Method for operating a single-track or multi-track vehicle, in particular a pedelec, and single-track or multi-track vehicle, in particular a pedelec

Abstract

The invention relates to a method for operating a single-track or multi-track vehicle, in particular a pedelec, and to a single-track or multi-track vehicle, in particular a pedelec. In order to optimise both the design and the operation of a single-track or multi-track vehicle, in particular a pedelec, the invention proposes that pressure changes within a hydraulic connecting line caused by an actuation and / or a sequence of actuations of a brake actuation means are detected and a control command is identified by a control unit depending on the detected pressure change.

Description

METHOD FOR OPERATING A SINGLE- OR MULTI-LANE VEHICLE, IN PARTICULAR PEDELECS, AS WELL AS A SINGLE- OR MULTI-LANE VEHICLE, IN PARTICULAR PEDELECS

[0001] The invention relates to a method for operating a single- or multi-track vehicle, in particular pedelecs, as well as a single- or multi-track vehicle, in particular pedelec.

[0002] Vehicles of this type, whether single-track or multi-track, include, for example, bicycles with an electric auxiliary drive, in particular electric bicycles, e-bikes or pedelecs. Specifically, vehicles of this type are part of vehicle classes Lie, L2e, L3e, L4e, L5e, L6e and L7e according to Article 4 of EU Regulation 2013 / 168 / EU of 15 January 2013.Furthermore, this includes, in particular, vehicles with a design-related maximum speed of up to 6 km / h, vehicles intended exclusively for use in sporting competitions, pedal-powered bicycles with pedal assist, especially those equipped with an electric auxiliary motor with a maximum continuous rated power of up to 250 W, the assistance of which is interrupted when the rider stops pedaling, and whose assistance progressively decreases with increasing vehicle speed and is interrupted before the vehicle reaches 25 km / h, self-balancing vehicles with electric drive, pedal-powered sports vehicles, pedal-powered vehicles that do not have at least one seat, and pedal-powered vehicles with an R-point (according to ECE-R 17) <400 mm. Cargo bikes are also included.

[0003] Such single- or multi-track vehicles can have a front wheel and at least one rear wheel connected to each other by a vehicle frame. Such a vehicle frame can, for example, include a seat tube and / or a head tube and / or a top tube and / or a down tube, as well as a rear triangle with, for example, one or more stays. However, there can also be multiple rear wheels, for example, two rear wheels, and / or multiple front wheels, for example, two front wheels, particularly in any combination. These can be arranged, for example, side by side transversely to a forward direction of travel, as in a tricycle or a vehicle with a sidecar, or one behind the other in the forward direction of travel, as in a tandem bicycle. The front wheel is typically mounted to rotate around a front axle, and the rear wheel around a rear axle.

[0004] Vehicles of this type are increasingly being equipped with at least one electric motor to assist the user in propelling the vehicle. Typically, they are not powered solely by this electric motor; rather, the electric motor assists the user in propelling the vehicle using their own human muscle power, usually via a pedal crank. The level of assistance is usually selectable. In this way, a user can exert precisely as much effort as they are able or willing to while traveling in such a vehicle, while still maintaining a comfortable speed suitable for everyday use. Such a vehicle is described, for example, in the applicant's patents W02022078730A1 and WO2022229187A1.

[0005] A brake unit is also typically part of such single- or multi-track vehicles, designed to decelerate the vehicle, for example, by reducing its speed. The brake unit may include a brake actuation device that can be manually adjusted from a neutral position towards a braking range, for example, a brake lever, particularly one located on the vehicle's handlebars. Ideally, the brake actuation device is designed to automatically return to the neutral position, for example, by means of a suitable spring mechanism, particularly a self-resetting master cylinder, a compression and / or tension spring, or similar device. It is also known that the brake system for transmitting the manually applied actuation force via the brake actuation device comprises a hydraulic connecting line filled with brake fluid and a mechanically acting brake mechanism.Hydraulic brake force transmission systems of this type offer significant advantages over systems using, for example, Bowden cables, such as reduced wear. The mechanically acting brake system can consist of one or more brake shoes or brake blocks that are pressed against a braking surface mounted on the part to be braked and rotating with it, such as a rim or a brake disc. The resulting friction produces the desired braking effect. The brake system is thus hydraulically adjustable from a release position to a braking position using brake fluid. The operator of such a vehicle therefore transmits a braking command and a braking force mechanically-hydraulically to the brake system by manually operating the brake actuator, thus moving it towards the braking position.DE 10 2021 211 586 Al discloses an electric bicycle and in proceedings relating to the operation of a. Electric bicycles with a control unit configured to actuate the drive unit in response to a brake signal generated by the braking system, reducing the motor torque without generating a braking effect at the first brake caliper. This is intended to allow the electric bicycle's control unit to prevent a braking effect at the first brake caliper, preferably actively, by appropriately actuating the braking system, while simultaneously reducing the motor torque in a controlled manner. DE 10 2021 211 586 A1 thus deals exclusively with an input braking command and its implementation for braking the electric bicycle.

[0006] Due to the presence of an electrically driven powertrain and the increasingly electronically controlled functions of such vehicles, they often already include a control unit that can be designed to control one or more vehicle functionalities. For operation of the control unit by the user, one or more additional operating elements may be provided, for example, in the form of one or more switches, a touch-sensitive display screen, etc.

[0007] Due to the large number of functional units present, such single- or multi-track vehicles increasingly have a comparatively complex overall structure and pose growing challenges for manufacturers and users in terms of both assembly and, especially, operation.

[0008] Based on this, the object of the invention is therefore to provide a way to optimize the design and operation of a vehicle, in particular of the generic type, while simultaneously increasing ease of use.

[0009] The problem is solved by a method for operating a single- or multi-track vehicle, in particular a pedelec, as well as by a single- or multi-track vehicle, in particular a pedelec, according to the independent claims. Preferred embodiments are specified in the dependent claims.

[0010] Such a single- or multi-track vehicle may have a drive system for propelling at least one wheel of the vehicle. This drive system may consist of an electric motor, an electrical energy storage device, and a device for... This includes the input of propulsion energy supplied by human muscle power. Propulsion energy can therefore be provided on the one hand by human muscle power and, in particular exclusively as a supplement, drawn from the electrical energy storage device and supplied by the electric propulsion motor in the vehicle's drivetrain.

[0011] An example of such a drive system, as it can be used in the vehicle according to the invention, is described, for example, in WO 2002 / 078730A1 of the applicant, which is hereby incorporated by reference. The drive system can, for example, comprise a drive unit for a vehicle that can be simultaneously propelled by human muscle power and electric motor-generated drive energy. This drive unit can have one or more superimposed transmissions. For example, the drive system can be configured with an input drive shaft for transmitting drive energy generated by human muscle power, an output shaft for supplying drive energy to a propulsion system, a drive shaft gear arranged about an axis of rotation with a first shaft generator, a first flex spline, and a ring gear, and an electric drive motor arranged about the axis of rotation with a stator and a rotor.The drive energy of the electric motor can be transmitted to the output shaft via the drive shaft gearbox. Furthermore, the drive system can be configured with a variable wave gearbox arranged in the drive train between the input shaft and the output shaft, comprising a second wave generator, a second flex spline, and a ring gear. The variable wave gearbox can be arranged to receive the drive energy from the input shaft, derived from human muscle power, and transmit it to the output shaft of the drive unit. A variable wave electric motor with a stator and a rotor, whose drive energy is also fed into the variable wave gearbox, can be provided, with the combined energy from human muscle power and the variable wave electric motor being transmitted to the output shaft via the variable wave gearbox.The ring gear of the drive shaft transmission and the ring gear of the variable shaft transmission can be designed to be rotationally fixed relative to each other and transmit the combined drive energy from human muscle power, the drive electric motor, and the variable shaft motor to the output shaft. The output shaft can be connected directly or indirectly, for example via a traction linkage, to one or more driven wheels. This comparatively detailed description of the drive train is to be understood as merely an example within the scope of the present invention. It is particularly advantageous for the method according to the invention that the vehicle's drive system is designed to enable the summation of drive energy provided by an electric motor and energy provided by human muscle power to one or more driven wheels. For this purpose, for example, differently designed summation or superposition transmissions, such as planetary gears and / or cycloidal gears and / or wave gears in other configurations, can also be used.

[0012] Part of the vehicle intended for carrying out the method according to the invention can also be, in particular, a brake unit. The task of the brake unit is, in particular, to act as a manually operated and especially mechanical brake, reducing the rotational speed of one or more wheels rotating relative to a frame of the vehicle and thereby, for example, reducing the vehicle's speed during ferry operation, particularly even until the vehicle comes to a standstill.

[0013] In this context, "manually operable" is to be understood as meaning physically operable by the operator, for example, by foot operation, but especially also by hand operation. For this purpose, the brake unit may have a brake actuation device that can be manually adjusted from a neutral or zero position towards a braking range. For foot operation, this could be, for example, a pedal mechanism, as is the case with a so-called coaster brake. For hand operation, the brake actuation device could be, in particular, a brake lever arranged on the handlebars of the vehicle, especially of a known design and mounting on the handlebars.This can be adjustable, in particular, so that it can be moved from a neutral or zero position, in which the brake unit exerts no braking effect, to a braking range in which the brake unit exerts a braking effect, in particular also a variable one, especially by means of a pulling and / or pushing force applied manually by the vehicle operator to the brake lever. It can be provided that the brake actuating device is self-resetting towards the neutral position or automatically adjustable back towards the neutral position, for example by means of a suitable spring-loaded mechanism in the brake actuating device itself and / or one or more elements in a brake force transmission gearbox on the output side of the brake actuating device.

[0014] Part of the brake unit can, in particular, also include a hydraulic connecting line filled with brake fluid. The transmission of the braking input, initiated by the operator's actuation of the brake actuator, to the actual braking component of the brake unit can thus be, in particular, at least partially, hydraulic. The hydraulic connecting line can, for example, comprise one or more fluid lines, such as pressure-resistant hydraulic hoses and / or hydraulic pipes.By actuating, in particular manually, the brake actuating device, a pressure increase within the hydraulic connecting line can be generated in a manner known per se, and thereby an actuating force applied manually by the operator can be hydraulically transmitted, for example, to a mechanically acting brake device and used to adjust it to a brake position.

[0015] Accordingly, a mechanically actuated braking device, which can be hydraulically adjusted by means of the brake fluid from a release or neutral position, in which no braking effect is generated, to a braking position, in which a braking effect is generated, can also be part of the brake unit. In this context, the term "mechanically actuated braking device" refers in particular to that part of the brake unit which produces a braking effect, especially one generated by friction against a part to be braked. For this purpose, the brake device can, for example, include a braking element, such as an adjustable brake shoe or similar, or be designed in a manner known per se in the prior art.The mechanically acting braking device, in particular the braking element(s), may include an area with which it bears, especially over a surface, against a counter-friction surface of the element to be braked, for example, a braking surface that rotates with the respective wheel of the vehicle or is stationary relative to it, such as one or more side flanges of a rim and / or a brake disc. The braking device may be designed to be self-resetting or automatically adjustable back towards the neutral position, for example, by means of a suitable spring-loaded mechanism in the braking device itself or in a bearing component thereof, or similar.

