully and intuitively. For example, the operating unit must be particularly suitable for accommodating the coexistence of modes set by the manufacturer, OEM, and user.

[0017] For example, it is preferable that a control system, particularly an operating unit, stores a number of auxiliary modes and their associated drive parameters. However, only a portion of these auxiliary modes are active and provided to the user for selection through the operating interface. This is taken into consideration when sorting the auxiliary modes.

[0018] In this case, the characteristic number calculation rule is, in particular, a calculation rule defined by one or more equations, through which specific parameters of the auxiliary mode, in particular the driving parameters, are combined to obtain the characteristic number. The calculation of the characteristic number is performed internally or externally through the control system, in which case the parameters required for such calculation are provided from the control system via an interface. In this case, the interface is, in particular, an interface to a telecommunications network and / or a wireless interface. Preferably, the determined characteristic number makes it possible to determine the parameters that represent the strength of the auxiliary mode. This makes it possible to sort multiple auxiliary modes according to their respective strengths given by the parameters.

[0019] The characteristic number is preferably calculated based on the characteristic number calculation rules, from the maximum torque stored for the corresponding auxiliary mode and / or from the auxiliary coefficients stored for the corresponding auxiliary mode. These stored values ​​have a particularly significant impact on the behavior of the auxiliary mode, which is perceived by the user as strength. Therefore, these values ​​are also particularly well suited to determining the characteristic number that reflects the strength of the auxiliary mode.

[0020] In this case, the maximum torque and / or auxiliary coefficient for calculating the characteristic number is preferably determined for each auxiliary mode with respect to a common working point, which is preferably defined by one or more of the following quantities: pedal revolutions per minute, driver torque, and speed. Thus, the working point is identically selected for each auxiliary mode, thereby making the determined characteristic numbers comparable. This is preferred because the maximum torque and auxiliary coefficient may depend on the operating state of the bicycle. For example, the auxiliary coefficient and maximum torque are speed-dependent. To achieve comparability, it is preferable to define the working point with respect to a specific speed. The working point may be defined by a set of values ​​suitable for describing the operating state of the bicycle. For example, the working point may be defined by a combination of values ​​such as speed, driver torque, acceleration, and revolutions per minute.

[0021] For the determination of the operating point, it is preferred that values preferred by the user for the pedal rotation speed, the driver torque, and the speed are determined and / or the operating point is selected depending on the type of the electric bicycle. The control system is preferably set up to determine the preferred values based on the driving behavior of the user and to select the operating point accordingly. As an alternative or addition thereto, the operating point is preferably selected depending on the type of the electric bicycle, and the selection of the operating point is preferably performed by the control system. The control system is preferably set up to display an indicator on an operation interface and / or a configuration interface, and this indicator indicates whether the assistance mode can be modified by the user. In this way, the user can quickly get a general idea of whether the optimization of the assistance mode is possible.

[0022] The operating unit is preferably set up to detect the distance traveled by the user on the bicycle and to provide a specific assistance mode for selection only when a defined minimum travel distance has been traveled. For example, after a predefined point in time, for example after the start of the first use, the distance traveled by the bicycle is detected. The distance traveled by the bicycle is compared with a predefined threshold value, and when this is exceeded, an additional assistance mode is released. Optionally, when a defined minimum travel distance has been traveled, the restrictions in configuring an existing assistance mode are lifted. In this way, it becomes possible to provide a specific function of the bicycle to the user only after a predetermined period, especially when the user has accumulated sufficient experience on the bicycle.

[0023] It is also preferable that the control system provides a mode in which the possible selections from the assist mode through the operation interface are made for a predefined distance interval. Such a mode can be called a competition mode. When this mode is started, in particular, the available assist modes are set for the user. In this way, when the predefined distance interval is traveled, if the distance interval should be traveled in the competition mode, it is realized that a specific assist mode must be applied. In this way, when the predefined distance interval is traveled by different users, comparable times can be obtained, enabling the comparison of the physical fitness of different users.

[0024] At this time, the distance interval, that is, one or more sections of one travel route, and the assist mode assigned to each distance interval are preferably configured by the user through the configuration interface of the online platform and transmitted via the interface to one control system or to multiple control systems of different bicycles. As an alternative, the distance interval and the assist mode assigned to each distance interval are configured via the configuration interface of the control system.

[0025] At this time, it is preferable that the user can predefine multiple distance intervals and, accordingly, each segment of one travel route and save them in the control system. At this time, it is preferable that one corresponding assist mode is assigned to each segment. When the travel route is traveled by one user, it is preferable that the assist mode selected for assistance is automatically switched by the control system so that each distance interval of the travel route is traveled in the assigned assist mode. As an alternative, in order to obtain a comparison with other users, the user is displayed that the assist mode should be switched for the segment.

[0026] Preferably, a variable assistance mode can be defined for a single distance section, for example, where the level of assistance changes over the travel path or time. When the assistance mode is provided by the travel controller, the level of assistance is provided depending on the determined position or time. For example, it can be configured so that the level of assistance continuously decreases after entering a distance section.

[0027] In competition mode, it is preferable that the motor output provided is fixed. This ensures that each user receives the same level of assistance from the motor.

[0028] Furthermore, when each auxiliary mode is displayed through the operating interface, it is preferable that it be identified by a corresponding color. The operating unit is set up to calculate a color code for each auxiliary mode, and the color code is calculated from the drive parameters stored for that auxiliary mode according to a color calculation rule. In this case, the color code is a digital code provided to the driver to control a reproducible component, such as an LED or the display of the operating interface, to display the color corresponding to the color code. For this purpose, the color code specifically describes the lightness or hue of the color. It is preferable that one color code is calculated by the color calculation rule for each auxiliary mode that can be selected through the operating interface. This leads to the display of a separate color for each auxiliary mode, thereby allowing different auxiliary modes to be distinguished by color alone.

[0029] In this case, it is preferable that the color calculation rules are selected such that certain tones of the color described by the color code are further emphasized for specific characteristics of the auxiliary mode. For example, as the dynamics increase, the proportion of red in the color described by the color code increases.

[0030] The color calculation rule preferably includes multiple individual sub-rules, and the intensity of each color component is calculated using each sub-rule, depending on the associated drive parameter or the associated characteristics of the auxiliary mode.

[0031] The drive parameters of the auxiliary mode are preferably variable, and a color code for the auxiliary mode is continuously recalculated, so that when the auxiliary mode is displayed through the operating interface, the corresponding color is adapted to the color code. Alternatively or additionally, a color calculation rule for the auxiliary mode with variable drive parameters calculates two color codes, defining a first and a second color for each different value of the drive parameter, and when the auxiliary mode is displayed through the operating interface, a color switch between the first and second colors is displayed. This means that under auxiliary modes that are not unique due to the characteristics required for the color calculation rule and the fact that the drive parameter may change over time, the color code is continuously recalculated so that the reproduced color is adapted accordingly, or, preferably, two different color codes are calculated based on the extreme values ​​of the drive parameter of the auxiliary mode. If two different color codes are calculated, the operating interface can reproduce a continuous color switch between the colors described by these color codes to display each auxiliary mode.

[0032] It is also preferable that the color calculation rule calculates a color code from the maximum torque stored for the corresponding auxiliary mode and / or from the auxiliary coefficients stored for the corresponding auxiliary mode. These drive parameters can be particularly characteristically perceived by the user and are therefore preferably represented by color codes.

[0033] Furthermore, the values ​​of the drive parameters for a set of drive parameters can be configured by the user through a configuration interface, and it is preferable that multiple characteristic values ​​are displayed by the configuration interface, each characteristic value describing the behavior of the bicycle's drive control for the configured values ​​for that set of drive parameters. This means that the user is immediately provided with feedback when the adjustable drive parameters of the auxiliary mode are changed, and this feedback displays the riding behavior resulting from the adjusted drive parameters.

[0034] In this case, it is preferable that the characteristic values ​​be displayed in the form of a radar chart through the configuration interface. This allows multiple characteristic values ​​to be displayed on a single graph and represented as a geometric shape. If the user is familiar with the system, they can infer from this geometric shape the behavior of the drive control induced by the configured drive parameters of the auxiliary mode. In this way, a quickly perceptible and intuitive display is achieved.

[0035] The control system is preferably set up to perform automatic switching between different auxiliary modes, so that the drive control after the switch is based on the set of drive parameters of the switched auxiliary mode. In other words, the control system is set up to initially perform drive control based on the first auxiliary mode, and then automatically, i.e., without user intervention, switch from the first auxiliary mode to the second auxiliary mode and perform drive control based on the second auxiliary mode. In this case, the auxiliary mode is in particular an auxiliary mode that can also be manually selected by the user. As an optional auxiliary mode, the auxiliary mode is an auxiliary mode that can only be selected automatically by the control system.

[0036] In this case, the automatic switching is specifically combined with a condition that defines when the automatic switching occurs. In this case, the automatic switching depends specifically on at least one decision parameter. In this case, a condition is specifically defined for the decision parameter, and when this condition is met, the automatic switching occurs. In this case, the condition defines a threshold specifically for the decision parameter. In this case, the decision parameter is specifically a detected measurement or a bicycle driving parameter. Example decision parameters are the bicycle battery state of charge (SOC), detected gradient, rider's pulse rate, average power output, speed, cadence, and / or selected gear ratio.

[0037] Automatic switching is preferably dependent on at least one condition that can be configured via the user interface. For example, the threshold for a particular decision parameter can be adjusted by the user. In this case, the user configuration can be done by pre-selecting possible conditions. In this case, the condition does not have to be directly obvious to the user if it is stored in the configuration options.

[0038] Furthermore, it is preferable that the control system recognizes the user's riding behavior or environmental conditions when the electric bicycle is being operated, and is set up to adapt a set of drive parameters or create a new set of drive parameters based on the recognized riding behavior. In this way, the behavior of the drive control is automatically adapted to the user. At this time, it is preferable that the user performs an operation before the drive parameters are adapted. In this way, the user gains easier access to adjustments and the attractiveness of the configurable auxiliary modes is enhanced. With easy-to-understand recommendations, even more complex auxiliary modes can be configured or created. Therefore, it is preferable that the new set of drive parameters is saved as the set of drive parameters for the auxiliary mode, and thereafter, it is preferable that it is not modified without further confirmation by the user after being saved.

