Method for determining a driving maneuver of a lightweight electric vehicle; lightweight electric vehicle

Abstract

The invention relates to a method for determining a driving maneuver of a lightweight electric vehicle, said method having at least two method steps, wherein a single driving maneuver or a plurality of driving maneuvers are determined in the first method step. According to the invention, in a second method step, the plausibility of the single driving maneuver is checked or at least one of the plurality of driving maneuvers is excluded.

Description

[0001] Description

[0002] title

[0003] Method for determining a driving maneuver of an electric light vehicle; Electric light vehicle

[0004] State of the art

[0005] DE 10 2021 208 154 A1 describes a method for controlling an electrically driven two-wheeler during a driving maneuver in the form of a wheelie.

[0006] Disclosure of the invention

[0007] The invention relates to a method for determining a driving maneuver of a light electric vehicle, wherein the method comprises at least two steps, wherein a single driving maneuver or multiple driving maneuvers are determined in the first step. It is proposed that, in the second step, the single driving maneuver be checked for plausibility or at least one of the multiple driving maneuvers be excluded. This can advantageously improve the accuracy of the driving maneuver determination.

[0008] In the context of this application, a driving maneuver is understood to mean, in particular, a jump with the electric light vehicle or a special driving technique, such as a wheelie, a manual, a stoppie, a nose-manual, bunny hops, drops, doubles, barspins, tailwhips, 180s, 360s, grinds, no-handers, supermans, wallrides or the like.

[0009] A light electric vehicle is understood to mean, in particular, vehicles powered by an electric motor and, in particular, supplied with energy via a battery pack. The light electric vehicle can be designed, for example, as an electric scooter, an electric skateboard, an electric bicycle, an electric kick scooter, an electric Segway, an electric mini-car, an electric hoverboard, or the like.

[0010] In the context of this application, an electric bicycle is understood to mean, in particular, a bicycle that has a drive unit for assisting the rider. The electric bicycle is preferably designed as an eBike, a Pedelec, an S-Pedelec, a cargo bike, a folding bicycle, or the like. The drive unit has a motor, which can be designed, for example, as a mid-engine or as a hub motor. The motor is preferably designed as an electric motor. The drive unit is connected to the battery pack for supplying the drive unit with energy. The housing of the battery pack is preferably designed to be detachably connectable to the electric bicycle, in particular to a frame of the electric bicycle. The electric bicycle comprises electronics with a control unit for controlling or regulating the electric bicycle.The electronics preferably comprise a sensor unit, which may include, for example, motion sensors, yaw rate sensors, torque sensors, speed sensors, a GNSS receiver, magnetic sensors, or the like. Furthermore, the electronics preferably comprise a communication interface for wirelessly connecting the electric bicycle to an external device, such as a smartphone, and / or a backend, for example in the form of a server.

[0011] A plausibility check of a driving maneuver is understood to mean, in particular, a review and / or validation of the driving maneuver. The plausibility check can be based on the same sensor data or different sensor data. Different sensor data, in this context, refers in particular to sensor data collected using different sensors.

[0012] Furthermore, it is proposed that, in the first method step, a rotation of the electric light vehicle about a transverse vehicle axis is detected. The transverse vehicle axis is preferably arranged parallel to the front wheel axis and / or rear wheel axis during straight-line travel. In addition to the transverse vehicle axis, the electric light vehicle preferably also has a longitudinal vehicle axis arranged parallel to the direction of travel and a vertical vehicle axis arranged perpendicular to a road surface. In particular, the transverse vehicle axis, the longitudinal vehicle axis, and the vertical vehicle axis are arranged perpendicular to one another.

[0013] It is further proposed that the rotation of the electric light vehicle be carried out by means of a sensor unit, in particular by means of a sensor element in the form of an inertial sensor. This advantageously enables reliable determination of the rotation about the vehicle's transverse axis. The sensor unit can have a single sensor element or multiple sensor elements, wherein the inertial sensor element can comprise, for example, an acceleration sensor, a yaw rate sensor, or a magnetometer. The sensor unit can be arranged partially or completely integrated in the electric vehicle and / or in a vehicle component of the electric vehicle. It is also conceivable for one or more sensor elements to be arranged in an external device, for example in a mobile terminal, in particular a smartwatch or a smartphone.

[0014] It is also proposed that, in the first step of the process, the driving maneuver be additionally determined based on a torque sensor and / or a cadence sensor. This advantageously allows for a more precise determination of the driving maneuver.

[0015] Furthermore, it is proposed that, in the first step of the process, a wheelie, a manual, a jump, a stoppie, a nosie, and / or a landing be determined depending on the rotation. This can advantageously determine one or more driving maneuvers.

[0016] It is further proposed that in the second method stage a power requirement is determined which is then compared with a power value or a system power value. Advantageously, this makes it possible to effectively check the plausibility of the driving maneuver or to exclude it in the second method stage. The power requirement is in particular a required, preferably mechanical, power to maintain the current driving state and / or driving maneuver. The power value is in this case designed as a power that is introduced by the user or the driver of the electric light vehicle. The system power value is in this case designed as a power that is made up of the power value and a vehicle power, wherein the vehicle power is introduced, for example, by an electric motor of the electric light vehicle.

[0017] It is also proposed that the power requirement be determined based on a first gradient angle and a speed. This advantageously allows for a precise power requirement to be determined. Alternatively, other parameters suitable for determining the power requirement are also conceivable, whereby these parameters can be vehicle-related, in the sense of sensors in or on the vehicle, and / or driver-related, in the sense of sensors on the driver.

[0018] Furthermore, it is proposed that the power value or the system power value be determined based on a speed and / or torque of the driver and / or the vehicle. Alternatively, other parameters suitable for determining the power value or the system power value are also conceivable, whereby these parameters can be vehicle-related in the sense of sensors in or on the vehicle and / or driver-related in the sense of sensors on the driver.

[0019] It is further proposed that, in the second method step, a first pitch angle and a second pitch angle be determined, with the pitch angles being determined using different sensor elements of a sensor unit. In particular, the first pitch angle is determined using a sensor element in the form of an inertial sensor, and the second pitch angle is determined using a sensor element in the form of an altitude sensor, preferably using two sensor elements in the form of an altitude sensor and a speed sensor, or using a sensor element in the form of a position sensor, in particular a position sensor in the form of a GNSS receiver. This advantageously allows for additional or alternative plausibility checks or exclusions to be performed.Alternatively or additionally, it is also conceivable that the second pitch angle is determined via a distance sensor, for example via a radar sensor, an ultrasonic sensor and / or a camera.