[0016] Due to this spring action on the braking device and / or the brake actuating means, a counterforce acting in the direction of the neutral position of the respective element can also be generated, which can initiate a The braking process must be overcome in any case. In this way, it can also be ensured that, in the event of the brake actuator being released, the brake unit assumes its non-braking neutral position, or that the brake actuator automatically moves into the neutral position.

[0017] By manually actuating the brake actuator, particularly from the neutral position, the operator causes a pressure increase in the hydraulic connecting line, which is conventionally used for the mechanical adjustment of and / or force transmission to the braking system. The operator's braking command and the braking force applied by the operator are thus, ideally exclusively, transmitted and implemented hydraulically and mechanically when the actuator is actuated. Conversely, when the operator stops actuating the brake actuator, the pressure within the hydraulic connecting line drops again. In other words, actuating the brake actuator can generate a pressure change within the hydraulic connecting line.This pressure change refers specifically to an unactuated resting state, in which a defined output pressure (which may also be zero relative to the outside atmosphere) prevails within the hydraulic connecting line. The pressure change generated by actuating the brake actuator is referred to here as a pressure change, pressure pulse, or pressure signal.

[0018] The vehicle's braking unit can be designed, for example, as a disc brake, drum brake or rim brake.

[0019] If, viewed in the direction of travel, the vehicle comprises one or more front wheels and one or more rear wheels relative to these, it is possible that a brake unit is provided for both the front wheel(s) and the rear wheel(s). The invention can therefore also extend, in particular, to such embodiments of a vehicle in which two actuating means are provided on a handlebar, specifically a first actuating means for actuating a brake unit acting on the front wheel(s) of the vehicle and a second actuating means for a brake unit acting on the rear wheel(s) of the vehicle.

[0020] For the method according to the invention, it can now be provided that the steps ia) detecting a sequence of actuations of the brake actuation means using a The system includes: ii) detecting a sequence of pressure changes within at least one area of ​​the hydraulic connecting line and ii) identifying a control command by a control unit depending on the detected sequence of pressure changes.

[0021] A key aspect of the method according to the invention can thus be seen in the fact that, unlike conventional operating concepts for vehicles of this type, the distinction is not exclusively between the presence of a brake command when the brake actuator is actuated and the absence of a brake command when the brake actuator is not actuated. Instead, inputs can be made via the brake actuator that, in addition to a brake command, can also encode other control commands, or the brake actuator can also be used by an operator to input operating commands on the vehicle that go beyond brake commands. The range of functions that can be centrally entered by the operator via the brake actuator can thus be extended beyond purely mechanically acting brake commands, without the need for additional actuators.The functionality of the brake actuator can be significantly expanded beyond simple speed change commands. In this way, a dual function can be assigned to the brake actuator, enabling it to be used not only for inputting a brake command but also as an input device for a user interface (HMI) for inputs beyond a simple brake command. In particular, the method according to the invention thus makes it possible, or rather provides for, compared to the prior art, to significantly expand the functionality of a brake system and extend it into a vehicle operating concept that goes beyond mere braking.This can be integrated by evaluating input and recorded pulse sequences and, in particular, assigning them to other functions (excluding braking functions) as one or more control commands, without requiring any additional hydraulic or technical effort compared to the prior art, such as an additional valve system. This is achieved by no longer simply distinguishing between an active actuation and a current non-actuation of the brake actuator, but rather, in a broader sense comparable to, for example, Morse code, assigning additional meaning to the sequence of several successive actuations of the brake actuator or the pressure pulses generated by them. The degree of actuation of the brake actuator can also be relevant.The sequence of several successive actuations of the brake actuation device is also referred to here as a sequence of recorded events. Pressure changes are defined as pressure changes. A sequence of pressure changes is thus distinguished from a single detected pressure change by the fact that it is characterized by several, or at least two, pressure changes or pressure pulses, as well as their temporal and / or relative and / or absolute relationship to one another. The sequence of pressure changes detected for the method according to the invention, which is triggered by actuating the brake actuating device, can therefore be characterized in particular by the fact that it comprises at least two pressure pulses, in particular at least three, and most especially at least four, pressure pulses and their temporal relationship to one another.An impulse can be defined or limited in time, for example, in particular by a time interval between a start pressure change of an output and / or static pressure, in particular an increase in the pressure with respect to the output or static pressure within the hydraulic line, and a subsequent pressure reduction, in particular a return in the direction of the output or static pressure, most especially at least below a defined pressure threshold, most especially down to the output or static pressure.

[0022] In other words, a pressure change in this context refers to a pressure pulse. This pulse, particularly starting from an initial pressure, can be characterized by an initial, even abrupt, pressure increase followed by a subsequent, also abrupt, pressure drop, especially back down to the initial pressure, in the hydraulic connecting line. The pattern of the pressure increase and / or the pressure drop and / or the duration of the pulse can vary. A pressure pulse can also include phases in which the pressure, particularly a pressure higher than the initial pressure, remains at least substantially constant. Several, or at least two, successive pressure pulses or pressure changes of the type described above can together form a sequence.

[0023] The detection of a sequence of actuations of the brake actuation device according to ia) thus concerns the detection of several individual and successive actuations of the brake actuation device or a sequence of actuations of the brake actuation device itself, which in the present case is not necessarily equivalent to an actual triggering of a braking process by the braking device. An actuation of the brake actuation device itself by the operator is characterized in particular by the fact that the position of the brake actuation device is thereby changed from its initial position, in particular in the unactuated position, especially in the direction of a Brake actuation range, i.e., in the direction of an adjustment range of the brake actuation device, in which a braking effect also occurs. However, this does not necessarily lead simultaneously to the triggering of an actual braking effect or the generation of a braking effect. For example, a movement path for the brake actuation device starting from its neutral position may be provided, whereby no braking effect is generated when the brake actuation device moves within a first adjustment range immediately following the neutral position of the brake actuation device, in particular a neutral range, but only when the brake actuation device is moved from the neutral position beyond this first adjustment range into a second adjustment range, in particular a braking range.This can be due, for example, to the adjustment distance of the brake device that must be traveled to achieve a braking effect from a neutral position, and / or to a minimum pressure that must be applied within the hydraulic connecting line until a braking effect is achieved, or to exceeding a pressure threshold value above which an actual braking effect occurs. Based on this, the detection of a sequence of actuations of the brake actuator includes, in particular, the detection of at least two successive actuations of the brake actuator, whereby the detection of the duration of the individual actuations and / or the time interval between the individual actuations and / or the relative and / or absolute intensity of the individual actuations may also be provided. The detection of a sequence of actuations of the brake actuator according to i.a) While this can, particularly in certain operating or driving situations of the vehicle, be accompanied by or cause the initiation of a braking process or the occurrence of a braking effect, it may also be intended, particularly as described in more detail below, to trigger control commands other than a braking command, such as when the vehicle is stationary or in standby mode. Therefore, not every detected actuation of the brake actuator necessarily triggers a braking process. In other words, the detected actuation of the... brake actuation device, in particular the sequence of actuations of the The brake actuation device can be a braking command from the operator. However, as described in more detail below, it can also be used, particularly on its own, alternatively or additionally, as a control command or control input from the operator.

[0024] In this context, a pressure change can be understood to mean, in particular, a change in the current internal pressure in the hydraulic connecting line compared to a defined output pressure in the hydraulic connecting line when the brake actuator is in the neutral position or when it is not actuated. The output pressure can correspond to the ambient pressure, but can also be higher, so that the hydraulic system of the hydraulic brake unit can also be pre-charged. The change in internal pressure can be an increase and / or, particularly with a time lag, a decrease. Detecting a pressure change can involve the separate detection of each individual pressure change.In addition, several individual pressure changes can be recorded in a temporal and / or relative and / or absolute relationship to one another, which in this case can be described in particular as recording a sequence of pressure changes. A sequence of recorded pressure changes thus differs from a single recorded pressure change in that it takes into account the recording of several pressure changes, in particular at least two pressure changes, as well as their temporal and / or relative and / or absolute relationship to one another.

[0025] The detection of a pressure change and / or a sequence of pressure changes within at least one section of the hydraulic connecting line can thus refer to or occur at one or more points within the hydraulic connecting line. In principle, this can be done at virtually any point along the hydraulic connecting line. For example, a pressure detection device can be arranged such that it detects the internal pressure directly within the hydraulic connecting line in a section of the line that fluidly connects the brake actuator to the brake assembly. Additionally or alternatively, a measuring line section branching off from this direct connecting line, for example, in the form of a spur line, can also be included. Indirect detection is also possible and encompassed by the invention.The invention also encompasses quantities and parameters that correlate directly or indirectly with pressure changes, particularly those defined as "detecting a pressure change." Ultimately, the essential aspect of the present invention is that an adjustment movement of the brake actuation device by the operator can be detected by direct or indirect sensory detection of the associated change in one or more state parameters of the hydraulic connecting line or the hydraulic fluid contained therein, in particular the internal pressure within the hydraulic system. The connection line is established or derived from it, and not, for example, by directly and immediately detecting the absolute position of the brake actuator. A separate or additional hydraulic line with additional valves to detect the sequence of pressure changes is therefore not required.

[0026] It is possible that the hydraulic connecting line of the brake unit, particularly in the area downstream from the actuating device, has a pressure reducing device, preferably exclusively passive, between the pressure sensing device and the mechanically acting brake device, and no valves actively switchable by a control system. A passively acting pressure reducing device can be achieved, for example, by applying spring force to a suitable valve body or similar device. The pressure reducing device can, for example, be a spring-loaded pressure reducing valve.Pressure sensing using the pressure sensing device can take place, in particular, in a section of the hydraulic connecting line between the (especially manually operated) actuating element of the brake device and the pressure reducing device, and / or not in a section of the hydraulic connecting line between the pressure reducing device and the mechanically actuating brake device. Additionally or alternatively, it can be provided, in particular, that the hydraulic connecting line between the brake actuating element and the mechanically actuating brake device is free of switchable and / or lockable valves.