[0039] The user's riding behavior is detected, particularly through arbitrary sensor devices, and especially through the analysis of measurements detected by the sensor devices over time. In particular, a set of drive parameters is repeatedly adapted until a specific riding condition of the bicycle no longer occurs. For example, it is analyzed whether the user exhibits a specific predefined behavior under a particular riding condition. If so, the drive control is modified by adapting the drive parameters so that the user's behavior no longer occurs under that particular riding condition.

[0040] Environmental conditions are the conditions that describe the area around the bicycle. For example, the type of ground the bicycle is currently riding on is recognized through positioning, inertial sensors, or rider torque. In this way, ground properties, for instance, are detected as environmental conditions.

[0041] It is preferable that multiple preset profiles are saved, each defining a preset for the drive parameters of an auxiliary mode. When a new auxiliary mode is created, the drive parameters belonging to the new auxiliary mode are set based on one of the saved preset profiles, and / or when the drive parameters of an auxiliary mode to be modified are modified, the drive parameters belonging to the auxiliary mode to be modified are set based on one of the saved preset profiles. Each preset profile contains one or more drive parameters, or a configuration for those drive parameters. The one or more presets for drive parameters belonging to each preset profile are used to set the corresponding drive parameters of the auxiliary mode. The selection of which of the saved preset profiles to use for setting the drive parameters based on presets can be carried out in various ways.

[0042] Modifying the drive parameters of an assist mode, and creating new assist modes, is preferably done through a smartphone app connection or a similar computer program. This allows the user to make adjustments to the riding controller via the app. Since the user can modify the drive parameters of an assist mode or create a new assist mode, the assist modes thus created or modified can also be called "User Defined Assist Modes" (UDAMs). In this way, the assist modes of electric bicycles can be personalized. An assist mode can include multiple, partially overlapping, drive parameters. In this case, the drive parameters are often technical parameters (e.g., maximum torque) that require a basic technical understanding of the user. For example, drive parameters can be adjusted via a slide controller. To configure various different drive parameters that comprehensively affect the riding behavior of an electric bicycle, multiple, for example, more than four, slide controllers can be considered for a single assist mode. If each slide controller has 10 discrete adjustments, the user will have 10^4 = 1000 possible adjustments. For users, adjusting numerous drive parameters can be burdensome because such adjustments are technically demanding and can be complex. These difficulties can be alleviated by preset profiles, which can also be simply called "presets."

[0043] This is how preset profiles for drive parameters are introduced. These preset profiles provide users with a simple way to roughly preset drive parameters to suit their application. Then, if desired, fine-tuning of options can be done through manual adaptation of the drive parameters.

[0044] Preferably, one of several preset profiles is selected based on user selection through the configuration interface, one of several preset profiles is selected based on the electric bicycle category, one of several preset profiles is selected based on the active user profile, and / or one of several preset profiles is selected based on the results of a Q&A dialog, in which case the user is given several questions, and a preset profile is selected based on the user's answers. The selected preset profile is then used to create a new assist mode and / or to modify the drive parameters. Thus, a preset profile is selected only once by the user or determined based on other information. Alternatively, the desired preset profile is queried each time an assist mode is configured, i.e., it is queried whenever a new assist mode is created, or when the drive parameters are modified, for example, to reset the drive parameters of an existing assist mode.

[0045] Preferably, one or more preset profiles can be configured through the service interface. Preferably, the preset profiles cannot be modified by the end user. In this way, OEMs and vendors can pre-configure their own preset profiles.

[0046] It is preferable that the drive parameters set based on the selected preset profile can be modified by the user thereafter. In this way, the user is given a starting point for user configuration through the preset profile and its associated drive parameters.

[0047] It is also preferable that the operating unit includes an interface with a configuration platform and is set up to receive and store multiple sets of drive parameters for a first number of auxiliary modes via the interface. In this case, the interface is in particular an interface to a configuration platform provided via a server on a remote communication network. In this way, the auxiliary modes can be configured by the configuration platform and sent to the control system.

[0048] Preferably, the control unit receives a selection from the user, which then selects a second number of auxiliary modes from a first number of auxiliary modes, and is set up to provide a second number of auxiliary modes for selection while riding the bicycle. In this case, the first number is particularly greater than the second number. In other words, this means that the control unit stores more auxiliary modes with associated drive parameters than can be effectively selected through the control interface while riding the bicycle. For example, initially some of the auxiliary modes are activated via the configuration interface, thereby making these auxiliary modes selectable through the control interface. In this way, even if a connection to the configuration platform cannot be established at present, the control system can be newly configured and available auxiliary modes made available for use. At the same time, only a number of auxiliary modes that allow meaningful handling by the user can be selected through the control interface at any given time.

[0049] Furthermore, a configuration system including a control system and a configuration platform according to the present invention is preferred. In this case, the configuration platform is set up to perform the selection of multiple auxiliary modes from a number of available auxiliary modes, thereby defining a pool of auxiliary modes, enabling the user to select multiple auxiliary modes from the pool of auxiliary modes, and transmitting the selected auxiliary modes from the pool of auxiliary modes, along with the drive parameters associated with those auxiliary modes, to the control system's operating unit via an interface. The configuration platform is particularly an online platform and is provided via a server on a telecommunications network. In this case, the interface is an interface to the telecommunications network.

[0050] The selection of multiple auxiliary modes from the numerous available auxiliary modes at this time includes, in particular, filtering by identifiers that describe the type of bicycle assigned to the control system. Optionally, filtering selects from the numerous auxiliary modes to belong to the pool of auxiliary modes, for example, only those permitted for a specific production line, specific user, specific region, specific speed, specific type of bicycle, or specific serial number. The user makes a selection from the pool of auxiliary modes to choose the auxiliary mode intended for a particular operating unit. These operating modes are loaded via the interface to the unit performing the corresponding operation.

[0051] Next, embodiments of the present invention will be described in detail with reference to the attached drawings. The drawings show the following: [Brief explanation of the drawing]

[0052] [Figure 1] This is a diagram illustrating an example of a control system according to the present invention. [Figure 2] This is a schematic diagram of sorting in auxiliary mode. [Figure 3] This diagram shows two characteristic curves for maximum motor torque and auxiliary coefficient. [Figure 4] This is an example diagram for visualizing multiple characteristic values. [Figure 5] This shows an example of the charging status of an electric bicycle while it is being operated. [Figure 6] This shows the gradient change as an example of the road surface when riding an electric bicycle. [Figure 7] This is a flowchart showing how to create or adapt the drive parameters for auxiliary modes. [Figure 8] This is a flowchart showing how to create or adapt auxiliary mode drive parameters using preset profiles. [Modes for carrying out the invention]

[0053] Figure 1 shows a control system 1 of the present invention based on an embodiment of the present invention. The control system 1 includes an operating unit 4 located on an electric bicycle 2, which enables the operation of the electric bicycle 2. The electric bicycle 2 is equipped with a battery unit 6 and an electric motor 11. Furthermore, the battery unit 6 is equipped with a driving controller 3 set up to provide drive control of the electric bicycle 2. The motor 11 is controlled by the driving controller 3 for this purpose. In this case, the drive control is based on a set of drive parameters, and the set of drive parameters is assigned to selectable auxiliary modes, which can be selected by the user using the operating unit 4.

[0054] The operating unit 4 is preferably a dedicated unit that can be connected to the electric bicycle 2 and the driving controller 3, for example, by a mating interface, i.e., is typically considered a component of the electric bicycle 2. Alternatively, the operating unit 4 is a mobile terminal that communicates with the driving controller 3 by a wireless interface, such as Bluetooth®.

[0055] In a preferred embodiment, a mobile terminal such as a smartphone 5 is set up to communicate with the operating unit 4 of the electric bicycle 2. At this time, the configuration of the operating unit 4 and the driving controller 3 is performed by an application loaded on the smartphone 5.

[0056] The operation unit 4 is set up to allow the user to select between several assist modes 21 to 24 via the operation interface 7a. To this end, the operation interface 7a includes a select unit, in particular two select keys, which allow the user to select an assist mode while riding the bicycle 2, thereby releasing drive control based on the drive parameters stored for that assist mode. The operation interface 7a includes a display unit, which shows the user which assist mode is currently selected. The display unit is, for example, a display or at least one LED, and the selected assist mode is indicated by the different colors of the LEDs or by the different number of active LEDs.

[0057] The control unit 4 is set up to control the ride controller 3 so that the drive of the motor 11 of the bicycle 2 is controlled based on the drive parameters of the selected assist mode.

[0058] The control system 1 includes a configuration interface 7b that allows the user to modify drive parameters and / or create new auxiliary modes. In this way, the drive parameters of the auxiliary modes can be configured by the configuration interface 7b. The configuration interface 7b and the operation interface 7a may be a common unit. For example, the operation interface 7a includes a display for displaying the selected mode, and the configuration interface 7b is provided through this same display in configuration mode. Alternatively or in addition, the configuration interface 7b may be provided via a smartphone 5, and the configured drive parameters may be transmitted to the operation unit 4, for example, wirelessly.

[0059] Preferably, the drive parameters configured by the user via the configuration interface 7b of the smartphone 5 are first transmitted to the operation unit 4, and then provided to the driving controller 3. At this time, the operation unit 4 or the smartphone 5 can also perform adjustments to the drive parameters and conversions to parameters that can be processed by the driving controller 3.

[0060] The operation unit 4 calculates characteristic numbers 31 to 36 for each auxiliary mode 21 to 26 stored in the operation unit 4, using characteristic number calculation rules, based on the drive parameters stored for each auxiliary mode. When displaying on the operation interface 7a, it is set up to perform sorting of auxiliary modes 21 to 26 based on the calculated characteristic numbers 31 to 36 for each auxiliary mode 21 to 26. This is schematically shown in Figure 2. For example, a set of auxiliary modes 20 is stored in the operation unit 4. The set of auxiliary modes 20 includes, for example, the first auxiliary mode 21, the second auxiliary mode 22, the third auxiliary mode 23, the fourth auxiliary mode 24, the fifth auxiliary mode 25, and the sixth auxiliary mode 26.