[0020] Furthermore, it is proposed that, in the second method stage, a first speed based on a sensor element in the form of an inertial sensor and a second speed based on a sensor element in the form of a wheel speed sensor are compared. A signal generator of the wheel speed sensor is arranged on a rear wheel of the electric light vehicle, and the inertial sensor is arranged at a distance from the signal generator. This advantageously allows the plausibility check or exclusion to be further supplemented and improved, or alternatively determined. Alternatively, it is also conceivable to replace the wheel speed sensor with another speed sensor.

[0021] Furthermore, it is proposed that, in the second method stage, a first speed based on a sensor element in the form of an inertial sensor and a second speed based on a sensor element in the form of a wheel speed sensor are compared. A signal generator of the wheel speed sensor is arranged on a front wheel of the electric light vehicle, and the inertial sensor is arranged at a distance from the signal generator. This advantageously allows other or further driving maneuvers to be verified or ruled out.

[0022] It is also proposed that, in the second process stage, weightlessness be determined based on a sensor element in the form of an inertial sensor. This can advantageously be used, for example, to verify the plausibility of a jump or to rule it out.

[0023] Furthermore, the invention relates to an electric light vehicle with a sensor unit, a display device, and a control unit configured to carry out a method as discussed above, wherein the driving maneuver and / or at least one parameter of the driving maneuver is displayed on the display device. Advantageously, the determined driving maneuvers can thereby be displayed to the driver, and the display can also include information regarding the quality of the execution of the driving maneuver via the parameter.

[0024] Alternatively, the invention particularly relates to a method for determining a jump distance and / or jump height of an electric light vehicle, wherein the method comprises at least two method stages, wherein in one method stage, a landing of a rear wheel of the electric light vehicle is determined, and the jump distance is determined based on the landing of the rear wheel. This advantageously allows for a precise determination of the jump distance and / or jump height.

[0025] Furthermore, it is proposed that a jump be determined in a first method step. In particular, the jump is determined based on a sensor element in the form of an inertial sensor. Alternatively or additionally, it is also conceivable that the jump be determined using another sensor element.

[0026] It is further proposed that the first process stage be checked for plausibility, with the plausibility check being based on the inertial sensor technology. For plausibility check, an acceleration threshold must be undershot for a plausibility check period. This advantageously allows the take-off moment to be determined more precisely. Alternatively or additionally, it is also conceivable to use a different sensor element for plausibility check, for example, a pressure sensor designed to measure the pressure on one of the wheels of the electric light vehicle.

[0027] It is also proposed that the acceleration threshold be below 1 g, in particular below 0.9 g, preferably below 0.8 g. This can advantageously reduce the probability of false triggering.

[0028] Furthermore, it is proposed that the plausibility check period be at least 50 ms, preferably at least 150 ms, and preferably at least 300 ms. This advantageously ensures that short-term overcoming of obstacles, which could lead to individual wheels bouncing, is not detected as a jump. The plausibility check period has a reasonable upper limit, for example, 5 s.

[0029] It is further proposed that in a second method stage, a landing of the rear wheel is determined based on a sensor element in the form of an inertial sensor. Advantageously, this allows both the take-off and the landing to be detected using the same sensor. Furthermore, it is proposed that in the second method stage, two pulses along a vehicle vertical axis are detected using an acceleration sensor, and in the period between the two pulses, a rotation about a vehicle transverse axis is detected using a gyro sensor. Advantageously, this makes it possible to particularly reliably differentiate between a rear wheel landing and a front wheel landing. The two pulses correspond to the respective landings on the front wheel and the rear wheel, with in particular only pulses being taken into account which are spaced apart by less than 1 s, preferably less than 500 ms, more preferably less than 200 ms.This makes it advantageous to distinguish between landings on one wheel and landings on two wheels at the same time.

[0030] Furthermore, it is proposed that a speed be determined for a period between the takeoff and the landing of the rear wheel, with the jump distance and / or jump height being determined based on the speed. In particular, the speed is determined based on at least two different sensor elements, wherein the sensor elements can be configured, for example, as a wheel speed sensor, an inertial sensor, a GNSS receiver, or another sensor element suitable for detecting a speed.

[0031] It is further proposed that one of the sensor elements be designed as a wheel speed sensor, with the speed at the time of takeoff being determined by means of the wheel speed sensor. This advantageously ensures a precise determination of the vehicle's speed during contact with the ground.

[0032] It is also proposed that one of the sensor elements be designed as an inertial sensor, whereby the speed after takeoff until landing is determined based on the inertial sensor, taking into account the speed during takeoff and, in particular, the angle of inclination during takeoff. Advantageously, this allows a speed to be determined even without contact with the ground.

[0033] Alternatively, the invention also relates in particular to an electric light vehicle having a sensor unit, having a display device and having a control unit which is designed to carry out a method as described above, wherein the jump distance and / or the jump height is displayed on the display device.

[0034] Alternatively, the invention relates in particular to a method for classifying a driving maneuver of an electric light vehicle, wherein at least a first driving maneuver and at least a second driving maneuver are determined, characterized in that the determination of the first driving maneuver influences the determination of the second driving maneuver and / or a display of the driving maneuvers. This can advantageously ensure the correct determination of driving maneuvers. In this context, influencing the determination is understood in particular to mean that the second driving maneuver can no longer be determined or the threshold values ​​are adjusted based on the first driving maneuver and / or other or additional sensors are used for the determination.Influencing the display of the second driving maneuver should be understood in particular to mean that the determination of the second driving maneuver is carried out independently of the determination of the first driving maneuver, but the display is adapted based on the first driving maneuver or the second driving maneuver is determined but not displayed.

[0035] Furthermore, it is proposed that the determination of the first driving maneuver triggers a grace period, during which the second driving maneuver cannot be determined. The grace period preferably has a duration in a range between 50 ms and 5 s, preferably in a range between 100 ms and 1 s. In particular, a temporal starting point and / or end point associated with the first driving maneuver is determined, with the grace period being calculated from the starting point or end point. The grace period can be configured in a duration dependent on the first driving maneuver.

[0036] It is further proposed that the first driving maneuver be configured as a manual, a wheelie, and / or a stoppie, or a nosie, with the second driving maneuver being configured, in particular, as a jump. The respective driving maneuvers can be determined using the methods described above.

[0037] Furthermore, it is proposed that the first driving maneuver is determined using a first method and the second driving maneuver is determined using a second method, wherein in particular the first driving maneuver is also determined if the second driving maneuver is determined and the second driving maneuver is not determined if the first driving maneuver is determined.