[0027] The identification of a control command by the control unit, depending on the detected sequence of pressure changes, can be preceded by the identification of the presence of a sequence of actuations of the brake actuator or pressure changes / pressure pulses. This is particularly useful, for example, to assign several individual actuations of the brake actuator or the pressure changes / pressure pulses they generate to a common sequence, or to distinguish the presence of a sequence with multiple individual actuations or pressure changes from several isolated actuations by or with the aid of the control unit. This can be done, for example, depending on the current operating state of the vehicle, as described in more detail below. Additionally or alternatively, it can also be provided that individual, in particular multiple, and especially all actuations of the brake actuator or pressure changes are also identified.The resulting sequences of pressure changes can be assigned one or more pieces of time information or time periods that characterize them. For this purpose, for example, a [specific example would be inserted here]. The control unit must include a suitable timing device or timer function. This device can be designed to record and / or assign one or more time values ​​to each, or at least several, and especially all, individual actuations of the brake actuator or the pressure changes / pressure pulses generated by them. The identification of a control command by the control unit based on the recorded sequence of pressure changes, as described in more detail below, can thus be preceded by the recording and assignment of time values ​​to individual, especially several, and especially all, individual actuations of the brake actuator and / or pressure changes within a sequence. Such time values ​​could, for example, be the duration of one or more actuations of the brake actuator.Additionally or alternatively, such time information can be the period between two successive actuations of the brake actuator and / or a period before and / or after one or more actuations of the brake actuator. Furthermore, additionally or alternatively, the time information can also be the speed of the actuation of the brake actuator or the associated pressure change, specifically, for example, whether the brake actuator is actuated slowly, quickly, or jerkily. This recording and / or assignment of one or more pieces of time information to one, several, or all of the actuations of the brake actuator or the pressure changes / pressure pulses generated by them can be used to identify the presence of a sequence of pressure changes and / or the belonging of individual pressure changes to a sequence.can be used by the control unit to identify a sequence of pressure changes and / or to distinguish a sequence of pressure changes or an isolated pressure change from another sequence of pressure changes.

[0028] The identification of a control command by the control unit, depending on the detected sequence of pressure changes or pressure pulses according to step ii), can, for example, include processing or interpretation of detected pressure changes / pressure pulses or the detected sequence of pressure changes / pressure pulses by the control unit. The control unit thus receives the individual pressure changes or the sequence of pressure changes detected, for example, by a suitable sensor device, in particular a pressure sensing device, especially in combination with one or more time information, which is transmitted from the sensor device to the control unit via a suitable signal transmission link, whether wired or wireless. The control unit is transmitted. The control unit can be a computer device with suitable programming. The programming of the control unit can define the criteria by which a control command can be identified from several detected pressure changes or a detected sequence of pressure changes, and / or which control command corresponds to a received sequence of pressure changes. Criteria by which a control command can be identified from the received detected pressure changes or the detected sequence of pressure changes are described in more detail below by way of example and can, for instance, include the amount or...The parameters include the magnitudes of one or more, especially all, of the pressure changes in the sequence, and / or the duration of one or more of the pressure changes in the sequence, and / or the pattern, duration, and / or magnitudes of the individual pressure changes in a sequence of pressure changes, particularly taking into account a current operating state of the vehicle that is detected and also transmitted to the control unit. One or more control commands, particularly unique ones, can be assigned to one or more of these criteria in the control unit, for example, through suitable programming of the control unit, particularly depending on a detected and transmitted, especially current, operating state of the vehicle.The control command identified by the control unit cannot, in particular, be the brake command to initiate a braking process via the mechanically acting brake device. It may even be provided that, for the method according to the invention, the actual mechanical-hydraulic actuation of the brake unit is ignored by the control unit, and the associated pressure changes are specifically not used to identify a control command.It can also be provided that the control unit recognizes the actual mechanical-hydraulic actuation of the brake unit in the sense of an actual braking command, for example, due to exceeding a pressure threshold and / or a change in the vehicle's driving behavior, and takes this into account in its interpretation, for example, by not identifying a control command in this case or by ignoring a previously identified control command. It is essential that the control command identified by the control unit is in any case a different control command than the braking command in the sense of a mechanical-hydraulic actuation of the brake system and the braking effect generated thereby. The braking command for actuating the mechanically acting brake system is still processed purely mechanically-hydraulically, or directly hydraulically and mechanically by the brake actuation device via the... The hydraulic connection line transmits the signal to the mechanically acting braking system. Therefore, integrating the control unit into the operation of the mechanically acting braking system during a braking process is not necessary.

[0029] Once the control unit has identified a control command, it may be provided that the control command is issued, sent, or transmitted, in particular by the control unit and / or one or more control command transmission lines, to a receiver device that executes the control command. In other words, the control command is carried out. This can involve a variety of different receiver devices, such as an engine control unit, a display, a locking device, an authorization check device, etc., and functionalities, such as changing a gear ratio, activating a display, etc., as described in more detail below. This signal transmission can also be wireless and / or wired.

[0030] The method according to the invention can thus provide that a manually operated brake actuation device, with the same qualitative, in particular manual, operating mode, is assigned a dual function and is simultaneously used, particularly if functionally offset from each other, to send a brake command addressed directly to the mechanically acting brake device and a control command or control input to the control unit, separately from a brake command or control command input, which is directed to a control command or control command input, in particular not related to a brake command. This allows a control element that is usually already present in a vehicle, in particular mandatory, to be used to enable further control inputs on the vehicle beyond the sole input of a brake command. This simplifies the overall design of the vehicle and its operation, as fewer control elements are required and have to be operated by the user.

[0031] Preferably, the detection in step ia) is carried out using a pressure detection device, in particular one or more pressure sensors. These can detect a hydraulic fluid pressure dependent on the current position of the manually operated actuator and / or a change in hydraulic fluid pressure dependent on a change in the position of the manually operated actuator within at least a section of the hydraulic connecting line. This can be achieved by means of a direct or an indirect pressure measurement. Pressure sensors for absolute pressure measurement, relative pressure measurement, and / or differential pressure measurement can be used. The pressure sensor(s) can be, for example, resistive (especially piezoresistive), piezoelectric, Hall-effect, capacitive, inductive, or similar devices. The pressure sensing device can include a timing device to assign one or more time-related information points to detected changes in the current pressure and transmit them to the control unit. These timing functions can be, in particular, one or more of the aforementioned functions.

[0032] The detection of the sequence of pressure changes in step ia), or the identification of one or more of the pressure changes or pressure pulses within the sequence, can include detecting whether a first pressure threshold is exceeded or fallen below, and / or whether a value directly or indirectly correlates with it is exceeded or fallen below. A pressure threshold can be an absolute or relative pressure threshold and / or a differential pressure threshold. It can be stipulated that only when this at least one pressure threshold is exceeded or fallen below is a detected pressure change and / or detected sequence of pressure changes considered by the control unit as a relevant or significant input, or as a control input from the operator, and taken into account for the control unit to identify a control command.

[0033] The identification of the control command by the control unit in step ii.) can depend on whether a pressure threshold value and / or pressure change threshold value is exceeded and / or, in particular, whether it is subsequently exceeded and then falls below a threshold value. It can therefore be provided that the control unit only considers a unidirectional passage of a pressure threshold value and / or a pressure change threshold value, for example, only an exceedance or only a fall below, to identify a relevant pressure change and / or sequence of pressure changes.However, it may also be provided that, for the identification of the control command, a bidirectional passing of a pressure threshold value and / or a pressure change threshold value takes place, for example also a time component or the extent of the time component lying between exceeding and the subsequent falling below a pressure threshold value or a pressure change threshold value. The intervening time interval is taken into account by the control unit for the identification of a control command. Additionally or alternatively, it can also be provided that the identification of the control command by the control unit in step ii.) depends on multiple exceedances and / or falls below a pressure threshold and / or pressure change threshold; in other words, a sequence can be determined depending on these factors.

[0034] Additionally or alternatively, the identification of a control command in step ia) can be carried out taking into account the relative and / or absolute temporal profile of the detected pressure change and / or sequence of pressure changes. This can include both the duration of a pressure change with respect to one or more pressure threshold values ​​and the rate of a pressure change. For example, the control unit may assign a different control command to a comparatively slow pressure change than to a change of the same magnitude but comparatively rapid. In particular, the temporal relationship of the pressure changes within a sequence of pressure changes can also be taken into account.

[0035] In a particularly preferred embodiment of the method according to the invention, it may be provided that in step ib) the current operating state of the vehicle is determined using an operating state detection device, and in step ii) a control command is identified by the control unit based on both the detected sequence of pressure changes and the determined current operating state of the vehicle. Various operating state parameters of the vehicle can be used to distinguish between the different operating states. In principle, these can be, in particular, all those operating state parameters of the vehicle that can change during intended use of the vehicle, especially to an extent specified by the operator, and / or that can be detected and / or distinguished using one or more sensors of the vehicle.By incorporating the current operating state of the vehicle into the assignment or identification of a control command by the control unit, in addition to the mere detection of an actuation in step ia), it is possible, for example, that one and the same pressure change and / or sequence of pressure changes may be assigned different and / or sometimes no control commands at all by the control unit, depending on the current operating state of the vehicle. In an extreme case of the method according to the invention, it is possible. For example, it may be stipulated that the identification of a control command in step ii) is limited to the vehicle's current stationary state and / or is only possible up to a defined vehicle speed. In this case, the operating state "stationary" or "slow driving" could be determined, for example, via a speed and / or vehicle speed sensor. If, on the other hand, the vehicle is generally in a state of motion or, for example, in a comparatively "fast" driving state and therefore no longer in the operating state "stationary" or, for example, "slow driving," it may be stipulated that step ii) (or additionally step ia)) is blocked or not executed, so that actuation of the brake actuator is then used exclusively for braking purposes in the conventional sense.

[0036] For step ib), it may be possible to precede the determination of the current operating state in step ib) by waking up the control unit, whereby waking up can be achieved by detecting an actuation and / or a sequence of actuations of the brake actuator. In this context, waking up the control unit can, in particular, mean that the control unit is switched from a standby mode, especially an energy-saving one, in which, for example, only a pressure sensor signal is received and / or monitored, to an operating state in which, for example, the current measured values ​​of one or more other sensors are determined and / or monitored, and / or engine control is activated. Thus, in order for a basic determination of the operating state to even take place, an initial input must be made at the vehicle.This can be achieved, for example, by initially actuating the brake actuator and thus causing an initial pressure change within the hydraulic connection line, or, in particular, by detecting an initial pressure change. Specifically, it can be provided that either any pressure change triggers a wake-up, only a pressure change above a certain pressure threshold triggers a wake-up, and / or only a specific sequence of pressure changes, for example, in the sense of code input, triggers a wake-up in the present sense. Additionally or alternatively, it can also be provided that this wake-up is triggered by a different type of actuation, for example, by actuating a separate on / off switch, by additionally actuating a pedal mechanism, and / or by actuating two or more brake actuators of two or more brake units.Modern vehicles of this type may also include a transmitting and receiving unit, for example, a WP AN interface (wireless personal area network) or similar. It can therefore be used additionally or alternatively. It may be provided that the control unit is woken up to carry out the method according to the invention by means of a signal transmitted from outside the vehicle, for example via a mobile device, in particular a mobile phone, especially a smartphone, an RFID chip or similar. It may additionally or alternatively be provided that this "wake-up" is limited to when the vehicle is stationary or, conversely, cannot and / or need not occur when the vehicle is in operation.