[0061] The configuration interface 7b allows for the selection of auxiliary modes from the set of auxiliary modes 20, and these selected auxiliary modes 21-24 are displayed on the operation interface 7a. At this time, efforts are made to sort the auxiliary modes 21-24 according to their strength, either by the selection provided through the operation interface 7a or by the selection order provided through the operation interface 7a, where strength is the perceived strength of the assistance. For this purpose, characteristic numbers 31-36 are calculated for each auxiliary mode in the set of auxiliary modes 20. This is done using characteristic number calculation rules, and the same characteristic number calculation rules are applied to calculate the characteristic number for each auxiliary mode in the set of auxiliary modes 20.

[0062] In other words, each of the auxiliary modes 21-26 in the set of auxiliary modes 20 is assigned exactly one characteristic number. For example, the first auxiliary mode 21 is assigned the first characteristic number 31, the second auxiliary mode 22 is assigned the second characteristic number 32, the third auxiliary mode 23 is assigned the third characteristic number 33, the fourth auxiliary mode 24 is assigned the fourth characteristic number 34, the fifth auxiliary mode 25 is assigned the fifth characteristic number 35, and the sixth auxiliary mode 26 is assigned the sixth characteristic number 36.

[0063] The characteristic number is calculated, for example, based on a characteristic number calculation rule, from the maximum torque stored for the corresponding auxiliary mode and / or from the auxiliary coefficients stored for the corresponding auxiliary mode. For example, for the first auxiliary mode 21, the first maximum torque and the first auxiliary coefficient are stored as drive parameters. An illustrative characteristic number calculation rule defines that the maximum torque is multiplied by the coefficient and the stored auxiliary coefficient is multiplied by the coefficient. The results thus obtained can be further weighted and added together to arrive at the characteristic number.

[0064] When calculating characteristic numbers based on a preserved maximum torque and / or preserved auxiliary coefficients, there is a problem that the characteristic curve is typically preserved for these values, but the individual coefficients are not. Therefore, it is preferable to define a common working point that is used as the basis for calculating characteristic numbers using characteristic number calculation rules.

[0065] Figure 3 illustrates how the progression of the maximum torque over the speed of bicycle 2 and the progression of the auxiliary coefficient with respect to speed are selected. The upper part of Figure 3 shows the curve for the conserved maximum torque, and the lower part shows the curve for the conserved auxiliary coefficient. It is clear that both of these values ​​are >0 up to speed Vmax, for example, 25 km / h. Furthermore, it is shown that the working point may be defined, for example, by speed vAP. The maximum torque value used for calculating the characteristic number is, for example, the value obtained for speed vAP from the characteristic curve shown in Figure 3. Accordingly, the auxiliary coefficient selected for calculating the characteristic number according to the characteristic number calculation rules is the auxiliary coefficient obtained for speed vAP from the characteristic curve shown in the lower part of Figure 3.

[0066] In this case, it is preferable that the characteristic number calculation rules be selected such that high characteristic numbers are obtained for maximum torques and high auxiliary coefficients that are higher than the relatively low values ​​of the maximum torque and auxiliary coefficients. In this case, weighting can be applied between the maximum torque and the auxiliary coefficients.

[0067] Figure 2 shows example values ​​for the calculated characteristic numbers, i.e., the first to sixth characteristic numbers 31 to 36. To sort the selection of auxiliary modes from the set of auxiliary modes 20 using the operation interface 7a, sorting is performed based on the characteristic numbers, particularly their magnitudes. For example, auxiliary modes 21 to 24 displayed through the operation interface 7a are sorted in descending order based on the magnitudes of their respective characteristic numbers 31 to 34. Since the characteristic numbers are based on the maximum torque and the stored auxiliary coefficients, and are also an indicator of the strength of the auxiliary modes, the auxiliary modes displayed in the operation interface 7a are sorted according to their respective strengths.

[0068] It should be noted that, regarding the defined common working point, the working point may be defined by multiple values ​​rather than by velocity vAP. For example, an exemplary working point could be a combination of values ​​such as velocity, driver torque, resulting acceleration, and resulting pedal speed. This is preferable because the characteristic curve for maximum torque and auxiliary coefficients can be strongly nonlinear, while it depends on the travel speed, acceleration, driver torque, and driver cadence, i.e., pedal revolutions per minute. Therefore, the model defined by, for example, the characteristic number calculation rule must be appropriately configured so that the characteristic number can be determined based on the model and, consequently, on the characteristic number calculation rule. For example, the working point could be 20 km / h, driver torque of 20 nm, and 0 m / s 2 This is defined by the acceleration and the driver's cadence of 60 RPM. In this case, the maximum values ​​for these parameters may simply be selected.

[0069] In the characteristic curve shown in Figure 3, the working point is selected as an example at a speed vAP of 20 km / h. The parameters of the characteristic number are defined according to the Y value. After weighting, a specific final characteristic number is obtained from the individual parameters of the characteristic number. The working point may be selected in various ways depending on the bicycle category, that is, it may be selected depending on the type of electric bicycle 2. For example, a mountain bike may have a different working point than a city bike as the basis for calculating the characteristic number. In other words, sorting can yield different results depending on the category. Furthermore, the working point can be learned individually for each rider. For example, typically every male rider and every female rider has individual preferred cadence and preferred torque, and this can also be used to parameterize the model for calculating the characteristic number.

[0070] Sorting can be performed on the drive unit or on the display of the operation unit 4. If sorting has already been performed on the drive unit, auxiliary modes to be displayed via the operation interface 7a can be transmitted to the operation interface 7a of the operation unit 4 in an organized array.

[0071] Instead of a single work point, multiple weighted work points can be used. Particularly in mountainous regions, it may be beneficial to evaluate multiple work points at varying gradients in addition to the primary work point on flat ground. In other words, geographical location can also be used for sorting.

[0072] In the example described above, characteristic numbers 31-36 are calculated by the operation unit 4. However, in an alternative embodiment, it is preferable that the operation unit 4 provides the stored drive parameters for each auxiliary mode 21-26 via an interface, then receives the characteristic numbers 31-36 via the interface, and sets up to perform sorting of auxiliary modes 21-24 based on the received characteristic numbers 31-24 for auxiliary modes 21-24, under display on the operation interface 7a. This means that the drive parameters necessary for executing the characteristic number calculation rule are first provided to an external system via the interface, and then the result of the characteristic number calculation rule, i.e., the characteristic numbers, are received and used for sorting. In this case, the interface is particularly an interface to a remote communication network, and the stored drive parameters for each auxiliary mode are transmitted to the server 10, and the characteristic numbers are received from the server 10. In this way, the characteristic numbers can be set and modified by, for example, the manufacturer. In this way, the manufacturer can review the characteristic numbers determined for the auxiliary modes.

[0073] Regardless of the location or unit in which the characteristic numbers are calculated, the calculation of characteristic numbers is primarily model-based, and this model determines the strength of the modes. Such models are described by characteristic number calculation rules. In this case, the strength of auxiliary modes is particularly determined by the characteristic numbers. The auxiliary coefficient is the quotient of the motor torque and the driver torque.

[0074] In the auxiliary modes of the auxiliary mode set 20 shown in Figure 2, only the first mode 21 and the sixth mode 26 can be configured by the user. The second mode 22 through the fifth mode 25 cannot be configured or modified by the user. This means that the values ​​of the drive parameters for these auxiliary modes cannot be changed by the user. The first mode 21 is a mode named "Cube Turbo" by the user, for example, and the sixth mode 26 is a mode named "User Tour" by the user. The other modes are auxiliary modes predefined by the manufacturer. For example, the second mode 22 is a mode named "Turbo," the third mode 23 is a mode named "Sport," the fourth mode 24 is a mode named "Eco," and the fifth mode 25 is a mode named "Tour."

[0075] The second to fifth auxiliary modes 22 to 25 are auxiliary modes pre-configured by the manufacturer. The first auxiliary mode 21, the second auxiliary mode 22, the third auxiliary mode 23, and the fourth auxiliary mode 24 are displayed for selection via the operation interface 7a, or can be selected via the operation interface 7a. The selection of which auxiliary modes are displayed or selectable via the operation interface 7a is made via the configuration interface 7b.

[0076] From such a selection of auxiliary modes displayed through the operation interface 7a, it becomes clear that only the first auxiliary mode 21 is configurable. This is because the other auxiliary modes 22, 23, and 24 are set by the manufacturer as not configurable. When different auxiliary modes 21-24 are used from the operation interface 7a, it is possible that the user may decide that it is desirable to adapt the drive parameter of one of these auxiliary modes 21-24. However, this is not possible for all of these auxiliary modes 21-24. Therefore, it is preferable that the control system 1 be set up to display an indicator on the operation interface 7a, which indicates whether or not auxiliary modes 21-24 can be modified by the user. For example, Figure 2 illustrates the first indicator 41, which is added as an image to the select button for selecting the first auxiliary mode 21. For example, in the diagram of the operation interface 7a shown in Figure 2, it is immediately clear that only the first auxiliary mode 21, which is displayed at the top, can be modified / configured by the user.

[0077] In the example described herein, the indicator, namely the first indicator 41, is shown on the operating interface 7a to indicate the selectable auxiliary modes. However, alternatively, this indicator may also be displayed on the configuration interface 7b, where, for example, the user can select which auxiliary modes from the set of auxiliary modes 20 are displayed through the operating interface 7a. This is illustrated in Figure 2, where the first auxiliary mode 21 and the sixth auxiliary mode 26 are marked by the first indicator 41 and the second indicator 42, respectively, to indicate that these auxiliary modes are configurable by the user.

[0078] Optionally, individual auxiliary modes can be released for user modification via an interface to server 10.