[0038] It is further proposed that the determination of the second driving maneuver influences a display of the first driving maneuver, in particular preventing

[0039] It is also proposed that the second driving maneuver be designed as a flip and the first driving maneuver as a jump.

[0040] Alternatively, the invention relates in particular to an electric light vehicle having a sensor unit, having a display device and having a control unit which is designed to carry out a method as described above, wherein the first driving maneuver or the second driving maneuver is displayed on the display device.

[0041] This has the advantage of only displaying one driving maneuver and also the correct driving maneuver.

[0042] Drawings

[0043] Further advantages will become apparent from the following description of the drawings. The drawings, the description, and the claims contain numerous features in combination. Those skilled in the art will also expediently consider the features individually and combine them into further meaningful combinations. Alternative embodiments are provided with the same reference numerals, with an additional letter characterizing the embodiment being added.

[0044] They show:

[0045] Fig. 1 shows an electric light vehicle in the form of an electric bicycle in a side view;

[0046] Fig. 2 shows a flowchart with a method for determining a wheelie-like driving maneuver, wherein the driving maneuver is checked for plausibility; Fig. 2a shows the electric bicycle according to Fig. 1 during a wheelie.

[0047] Fig. 2b the electric bicycle according to Fig. 1 during a mountain ride;

[0048] Fig. 3 is a flowchart showing a method for determining a driving maneuver in the form of a wheelie with an alternative plausibility check;

[0049] Fig. 4 is a flowchart showing a method for determining a driving maneuver in the form of a wheelie with a further alternative plausibility check;

[0050] Fig. 5 is a flowchart showing a method for distinguishing between a wheelie and a manual;

[0051] Fig. 6 is a flowchart showing a method for distinguishing between a stoppie and a nosie;

[0052] Fig. 6a the electric bicycle according to Fig. 1 during a stoppie;

[0053] Fig. 7 is a flowchart showing a method for determining a jump distance;

[0054] Fig. 8 is a flowchart showing a method for determining a backflip or a frontflip;

[0055] Fig. 8a is a schematic view of the electric bicycle according to Fig. 1 during a backflip;

[0056] Fig. 9 is a flowchart showing a method for classifying a

[0057] Driving maneuvers. Description of the examples

[0058] Figure 1 shows a side view of an electric light vehicle 10, in particular an electric bicycle 12 with an energy storage device 14 in the form of a battery pack 16. The electric bicycle 12 can be designed, for example, as a pedelec or an e-bike.

[0059] The electric bicycle 12 has a housing in the form of a frame 20 or a bicycle frame. Two wheels 22, a front wheel 21 and a rear wheel 23, are connected to the frame 20. The electric bicycle 12 also has a drive unit 26, which comprises an electric motor or an auxiliary motor. The electric motor is preferably designed as a permanent magnet-excited, brushless DC motor. The electric motor is designed, for example, as a mid-mounted motor, although a hub motor or the like is also conceivable. The electric bicycle 12, in particular the drive unit 26 of the electric bicycle 12, is supplied with energy via the battery pack 16. The battery pack 16 is connected to the electric bicycle 12, in particular to the frame 20 of the electric bicycle 12, by means of a battery pack connecting device 25. The connection is made, for example, by means of a pivoting movement.

[0060] The electric bicycle 12 includes a control unit (not shown in detail) designed to control or regulate the electric bicycle 12, in particular the drive unit 26. The control or regulation is preferably not limited to the drive of the motor, but also includes the connection or communication to the battery pack 16 and other bicycle components of the electric bicycle 12, for example, a front light 40 and a display device 30. The display device 30 is designed, for example, to be connectable to the electric bicycle 12, in particular without the need for tools.

[0061] The electric light vehicle 10, in particular the electric bicycle 12, also has a sensor unit. The sensor unit of the electric bicycle 12 comprises, for example, several sensor elements, such as a torque sensor, an inertial sensor, a cadence sensor, a brightness sensor, an altitude sensor, a GNSS receiver, a wheel speed sensor, and a magnetic sensor. It is also conceivable for the sensor unit to have a different configuration with a different number of sensor elements, wherein sensor elements can be added, omitted, or included multiple times. The sensor elements can be arranged in one component of the electric light vehicle 10, for example, in the drive unit 26. It is also conceivable for the sensor elements to be arranged in different components; for example, the inertial sensor or another inertial sensor can also be arranged in the battery pack 16 or in the display device 30.The sensor unit of the electric bicycle 12 is connected to the control unit of the electric bicycle 12 in such a way that the information from the sensor unit can be provided to the control unit. Alternatively or additionally, it is also conceivable for an external device, for example a mobile terminal such as a smartphone (not shown), to be connected to the electric light vehicle 10 via a wireless communication interface, for example a Bluetooth interface, and for a sensor unit of the mobile terminal to provide information from the sensor unit of the mobile terminal to the control unit of the electric bicycle 12.

[0062] The control unit and the drive unit 26 with the electric motor and the pedal crankshaft are arranged in a drive housing 27 connected to the frame 20. The electric bicycle 12 has a pedal crank 28. The pedal crank 28 has a pedal crankshaft (not shown). The drive movement of the electric motor is preferably transmitted to the pedal crankshaft via a gear (not shown), wherein the amount of assistance provided by the drive unit 26 is controlled or regulated by the control unit. The control unit is designed to control the drive unit 26 such that the rider of the electric bicycle 12 is assisted when pedaling. For this purpose, information from the sensor unit, in particular a torque sensor and a cadence sensor, is provided to the control unit. The control unit is preferably designed to be operable by the rider so that the rider can adjust the level of assistance.The setting can be made, for example, via the display device 30, another control component (not shown) on the handlebars or in the frame, and / or an external device (not shown), such as a smartphone. The control unit and the sensor unit are assigned to an electronic unit (not shown), which, for example, has a circuit board on which a computing unit in the form of a CPU, a memory unit, and the sensor unit. The electronic unit can be arranged essentially entirely in the region of the drive unit. However, it is also conceivable for the electronic unit of the electric bicycle 12 to be arranged entirely or partially in the region of another bicycle component. For example, it would also be conceivable for the display device 30 to be designed as an on-board computer and additionally comprise the control unit for controlling the electric bicycle 12.In this case, however, the electric bike 12 would only be usable when connected to the on-board computer.