[0037] Determining the current operating state in step ib) can, in particular, also involve differentiating between various possible operating states, especially those existing as alternatives to one another. This then allows, for example, the detection of one and / or another operating state, or the inference of the presence of one operating state if a characteristic criterion of the other operating state is not present.Although it is possible and encompassed by the invention for the operator to manually specify the presence and / or absence of one or more operating states, for example, using one or more suitable input devices, such as one or more control elements, specifically, for example, one or more analog and / or digital switches, it is preferred if the vehicle is designed to independently detect and / or identify one or more operating states. For detecting one or more operating parameters characteristic of each operating state, one or more sensors can be provided, each of which detects one or more operating parameters of the vehicle and / or one or more parameters directly or indirectly correlated therewith and transmits them to the control unit.

[0038] For example, it is possible to differentiate between a locked and an unlocked state of the vehicle. For this purpose, the vehicle can include a locking device adjustable between a locked and an unlocked state, as well as one or more sensors designed to detect whether the locked and / or unlocked states are present. The locking device can include a lockable and unlockable, particularly mechanical, locking mechanism and / or an anti-theft device controlled by the control unit. The specific design of the anti-theft device can vary. This could, for example, involve the output of an audible and / or visually perceptible alarm signal and / or intervention in the motor control of the electric drive motor. The locking device can thus, for example, include a position sensor that detects the position of one or more locking bolts in the The control unit can detect the locked state and / or the enabled state. Additionally or alternatively, it can also be configured to assume a locked state upon proper wake-up or similar event. Additionally or alternatively, the invention can also encompass higher-level protective measures, particularly at this point, such as specifications regarding geolocated boundaries (geofencing) or similar measures.

[0039] Determining the current operating state in step ib) can additionally or alternatively include distinguishing between a stationary state and a driving state of the vehicle. The stationary state is characterized by the vehicle not moving relative to its external environment, whereas in the driving state it is moving. This can be achieved, for example, using a motion sensor, such as a speed sensor, particularly on one or more of the vehicle's wheels, and / or using a GNSS receiver on the vehicle.

[0040] Additionally or alternatively, determining the current operating state in step ib) can include differentiating between a vehicle driving state at a low speed and a vehicle driving state at a relatively high speed. This can be done, for example, using a vehicle speed sensor, a speed sensor, or similar equipment. To classify relatively low and relatively high speeds, a threshold speed, defined by control software (e.g., factory-set and / or manually and individually by the operator), can be specified. This threshold speed must be exceeded to change from a relatively low to a relatively high speed. Multiple such threshold speeds can also be defined, thus distinguishing between more than two speed ranges.Additionally or alternatively, a distinction can be made between a forward driving state of the vehicle and a reverse driving state of the vehicle, for example with the help of one or more direction-of-rotation sensors on one or more of the wheels of the vehicle.

[0041] Additionally or alternatively, determining the current operating state in step ib) may involve differentiating between the vehicle traveling uphill and downhill, and / or between the vehicle traveling straight ahead and cornering. This may involve one or more inclination and / or Position sensors, for example a gyroscope sensor and / or one or more lateral and / or longitudinal tilt sensors, may be provided.

[0042] To further expand the functional range of the method according to the invention while simultaneously maintaining a high level of user-friendliness, the control unit can assign different control commands to an identical, detected, or specific sequence of pressure changes in different current operating states of the vehicle. In this way, it is possible to adapt a range of identifiable operating inputs—which is naturally limited by the brake actuation mechanism—to different operating scenarios and thus provide an operating-situation-dependent operating concept for the vehicle. Specifically, for example, one and the same detected sequence of pressure changes can be translated by the control unit into a different control command in a driving state than in a stationary state.In particular, it may be provided that, in a stationary state of the vehicle, sequences of pressure changes detected by the control unit and which are different from each other are assigned to different control commands, wherein these control commands are preferably not a braking command and / or preferably not a driving command.

[0043] It is possible to identify a control command based on one or more detected sequences of pressure changes in step ii) if, in step ii), the identification of a control command is carried out with additional consideration of the relative and / or absolute temporal profile of individual detected pressure changes and / or a sequence of pressure changes. In other words, this means that, for example, the absolute time of detected pressure changes can be taken into account, and in this way, pressure changes that fall within a first time window, for example, >0 seconds to 1 second, are recognized and evaluated by the control unit as a "short" signal, and pressure changes that fall within a second time window, for example, >1 second, as a "long" signal. More than two time periods can also be defined.It may also be possible, additionally or alternatively, to cap the comparatively "long" period, for example, in the range of >1 second to 3 seconds. If the pressure change extends beyond this period, it may be possible, for example, to have such a change ignored by the control unit and thus not considered for identifying a sequence of pressure changes or a control command. A relative one. Temporal progression means, in particular, that the ratio of the duration of two or more pressure changes is determined and used to identify a control command, as described above. This requires that at least two pressure changes, along with their respective durations and / or intervals, are available and can be compared and / or related to each other by the control unit. The control unit therefore includes a supplementary timer, a time recording device, or a timer function. Furthermore, ratios can be defined under which two or more pressure changes, when compared relative to each other, are considered by the control unit to be of "equal duration" or of "different duration" for the purpose of identifying a sequence of pressure changes or a control command.

[0044] There are also various possibilities regarding the type of control command identifiable by the control unit. It can be provided that relative and / or absolute pressure changes and / or sequences of pressure changes, defined by one or more definitions stored in the control unit (e.g., in software or as a computer program), are assigned to specific control commands, particularly depending on one or more operating states. If the control unit identifies such a definition based on the detected pressure changes or sequence(s) of pressure changes, it executes the corresponding control command. In principle, a large number of control commands can be used to carry out this process.Additionally or alternatively, it is also possible that software-based calibration is possible and / or inputs via the brake actuator can be used for programming purposes of the control unit.

[0045] The control command could, for example, be for user authentication and / or user identification, particularly with a specific sequence. In other words, a sequence of pressure changes could be used as proof of user authorization, so that this sequence of pressure changes could, for example, be a kind of key code. It may be intended that, to end a vehicle's sleep state and / or during vehicle startup, any entered sequence of pressure changes is initially interpreted by the control unit as such proof of user authorization. In this context, the control unit can also be additionally or alternatively designed to recognize two or more of these key codes and, in particular, to assign different control commands to different key codes. For example, a first key code might allow the control unit to only enable a specific ferry operation, while a second key code might enable driving and administration modes, allowing, for example, changes to the control unit's settings. Additionally or alternatively, the control unit could be designed to assign different user profiles to different key codes, etc.

[0046] A control command encoded by a sequence of pressure changes or pressure pulses can also, or alternatively, be a command to switch a locking device from a locked state to an unlocked state and / or vice versa. Specifically, this could be, for example, locking and / or unlocking a locking device and / or activating and / or deactivating an anti-theft device, in particular the locking device. In this context, the locking device refers specifically to a device that mechanically prevents the rotation of one or more wheels in the locked state, for example, by means of an adjustable locking bolt or similar device that forms a positive locking mechanism. The anti-theft device, on the other hand, refers to a device that counteracts theft beyond, and / or as an alternative to, the mechanical locking of one or more of the vehicle's wheels.This can, for example, mean interfering with the control of the electric drive motor and / or a transmission arranged on its output side, in particular a summing transmission, such that no drive torque is available at the wheel(s) on the transmission output side, even when the vehicle is pedaling. Additionally or alternatively, this can also mean triggering measures that attract the attention of people in the vicinity of the vehicle, such as the sounding of an audible and / or visual alarm, for example, an alarm tone, and / or the activation of vehicle lights.In addition or as an alternative, it is also possible, for example, to trigger a silent alarm to a remote alarm center and / or to transmit a vehicle position to a receiver, for example also an alarm center and / or a mobile device of the vehicle owner, particularly on a repeated basis.

[0047] The control command, encoded by a sequence of pressure changes or pressure pulses, can also be used, either additionally or alternatively, to allow the vehicle operator to select a driving mode. For example, the control unit can be programmed or designed to include two or more different driving modes, which may differ, for instance, in the degree of electric drive assistance. In particular, a driving mode can be provided in which no drive assistance is supplied by the electric drive motor. Different settings regarding acceleration behavior, etc., can also be assigned to different driving modes. The defining characteristic of a driving mode is that the vehicle can move or drive within it.However, the supporting measures and operating characteristics brought about by the electric drive motor may differ in type and / or scope.

[0048] The control unit can additionally or alternatively be designed such that, by means of one or more control commands coded on the basis of one or more sequences of pressure changes or pressure pulses and identified by it, a pedaling frequency can be set and / or adjusted. This can mean, for example, that the torque component provided by the electric drive motor, in addition to the torque generated by the operator's muscle power via the vehicle's pedaling mechanism, increases or decreases depending on the current pedaling frequency.

[0049] It may be additionally or alternatively provided that the control command(s) serve to control a coupling and / or an exchange of information with one or more external devices, such as a mobile device, in particular a smartphone, vehicle lighting, an identification device, etc.

[0050] The control command(s) can also be used to control the vehicle's speed, for example to set a maximum driving speed, a maximum downhill speed, acceleration behavior, etc.

[0051] It is also possible to use the control command to operate a signaling device of the vehicle, for example a direction change indicator of the vehicle.

[0052] Another possible configuration of the control command is to control regenerative braking, particularly upstream of mechanical braking via the braking device. Specifically, it may be provided that the activation and / or deactivation of regenerative braking is controlled by the control command. In a very specific case, the travel of the brake actuator may thus be configured to move from its unactuated normal position to a certain extent.At the zero points of its adjustment and the associated pressure change in the hydraulic connecting line, a braking process initially occurs due to a recuperation process, controlled in particular by the control unit, using the electric drive motor, which in this case operates in generator mode. This allows the kinetic energy of the moving vehicle to be converted into electrical energy by the electric drive motor and fed into the vehicle's electrical energy storage system. The mechanically acting braking device is not yet in a state where it generates a braking effect. Only with a continued adjustment movement of the brake actuation mechanism within the braking range can the mechanically acting braking device exert a braking effect. In this case, the braking process can therefore be two-phase, or...The process is a two-stage process, initially comprising a regenerative braking phase using the electric drive motor and, particularly when increased braking force is desired, subsequently comprising an alternative and / or supplementary braking effect using the braking effect generated by friction through the mechanical braking system. This enables particularly energy-efficient braking during vehicle operation. Furthermore, the control unit may, upon identifying and executing the "regenerative braking" command, check in a subsequent step whether the current state of charge (SOC) of the electrical energy storage system allows for charging. Regenerative braking is therefore only permitted or activated by the control unit if the current state of charge of the electrical energy storage system is "not full."at least below a defined charge level threshold, for example a SOC < 80%.