[0079] Preferably, the operation unit 4 detects the distance traveled by the user on the bicycle 2, and a specific assistance mode is released for selection by the user via the operation interface 7a or for configurability using the configuration interface 7b only when a defined minimum distance has been traveled. For example, a specific assistance mode may only become available or configurable for the user when the user has traveled a distance longer than 1000 km on the bicycle 2. In a similar manner, the restrictions on configuring existing assistance modes can also be removed when a defined minimum distance has been traveled. For example, a stronger assistance mode can be selected when it is confirmed that the user has gained sufficient practice in handling the bicycle 2 by traveling the minimum distance.

[0080] As an optional feature, users may receive suggestions that, depending on the strength of the selected assist mode adjustment, a certain level of driving experience is recommended for the selected assist mode and adjustment.

[0081] Preferably, the control system 1 provides modes by restricting the possible selections from the assist modes via the operation interface 7a for predefined distance segments. In this way, different users can travel the predefined distance segments with appropriate assistance from the motor 11 of the bicycle 2. Therefore, this mode will also be referred to as the competition mode below.

[0082] With conventional bicycles, that is, bicycles without electric assistance, such as racing bicycles, different riders or users can compare their riding times for individual routes and distances. With electric bicycles, unless there is a mode to limit the possible selection of assistance modes, the motor output and battery output can significantly distort the riding time, making it impossible to compare the riding times of different users.

[0083] In competition mode, if it is desired to run for comparison, specific auxiliary modes can be defined for predefined distance sections during the run. In this way, the motor output can be fixed, and consequently, distance sections run by different users can be compared.

[0084] To enable comparison of the riding experiences of different users, a riding route containing one or more distance segments is first defined. Each distance segment is also referred to as a "segment." Defining the riding route and its associated distance segments is performed, for example, through a configuration platform provided by server 10. The riding route can be defined using a map, or each distance segment can be defined by the characteristics of the riding route, such as length or gradient. Furthermore, the configuration platform assigns one auxiliary mode to each distance segment. The auxiliary modes assigned to distance segments are not necessarily available in the electric bicycle's control system 1. Therefore, it is preferable that the auxiliary modes defined for a distance segment, along with the associated drive parameters and the definition of the distance segment, are transmitted to the control system 1.

[0085] In particular, exactly one auxiliary mode is assigned to each predefined distance interval, and in modes where the possible selection from the auxiliary modes is limited, the control system 1 is restricted to only the predefined auxiliary modes for that distance interval. This means that the predefined distance interval is driven using a specific auxiliary mode.

[0086] As an alternative to the configuration platform, predefined distance intervals and their corresponding auxiliary modes can also be defined by having the electric bicycle 2 travel through the corresponding distance intervals in the respective auxiliary modes, and the control system 1 detects the predefined distance intervals along with the applied auxiliary modes, which are then transmitted to the server 10.

[0087] When competition mode is selected, the user can select a predefined route, including a predefined distance section, to compare with others via the configuration interface 7b or the operation interface 7a. The available routes that can be considered at this time are retrieved from the server 10. In order to enable comparisons between different users in a competitive sense, the user can download from the server 10 routes and distance sections, along with their corresponding defined auxiliary modes, that have been previously loaded into the server 10 by other users.

[0088] For example, a route including a first distance section, a second distance section, and a third distance section is downloaded from the server 10. The first distance section is ridden in the first assist mode 21, the second distance section in the second assist mode 22, and the third distance section in the third assist mode 23. When the user turns on competition mode and enters the route, the control system 1 automatically activates the first assist mode 21 in the first distance section. The user has no means to switch assist modes unless they leave competition mode. In that case, comparable time is not detected. When the user reaches the second distance section on the bicycle 2, it automatically switches from the first assist mode 21 to the second assist mode 22. When the user reaches the third distance section, the control system 1 automatically switches from the second assist mode 22 to the third assist mode 23. It should be noted that it may also be defined that no assistance from the electric motor 11 is provided in one distance section. For one optional distance interval, the amount of motor output provided within that interval is predefined.

[0089] The auxiliary mode assigned to a distance interval may be defined variably. For example, the degree of assistance may be continuously varied, and after entering a certain distance interval, it may be continuously decreased, increased, or changed according to a predetermined curve.

[0090] In other words, control system 1 may be set up to receive predefined distance segments, and optionally, the control system 1 receives the corresponding auxiliary mode for each or individual distance segment, along with its associated drive parameters. When a competition mode is selected and such a route is selected, only the auxiliary mode corresponding to that segment is permitted for operation on bicycle 2.

[0091] The above explanation pertains to routes and distance segments. However, the logic described above can be applied equally to entire routes, tours, or tracks. The availability of segments or distance segments presupposes that the same riding mode selected by the creator is selected when riding the distance segment. To that end, to the extent that it is technically permissible for control system 1, if an auxiliary mode is not yet available in control system 1, an appropriate auxiliary mode is transmitted to control system 1 of bicycle 2 to ride along the distance segment.

[0092] The control system 1 can fix the assistance mode after the start of the competition mode and after the start of the distance section, thereby allowing the entire distance section to be evaluated in a comparable manner. At this time, it is also possible to intend that the selected distance section must be driven in "off" mode, i.e., without assistance.

[0093] Furthermore, there may be cases where it is important to ride a single segment with various different assistance modes. For this purpose, the combination or order of assistance modes used by the creator of the distance segment is saved, and all subsequent riders of that distance segment are automatically given the same assistance modes that the creator used when riding. In this case, the creation of such a segment is "possible on paper or digitally," and does not require an initial ride. This is done, for example, through a configuration platform provided by server 10. This also opens up other possibilities, such as the level of assistance changing continuously and gradually decreasing after entering the distance segment. In this case as well, all subsequent riders of that distance segment automatically receive the transmission of adjustments to their bicycle 2's control system 1.

[0094] If the user requests time determination, the applicable assistance mode cannot be manually changed after entering the first distance segment in competition mode. Alternatively, the user can manually change the assistance mode at any time, but this will result in leaving competition mode. It is preferable that a warning is issued in this case, and clear confirmation from the user is required, because in such cases, changing the assistance mode will make it impossible to determine the time for that segment.

[0095] It is preferable to be able to switch between different settings in the auxiliary mode when determining the best time for a given distance section, and then, after viewing the best time for each mode, challenge yourself to beat it using the competition mode.

[0096] In addition to the auxiliary mode, the competition mode may also allow for the fixing of individual drive parameters, such as maximum torque or maximum speed assistance, and / or other drive parameters, which may be adjustable. Accordingly, the adjustment of the values ​​of individual drive parameters in the auxiliary mode becomes yet another amount that can be used to arrange the best times. To prevent this from leading to an arbitrary number of combinations, a limit on the possible values ​​for the drive parameters in the auxiliary mode can be selected for time determination.

[0097] The configuration platform is provided, in particular, using an app on a smartphone 5 that connects to a server 10 via a remote communication network 9, typically the internet. Similarly, control sections that can be driven in competition mode can be created or downloaded through the configuration interface 7b of the smartphone 5.

[0098] Auxiliary modes selectable for use through the operating interface 7b are identified and displayed in their respective colors. For example, an indicator for a particular auxiliary mode is colored with the color corresponding to that auxiliary mode, or only a color indicating that a particular auxiliary mode is selected is displayed. In order to display the characteristics of each auxiliary mode to the user, a predetermined color is assigned to each auxiliary mode, and a color is calculated for each auxiliary mode, in particular a color code is calculated based on a color calculation rule.

[0099] The color code is, for example, an RGB code. The color code defines the color displayed for each auxiliary mode. The color code is calculated from the drive parameters stored for each auxiliary mode using a color calculation rule. The color code describes the lightness and / or hue of the color. Therefore, the color displayed through the operation interface 7a is not fixed by the manufacturer for each auxiliary mode or memory location; rather, the color is derived from the characteristics of each auxiliary mode. This is done through the color calculation rule. Accordingly, specific driving characteristics are displayed through a color scale in a way that is understandable to the user. In this case, the relationship between the characteristics of the auxiliary mode and the displayed color is defined by the color calculation rule. Similar driving behavior, i.e., similar characteristics, always leads to similar colors. Accordingly, users can compare various different auxiliary modes. When an auxiliary mode is modified through the configuration interface 7b, the color can be automatically adapted based on the color calculation rule. Newly created auxiliary modes can also be assigned a color code and the corresponding color.

[0100] In addition to coding driving characteristics by color, further differentiation can be achieved through color brightness adaptation, or through color transitions and / or brightness transitions. For example, the color calculation rules may preferably include parameters that lead to color flashing, i.e., continuous brightness switching, when the characteristics of an auxiliary mode represent a particularly aggressive mode.

[0101] If the drive parameters of an auxiliary mode are variable, a new color code is continuously calculated for that auxiliary mode, and when the auxiliary mode is displayed through the operation interface 7a, the color representing that auxiliary mode is continuously adapted to the color code. An auxiliary mode is variable if it can be adapted through the configuration interface 7b, or if it is changed through other mechanisms, for example, if it changes over time in a competition mode. For example, in the automatic mode, one possible auxiliary mode, the assistance provided by the motor 11 for the user is adapted between weak and strong in a situation-dependent manner. In this case, for example, weak assistance is represented by the color blue, and strong assistance is represented by the color red. In this case, both the blue and red colors are calculated based on color calculation rules and reflect the weak or strong assistance as a characteristic of the automatic mode. The characteristics of the auxiliary mode are defined by or calculated from the stored drive parameters. To display the different characteristics that occur in the automatic mode, represented by the colors blue and red, a soft color switching that continues periodically between blue and red is displayed to inform the user of the characteristics of this auxiliary mode.

[0102] Using these color calculation rules, two color codes are calculated, defining a first color which is blue and a second color which is red. When the auxiliary mode is displayed through the operation interface 7a, the color switching between the first and second colors is displayed.

[0103] If a color code for the auxiliary mode is continuously calculated and the corresponding color is adapted to the color code when the auxiliary mode is displayed through the operation interface 7a, then the user will always see the latest behavior, i.e., the color corresponding to the latest characteristics of the auxiliary mode at that time.