[0063] The display device 30 is, for example, detachably attached to a handlebar 32 of the electric bicycle 12. The display device 30 is designed to display information. The display device 30 also comprises at least one operating element (not shown) via which the user or rider can control the display device 30 and / or the electric bicycle 12. The operating element is, for example, designed as a touch-sensitive screen. The display device 30 is connected to the control unit of the electric bicycle 12 such that information can be exchanged. For example, a speed determined by the control unit, a set level of assistance of the electric motor, route information from a navigation unit, and a charge level of the battery pack 16 can be displayed via the display device 30.

[0064] In the following, methods for determining driving maneuvers of the electric light vehicle 10 are described by way of example, wherein the methods are carried out by the control unit of the electric light vehicle. Alternatively, it would also be conceivable for an external device to carry out the methods. Following the determination of the driving maneuver, the driving maneuver can and will be displayed on the display device 30 and / or the mobile terminal. Alternatively or additionally, it is also conceivable for the driving maneuver to be made available to a backend for further evaluation or analysis. It is also conceivable that, in addition to the driving maneuver itself, other parameters relating to the driving maneuver are displayed, for example, the quality of the execution of the driving maneuver. It is also conceivable for the driving maneuvers and / or parameters of the driving maneuvers to be made available to other drivers, for example for comparison.

[0065] Figure 2 shows a method for determining a driving maneuver in the form of a wheelie in a flow chart, wherein the method is designed in particular such that a wheelie (see Fig. 2a) is distinguished from a steep uphill drive (see Fig. 2b).

[0066] In a first process step 100, it is first determined whether the driving maneuver is a wheelie or a manual.

[0067] In the first method stage 100, a rotation of the electric bicycle 12 about a vehicle transverse axis (Bfy) is first detected in a method step 102. The rotation is detected, for example, using the inertial sensor system of the electric bicycle 12, in particular using a gyro sensor.

[0068] In the first method stage 100, in a further method step 104, the driving maneuver is additionally determined based on an interaction with the pedal crank 28. For this purpose, the torque sensor detects a torque acting on the pedal crank 28. Alternatively or additionally, the cadence sensor of the electric bicycle 12 can also be used.

[0069] If a torque is applied to the pedal crank 28 and / or the pedal crank 28 is rotated at the time the rotation is detected and the rotation exceeds a threshold value which is designed such that a lifting of the front wheel can be robustly determined, a wheelie is determined in a method step 106.

[0070] The threshold value can be configured, for example, as a minimum angle or an angular range around the vehicle's transverse axis (Bfy), for example, a minimum angle of 20°, preferably a minimum angle of 30°, preferably a minimum angle of 45°. Furthermore, the threshold value can also have a time component, for example, at least 500 ms, within which the electric light vehicle 10 must be rotated around the vehicle's transverse axis by the minimum angle.

[0071] If no torque acts on the pedal crank 28 during the previously described rotation and / or if the pedal crank 28 is not rotated at the time the rotation is detected, a manual is determined in a method step 108. In a second method step 110, the determination of the wheelie is then checked for plausibility by way of example. It would also be conceivable to check the plausibility of the determination of the manual.

[0072] In a method step 112 of the second method stage 110, a power requirement is first determined, in particular by the control unit of the electric bicycle 12. The power requirement (P re quired) corresponds to a power that is necessary to drive the electric light vehicle 10 uphill with a gradient based on the detected rotation around the vehicle's transverse axis (Bfy): Prequired = F SU m * Vbikespeed.

[0073] F Sum corresponds to a total driving resistance, which includes at least a gradient resistance Fi: Fi = m * g * sin(q). Fi is determined based on a gradient angle (0), which, as before, is determined during rotation using the inertial sensor system, in particular an acceleration sensor and / or a yaw rate sensor of the inertial sensor system. The system mass m required for the calculation can, for example, be estimated or predefined, and the weight force g is stored in the control unit.

[0074] The gradient angle (θ) is thus preferably determined based on the vehicle's transverse axis (Bfy). Alternatively or additionally, it is also conceivable that the gradient angle (θ) is estimated or determined based on the vehicle's longitudinal axis (Bfx) and / or the vehicle's vertical axis (Bfz).

[0075] The speed is detected, for example, via a wheel speed sensor and determined by the control unit. The electric bicycle 12 has a signal generator (not shown), wherein the signal generator is arranged, for example, on the rear wheel 23. The signal generator is designed, for example, as a magnetic element, preferably as a rim magnet. However, it would also be conceivable to use a spoke magnet, an ABS speed sensor in the form of a tone wheel sensor, or the like. A magnetic sensor corresponding to the signal generator, for example a Hall sensor, is arranged in the drive housing 27, wherein a wheel speed can be detected by detecting the magnetic field strength of the signal generator.

[0076] In addition, it is also conceivable to take into account further driving resistances of the longitudinal dynamics, for example a rolling resistance of the wheels 22 or an air resistance or an inertial resistance.

[0077] In a further method step 114 of the second method stage 110, a driver power and / or a system power is determined. The driver power can be detected and determined, for example, using a torque sensor. The system power is composed of the driver power and a power of the drive unit 26 of the electric light vehicle 10. The power of the drive unit 26, in particular of the electric motor, is preferably controlled by the control unit of the electric bicycle 12 and is thus provided to it.

[0078] In a comparison step 116, the power demand is compared with the driver power or the system power. If the power demand essentially corresponds to the system power, normal hillclimbing behavior is determined in a method step 118, and no wheelie maneuver is present. If the system power is lower than the power demand, in particular lower than the power demand by a suitable threshold value, the wheelie maneuver is positively verified as a wheelie in a method step 120. A suitable threshold value can, for example, be in a range from 5% to 25% of the power demand.

[0079] Alternatively, it is also conceivable to define a further power threshold based on a scaling value and the estimated required power requirement, which must not be exceeded by the system power during a wheelie maneuver. The comparison can be performed continuously during the maneuver. The plausibility check is particularly designed such that the plausibility check can be performed during the maneuver, and thus the maneuver can be displayed on the display device 30 in a method step 121 during the maneuver.

[0080] A possible display of the driving maneuver using the display device 30 in the exemplary form of a wheelie is shown in Figure 2c. For example, after the wheelie has been verified on the display device 30, the driving maneuver is displayed in a display element 1000. In addition, three driving parameters 1002, 1004, 1006 are displayed, wherein the first driving parameter 1002 is configured as a distance of the driving maneuver, the second driving parameter 1004 is configured as a duration of the driving maneuver, and the third driving parameter 1006 is configured as an angle of the driving maneuver, wherein the angle is preferably configured as an incline angle (0).