[0053] It should be noted that the "recuperative braking" function, in particular, is preferably not initiated by the control unit based on a sequence of pressure changes or pressure pulses, but ideally, and especially exclusively, during the vehicle's ongoing operation solely on the basis of a sustained and / or continuous exceedance of a pressure threshold, such as occurs, for example, during a single actuation of the brake actuator. If the pressure applied to the brake actuator... If the operator further increases the actuating force, a mechanical braking process will always be initiated. The initiation of a regenerative braking process therefore does not depend on the input and detection of a sequence of pressure changes, as this would complicate the execution of a braking process too much. On the other hand, it may be possible to configure the vehicle's control system so that, during operation, regenerative braking is initially initiated when the brake actuator is applied. This configuration can be activated and / or deactivated by inputting a sequence of pressure changes, ideally when the vehicle is stationary. Additionally or alternatively, it may also be possible to manually set and vary the pressure threshold at which a regenerative braking process is initiated by an operator inputting one or more sequences of pressure changes.

[0054] Vehicles of the present type can have a transmission comprising a multi-gear transmission. The control command can therefore also be configured such that a gear change and / or gear-change behavior is controlled by the control unit. Although single-track e-bikes generally only have one or more forward gears, the invention also encompasses vehicles of this type that include a forward gear and a reverse gear, particularly one that is at least partially supported by the electric drive motor. This can be achieved, for example, by means of a direction-change transmission and / or by changing the direction of rotation of the drive. The control command(s) can also be configured such that the control unit controls a switch between a forward driving mode and a reverse driving mode.

[0055] A key characteristic of the control command is that it is entered manually via the brake actuation device, particularly in the manner described above. In contrast to actuating the mechanically operating brake device via, and especially exclusively, the hydraulic connecting line, the control command is implemented through signal processing. This involves detecting a sequence of actuations by recording a sequence of pressure changes and subsequently identifying a control command with the involvement of the control unit, particularly an electronic one, depending on and taking into account the detected sequence of pressure changes. This goes considerably beyond a purely hydraulic transmission of a signal via the brake actuation device. manually initiated braking force, as known from conventional brake units with hydraulic brake lines, to a mechanically acting braking device.

[0056] Because the manual input of the control commands to be identified by the control unit is carried out primarily via the brake actuation device, through which a manually applied braking force is ultimately transmitted to the mechanically acting braking device via the hydraulic brake or connecting line, it can be advantageous to define or limit the type and / or extent of pressure changes intended for "encoding" a control command. For this purpose, the control unit may be configured to ignore a detected pressure change and / or sequence of pressure changes that falls within and / or outside one or more defined time windows, and / or a detected pressure change and / or sequence of pressure changes that falls above a defined upper pressure threshold and / or below a defined lower pressure threshold.Conversely, only those pressure changes are considered for identifying a control command that fall within and / or outside a defined time window and / or whose magnitude, i.e., their pressure change value, lies above the defined lower pressure threshold and / or below the defined upper pressure threshold, and thus, in particular, within a pressure change range limited both below and above by a threshold value. These measures ensure that pressure changes used by the control unit to identify a control command, or to identify a sequence of pressure changes, are highly likely not due to incorrect or intended braking of the mechanical braking device, but rather, at least in part, to operator input of a command to the control unit.Furthermore, or alternatively, it is also possible in this context that a pressure change and / or sequence of pressure changes detected during a deceleration of the vehicle speed, or at least during negative acceleration or deceleration above a defined threshold, is always ignored by the control unit. This can be advantageous because the braking or actuation force applied manually by the operator to the brake actuator is then so great that a braking process is actually carried out by the mechanically acting braking device, and no pressure change sequence relating to a control command should be entered during this operating phase. In this case, this braking process can therefore be prioritized by the control unit over other inputs to the brake actuator. can be interpreted. In the cases described above, the control unit therefore does not identify a control command, even though one or more pressure changes have been detected. In this way, a distinction can be made with increased certainty, particularly during ferry operation, between a mechanical braking command and an actuation involving a sequence of pressure changes that encodes a control command.

[0057] Modern vehicles of this type increasingly allow for the individual customization of various settings for one or more drivers. In this context, it can be particularly advantageous if the control unit is switched into a configuration mode and / or operating mode by means of a sequence of brake actuations or the resulting and detected sequence of pressure changes, and / or if configuration inputs can be made to the control unit by the operator at the brake actuation device according to one or more of the steps described above.

[0058] It is advantageous if the vehicle operator receives feedback as to whether the control unit has identified one or more actuations of the brake actuator by the operator, or the resulting sequence of pressure changes or pressure pulses, as a control command, or whether a sequence encoding a control command has been recognized by the control unit. It can therefore be advantageous if, particularly in response to a detected sequence of actuations of the brake actuator, or the detection of the resulting sequence of pressure changes or pressure pulses, and / or to the identification of a control command by the control unit, depending on the detected actuation and / or sequence of actuations of the brake actuator, or the resulting sequence of pressure changes or pressure pulses, the following information is provided:Pressure pulses, feedback perceptible to an operator acoustically and / or visually and / or tactilely from a signaling device, in particular one controlled by the control unit. Such a signaling device can be, for example, a horn, a loudspeaker, a display, a light source, a vibration device, or similar. Additionally or alternatively, a short rotational pulse from the drive electric motor or a drive pulse from another electrically driven element of the vehicle can also be emitted. Furthermore, additionally or alternatively, the vehicle can also be equipped with a transmitter and receiver for wireless and / or wired communication with a mobile device. in particular a smartphone, and use this handset as a signaling device.

[0059] Another aspect of the invention relates to a single- or multi-track vehicle, in particular a pedelec or e-bike. The vehicle can therefore generally be a single- or multi-track vehicle, especially one with hydraulic brake actuation. The vehicle comprises a vehicle frame, at least one front wheel and at least one rear wheel, and a drive unit for propelling the at least one front wheel or the at least one rear wheel.

[0060] The vehicle according to the invention can be designed in particular according to one or more of the device features specified for the method according to the invention. It can be designed to supplement or alternatively carry out one or more steps of the method according to the invention.

[0061] The vehicle frame is therefore the essential load-bearing structure of the vehicle. Elements such as a top tube, down tube, head tube, seat tube, chainstay, fork, and / or seat stay, etc., can be part of the vehicle frame. The vehicle frame can also include suspension components. Not all elements of the vehicle frame need to be rigidly connected. The vehicle frame can, in particular, serve to support the weight of one or more operators and transfer it to at least one front wheel and / or at least one rear wheel. At least one driver's seat and / or handlebars, etc., can be mounted on the vehicle frame.

[0062] The drive system, on the other hand, refers in particular to the device by which drive energy is supplied and / or transmitted to the at least one front wheel and / or the at least one rear wheel. For possible configurations of the drive system, reference is made in particular to the preceding explanations. The drive system may include a drive electric motor, an electrical energy storage device, and a device for supplying drive energy supplied by human muscle power, in particular a pedaling device. The drive electric motor may, in particular, draw electrical energy from the electrical energy storage device. The vehicle's drive system may, in particular, be designed such that it combines or superimposes the drive energy of the electric motor and the electrical energy storage device. This enables the transfer of drive energy provided by an electric motor and, on the other hand, drive energy provided by human muscle power to one or more driven wheels. For this purpose, the vehicle may include, for example, a drive train as disclosed in WO 2002 / 078730A1, or a differently designed summation or superimposed transmission, such as planetary gears and / or cycloidal gears.

[0063] The vehicle may also include a brake unit. Parts of the brake unit may include a brake actuating device that can be manually adjusted from a neutral position towards a braking range, a hydraulic connecting line filled with brake fluid, and a mechanically actuated brake device that can be hydraulically adjusted from a release position towards a braking position. Regarding further possible design features of the brake unit and its parts, reference is also made to the preceding disclosure and the device features listed therein. It is preferred if the brake actuating device is designed to automatically return to the neutral position, in particular by means of direct and / or indirect spring action. This means that the brake actuating device is automatically return to the neutral position when unloaded.The brake actuation device is in neutral when the operator does not actuate it, preferably without additional external influence and by means of spring action, and / or remains in this position until manually actuated. The brake actuation device can be manually adjusted by the vehicle operator from the neutral position within an adjustment range to a braking actuation range, usually by pivoting, or be designed to do so. The adjustment range refers to the area within which the brake actuation device is adjustable relative to the vehicle frame. The braking actuation range, on the other hand, refers to the area within the adjustment range of the brake actuation device in which a braking action or braking effect is generated or occurs at or with the aid of the mechanically acting braking device. The brake actuation device can, in particular, be a brake lever on the vehicle's handlebars.

[0064] The vehicle according to the invention can further comprise a pressure sensing device designed to detect pressure and / or pressure changes in the hydraulic fluid within the hydraulic connecting line. This can be, for example, a pressure sensor or similar device. In particular, reference is made to the aforementioned possible features for the design of the pressure sensing device in relation to the method according to the invention.

[0065] The vehicle can ultimately include a control unit. The control unit can be configured, in particular, as an electronic module, for example, as a control board. It can additionally or alternatively include and / or execute a computer program suitable for carrying out one or more steps of the method according to the invention, particularly within the scope of step ii.), which is configured to carry out a method according to the invention. The control unit and the pressure sensing device can be configured to carry out the method according to the invention. The control unit can be part of an engine control unit and / or communicate with one.

[0066] It can be provided that the hydraulic connecting line runs in one piece from the brake actuation device to the mechanically acting brake device, for example, specifically to a hydraulic cylinder unit that drives the adjustment of a brake shoe. In principle, the direct or indirect measurement of the hydraulic pressure within the hydraulic connecting line can take place at any point in the hydraulic system formed by the hydraulic connecting line, in particular including other hydraulic components communicating with the hydraulic connecting line, such as a measuring line. However, it is preferred if the hydraulic fluid line or...The hydraulic connecting line comprises several sections, and the vehicle includes a drive module with the drive electric motor and the control unit, wherein the drive module includes at least one inlet port for one section of the hydraulic connecting line, at least one outlet port for at least one further section of the hydraulic connecting line, and the pressure sensing device. The at least one section and the at least one further section of the hydraulic connecting line may be designed as hydraulic hoses. A section of the hydraulic connecting line running within the drive module may be provided, which connects the inlet port to the outlet port in a fluid-conducting or at least pressure-transmitting manner. This section may, in particular, be designed as a pipe section.The pressure sensing device can be positioned within the drive module in such a way that it detects the pressure of the hydraulic fluid within the hydraulic connecting line or its change or changes within the drive module, directly or indirectly.

[0067] It is advantageous if the single- or multi-track vehicle includes at least one sensor device, specifically in particular an operating condition detection device, which is used for The sensor is designed to detect at least one operating state parameter of the vehicle. In this context, this at least one operating state parameter refers in particular to an operating state parameter beyond the aforementioned pressure detection. By detecting one or more operating state parameters with the sensor device, it is possible to determine the current operating state of the vehicle and / or to distinguish between two operating states. Different operating states of the vehicle could be, for example, stationary operation, in which the vehicle is at rest, and moving operation, in which the vehicle is in motion. Additionally or alternatively, the vehicle could be in a locked or unlocked state, or in an unlocked or unlocked state. Furthermore, it is additionally or alternatively possible to determine whether a positive and / or negative acceleration state exists.It is also possible to differentiate between different operators. Information about the currently existing operating state(s) can be used in the manner described above to, for example, enable the identification of a control command or to block it altogether, and / or to assign different control commands to identical sequences of pressure changes when determining different operating states.