[0104] The additional dimensions of color brightness and temporal variation clearly expand the display space compared to one-dimensional color, enabling more complex calculation functions and allowing more information to be conveyed to the user regarding the current auxiliary mode.

[0105] Using the color calculation rules, the color code is calculated, for example, from the maximum torque stored for the auxiliary mode and / or the auxiliary coefficients stored for the auxiliary mode. As with the characteristic number calculation rules, the maximum torque and / or stored auxiliary coefficients for a specified working point can be used here as well.

[0106] One possible color calculation rule is to use the average auxiliary coefficient f, which is derived from the ratio of motor output to equivalent output. Modus The auxiliary mode is examined in relation to this, and it is defined that this ratio is reflected in the color scale from, for example, a first color (e.g., blue) to a second color (e.g., red). For example, an auxiliary coefficient of 0 may correspond to the color blue, and f Max The largest auxiliary coefficient of =4 may correspond to the color red, and the color wavelength λ is interpolated between these with respect to the average auxiliary coefficient. This is done, for example, based on the following equation:

[0107]

number

[0108] Here the value λ Modus This corresponds to the color wavelength described by the color code for the average auxiliary coefficient. The value λ rot and λ blau These correspond to the color wavelengths of red and blue. The color of the auxiliary mode is derived from the color wavelength λ, and the color code corresponds to the color wavelength λ of the auxiliary mode. Modus A color having this is selected to define it.

[0109] Another possible color calculation rule defines that the auxiliary coefficient depends on the operating state. The variable auxiliary mode is represented by an auxiliary coefficient, for example, between 1.2 and 3.4. And the minimum value of 1.2 can be reflected in one color according to Equation (1) as in the above example, and the maximum value of 3.4 can also be reflected in another color according to Equation (1). And the color to be displayed can be constantly switched back and forth between the two colors thus defined, and accordingly, such special dynamics can be made distinguishable to the user.

[0110] Thus, from Equation (1), f Modus,Min = 1.2 for the first color of the variable auxiliary mode with respect to λ Modus,Min and f Modus,Max = 3.4 for the second color of the variable auxiliary mode with respect to λ Modus,Max can be calculated. These colors are reproduced by the color switching also calculated according to the color calculation rule. For example, the color calculation rule includes the definition of the color λ Modus,t of the variable auxiliary mode over time t:

[0111]

Equation

[0112] Here, ω defines the cycle time of the color switching. Red and blue colors are selected as examples. As an alternative, any other combination of colors can be applied.

[0113] Optionally, other or even further different characteristics of the auxiliary mode are considered as an addition or alternative to the auxiliary coefficient, for which the color code is calculated. For example, metrics for dynamics, additional propulsion behavior, maximum auxiliary speed, or maximum torque are suitable there.

[0114] As an optional choice, the color calculation rules are selected so as to not affect the characteristics of the auxiliary mode, i.e., not based on the driving parameters of the auxiliary mode, and so as to be represented by the color code and the resulting color.

[0115] For example, a color code can indicate whether the auxiliary mode was configured by the manufacturer, OEM, or user, by adding a specific hue to one of its characteristics to the color code. For instance, a manufacturer's auxiliary mode would always be represented by various shades of red, or reds of different brightness levels; an OEM's auxiliary mode would always be represented by various shades of blue, or blues of different brightness levels; and a user's auxiliary mode would always be represented by various shades of gray, or grays of different brightness levels. In this way, each OEM can define and protect its own colors.

[0116] Alternatively, each bicycle category can be assigned its own color (e.g., mountain bike mode: red tones, touring bike: green tones). In this case, the color calculation rules for color selection are appropriately adapted by adding color components to the colors calculated according to, for example, formulas (1) and / or (2).

[0117] If the user can configure the auxiliary mode through the configuration interface 7b, that is, if the user can configure the values ​​of the drive parameters for a set of drive parameters through the configuration interface 7b, it is preferable that multiple characteristic values ​​are displayed by the configuration interface 7b, and each characteristic value describes the behavior of the bicycle's drive control for the values ​​configured for the set of drive parameters.

[0118] In this way, characteristic values ​​describe the different characteristics of each drive control, such as agility, strength, range, calorie consumption, entertainment value, comfort achieved, typical speed, and power output. Figure 4 shows the diagram displayed by the configuration interface 7b, where the values ​​of drive parameters V1 to V4 can be configured by the user via a slide controller, as illustrated in the lower part of Figure 4. For example, the first value V1 allows adjustment of the drive parameter agility. The second value V2 allows adjustment of the value of the auxiliary coefficient as a drive parameter. The third value V3 allows adjustment of the value of the maximum torque as a drive parameter. The fourth value V4 allows adjustment of the maximum speed as a drive parameter. When an auxiliary mode is configured according to these drive parameters, this auxiliary mode will have specific behaviors that can be described by characteristic values. The characteristic values ​​are calculated from the configured drive parameters and displayed in the form of a radar chart 40 via the configuration interface 7b, allowing the user to judge the overall characteristics of the configured auxiliary mode.

[0119] The upper part of Figure 4 shows a radar chart 40, where the strength as a characteristic value is shown through the first axis C1, the reach as a characteristic value is shown through the second axis C2, the expected calorie consumption of the user as a characteristic value is shown through the third axis C3, the entertainment element as a characteristic value is shown through the fourth axis C4, the comfort as a characteristic value is shown through the fifth axis C5, the speed as a characteristic value is shown through the sixth axis C6, the output as a characteristic value is shown through the seventh axis C7, and the agility as a characteristic value is shown through the eighth axis C8.

[0120] The characteristic values ​​displayed through each axis C1 to C8 are calculated from the values ​​of the drive parameters V1 to V4. In this case, it is possible for some of the drive parameters to be directly reproduced as characteristic values. However, it is preferable for each characteristic value to be calculated from a combination of multiple drive parameters.

[0121] Figure 4 shows the characteristic values ​​of two different assist modes. For example, the first assist mode, represented as "Mode 1," clearly provides high agility and strength during drive control. Furthermore, the second assist mode, represented as "Mode 2," clearly enables a larger reach through drive control under high calorie consumption. As users become familiar with the typical reproduction of the characteristic values ​​in the radar chart 40, they will be able to distinguish the characteristics or features of the assist modes at a glance. Such a visual display is preferable as feedback because the system behavior during drive control does not depend linearly on the adjustable drive parameters, as it allows users to understand the influence of the configuration.

[0122] The algorithm directly calculates the effect of the changed drive parameter values ​​on the driving behavior of bicycle 2, and calculates characteristic values ​​accordingly. Here, the effect of the changed values ​​on the overall system behavior is visualized in a graph selected as radar chart 40. In the first auxiliary mode, for example, in eco mode with a low auxiliary coefficient, if the maximum torque is reduced to 60 nm, this remains unaffected by the system behavior. This is because the system never reaches 60 nm in this auxiliary mode. This can be displayed through such a graph. In this way, the user can see through the graph at what threshold the drive parameter values ​​actually have a significant impact on drive control.

[0123] For example, increasing the assist level increases the intensity, power output, and entertainment value. However, at the same time, the distance covered and calorie expenditure decrease as a result.

[0124] While the values ​​of the drive parameters V1 to V4 can be adjusted by the user, it is assumed that the predefined values ​​of the configured auxiliary modes, referred to as the base values ​​below, also influence the characteristic values ​​of the auxiliary modes. The calculation rules used as an example to achieve the characteristic value representing strength are as follows:

[0125]

number

[0126] At this time, the selectable parameter a weights a first function that depends on the agility of the auxiliary mode, and the selectable parameter b weights a second function that depends on the degree of assistance of the auxiliary mode. The sum of the first and second functions is multiplied by a third function to calculate a characteristic value for strength. The third function is a function that depends on the maximum torque.

[0127] The first function depends on the agility adjusted by the user and the agility stored as a base value for the assist mode. This can be done, for example, by multiplying these values, in which case the first function depends on the resulting product. In the given expression, the value "AgilityUDAM" is the agility configured by the user as a driving parameter, i.e., the first value V1. The parameter "AgilityAssistMode" is a base value fixedly stored for the assist mode. The first function is, in particular, the selection of the minimum value from the product of the agility configured by the user, the base value, and the maximum value that defines the range of agility values, which is pre-selected, for example, to "5".

[0128] The second function depends on the level of assistance adjusted by the user and the level of assistance stored as a base value for that assistance mode. This is done, for example, by multiplying these values, and the second function then depends on the resulting product. In the given formula, the value "MaxTorqueUDAM" is the level of assistance configured by the user as a driving parameter, i.e., the second value V2. The value "MaxTorqueAssistMode" is the base value fixed and stored for that assistance mode. The third function is, in particular, the selection of the minimum value from the product of the level of assistance configured by the user, the base value, and the maximum value that defines the range of the level of assistance, which is pre-selected, for example, "5".

[0129] The third function depends on the maximum torque adjusted by the user and the maximum torque stored as a base value for the auxiliary mode. In this case, the third function is the division of these values, i.e., the division of the maximum torque adjusted by the user, i.e., the third value V3, by the base value. In this case, the base value of the maximum torque is the maximum value technically permissible for bicycle 2.

[0130] A configuration platform, for example operated on a server 10, is preferred for setting different assist modes to the control system 1. The configuration platform allows manufacturers, OEMs, bicycle dealers, or end users to send new assist modes to the control system 1 and update existing assist modes. Who can access the control system 1 and who has access rights to the configuration platform are configuration options. The configuration platform provides, for example, numerous assist modes available from manufacturers, which are loaded into the server 10, along with the drive parameters to which these numerous available assist modes belong. For example, all assist modes configured by manufacturers are provided on the configuration platform for all bicycle types and models.

[0131] The configuration platform is set up to define a pool of auxiliary modes by performing the selection of multiple auxiliary modes from these numerous available auxiliary modes. To this end, filtering is performed based on filter parameters. For example, the numerous available auxiliary modes are filtered so that an auxiliary mode is provided for a specific production line, a specific region, a specific bicycle model, or a desired speed. The filter criteria are preferably adjustable by the user and / or defined for the user by the manufacturer.