[0081] The display of the driving maneuver during execution is not limited to this maneuver, but also extends to the driving maneuvers and procedures described below. However, the plausibility check in the second process stage 110 sometimes requires a certain amount of time until the plausibility check is completed.

[0082] For such plausibility checks, the second method stage 110 has an additional method step 119 with an alternative or supplementary plausibility check. The additional plausibility check is designed such that it can be performed later than the first plausibility check, in particular at the end of the driving maneuver. For example, in the additional method step 119, the end of the driving maneuver in the form of a wheelie is determined by determining the impact of the front wheel at the end of the trick based on the inertial sensor system. This can be determined, for example, by means of a combination of the acceleration signal in the direction of the vehicle's vertical axis (Bfz) and a yaw rate signal about the vehicle's transverse axis (Bfy) in the direction of the front wheel, i.e., a positive rotation. The same additional method step 119 can be used for plausibility checks in a driving maneuver in the form of a manual.In the case of nosies or stoppies, an adapted additional process step is conceivable in which a negative rotation around the vehicle's transverse axis (Bfy) is determined.

[0083] If the driving maneuver is checked for plausibility by the additional method step 119 and not by the method step 116, the driving maneuver is also displayed in the method step 121, but the display is static and not dynamic as in the case of a plausibility check during the driving maneuver, since the driving maneuver has already been completed and thus the driving maneuver and the associated driving parameters can only be displayed statically.

[0084] Figure 3 shows a further method for determining a driving maneuver in the form of a wheelie, the method comprising a first method stage 100, which is designed as described above, and an alternative second method stage 110a.

[0085] The second method stage 110a is also designed to check the plausibility of the wheelie, wherein a first speed is provided to the control unit in a method step 122a and a second speed is provided to the control unit in a further method step 124a.

[0086] The first speed is detected by the inertial sensor system located in the drive housing 27 of the electric bicycle and provided to the electric bicycle 12. The first speed is determined by the control unit based on the acceleration information in the direction of the vehicle's longitudinal axis (Bfx) detected by the acceleration sensor of the inertial sensor system.

[0087] The second speed is detected by the wheel speed sensor, which is also arranged in the drive housing 27 and is designed to determine the wheel speed of the rear wheel 23 by detecting the signal transmitter on the rear wheel 23.

[0088] In a further method step 126a of the second method stage 110a, the first speed is compared with the second speed. If the first speed does not deviate significantly from the second speed, the wheelie is not checked for plausibility because normal driving is taking place. If the first speed deviates from the second speed, in particular if the first speed is lower than the second speed, the wheelie is checked for plausibility in a method step 127a and determined to be a driving maneuver. Suitable threshold values ​​or other methods, such as algorithms based on machine learning systems, can be used for the determination.

[0089] In addition, it is also conceivable that the second method stage 110a has an optional method step 128a in which the gradient value (0) is provided, for example by means of the determination during the first method stage 100, and is also used for plausibility check in method step 126a.

[0090] Alternatively or additionally, it is also conceivable to provide a third speed based on the acceleration in the direction of the vehicle's transverse axis (Bfy) in addition to or instead of the first speed, which is determined via the acceleration in the direction of the vehicle's vertical axis (Bfz) and to compare this with the second speed. During normal driving, the third speed essentially corresponds to 0 m / s, whereas in the case of a driving maneuver in the form of a wheelie, an acceleration along the vehicle's vertical axis (Bfz) always also acts and accordingly a third speed of less than 0 m / s can be determined, since the vehicle's vertical axis (Bfx) is directed rearward during the wheelie.

[0091] Figure 4 shows a further method for determining a driving maneuver in the form of a wheelie, the method comprising a first method stage 100, which is designed as described above, and a further alternative second method stage 110b.

[0092] The second method stage 110b is also designed to verify the plausibility of the wheelie. To verify the plausibility of the wheelie, the gradient angle (θ) is provided in a method step 130b, and a second gradient angle (θ2) is provided in a further method step 132b. The first gradient angle (θ) is determined using the inertial sensor system, as in the first method stage 100. The first gradient angle (θ) cannot be used alone in a temporal analysis to distinguish a driving maneuver such as a wheelie or a manual from a steep uphill climb.

[0093] The second gradient angle (θ2) is detected using at least one different sensor element. For example, it is conceivable that the second gradient angle (θ2) is determined based on a height sensor and the speed of the electric light vehicle 10. The speed is detected, for example, via the wheel speed sensor.

[0094] Alternatively, it is also conceivable that the second inclination angle (θ2) is detected via a different sensor element. For example, it is conceivable that position information is detected via the GNSS receiver and the elevation information is compared using map data, thereby determining the second inclination angle (θ2).

[0095] In a method step 134b, the first gradient angle (0) is compared with the second gradient angle (02). If the gradient angles essentially match, an uphill ride is determined. If the second gradient angle (02) is essentially 0 and / or significantly lower than the first gradient angle (0), the wheelie is checked for plausibility in a method step 135b.

[0096] Figure 5 shows a further method for determining a driving maneuver in the form of a wheelie or manual, the method comprising an alternative first method stage 100c and an alternative second method stage 110c.

[0097] In the first method stage 100c, a rolling phase of the electric bicycle 12c is first determined in a method step 136c. This can be done, for example, based on the cadence sensor. Additionally, in a method step 138c, the first gradient angle (0) is determined based on the inertial sensor system of the electric bicycle 2c.

[0098] If the rolling phase is entered without pedal interaction, which can be determined as described above via the cadence sensor or the torque sensor at the beginning of the change in the gradient angle (0), a manual is determined in a step 140c and if a pedal interaction has occurred, a wheelie is determined in a step 142c

[0099] In a subsequent second method step 110c, the determination of the manual or the wheelie is determined via the speed of the electric bicycle 12c. The speed is determined in a method step 144c preferably based on the wheel speed sensor.

[0100] Due to the driving resistance, the speed of the electric light vehicle 10 decreases during normal driving and when driving uphill. However, in the case of uphill driving, the speed decreases significantly more than on a level road surface. Thus, in the second method step 110c, the driving maneuver can be plausibly checked in a method step 146c based on the temporal progression of the speed during the rolling phase and the determined gradient angle (θ).

[0101] Figure 6 shows a further method for determining a driving maneuver in the form of a stoppie or a nosie, the method comprising a first method stage 100d and a second method stage 110d.