[0068] The sensor device can include one or more sensors, particularly for identifying and / or differentiating one or more operating states. The sensor device can be connected to the control unit via a wireless and / or wired signal transmission line.

[0069] This could be, for example, a torque sensor for detecting the torque applied to a shaft. Using the torque sensor, it is possible, for instance, to detect drive input via a pedal mechanism and / or the drive torque of the electric motor or similar device. Such a torque sensor could be, for example, a strain gauge or similar device.

[0070] Additionally or alternatively, the sensor system can include a vehicle speed sensor. This sensor is designed to directly or indirectly determine the vehicle's current speed. With the help of this sensor, it is possible, for example, to distinguish between a stationary state and a driving state, and in particular between several driving states within different speed ranges. The vehicle speed sensor can, for example, include or be a speed sensor for detecting the rotational speed of a shaft. One or more speed sensors can Independently of a vehicle speed measurement, the sensor system can be part of the device to determine, for example, the rotational speed of an input and / or output shaft, such as that of a summing gearbox, or of a manually operated drive shaft, such as a pedal or crankshaft of the vehicle. Additionally or alternatively, the sensor system can also include one or more rotation or direction sensors to determine, for example, the direction of rotation of an individual shaft or the direction of travel of the vehicle.

[0071] Additionally or alternatively, the sensor system can also include one or more acceleration sensors in order to determine, for example, a positive and / or negative acceleration behavior of the vehicle.

[0072] Additionally or alternatively, the sensor device may also include a closing status sensor for detecting the closed state of a locking device. Particularly when the locking device is designed as a mechanically operating locking device, especially in the sense of a conventional lock with a locking bolt, the closing status sensor can, for example, be designed as a contact switch that is moved from a first position in the released state to a second position in the closed state by a locking bolt in a closed position and / or by an element locked in a closed position by the locking bolt.

[0073] The sensor system may additionally or alternatively include one or more tilt sensors for determining the lateral and / or longitudinal tilt and / or changes in the vehicle's lateral and / or longitudinal tilt. Lateral tilt refers in particular to the vehicle's roll angle relative to an upright starting position, and longitudinal tilt refers to the vehicle's pitch angle relative to an upright starting position. With the aid of such a tilt sensor, it is possible, for example, to distinguish between driving uphill and / or downhill and driving on a level surface, particularly with the aid of a longitudinal tilt sensor, and / or to distinguish between driving in a curve and driving straight ahead, particularly with the aid of a lateral tilt sensor.

[0074] Finally, it may also be additionally or alternatively provided that the sensor system includes a position sensor of the vehicle, in particular in the form of a GNSS receiver (global navigation satellite system). With the help of such a sensor, it is possible to It is not only possible to determine the current position of the vehicle in the terrain, but also, for example, the driving condition, etc.

[0075] The energy supply for one or more of the sensors of the sensor device is preferably provided from the electrical energy storage device, which also provides the electrical energy required for driving the electric drive motor.

[0076] The vehicle may include a communication device for receiving and / or transmitting data, in particular for receiving signals from an external handset or server station and / or for transmitting signals to an external handset or server station. It is advantageous to use a wireless data transmission connection for this purpose. However, especially for communication with the external handset, such as a smartphone, the vehicle may also be provided with a suitable cable connection and / or be designed to accommodate a cable connection from the external handset. This communication connection allows, for example, the exchange of data between the external handset and / or server station and the vehicle, particularly the vehicle's control unit.In particular, this can include the transmission of one or more control commands identified by the control unit to the external handset. In this case, the external handset may include a display device, and a display symbolizing the identified control command, for example, in the form of text and / or a suitable symbol, and / or a suitable voice output, may be displayed on and / or via the display device. The display device can thus be a visually perceptible display device, such as a screen, and / or an audibly perceptible display device, such as a loudspeaker. The display itself does not necessarily correspond to the control command. Rather, the display can additionally serve as a content-related indication of the identified control command.In this case, the identified control command is executed by the control unit in the vehicle as described above and displayed simultaneously. This provides the vehicle operator with easily understandable feedback on the identified control command without requiring a separate display device on the vehicle.

[0077] The vehicle may include a signaling device controlled by the control unit, in particular for the output of one or more visual, acoustic and / or tactile signals. A vehicle operator must be able to perceive signals. The signaling device can be the aforementioned external mobile device, in particular a smartphone. However, it may also be provided that the vehicle itself has one or more devices for outputting visually, audibly, and / or tactilely perceptible signals. These can be, for example, one or more light sources, including those of different colors, and / or one or more display screens / displays for visually perceptible indication, one or more loudspeakers and / or one or more horns for audibly perceptible indication, and / or one or more vibrators, in particular unbalanced or linear exciters, and / or other tactilely perceptible indication devices.

[0078] In the event that the control unit requires electrical energy for operation, the vehicle may include a separate electrical energy storage device in addition to the electrical energy storage device that supplies the electric drive motor with electrical energy. This additional electrical energy storage device is designed to supply the control unit, and in particular, exclusively the control unit. This additional electrical energy storage device can be charged with electrical energy from the electrical energy storage device.

[0079] Various further developments can also be applied to the specific design of the brake unit. For example, the vehicle may have several mechanically actuated brake devices as well as several manually operated actuating elements, each individually assigned to one of the multiple mechanically actuated brake devices. Ideally, the vehicle includes, in particular, a front wheel brake device, preferably mechanically actuated, with a first manually actuating element for actuating a front wheel brake element via a first hydraulic connecting line, and a rear wheel brake device, preferably mechanically actuated, with a second manually actuating element for actuating a rear wheel brake element via a second hydraulic connecting line.Although it is possible and encompassed by the invention that only one of the two hydraulic connecting lines is assigned a pressure sensing device, it can be advantageous for this arrangement if each of the two hydraulic connecting lines is assigned a pressure sensing device. In this way, the available range of identifiable and mutually distinct control commands can be expanded, since individual inputs can be differentiated not only by their duration, length difference, and / or the number of pressure changes and / or sequence. Pressure changes can be encoded, but also via input from the first and / or second actuating means. In particular, simultaneous actuation of both actuating means by the operator can thus be considered by the control unit as a criterion for identifying a control command. It is therefore possible for the control unit to be designed in such a way that it does not distinguish between detected pressure changes in the first and second hydraulic connecting lines. Preferably, however, the control unit may be designed in such a way that it does distinguish between detected pressure changes in the first and second hydraulic connecting lines. Hybrid forms are also conceivable, especially depending on the current operating state of the vehicle.Furthermore, additional means of operation can also be used, such as an operating input via a pedal device, which in this context is detected by means of one or more suitable sensors and transmitted to the control unit.

[0080] It is possible that the pressure sensing device is part of a vehicle's drive module. The drive module is characterized by being a cohesive, independently manageable unit. Thus, the drive module represents a cohesive and separately manageable assembly designed and intended for use as part of a generic single- or multi-track vehicle. Functionally, the drive module can represent a drive interface within the single- or multi-track vehicle, designed, on the one hand, to directly or indirectly receive drive energy provided by human muscle power, for example, via a pedal crank drive. On the other hand, the drive module can include the electric drive motor, which can generate electrically supplied drive energy.The drive module can be functionally designed to combine, for example by adding or subtracting, the drive energy generated by human muscle power and the drive energy generated by an electric motor, and to transmit the resulting total drive energy via an output of the drive module, for example, to a drive train connected to one or more wheels and / or directly to one or more wheels for propulsion purposes. How this can be achieved technically is disclosed, for example, in W02022078730A1, to which reference is hereby made. In addition or alternatively, other types of summing gears can be used in addition to the wave gears disclosed in this document, for example, cycloidal and / or planetary gears.

[0081] The drive module can comprise a module housing. This housing can have a support structure on which components of the drive module are arranged and can be fixedly mounted relative to one another. The module housing does not necessarily have to be completely closed to the outside, but can also have one or more openings or similar features. These openings can be covered and / or closed with one or more protective caps and / or transparent window elements and / or filled by one or more elements arranged inside the drive module, such as one or more LEDs as part of the signaling device. Functional components can also form part of the module housing. The module housing can serve as the support structure for the subcomponents encompassed by the drive module.

[0082] Part of the drive module can be an output shaft driven by the electric motor and by human muscle power. This output shaft thus refers to the functional area of ​​the drive module where the drive energy actually provided by the drive module for driving one or more of the vehicle's wheels is transferred from the drive module to a transmission and / or directly to one or more wheels. The output shaft can be configured, for example, as an output shaft, a connection flange for a transmission, such as a transmission unit as disclosed in WO2022229187A1, or similar.

[0083] The drive module can comprise at least one input port and at least one output port. These can be fluidly connected to each other within the drive module via a connecting line section. This connecting line section can be part of the hydraulic connecting line. This means, in particular, that the hydraulic connecting line of the brake unit thus runs at least partially through the drive module, and that a functional and / or signal-transmitting connection exists within the drive module between the input port and the output port. The input port and / or the output port can be designed as a suitable connection for a brake signal transmission line. In the case of using a hydraulic brake signal transmission line, this could be, for example, a crimp fitting, screw-in bushing, or similar connection.

[0084] The control unit, in particular for carrying out one or more steps of the method according to the invention, can also be included in the drive module. In this way, the drive module can be further developed into an information processing unit. For example, one or more sensor and / or control signals can be transmitted to the drive module, and in particular to the control unit, via a signal input. Sensor signals and / or, in particular, control signals from the control unit, especially control commands, can also be sent from the drive module to external devices via a signal output.

[0085] It can be advantageous if the interior space formed by the module housing for accommodating the control unit is separate from the electric motor. According to this advantageous embodiment, the drive module thus comprises at least two interior spaces that are at least substantially separate from each other. These spaces can each also have an access point from outside the drive module, for example, covered by a removable protective cap, to facilitate installation and maintenance work.

[0086] The drive module may include at least one sensor device designed to detect at least one operating parameter of the vehicle. In particular, the pressure detection device, specifically the at least one pressure sensor, for detecting the hydraulic pressure and / or changes in hydraulic pressure within the hydraulic connection line, may be included in the drive module. The drive module may also include further sensors, for example, a current and / or voltage sensor for detecting current and / or voltage, a torque sensor for detecting torque applied to the output, in particular to a shaft of the output, and / or torque applied to a drive, in particular a crankshaft, and / or a speed sensor for detecting rotational speed, in particular the rotational speed of the output shaft or a manually operated drive shaft.The sensor(s) can each be configured such that the sensor data they acquire is transmitted internally within the drive module to the control unit. It is also possible to transmit this sensor data from the drive module, for example via one or more of the signal outputs of the drive module mentioned above.