[0132] Auxiliary modes that match the filter criteria are added to the auxiliary mode pool and displayed to the user. In the next step, the user can select from multiple auxiliary modes from the pool. The auxiliary mode selected by the user is transmitted to the operation unit 4 of the control system 1 via the interface. The interface is a remote communication interface of the configuration platform that enables connection to the control system 1, either directly or via a mobile terminal, such as a smartphone 5.

[0133] As an optional choice, when selecting multiple auxiliary modes from the pool of auxiliary modes, the user is also given the option to select which of the selected auxiliary modes from the pool are selectable through the operation interface 7a. Optionally, the user can then modify the auxiliary modes from the pool, that is, change the drive parameters stored for those auxiliary modes. If more auxiliary modes are loaded into the control system 1 from the pool of auxiliary modes than are selectable through the operation interface 7a, the configuration interface 7b can be used to change this selection and make other auxiliary modes selectable through the operation interface 7a.

[0134] Optionally, the interface includes a cable interface established between the local computer and the control system 1, the local computer procuring the necessary information from the server 10 via the telecommunication network 9. Accordingly, the control system 1 can receive some or all of the auxiliary modes from the pool of auxiliary modes, along with the drive parameters configured for them.

[0135] The operating unit 4 includes an interface to the configuration platform and is set up to receive and store a first number of auxiliary modes along with the drive parameters to which they belong via the interface. To enable direct communication with the server 10, the interface is specifically an interface to a telecommunications network, and in particular an internet interface.

[0136] The operating unit 4 is set up to receive selections from the user, particularly through the configuration interface 7b, which allows for the selection of a second number of auxiliary modes from a first number of auxiliary modes, the second number of auxiliary modes being provided through the operating interface 7a for selection while riding the bicycle 2. In other words, the control system 1 receives a number of auxiliary modes from the configuration platform, corresponding to auxiliary modes derived from a pool of auxiliary modes or selections from there. However, not all of these auxiliary modes become immediately selectable through the operating interface 7a, as it may only provide a further number of auxiliary modes. Therefore, it is preferable that the user selects which of the auxiliary modes to make selectable through the operating interface 7a while riding the bicycle 2. This is preferably done through the configuration interface 7b.

[0137] Preferably, the pool of auxiliary modes is stored in server 10 and assigned an identifier that is individually assigned to control system 1. Preferably, control system 1 automatically establishes a connection to server 10, checks whether any auxiliary modes belonging to the pool of auxiliary modes, or selected auxiliary modes belonging to the pool of auxiliary modes, have been changed, and is set up to update the auxiliary modes stored locally in control system 1 or download new auxiliary modes accordingly. Similarly, individual auxiliary modes can be removed from control system 1 again in this manner, which may be necessary, for example, if a problem occurs with a particular adjustment of an auxiliary mode.

[0138] Optionally, the configuration platform may mark individual auxiliary modes in the pool of auxiliary modes as commercially available. Such auxiliary modes are not transmitted to the control system 1, or are transmitted to the control system 1 but are not selectable through the operation interface 7a. To enable this, the auxiliary mode must first be explicitly acquired for a particular control system 1, or by an intermediary for further sale, and then released on the server 10 side or on the control system 1 side. Only when the auxiliary mode is released through the configuration platform or configuration interface 7b, for example by inputting a license cipher, does it become permanently selectable through the operation interface 7a.

[0139] In particular, it is preferable that a test function is also stored, which allows the auxiliary mode to be transmitted to the operating unit 4 via the interface and made available for a limited period of time.

[0140] In this way, manufacturers or OEMs can offer a large number of assist modes to enable the personalization of bicycles for sellers and cyclists. Selecting the appropriate assist mode for the correct bicycle type is time-consuming, but this is shortened by the configuration platform, allowing manufacturers (OEMs) to quickly provide the right selection of assist modes for the corresponding bicycle category.

[0141] To differentiate their offerings in terms of assist mode selection, manufacturers can offer customers a choice of assist modes that they can switch between while riding. Furthermore, for each bicycle category, it becomes possible to define assist modes that are available for all bicycles in that category, enabling sellers and end-users to compare or analyze bicycles regardless of the manufacturer's (OEM) choice. Manufacturers (OEMs) then have the possibility of offering brand-specific assist modes and providing them for their own brands and bicycle models.

[0142] The manufacturer (OEM), and consequently the end user, is intended to always have access to the latest assist modes for configuration selection. It will be possible to manage and provide a large number of assist modes. The manufacturer (OEM) can decide whether or not to add new assist modes. The manufacturer (OEM) can decide whether or not the assist modes can be modified by the end user (ODAM) on the bicycle. Bicycle sellers can adapt the assist modes and, accordingly, present customers with bicycles tailored to their specific needs.

[0143] End users can switch assist modes without an internet connection, thus switching to an assist mode perfectly suited to the situation, which is made possible by the configuration interface 7b in the user interface 7a, for example, by the end user purchasing an assist mode for different riding conditions than eMTB trail riding. Assist mode updates are also possible when a software update requires it.

[0144] Thus, managing a wider range of auxiliary mode options enables greater personalization. Auxiliary modes can be provided, swapped, and modified for specific control systems 1 by precisely defined groups of users.

[0145] In this case, it is also preferable to implement in-app purchases that allow the user to obtain a new assistance mode via the smartphone 5, for example using the configuration interface 7b, and select it for selection through the user interface.

[0146] It is preferable that the control system 1 of the bicycle 2 can store more assistance modes than can be selected by the user for use.

[0147] Preferably, the control system 1 implements a method for automatically switching between selectable auxiliary modes. For example, the control system 1 is set up to perform automatic switching between different selectable auxiliary modes, so that the drive control after the switch is based on the set of drive parameters of the switched auxiliary mode.

[0148] For example, electric bicycle 2 is used by a user, the first assist mode is selected, and drive control is performed using the set of drive parameters for the first assist mode. Control system 1 continuously checks whether conditions have been met for switching to an alternative assist mode when they occur. If the conditions are met, the assist mode is switched, and drive control is performed based on the set of drive parameters belonging to the switched alternative assist mode. For example, when the conditions are met, it automatically switches from the first assist mode to the second assist mode. Accordingly, after the switch, drive control is performed using the set of drive parameters for the second assist mode.

[0149] In this case, the conditions can be configured as optional selections via the configuration interface 7b. For example, the user can make a selection using their smartphone 5 before riding the electric bicycle 2, and this selection allows for the selection of conditions under which switching between different drive assistance modes occurs while riding. Preferably, the user can also configure the conditions, and these examples are illustrated in Figures 5 and 6.

[0150] In the example shown in Figure 5, the condition is the charge state threshold 51. The charge state is also called "State of Charge," or SOC. Here, the threshold 51 is selected by the user to be 20%. The value of 20% here should be considered as an example, as the user can configure other values, preferably within a predefined interval range. Figure 5 shows the charge state progression 50 of the electric bicycle 2 over time. At the start of riding, the charge state is 100%. However, the charge state decreases over the time the electric bicycle 2 is driven, and finally, at time t0, it becomes equal to the threshold 51 configured by the user. The control system 1 recognizes that the conditions have been met for automatic switching between different assist modes to be performed. Therefore, at time t0, it switches from the first assist mode to the fourth assist mode 24. For example, it switches to an energy-saving assist mode. For example, it switches from turbo mode to eco mode. After time t0, the electric bicycle 2 is driven in a second assist mode by the driving controller 3, and the driving controller 3 performs the drive control corresponding to the second assist mode. If the charge level rises again at a subsequent time and exceeds the threshold 51 again, the assist mode is optionally switched back to the assist mode that was active before the switch at time t0.

[0151] In the example shown in Figure 6, the condition is a first threshold 61 of the resulting gradient. Preferably, the gradient is the gradient of the road surface beneath the electric bicycle 2, and the gradient is detected, for example, through the inclination sensor of the control system 1. Here, the threshold 61 is selected by the user to be 5 degrees. The value of 5 degrees should be considered an example, as the user can configure other values, preferably within a predefined interval. Figure 6 shows the gradient progression 30 during operation of the electric bicycle 2 over time. The electric bicycle 2 is initially operated at a gradient of 0 degrees, and at this time, the drive control of the electric bicycle 2 is performed based on the first assist mode. At the first time point t1, the inclination sensor of the control system 1 detects an increase in the gradient. At this time, the gradient increases to over 5 degrees, and consequently exceeds the configured threshold 61. Therefore, the system automatically switches from the first assist mode to the second assist mode, for example, by providing stronger assistance to the user via the motor 11. In the example shown in Figure 6, the gradient decreases again at the second time point t2, which triggers an automatic switch back from the second auxiliary mode to the first auxiliary mode.

[0152] Preferably, the user can configure multiple conditions, such as multiple thresholds 61 and 62. For example, the first threshold 61 is set to 5 degrees, and the second threshold 62 is set to 10 degrees. For example, if the gradient angle rises further to a value exceeding 10 degrees, an automatic switch can be made to a third assist mode in which the motor 11 provides stronger assistance to the user than the second assist mode. Optionally, the third threshold 63 is set to -5 degrees. For example, if the gradient angle decreases to a value below -5 degrees, an automatic switch can be made to a fourth assist mode in which the motor 11 provides weaker assistance to the user than the first assist mode. For example, it can switch to eco or tour mode.

[0153] Some or all of the thresholds 60, 61, and 62 can be optionally configured by the user using the configuration interface 7b.

[0154] Automatic switching between different assistance modes is also called "automatic mode change." Automatic switching can be activated and deactivated by the user, for example, through the operation interface 7a or the configuration interface 7b. When automatic switching is activated, the control system 1 automatically switches between the available assistance modes. The user sees the currently active assistance mode on the display of the operation unit 4, which displays the operation interface 7a. In this way, the user always receives feedback on which assistance mode the control system 1 is in, which they already know. Conditions are saved in the configuration, and automatic switching is performed based on this. This configuration is configured, for example, through an app running on a smartphone 5, and transmitted to the riding controller 3 of the electric bicycle 2.