[0102] Figure 6a shows the electric bicycle 12 during a stoppie. In the context of this application, a stoppie is understood to mean riding on the front wheel, with the rider initiating the lifting of the rear wheel 23 by means of a braking intervention, although the braking intervention may also only be present initially. In contrast, with a nose-manual, riding on the front wheel is initiated by the rider shifting the center of gravity, without applying the brakes.

[0103] In the first method stage 100d, in a method step 148d, it is first determined whether the electric light vehicle 10 is moving. This can be done, for example, by determining the speed based on the wheel speed sensor and / or by determining the speed in the direction of travel using the inertial sensor system. In a further method step 150d of the first method stage 100d, a positive rotation about the vehicle's transverse axis (Bfy) or a rotation in the direction of the front wheel about the vehicle's transverse axis (Bfy) is determined.

[0104] The inertial sensor system of the electric light vehicle 10 includes, for example, a 3-axis acceleration sensor, a gyro sensor, and a magnetometer. The individual sensors of the inertial sensor system are arranged together, for example, in the drive unit 26, in particular in the drive housing 27, of the electric light vehicle 10.

[0105] The yaw rate sensor determines a rotation about the vehicle's transverse axis (Bfy) and, in addition, in a method step 152d, all axes of the acceleration sensor are monitored, wherein in the case of a stoppie or no-, in contrast to a downhill ride shortly before the end of the rotation about the vehicle's transverse axis (Bfy), the detected acceleration on all axes is below 1 g, in particular significantly below 1 g, since the rear area of ​​the electric light vehicle 10 briefly assumes a quasi-weightless state until the bicycle orientation assumes a state of equilibrium.

[0106] If a rotation in the direction of the front wheel is determined by means of the gyro sensor and a brief period of weightlessness is determined by means of the acceleration sensor, several driving maneuvers in the form of a stoppie and a nosie are first determined in a method step 154d.

[0107] Alternatively, it would also be conceivable for the inertial sensor system to be partially or completely located not in the drive housing 27 and thus in the middle / rear area of ​​the electric light vehicle 10, but rather, for example, on the handlebar 32. For example, the inertial sensor system can be integrated into the display device 30 of the electric bicycle 12 or into a mobile device.

[0108] Since in this case the inertial sensors would not detect a quasi-weightless state during the driving maneuver due to their positioning, the detected rotation would have to be checked for plausibility via an alternative method step 156d in order to ensure that it is not a downhill drive.

[0109] The plausibility check can, for example, be carried out correspondingly to the second process steps 110a, 110b described above.

[0110] For example, in method step 156d, a first speed based on the inertial sensor system can be compared with a second speed based on the wheel speed sensor. For this purpose, the signal generator for the wheel speed sensor must be attached to the front wheel, since in the event of a stoppie or a nosie, the rear wheel is out of contact with the road surface and does not allow a reliable determination of the speed. The electric bicycle 12 can have a wheel speed sensor for each wheel 22 or a single wheel speed sensor via which both signal generators can be detected if the rear wheel 23 and the front wheel 21 each have a signal generator. The first speed is preferably determined based on the acceleration along the vehicle's longitudinal axis (Bfx). During a steep downhill ride, the first speed would deviate significantly from the second speed, and no plausibility check of the driving maneuver is carried out.In addition, the pitch angle (0) can also be provided and used for comparison.

[0111] Alternatively, it is also conceivable that the plausibility check in method step 156d is performed using a speed along the vehicle's vertical axis (Ffz) determined based on the inertial sensor system. This speed is always approximately 0 m / s when traveling on the vehicle's path, regardless of the road gradient. It deviates from this during a driving maneuver in the form of a stoppie or a nosie and can therefore be used for plausibility checks. Additionally, the gradient angle (0) can also be provided and used for comparison.

[0112] As a further alternative, it is conceivable for method step 156d to carry out the plausibility check based on the altitude sensor, in particular a barometric altitude sensor, and the speed of the electric bicycle 12, wherein the speed is based on a wheel speed sensor with a signal generator on the front wheel, and an incline angle is determined, which is compared with the incline angle of the inertial sensor system.

[0113] Furthermore, as an alternative to method step 156d, it is also conceivable to compare a first gradient angle (θ), which is determined by the inertial sensor system of the electric light vehicle 10, with a second gradient angle (θ2), which is determined using current altitude information, for example based on a GNSS receiver and / or position information in conjunction with map data. If the gradient angles differ from one another, the driving maneuver is checked for plausibility.

[0114] In the second method stage 110d, one of the determined driving maneuvers is excluded. This occurs via a method step 158d, in which a deceleration of the electric light vehicle 10 during the rotation about the vehicle axis (Bfy), in particular at the beginning of the rotation, is determined. The deceleration can be determined, for example, using the inertial sensor system, in particular using the acceleration sensor of the inertial sensor system, preferably using the deceleration in the direction of the vehicle's longitudinal axis (Bfx). Alternatively, it would also be conceivable for the electric light vehicle 10 to have a sensor for detecting a manual brake application, which is provided to the control unit for determining the driving maneuver.

[0115] If there is a deceleration at the beginning of the rotation, a stoppie is determined in a method step 160d and the nosie is excluded. If there is no deceleration, a driving maneuver in the form of a nosie is determined in a method step 162d and the stoppie is excluded.

[0116] In a further method step 164d, the termination of the driving maneuver is determined. The termination can be determined, for example, by a decrease in the determined gradient angle (0) based on the inertial sensor system and / or a standstill of the electric light vehicle 10. Advantageously, the duration and / or length of the driving maneuver can also be determined and displayed if necessary. Figure 7 shows a method for determining a jump distance and / or jump height of the electric light vehicle 10. The method comprises a first method stage 200, wherein a jump of the electric light vehicle 10 is determined in the first method stage, and a second method stage 210, wherein a landing of the rear wheel 21 of the electric light vehicle 10 is determined in the second method stage 210.

[0117] In the first method stage 200, in a method step 202, the jump is determined based on a signal from the inertial sensor system, in particular the acceleration sensor. For this purpose, the detected acceleration value can be compared with a threshold value, for example, and a jump can be determined based on the comparison. This can be done, for example, by forming the Euclidean norm across all three spatial axes of the acceleration sensor and using an overall threshold value, or based solely on considering the vehicle's vertical axis (Ffz). The threshold value is, for example, below 0.9 g, preferably below 0.8 g.

[0118] In an optional method step 204, the determination of the jump is checked for plausibility. For plausibility, the acceleration threshold must be undercut for a plausibility period. The plausibility period is 50 ms, for example, but longer plausibility periods are also conceivable.