[0087] In addition to the connections for linking the drive module to brake signal lines, it is also possible that the drive module has a connection point, for example a connector socket, which is used to connect at least one, in particular, it is designed with at least two signal lines. In this way, further information can be supplied to and / or sent from the drive module and transmitted to the periphery of the drive module, for example, for control and / or display purposes, for example, to transmit one or more control commands from the control unit, which the control unit has identified based on detected sequences of pressure changes, to one or more actuators and / or other elements for the execution of such a control command. It is particularly advantageous if the at least two signal lines are combined in a common connector and the drive module accordingly has a suitable connector socket, accessible from outside the drive module, which is designed to receive this connector for establishing suitable signal transmission connections.

[0088] The functionalities enabled by the drive module can be further enhanced if the drive module, for example, includes at least one display device. This device can comprise one or more visually and / or audibly and / or tactilely perceptible display elements. These could be, for example, one or more LEDs, a display screen, a loudspeaker, a vibration device, or similar. In the case of at least visually perceptible display elements, these can be arranged in suitable recesses in the module housing and / or covered by at least one transparent protective cover within the drive module, such that they are recognizable and visually perceptible from outside the drive module. Additionally or alternatively, the drive module can also include a communication device designed for receiving and / or transmitting data and / or signals, particularly wirelessly.This can be unidirectional or bidirectional. Specifically, the communication device can include, for example, an interface such as Bluetooth, WLAN, RFID (especially NFC), or similar.

[0089] In certain operating situations, it can be advantageous for the drive module itself to include an integrated energy storage device for storing electrical energy. This provides the assembly formed by the drive module with an energy source independent of, for example, a comparatively large energy storage device. This allows the drive module to perform functions without being integrated into the vehicle or connected to any kind of vehicle electrical system. These functions could include, for example, functional integrity checks, programming functions, or similar tasks. Energy storage devices with a comparatively low storage capacity can be permanently installed within the drive module or arranged in a replaceable manner within the drive module.

[0090] The invention is explained in more detail below with reference to the embodiments shown in the figures. The figures schematically show: Fig. 1 shows a side view of a pedelec type vehicle; Fig. 2 shows a top view of a drive module with attached components; Fig. 3 shows a functional sketch of a first embodiment of a vehicle; Fig. 4 shows a section of a hydraulic system; Fig. 5 shows a pressure-time diagram; Fig. 6 shows another pressure-time diagram; Fig. 7 a signal sequence library; Fig. 8 shows another signal sequence library; Fig. 9 shows a flowchart of a process; Fig. 10 shows a flowchart of another process; Fig. 11 shows another pressure-time diagram; and Fig. 12 shows a flowchart supplementing the steps from Fig. 9.

[0091] Identical or similarly functioning components are designated with the same reference numerals in the figures. Repeating components are not designated separately in each figure.

[0092] Figure 1 shows a side view of a single-track vehicle 1 of the type pedelec or bicycle with electric motor assistance. The vehicle 1 can also be multi-track. The vehicle 1 can be powered, for example, by human muscle power and electric motor-provided drive energy in ferry operation, particularly simultaneously. One element of the vehicle 1 can be a vehicle frame 2, which represents the essential supporting structure of the vehicle 1. The vehicle frame 2 can be of various designs. The vehicle frame 2 may be designed in a specific way and may, for example, have various connecting and supporting struts, such as a top tube, a down tube, a seat tube, a swingarm, etc. At least one front wheel 3 and at least one rear wheel 4 may be mounted directly or indirectly on the vehicle frame 2. A handlebar 11 may be provided for steering the vehicle 1. The drive energy required for ferry operation can be provided, on the one hand, by muscle power by a driver of the vehicle 1, for example, sitting on a seat 9. For this purpose, a pedaling device 5, for example in the form of a crank with pedals connected to a crankshaft, or similar, may be provided. On the other hand, the vehicle 1 may include at least one drive unit (60) with, for example, a drive electric motor 6, which may, but need not, be part of a drive module 8 described in more detail below.The electric drive motor 6 itself can also be designed separately from the drive module 8. The electric drive motor 6 can, for example, be arranged in the area of ​​a rear wheel axle ("hub motor"), a pedal crank axle ("mid-drive motor"), or a front wheel axle ("hub motor") of the vehicle 1. The vehicle can also include several electric drive motors 6, particularly within a single drive module 8. To supply the electric drive motor 6 with the electrical drive energy required for its operation, the vehicle 1 can include an energy storage device 7 for electrical energy, particularly in the form of a battery, and especially in the form of a quick-change battery. A traction transmission 15 can be provided for transmitting the drive energy to one or more of the wheels 3 and / or 4.

[0093] The vehicle 1 may further comprise at least one brake unit 10, which may be actuated, in particular manually and / or by foot, for example, to initiate a braking process of the vehicle 1 while it is in motion. The brake unit 10 may include a brake actuation device 12, a hydraulic connecting line 13, and a mechanically acting brake device 14. The brake actuation device 12 may, for example, be a brake lever that can be actuated by hand by the operator, in particular on the handlebars 11 of the vehicle 1. The hydraulic connecting line 13 is designed to hydraulically transmit a braking force generated by the operator's actuation of the brake actuation device 12 to the mechanically acting brake device 14. The hydraulic connecting line 13 may comprise two sections 13A and 13B, which are connected to each other, in particular by a fluid-conducting connection, via the drive module 8.Via a variation of the manually applied brake actuation device 12 by the operator. The operator can initiate a braking process and vary the braking intensity by applying braking force. The hydraulic connecting line 13 thus acts, in a broader sense, as both a brake signal line and a brake force transmission line. The braking device 14 can be adjustable between a release position and a braking position or braking range in a manner known per se. In this context, the braking range refers specifically to an adjustment range within which a braking effect is generated by the braking device 14. The braking device 14 can comprise one or more elements by which a braking effect is generated through friction.For example, the braking device 14 may be provided with one or more friction elements, in particular one or more brake shoes and / or brake pads, that are adjustable relative to a braking surface, in particular a braking surface that rotates stationary with a front wheel 3 or a rear wheel 4, such as a rim or a brake disc. In the braking position or within the braking range, the brake element is pressed against a braking surface stationary with respect to the rear wheel 4, and the resulting friction triggers the braking process. By actuating the actuating element 12, pressure is built up in the hydraulic connecting line 13, which presses the adjustable friction element against the braking surface of the braking device 14 with a braking force transmitted via the hydraulic connecting line 13.At least within the braking range of the braking device 14, the current braking effect can therefore be increased by increasing the pressure in the hydraulic line.

[0094] The drive module 8 can also be positioned in the area of ​​the rear wheel hub (as alternatively shown in Fig. 1) or in the area of ​​the front wheel hub. The routing of the brake signal line sections 15 and 16 and the brake signal line 13 can then be adjusted accordingly. The brake signal line 13 can run through the drive module 8.

[0095] The brake unit 10 can, for example, be configured as a rear wheel brake unit. It can additionally or alternatively include a further brake unit 10' with a further brake actuation device 12', a further hydraulic connecting line 13' with a section 13A' and a section 13B', and a further mechanically acting brake device 14' from the vehicle 1. Regarding a possible design and / or a possible function of the further brake unit 10', reference is made to the preceding information on brake unit 10. In the case of at least one The further brake unit 10' may, for example, be a front wheel brake unit. All of the preceding and following information regarding brake unit 10 and its components may also apply, in particular, additionally or alternatively to the further brake unit 10' and its components.

[0096] Fig. 2 shows possible features of an exemplary drive module 8. For further illustration, crank arms 16, a crankshaft 30, and pedals 17, components of the pedaling mechanism 5 from Fig. 1, are additionally attached to the drive module 8. Furthermore, a drive wheel 18 of the traction drive 15 from Fig. 1 is attached to the drive module 8, which can also be removed from the drive module 8. The drive wheel 18 does not have to be in direct drive connection with an input shaft driven via the crank arms 16.

[0097] The drive module 8 can, in particular, be a self-contained assembly with a module housing 19, wherein the module housing 19 can form an essential supporting structure of the drive module 8 and its essential outer surface. The module housing 19 can enclose an interior space 20 in which at least one electric motor 6 can be arranged. Several electric motors 6, in particular coupled ones, for example with drive and / or CVT functions, can also be arranged in this interior space 20. The drive module 8 can further comprise an input terminal 21 and an output terminal 22.The input port 21 can, for example, be used to connect a hydraulic connecting line 13 (for example, the first section 13A, 13A') to the first brake actuating device 12 (or second brake actuating device 12'), and the output port 22 can be used to connect a hydraulic connecting line 13 (for example, the second section 13B, 13B') to the braking device 14 (or 14'). The input port 21 and the output port 22 can be connected to each other via a connecting line 23 that runs completely within the drive module, transmitting signals, in particular fluids. It is also possible to form the connection between the two ports 21 and 22 indirectly, for example, via one or more mechanical transmission elements, one or more diaphragms, etc. The directional arrows in the Fig.2 indicates the direction of the brake signal (coming from the brake actuation element towards the braking direction). The drive module may be provided with two or more input terminals 21, two or more output terminals 22, and corresponding two or more connecting lines 23. that, for example, two or more brake units can be connected to the drive module 8 with their hydraulic connecting lines 13.

[0098] The drive module 8 can further comprise an output that can be driven directly or indirectly by the drive motor 6, for example in the form of the drive wheel 18, via which the total drive energy of the drive module generated by the drive module and / or supplied by the rider via muscle power can be transmitted to one or more of the wheels front wheel 3 and / or rear wheel 4 and / or to a drive transmission connected to the drive module 8 on the output side, for example a traction transmission (in Fig. 2 for example to the drive wheel 18 as part of such a traction transmission).

[0099] The drive module 8 can include a control unit 24. This can be located in the interior 20 of the drive module 8. The control unit 24 does not necessarily have to be part of the drive module 8. It can also be located elsewhere in the vehicle, in which case it is connected to the drive module via one or more suitable signal transmission links. The control unit 24 can, in particular, be designed as a motor control unit and, in addition to a suitable computer system 25, include a suitable computer program. Its hardware can be mounted on a circuit board.

[0100] A communication device 26 can be part of the drive module 8. This device can be configured for wired communication and / or, in particular, for wireless communication or wireless reception and / or transmission of data and / or signals. The drive module 8 can also have a visually perceptible display device 27, for example, in the form of one or more LEDs visible from outside the drive module and / or a display screen, which can show, for example, operating and / or status information and / or information for identifying a control command by the control unit 24. Additionally or alternatively, the drive module 8 can have an acoustically perceptible display device 28, such as a loudspeaker.It may be provided that, for example, operating and / or status information and / or information for identifying a control command by the control unit 24 can be output via the display device 28.

[0101] The drive module 8 can include its own separate, in particular integrated, energy storage device 29, especially separately and in addition to the external energy storage device 7 of the vehicle 1 in which the drive module 8 is installed. Using the The electrical energy stored in this integrated energy storage device 29 enables at least partial operation of the drive module independently of an external power supply, such as the external energy storage device 7, for example for assembly, programming and / or maintenance purposes.