[0155] Conditions are defined for various quantities of control system 1 and are combined with each other. For example, when the charge level falls below 20%, the system switches to an energy-saving assist mode. Optionally, this condition is characterized with high priority and used as a preferential decision criterion. In addition, other conditions may be configured. For example, on gradients below 5 degrees, an assist mode is selected that provides assistance for traveling particularly long distances. For example, tour mode is selected. When the gradient rises above 5 degrees, the system switches to an assist mode that provides stronger assistance, such as sport mode. When the gradient rises further, for example above 10 degrees, the system switches to an even stronger assist mode, such as turbo mode.

[0156] When conditions are selected for different input quantities, priority can be defined as an optional selection. For example, if the selection of a threshold for the charge state takes priority as a condition, the energy-saving auxiliary mode will be selected even for large gradients exceeding 10 degrees. By prioritizing conditions in this way, the conditions described in Figures 5 and 6 can be combined.

[0157] However, the automatic switching between different operating modes, based on the charge state and the gradient occurring, as described above using Figures 5 and 6, is preferred but is considered merely an illustrative selection of conditions. Alternatively or additionally, conditions may be based on parameters such as: driver's pulse rate, average driver power output, speed, cadence, and / or selected gear ratio. For example, the user might shift to a lighter gear when the gradient is steep. As a result, an automatic switch to a stronger assist mode is performed.

[0158] Users can access predefined configurations or create their own configurations and adapt the conditions according to their preferences.

[0159] Alternatively or as an addition, the control system 1 is set up to recognize or analyze the user's riding behavior while the electric bicycle 2 is in operation, and to adapt a set of drive parameters based on the recognized riding behavior, or to create or propose a new set of drive parameters.

[0160] At this time, the creation or adaptation of the auxiliary mode drive parameters is performed, for example, by the method shown in Figure 7.

[0161] In method 70 shown in Figure 7, the first method step 71 presents a request that a new assistive mode be created by the user, or that an existing assistive mode be modified.

[0162] Next, an analysis of the user's riding behavior is performed while the bicycle 2 is in operation. To this end, in the first to fifth analysis steps 72 to 76, different characteristics of the riding behavior are continuously detected and analyzed in parallel.

[0163] In the first analysis step 72, the typical speed at which the electric bicycle 2 is driven is detected, and in this way, a comfortable speed is defined. Once such a comfortable speed is detected, in response, the first adaptation step 77 proposes defining a recommended speed that matches the comfortable speed, or optimizing motor assistance for that speed.

[0164] In the second analysis step 73, it is detected whether or not there is an abrupt interruption of pedal pressure during the starting process. If such behavior is recognized, in response, in the second adaptation step 78, a reduction in the dynamics coefficient and / or auxiliary coefficient is proposed for the auxiliary mode.

[0165] In the third analysis step 74, it is detected whether or not very high driver torque is being generated during driving, that is, whether or not the driver torque exceeds a predetermined threshold. If so, in response, the third adaptation step 79 suggests to the user an increase in the auxiliary coefficient and maximum motor torque for the active auxiliary mode. Optionally, or additionally, the user's pulse rate is detected in the third adaptation step 79, and adaptation of the auxiliary coefficient and maximum motor torque based on the pulse rate is suggested in the third adaptation step 79. For example, if the pulse rate is very high, an increase in the auxiliary coefficient or maximum motor torque may be suggested.

[0166] In the fourth analysis step 75, it is detected whether very low driver torque, for example, driver torque below a predetermined threshold, is consistently occurring. If so, the fourth adaptation step 80 is performed in response. In this fourth adaptation step 80, the user is suggested to reduce the auxiliary coefficient and the maximum motor torque.

[0167] In the fifth analysis step 76, an environment with high running resistance is detected. This can be done, for example, by analyzing the current location or the gradient angle. Once an environment with high running resistance is recognized, the fifth adaptation step 81 is performed in response, in which an increase in the auxiliary coefficient and the maximum motor torque is proposed.

[0168] Once one of the adaptation steps 77 to 81 is performed, an optional confirmation step 82 proposes to the user that the selected auxiliary mode be adapted accordingly or a new auxiliary mode be created. If this is confirmed by the user, or if confirmation step 82 is not performed, in save step 84, the active auxiliary mode is adapted according to the parameters determined in adaptation steps 77 to 81, or a new auxiliary mode with the parameters determined in adaptation steps 77 to 81 is created. If the user refuses to save in confirmation step 82, all determined adjustments are discarded. This is done in erase step 83.

[0169] In this way, it becomes possible to suggest adjustments to the assist mode based on driving style, driving conditions, and other environmental conditions to the user, and it is preferable that the reasons for the suggested changes are also communicated. This brings about the following advantages: the user will have easier access to possible adjustments, thereby improving the appeal of adjustable drive parameters and configurable assist modes, and allowing for the creation of more complex assist modes through relevant recommendations.

[0170] Inexperienced users, in particular, are not accustomed to riding faster than a certain speed. If the sensor detects that the user consistently stops pedaling when a certain speed is reached, this speed can be suggested as a drive parameter for the assist mode. This can be measured even more clearly on a downhill slope. If bicycle 2 is not accelerated beyond a certain speed, the user's comfort limit can be determined fairly accurately, and communication can be established accordingly.

[0171] The assist coefficient, dynamic factor, and maximum motor torque can also be adjusted. In various scenarios, it's possible to determine if the motor adjustment is too aggressive or too weak. A typical example is when a user pedals, then pauses briefly, and then continues pedaling "normally." In this case, the motor assist was initially too strong, causing the user to pause and then pedal again more carefully. In this case, the initial acceleration was likely too strong, and a reduction in the assist coefficient and / or dynamic factor is recommended. This reduction can be recommended until the aforementioned riding conditions no longer occur.

[0172] In many cases, the auxiliary coefficient can be adjusted through velocity. In the scenario described above, it may be recommended to lower this auxiliary coefficient in the lower velocity range.

[0173] On the other hand, if very high driver torque is generated during acceleration or while driving, it may be beneficial to increase the maximum motor torque using the coefficients described above, and in some cases, in addition to these.

[0174] In the case of a light-weight driver, very low driver torque is always generated, which can lead to reaching top speed at a very high speed. In this case, under-demanding can occur, so a reduction in the auxiliary coefficient is proposed.

[0175] In each of the scenarios described above, variations incorporating pulse rate into these decisions are conceivable. If the pulse rate consistently exceeds a healthy or fitness level, the latest adjustments are likely over-demanding the driver. In this case, recommendations would be made to increase the assist coefficient and maximum torque. If the driver consents, the assist mode could also be gradually and automatically changed based on the pulse rate.

[0176] Finally, environmental conditions should also be considered. Using GPS, inertial sensors (acceleration or rotational speed), or based on driver torque, if it is recognized that the ground properties have changed, for example, to be expected to be more challenging, the user should be advised to increase the auxiliary coefficient. In particular, with GPS where the route section is known, there is an advantage in being able to estimate how long the ground changes will last and, consequently, whether the recommendation will even be worthwhile. Furthermore, in the case of trails, it may be recommended to lower the dynamic factor in combination with the auxiliary coefficient to obtain greater control, because very dynamic restarts can be inconvenient, if not dangerous.

[0177] Similarly, using GPS / map-based (and even time-based) methods, it is possible to distinguish between commuting routes and leisure routes and provide special UDAM adjustment recommendations. In many cases, commuting routes are desired to be run with as little effort as possible, so in such cases, a high assistance coefficient and high maximum motor torque are appropriate. For leisure, the focus is often on fitness and distance covered, so recommendations that lead to relatively lower assistance are appropriate.

[0178] In general, changes can be recommended until the driving conditions described above cease to occur, or until the user no longer agrees to any further suggestions.

[0179] Environmental conditions can be linked to previous recommendations. For example, on a commuter route, relatively low driver torque and driver power are acceptable, and therefore the recommended threshold can be relaxed. If the input signal (e.g., low torque, low speed, tremor in holding the steering angle) suggests that the driver is a novice, it is especially recommended to reduce the dynamic factor or auxiliary coefficient.

[0180] In principle, it is preferable that users be able to create new assistive modes or modify existing ones. This is possible through the configuration interface 7b.

[0181] When creating a new auxiliary mode, the drive parameters associated with that auxiliary mode, i.e., a set of drive parameters, must be configured. When modifying an existing auxiliary mode, the drive parameters associated with that auxiliary mode must be newly configured by the user.

[0182] A method for making it easier for users to configure the new assistance mode is shown in Figure 8.

[0183] Here, in the first step 101, the configuration interface 7b first gives the user the possibility to select from several preset profiles 110, 111, and 112, including the first preset profile 110, the second preset profile 111, and the third preset profile 112. The available preset profiles 110, 111, and 112 are given the names "Cruise," "Commute," and "MTB" as examples in Figure 8. The assigned names suggest what characteristics of riding behavior each preset profile leads to. For example, preset profile 112 called "MBT" stores drive parameters that lead to the riding behavior of the electric bicycle 2 that is particularly suited to riding on mountain trails. Each preset profile defines presets for the drive parameters of the assist mode.

[0184] For each of the preset profiles 110, 111, and 112, presets for the auxiliary mode drive parameters are saved.

[0185] When the user has selected one of the preset profiles 110, 111, or 112, the user is given the possibility to further modify individual drive parameters via the configuration interface 7b in the second step 102. For this purpose, for example, multiple slide controllers 120 to 123 are displayed to the user, and the drive parameters can be configured or modified using each of the slide controllers 120 to 123. For example, the first slide controller 120 is displayed, which allows the user to adjust the first drive parameter; the second slide controller 121 is displayed, which allows the user to adjust the second drive parameter; the third slide controller 122 is displayed, which allows the user to adjust the third drive parameter; and the fourth slide controller 123 is displayed, which allows the user to adjust the fourth drive parameter. In this case, the position of the slide controller corresponds to the configuration of the drive parameter to which it belongs.

[0186] When the user selects one of the preset profiles 110, 111, or 112, the drive parameters of the newly created auxiliary mode are initialized according to the preset drive parameters saved for the selected preset profile 110, 111, or 112. The initial position of the slide controller is displayed accordingly.