[0119] To determine the landing, in the second method stage 210, an acceleration signal from the acceleration sensor is recorded in a method step 212 and a yaw rate signal from the yaw rate sensor is recorded in a method step 214.

[0120] During landing, depending on the landing, one pulse, two pulses, or multiple pulses can be detected by the acceleration sensor in method step 212. A single pulse occurs when the electric light vehicle 10 lands on the ground with both wheels 22 simultaneously. Two pulses occur if the electric light vehicle 10 lands first on one wheel 22 and then on the other. Multiple pulses can occur if the electric light vehicle 10 briefly loses contact with the ground after landing and, for example, hops. The pulses are determined based on the acceleration sensor by an increased positive acceleration in the direction of the vehicle's vertical axis (Ffz).

[0121] If only one pulse is detected or if the two pulses are, for example, separated by more than 200 ms, a landing on all or both wheels 22 is determined in a method step 216

[0122] If two pulses are detected, the direction in which the electric light vehicle 10 has rotated around the vehicle's transverse axis (Bfy) between the two pulses is determined based on the yaw rate sensor. In particular, the detected yaw rate suddenly returns to a zero point as soon as the second pulse is present due to the positive acceleration in the direction of the vehicle's vertical axis (Bfz). Depending on the yaw rate signal, it is thus determined in a method step 218 whether the first pulse or the second pulse corresponds to the landing on the rear wheel of the electric light vehicle 10.

[0123] In a further method step 220, the jump distance and / or jump height are determined. To determine the jump distance, the time period between the takeoff and the landing on the rear wheel 23 is used. This advantageously determines the distance between the closest takeoff and landing points, thus determining the most defined distance possible.

[0124] To determine the jump distance and / or jump height, a first speed based on a first sensor element is used. The first speed is recorded at a time before or at the time of takeoff, i.e., when the electric light vehicle 10 is still in contact with the road. The first sensor element can, for example, be designed as a wheel speed sensor, which is preferably designed to detect a signal generator on the rear wheel 23. Preferably, the first speed is assigned an incline angle that corresponds to the takeoff angle of the electric bicycle 12 with respect to a level road surface. The incline angle can be determined, as described above, using the inertial sensor system or another sensor element. Advantageously, the vertical and horizontal speed components of the first speed can be determined using the incline angle.Alternatively, the first speed can also be determined using a combination of the wheel speed sensor with the inertial sensor and a Kalman filter for precise speed measurement. Alternatively, it is also conceivable for the electric light vehicle 10 to have a high-resolution wheel speed sensor that receives a signal multiple times during one wheel rotation.

[0125] To determine the jump distance and / or jump height, a second speed is used, for example, based on a second sensor element. The second speed is determined after takeoff and preferably continuously during the flight or jump. The second sensor element is embodied, for example, as an inertial sensor, which advantageously enables robust speed determination even without contact with the road surface.

[0126] This advantageously allows the two speed signals to be continuously estimated during the flight based on the bicycle orientation, which is determined by the gradient angle, by integrating the horizontally aligned acceleration signals with their previously determined initial values ​​over the first speed. The jump height and jump distance are determined by integrating the two speed signals over the flight duration with the initial value.

[0127] Alternatively, it is also conceivable that the horizontal acceleration is not determined and a constant vertical acceleration of 1 g and a constant horizontal acceleration of 0 g are assumed, whereby the influence of air resistance can be neglected or taken into account.

[0128] In a further alternative method step 222, it is conceivable that an evaluation of the jumping technique is determined and displayed to a backend, such as a cloud, or to the user, for example via the display device 30 or via a smartphone.

[0129] For example, it is conceivable to use the inertial sensor system to determine the displacement on one of the wheels 22 of the electric light vehicle 10 in order to determine a fall risk based on this, in particular with regard to a rollover forwards or backwards. An optimal landing occurs when landing on both wheels, as the impact energy is distributed across the entire chassis. This information can be provided to the driver as an instruction to proceed or, in critical situations, as a warning. To recognize the critical situation, in particular the criticality of the critical situation, an angular change around at least the vehicle's transverse axis (Bfy) between the two impulses can be determined. The greater the angular change, the more dangerous the orientation during landing.The angle of inclination around the vehicle's transverse axis (Bfy) during landing on the first wheel of the landing could also be considered to determine criticality. Depending on the angle of inclination during landing, different thresholds for critical angle changes around the vehicle's transverse axis (Bfy) between the two impact times or determined impulses can arise. If the landing occurs with direct continuation of the vehicle's driving in a stoppie or nosie, no angle change occurs after landing. However, this corresponds to an advanced driving technique and can also be recognized or determined as such due to the delay in the angle change and the second impulse.

[0130] In addition, it is conceivable to save the determined driving maneuvers and their parameters in order to display them to the driver as an example of learning progress.

[0131] Figure 8 shows a flowchart of a method for determining a driving maneuver in the form of a backflip (see Fig. 8a) or a frontflip. The driving maneuver is determined via a first method step 300 and verified for plausibility in a second method step 310.

[0132] In a first method step 302, which is optionally configured by way of example, a jump is first determined. The jump can be determined as described above, in particular based on the inertial sensor system of the electric light vehicle 10. Since the backflip or frontflip usually occurs with both wheels 22 of the electric light vehicle 10 lifting off, the jump detection is always triggered if present. In a method step 304, a rotation of the electric light vehicle 10 about the vehicle's transverse axis (Bfy) is detected. The rotation is preferably detected via the inertial sensor system, preferably by means of the yaw rate sensor of the inertial sensor system.

[0133] In a further method step 306, the detected rotation of the electric light vehicle around the vehicle's transverse axis (Bfy) is compared with a threshold value. The threshold value is preferably predefined. The threshold value is, for example, + / - 120° / s and is thus based on a rotation angle per unit of time. The different signs refer to different threshold values ​​for determining a backflip and a frontflip.

[0134] If the threshold value is exceeded, the rotational angular velocity coßfy is integrated in a method step 307, whereby both a complete rotation and several rotations can be determined by means of the estimated rotation angle and the threshold value comparison.

[0135] Thus, one or more backflips are determined in a method step 308, or one or more frontflips are determined in a method step 309. Since the take-off angle and the landing angle do not have to be identical (see Figure 8a), a rotation of approximately 250°, for example, can already correspond to a full rotation, and a rotation of 610° can correspond to a double backflip or double frontflip. If a backflip or a frontflip is determined in method steps 308 and 309, a driving maneuver in the form of a normal jump is excluded.