[0187] For example, as is clear from Figure 8, the user's selection of the first preset profile 110 leads to the first configuration 102a of the drive parameters for the newly created auxiliary mode, and the user's selection of the second preset profile 111 leads to the second configuration 102b of the drive parameters for the newly created auxiliary mode. This is evident from the different locations of the slide controllers 120 to 123. In this way, when creating a new auxiliary mode, the drive parameters belonging to the new auxiliary mode are set based on one of the saved preset profiles.

[0188] The user can then perform the final configuration by sliding the slide controller in the desired manner. In this way, the drive parameters, which are set based on the selected preset profile, can be modified by the user. If necessary, the adjustments can be reset to the preset corresponding to the selected preset profile by operating the reset key 124. In a similar manner, existing auxiliary modes can also be configured based on preset profiles 110, 111, and 112. In this way, even when modifying the drive parameters of an auxiliary mode to be modified, the drive parameters belonging to the auxiliary mode to be modified are set based on one of the saved preset profiles.

[0189] Once the final configuration is complete, the results are saved and provided to the drive controller 3 in the third step 103. Based on the configured drive parameters, control values ​​are determined and used to control the drive of the motor 11 of the bicycle 2. The method by which the drive parameters can be converted into control values ​​depends on the calibration values, factory-configurable adjustments, and software characteristics.

[0190] In the example described above, one of several preset profiles is selected based on the user's choice through the configuration interface 7b. However, this selection can also be made in an alternative way.

[0191] For example, one of several preset profiles is selected based on the electric bicycle category. For instance, if electric bicycle 2 is a mountain bike, the third preset profile 112 is automatically selected.

[0192] Alternatively, one of several preset profiles is selected based on the active user profile. For example, multiple users may be configured for the use of electric bicycle 2, and each of these users may be assigned a different user profile. Based on the user profile currently applied, a preset profile is selected specifically for one of the users.

[0193] Alternatively, one of several preset profiles is selected based on the results of a Q&A dialog. This involves setting multiple questions for the user, and the preset profile is selected based on the user's answers. For example, the user's preferences are determined through the Q&A dialog, and this is used as the basis for selecting a preset profile.

[0194] In either case, the selected preset profile is used to create a new auxiliary mode and / or to modify the drive parameters.

[0195] Optionally, preset profiles can be configured via the service interface. For example, vendors or OEMs can define their own preset profiles, which can then be used by users during configuration.

[0196] In addition to the disclosures in the text above, the disclosures in Figures 1 to 8 are also explicitly referenced. [Explanation of symbols]

[0197] 1. Control System 2 Electric bicycles 3. Driving Controller 4. Operation Unit 7a Operating Interface 7b Configuration Interface 11 Motor 21-24 Auxiliary Modes 31-34 Number of characteristics 40 Radar Chart 110, 111, 112 Preset Profiles C1~C8 Characteristic Values

Claims

1. A control system (1) for an electric bicycle (2) includes an operating unit (4) set up to control the driving controller (3) of the electric bicycle (2), The operation unit (4) allows the user to select from among multiple auxiliary modes (21 to 24) via the operation interface (7a), and The driving controller (3) is set up to control the motor (11) of the bicycle (2) to perform drive control based on the selected assist mode, Each of the aforementioned auxiliary modes (21-24) is identified by a corresponding color when displayed through the operation interface (7a), and the operation unit (4) is set up to calculate a color code describing the color for each auxiliary mode, the color code being calculated from the drive parameters stored for that auxiliary mode according to a color calculation rule. Includes a configuration interface (7b) that allows the user to modify the drive parameters and / or create new auxiliary modes, The configuration interface (7b) is an external device that is different from the operation interface (7a) and is capable of communicating with the operation unit (4). The drive parameter of the auxiliary mode is variable, The color code for the auxiliary mode is continuously recalculated, and when the auxiliary mode is displayed through the operation interface (7a), the corresponding color is adapted to the color code, and / or The two color codes defining a first color and a second color are calculated according to a color calculation rule, and the color switching between the first color and the second color is displayed when the auxiliary mode is displayed through the operation interface (7a), characterized in that Control system.

2. The aforementioned operating unit (4) is For each of the auxiliary modes (21 to 24), the characteristic number (31 to 34) is calculated based on the drive parameters stored for each of the auxiliary modes (21 to 24) according to the characteristic number calculation rule, and the sorting of the auxiliary modes (21 to 24) is performed based on the calculated characteristic number (31 to 34), or For each of the auxiliary modes (21-24), the drive parameters stored for each of the auxiliary modes (21-24) are provided via the interface, the characteristic numbers (31-34) are received via the interface, and the system is set up to perform the sorting of the auxiliary modes (21-24) based on the characteristic numbers (31-34) received for each of the auxiliary modes (21-24). The characteristic numbers (31 to 34) are calculated based on the characteristic number calculation rules, from the maximum torque and / or auxiliary coefficient among the drive parameters stored for the corresponding auxiliary modes (21 to 24). The control system (1) according to claim 1, characterized in that the characteristic number calculation rule is such that a higher characteristic number is selected when the maximum torque and the auxiliary coefficient are higher than when the maximum torque and the auxiliary coefficient are lower.

3. The control system (1) according to claim 2, characterized in that the maximum torque and / or the auxiliary coefficient for calculating the characteristic numbers (31 to 34) are determined with respect to a common working point for each of the auxiliary modes (21 to 24), the common working point being defined by one or more of the following quantities: pedal rotation speed, driver torque, and speed.

4. The control system (1) according to claim 3, characterized in that, for determining the working point, preferred values ​​for the pedal rotation speed, the driver torque, and the speed are determined, and / or the working point is selected depending on the type of electric bicycle (2).

5. The control system (1) according to claim 1, wherein the control system (1) is set up to display an indicator on the operation interface (7a) and / or the configuration interface (7b), the indicator indicating whether or not the auxiliary mode can be modified by the user.

6. The operation unit (4) detects the distance traveled by the user on the bicycle (2), Only when a defined minimum mileage has been traveled, in order to offer a specific auxiliary mode for selection, and / or The control system (1) according to claim 1, characterized in that when the defined minimum driving distance is reached, the restrictions on configuring the existing auxiliary mode are removed.

7. The control system (1) according to claim 1, characterized in that the control system (1) provides a mode in which the possible selection from the auxiliary modes (21 to 24) via the operating interface (7a) is limited to a predefined distance interval.

8. The control system (1) according to claim 1, characterized in that the color code describes lightness and / or hue.

9. The control system (1) according to claim 1, characterized in that a color calculation rule calculates the color code from the maximum torque stored for the corresponding auxiliary mode and / or from the auxiliary coefficients stored for the corresponding auxiliary mode.

10. The values ​​of the drive parameters for the set of drive parameters can be configured by the user through the configuration interface (7b). The control system (1) according to claim 1, characterized in that a plurality of characteristic values ​​(C1 to C8) are displayed by the configuration interface (7b), and each characteristic value (C1 to C8) describes the behavior of the drive control of the bicycle (2) for the values ​​configured for the drive parameters of that set.

11. The control system (1) according to claim 10, characterized in that characteristic values ​​(C1 to C8) are displayed in the form of a radar chart (40) through the configuration interface (7b).

12. Furthermore, the control system (1) is set up to perform automatic switching between different selectable auxiliary modes, thereby enabling the drive control after the switching to be performed based on the set of drive parameters of the auxiliary mode after the switching, as described in any one of claims 1 to 7.

13. The control system (1) according to any one of claims 1 to 7, characterized in that it recognizes the user's driving behavior when the electric bicycle (2) is being driven, and is set up to adapt the set of drive parameters or create a new set of drive parameters based on the recognized driving behavior.

14. Multiple preset profiles (110, 111, 112) are saved, and each of the preset profiles (110, 111, 112) defines a preset for the drive parameters of the auxiliary mode. When a new auxiliary mode is created, the drive parameters belonging to the new auxiliary mode are set based on one of the saved preset profiles (110, 111, 112), and / or The control system (1) according to claim 1, characterized in that when the drive parameters of the auxiliary mode to be modified are modified, the drive parameters belonging to the auxiliary mode to be modified are set based on one of the stored preset profiles (110, 111, 112).

15. One of the multiple preset profiles (110, 111, 112) is selected based on the user's selection through the configuration interface (7b). One of the multiple preset profiles (110, 111, 112) is selected based on the electric bicycle category. One of the multiple preset profiles (110, 111, 112) is selected based on the active user profile, and / or One of the multiple preset profiles (110, 111, 112) is selected based on the results of the Q&A dialog, and at this time, multiple questions are set for the user, and the preset profile is selected based on the user's answers entered. The control system (1) according to claim 14, characterized in that the selected preset profile is used for creating a new auxiliary mode and / or for modifying the drive parameters.

16. The control system (1) according to claim 14 or 15, characterized in that one or more of the preset profiles (110, 111, 112) can be configured via a service interface.

17. The control system (1) according to claim 14 or 15, characterized in that the drive parameters set based on the selected preset profile can thereafter be modified by the user.

18. The control system (1) according to any one of claims 1 to 7, wherein the operating unit (4) includes an interface with a configuration platform and is set up to receive and store a plurality of sets of the drive parameters for a first number of the auxiliary modes via the interface.

19. The control system (1) according to any one of claims 1 to 7, wherein the operating unit (4) receives a selection from the user, and based on this selection, a selection of a second number of the auxiliary modes is made from a first number of the auxiliary modes, and is set up to provide a second number of the auxiliary modes for selection while driving the bicycle (2), wherein the second number is less than the first number.

20. A configuration system comprising the control system (1) described in claim 18 and a configuration platform, wherein the configuration platform is Perform a selection of multiple auxiliary modes from a large number of available auxiliary modes, thereby defining a pool of auxiliary modes. The user is made able to select from a pool of the aforementioned auxiliary modes. A configuration system set up to transmit, via an interface, to the operating unit (4) of the control system, as a first number of auxiliary modes, an auxiliary mode selected from the pool of auxiliary modes, along with the drive parameters associated with that auxiliary mode.

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