[0136] Alternatively or additionally, it is conceivable that the detection of a backflip or frontflip triggers a jump detection, for example, as shown in Fig. 7. Since a backflip or frontflip is also a special type of jump that cannot necessarily be detected as such using the method according to Fig. 7, in particular since the centrifugal acceleration during a flip is not significantly below 1, in contrast to a normal jump, the jump is not always detected. Thus, in addition to the backflip or frontflip, a jump detection is optionally triggered, whereby a jump distance and jump height are determined, but assigned to the backflip or frontflip. A jump, however, is not displayed. In the second method stage 310, the driving maneuver in the form of the backflip or frontflip is checked for plausibility. The plausibility check is designed, for example, as optional.

[0137] In method step 312 of the second method stage 310, the plausibility check is performed, for example, by determining the landing, which can be performed analogously to the landing in the jump detection described above. Using the inertial sensor system of the electric light vehicle, an increased amplitude in the direction of the vehicle's vertical axis (Bfz) or a pulse is determined, for example, and / or an abrupt change in the yaw rate signal Wßty is determined.

[0138] Alternatively or additionally, it is also conceivable that in a method step 314 of the second method stage 310, a variance of the acceleration signals from the inertial sensors is determined and compared with a threshold value. If the variance of the acceleration signals is below a threshold value, a flight phase is present, since no vibrations, for example, due to excitations from the road surface, are present.

[0139] Figure 9 shows a method for classifying a driving maneuver of the electric light vehicle 10 in a flow chart, wherein the control unit of the electric light vehicle 10 is designed, by way of example, to determine the previously described driving maneuvers in the form of jumps, backflips, frontflips, wheelies, manuals, nosies and stoppies.

[0140] The method is designed in such a way that the determination of a first driving maneuver, for example in the form of a wheelie, influences the determination of a second driving maneuver, for example in the form of a jump. Often, after the front wheel has touched down at the end of the wheelie, the front wheel can briefly lift off and then fall down again or set down as a reaction to the touchdown, or it can briefly hop, which can lead to incorrect triggering of the jump detection. The same applies to a falling movement at the end of a driving maneuver in the form of a stoppie or nosie. In a first method step 400, a driving maneuver in the form of a wheelie is first determined. It would also be conceivable for a manual to be determined instead of a wheelie. The wheelie can be determined, for example, using one of the methods described above.

[0141] In a second method step 402, a grace period is triggered by determining the first driving maneuver in the form of a wheelie. The grace period can be configured depending on the type of driving maneuver. The grace period is 100 ms, for example, but longer grace periods of 500 ms, 1 s, or more are also conceivable.

[0142] During the grace period, the determination of the second driving maneuver in the form of the jump is influenced in a method step 404. For example, the influence is implemented in such a way that no determination of the jump takes place during the grace period. Alternatively, it would also be conceivable for the threshold values ​​for determining the second driving maneuver to be adjusted, in particular increased, during the grace period.

[0143] Alternatively, it is also conceivable that the second driving maneuver can be determined during the grace period, but is excluded from the display in a method step 406 and is therefore not displayed to the driver.

Claims

Claims 1 . A method for determining a driving maneuver of an electric light vehicle (10), the method comprising at least two method stages (100, 110), wherein in the first method stage (100) a single driving maneuver or several driving maneuvers are determined, characterized in that in a second method stage (110) the single driving maneuver is checked for plausibility or at least one of the several driving maneuvers is excluded.

2. Method for determining a driving maneuver of an electric light vehicle (10) according to claim 1, characterized in that in the first method stage (100) a rotation of the electric light vehicle (10) about a vehicle transverse axis (Bfy) is detected.

3. Method for determining a driving maneuver of an electric light vehicle (10) according to claim 2, characterized in that the rotation of the electric light vehicle (10) takes place by means of a sensor unit, in particular by means of a sensor element in the form of an inertial sensor system.

4. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the first method stage (100c) the driving maneuver is additionally determined based on a torque sensor and / or a cadence sensor.

5. Method for determining a driving maneuver of an electric light vehicle (10) according to one of claims 2 to 4, characterized in that in the first method stage (100) depending on the rotation a wheelie, a manual, a jump, a stoppie, a nosie and / or a landing is determined.

6. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the second method stage (110) a power requirement is determined, which is compared with a power value or a system power value.

7. A method for determining a driving maneuver of an electric light vehicle (10) according to claim 6, characterized in that the power requirement is determined based on a first gradient angle (0) and a speed.

8. A method for determining a driving maneuver of an electric light vehicle (10) according to one of claims 6 to 7, characterized in that the power value or the system power value is determined based on a speed and / or a torque of the driver and / or the vehicle.

9. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the second method stage (110b) a first gradient angle (0) and a second gradient angle (02) are determined, wherein the gradient angles are determined via different sensor elements of a sensor unit.

10. Method for determining a driving maneuver of an electric light vehicle (10) according to one of claims 7 to 9, characterized in that the first pitch angle (0) is determined by means of a sensor element in the form of an inertial sensor system.

11. Method for determining a driving maneuver of an electric light vehicle (10) according to one of claims 7 to 10, characterized in that the second pitch angle (02) is determined by means of a sensor element in the form of a height sensor, in particular by means of two sensor elements in the form of a height sensor and a speed sensor, or by means of a sensor element in the form of a position sensor, in particular a position sensor in the form of a GNSS receiver.

12. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the second method stage a first speed based on a sensor element in the form of an inertial sensor and a second speed based on a sensor element in the form of a wheel speed sensor are compared, wherein a signal generator of the wheel speed sensor is arranged on a rear wheel (23) of the electric light vehicle (10) and the inertial sensor is arranged at a distance from the signal generator.

13. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the second method stage a first speed based on a sensor element in the form of an inertial sensor and a second speed based on a sensor element in the form of a wheel speed sensor are compared, wherein a signal generator of the wheel speed sensor is arranged on a front wheel (21) of the electric light vehicle (10) and the inertial sensor is arranged at a distance from the signal generator.

14. Method for determining a driving maneuver of an electric light vehicle (10) according to one of the preceding claims, characterized in that in the second method stage (110d) a weightlessness is determined based on a sensor element in the form of an inertial sensor system.

15. Electric light vehicle (10) with a sensor unit, with a display device (30) and with a control unit which is designed to carry out a method according to one of the preceding claims, wherein the driving maneuver and / or at least one parameter of the driving maneuver is displayed on the display device (30) during the driving maneuver.

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