[0102] Fig. 3 illustrates, in a highly schematic first embodiment, a possible integration of a drive module 8, in particular a drive module as described in Fig. 2, into a vehicle 1, for example, the vehicle 1 according to Fig. 1. The drive module 8 can be mechanically connected to the vehicle frame 2 via a fastening device not shown in detail in Fig. 3. This could be, for example, a suitable connecting flange or similar. The drive module 8 is connected to the first brake line section 13A and the second brake line section 13B of the brake unit 10 via the input port 21 and the output port 22. The further or second brake unit 10', however, is not connected to the drive module 8, but comprises the hydraulic connecting line 13' which runs directly to the mechanically acting brake device 14'.

[0103] The connecting line section 23 runs within the drive module 8, so that part of the line connection passes through the drive module 8. A pressure sensor 31 of a pressure sensing device 36 can be arranged in the area of ​​the connecting line 23. It is noted that this pressure sensor 31 does not have to be located within the drive module 8. It can also be arranged at another point along the hydraulic connecting line 13. An advantage of arranging the pressure sensor 31 within the hydraulic connecting line 13 can be that the manufacturing and / or maintenance process of the vehicle 1 can be simplified.

[0104] The pressure sensor 31 can be configured to detect the current internal pressure and / or pressure changes in the hydraulic connecting line 13, specifically, for example, in the connecting line section 23 between the two subsections 13A and 13B, and particularly within the drive module 8. This makes it possible to detect one or more actuations of the brake actuation device 12 without necessarily requiring a simultaneous brake signal to initiate a braking process. These manual actuations of the brake actuation device 12, especially "non-braking" actuations of the brake actuation device by an operator of the vehicle 1, can now be considered as actions beyond or not linked to a brake command. Operating inputs for specifying control and / or operating commands, in particular directly within the drive module 8 or at least within the vehicle 1, are used as described in more detail below by way of example.

[0105] The brake actuating device 12 can be adjusted from a release position I within an adjustment range I-III. Within adjustment range I-II, actuation and thus adjustment of the brake actuating device 12 can occur without resulting in a braking effect on the mechanical brake device 14. This is because, for example, the pressure built up within the hydraulic connecting line 13 up to the adjustment position II is not yet high enough to move the mechanically acting brake device 14 towards a braking action or a brake position. Within this adjustment range of the brake actuating device 12, the brake device 14 is therefore in a release position, i.e., in a position without braking effect.This can be achieved, for example, by means of a resistance device 32, such as a compression spring or similar, so that although the hydraulic internal pressure within the hydraulic connecting line 13 increases with increasing deflection of the brake actuating means from position I towards II, no braking effect yet occurs at the mechanically acting brake device. In the present embodiment, it can be provided that a braking effect is only generated at the mechanically acting brake device 13 from a deflection of the brake actuating means 12' greater than II. Accordingly, the adjustment range greater than II to III defines a brake actuation range within which the mechanically acting brake device 14 is in a braking position with a braking force increasing from greater than II to III. In the embodiment according to Fig.3. The pressure sensor 31 detects only the hydraulic pressure and / or a change in hydraulic pressure within the hydraulic connecting line 13 of the brake unit 10. It may be additionally or alternatively provided that a pressure sensor 31' is present which detects the hydraulic pressure and / or a change in hydraulic pressure within the hydraulic connecting line 13' of the brake unit 10 and is in signal transmission communication with the control unit 24 via a signal transmission line 33. For the brake unit 10', in particular its further elements, such as the further brake actuation means 12', the further hydraulic connecting line 13', optionally with its sections 13A and 13B, as well as the further mechanically acting braking device, the possible design features described for the brake unit 10 also apply, in particular additionally or alternatively.

[0106] In particular, the control unit 24 and the pressure sensing device 36 with its pressure sensor 31, 31' do not necessarily have to be part of the drive module 8, either individually or together. It is also possible, in particular, for parts or all components, especially functional components, of the drive module 8 to be arranged separately and / or in subgroups elsewhere in the vehicle. Specifically, the control unit 24 and the pressure sensing device 36 with its pressure sensor 31, 31 can be arranged practically anywhere within the vehicle 1, as long as it is ensured that the pressure sensing device 36 can detect pressure changes within the hydraulic connecting line 13 and transmit them to the control unit 24.Likewise, the passage of the hydraulic connecting line 13 through a drive module 8 is not an obligatory part of the invention, but rather to be understood as an advantageous embodiment.

[0107] Fig. 4 illustrates, in a section of a hydraulic circuit diagram, further embodiment features that supplement or are alternatives to the preceding exemplary embodiments, in particular those of the brake unit 10 and the components interacting with it. For example, the hydraulic connecting line 13 may include a pressure valve 34, in particular a pressure switching or pressure reducing valve. The pressure dependency of this valve, for example its pressure reducing and / or pressure switching point, may be variable and controllable by the control unit 24. However, it is preferred that the pressure valve be designed as a passive, in particular non-lockable, pressure reducing or passive pressure-reducing valve, the reducing effect of which is controlled exclusively by a spring action encompassed by the pressure valve 34 and which is therefore not actuated by the control unit 24 (or any other control unit).The pressure sensor 31 can be configured to detect the hydraulic pressure and / or a change in hydraulic pressure within the hydraulic connecting line 13 and can be connected to the hydraulic connecting line 13 via a branch line 38. The pressure and / or pressure change signal detected by the pressure sensor 31 can be transmitted to the control unit 24 via a suitable signal transmission line 35. If the pressure of the hydraulic fluid within the hydraulic connecting line 13 exceeds a pressure threshold defined by the pressure valve 34, for example, due to actuation of the brake actuator 12, specifically, for example, when the brake actuator is positioned in the range greater than II-III, the pressure valve 34 opens the section of the hydraulic connecting line 13 leading to the mechanically acting brake device 14. However, if the deflection of the actuating element is in the range I-II or if the generated pressure is still below the switching threshold of the pressure valve, no braking effect is generated at the mechanically acting brake device 14 due to pressure changes within the hydraulic connecting lines. Nevertheless, pressure changes can still be detected by the pressure sensor 31 and transmitted to the control unit 24. Ideally, pressure detection using the pressure sensor 31 can therefore take place in a section of the hydraulic connecting line 13 located between the actuating element 12 and the pressure valve 34.

[0108] Fig. 4 further shows an example of a master hydraulic cylinder 37 that can be actuated by the actuating element 12. This cylinder can be self-resetting to the non-braking release position I, in particular by means of a compression and / or tension spring. A check valve 33 can also be provided to facilitate the adjustment from the braking position to the release position.

[0109] Fig. 5 illustrates in a pressure-time diagram the course of the pressure within a hydraulic connecting line 13 when the brake actuating means is actuated into a braking position (i.e. for example in the actuation range > II to III) and within a release range (for example in the actuation range I-II).

[0110] In an unactuated state of the brake actuating device 12, i.e. for example in position I, there is a hydraulic pressure or rest pressure of pO in the hydraulic connecting line (this may, but does not have to, correspond to a pressure of Obar or the ambient pressure; pO rather denotes a pressure level in an unactuated initial position).

[0111] At time tl, the brake actuating element 12 is moved by an operator from position I towards position II, causing the pressure within the hydraulic connecting line to change, specifically increase. This can be detected by one or more pressure sensors 31 of the pressure sensing device 36. At time t2, due to a continued movement of the brake actuating element 12, the pressure exceeds a lower pressure threshold S1, and at time t3, it exceeds an upper pressure threshold S2. The upper pressure threshold S2 is exceeded, in particular, if the actuating element 12 has been moved beyond position II. Only from time t3 onwards is a braking effect exerted on the mechanical The braking device is activated, for example, by releasing a pressure valve 34 or similar mechanism. The braking effect increases further as the actuating means 12 is moved to position III until time t4. At time t4, maximum braking effect is present, which continues until t5. From t5 onwards, the operator releases the actuating means, causing the pressure to drop back to pO from t5 to t8, passing the upper pressure threshold S2 at t6 and the lower pressure threshold S1 at t7. The curve from t1 to t8 thus shows actuation of the actuating means with a braking effect occurring at the mechanical braking device 14.

[0112] In contrast, during the period t9 to tl4, the brake actuation device 12 is activated without resulting in any braking effect on the mechanical brake device 14, because the upper pressure threshold S2 is not exceeded. In this case, it is therefore possible that the brake actuation device 12 is only adjusted within the adjustment range I-II. However, the pressure between tl0 and tl3 is at least above the lower pressure threshold Sl.

[0113] In the present embodiment, the upper pressure threshold S2 thus defines whether or not a braking effect occurs at the mechanically acting brake device 14. Alternatively, the hydraulic system of the brake unit can be designed, for example with the aid of the pressure valve 34, such that a mechanical braking effect at the mechanical brake device 14 only occurs above a defined actuation pressure by exceeding the pressure threshold S2. The lower pressure threshold S1, on the other hand, can define a signal detection threshold, so that marginal pressure fluctuations or changes, specifically those below the lower pressure threshold, are not detected or are not considered further as pressure changes or pressure pulses in the sense described in more detail below.

[0114] The aforementioned pressure profile can be detected by the pressure sensor 31 and transmitted to the control unit 24. This unit can then, for example, due to the detected exceedance and / or falling below of the upper pressure threshold S2 and / or the lower pressure threshold, differentiate between a braking command (corresponding to the pressure profile between at least t3 to t6) and any other, in particular intentional, operator input (corresponding to the pressure profile between at least tl0 to tl3), both with regard to the number and / or duration of the braking command and any other input. The control unit 24 can distinguish between actuation inputs. It is understood that the control unit 24 may include a suitable time recording device, which may be designed in such a way as to assign one or more pieces of time information to one, several or all of the actuation inputs or pressure changes or pressure pulses detected, in particular via pressure changes within the hydraulic connecting line, such as the length of an actuation input / pressure pulse and / or the time interval between several, in particular at least two, successive actuation inputs / pressure pulses.It is further understood that the control unit 24, for example due to its programming, may be configured in such a way that it does not consider the time periods t2 to t3 and / or t6 to t7 in which the brake actuation signal is already above the lower pressure threshold S1 but not yet above the upper pressure threshold S2, in further processing and / or assigns them to the brake command. This can be achieved, for example, for the period t2 to t3 by a check by the control unit 24 to determine whether the upper pressure threshold S2 is also exceeded immediately thereafter (so that the preceding passage through the pressure range S1 to S2 is then assigned to the brake command and not to any other actuation input), and, for example, for the period t6 to t7 by a check by the control unit 24 to determine whether the pressure p before t6 was above the upper pressure threshold S2.is reached from above (meaning that the subsequent passage through the pressure range S2 to S1 is then assigned to the brake command and not to any other actuation input). Any other intentional actuation input in the present sense, i.e., specifically, for example, a pressure signal in the range between S1 and S2, can, as explained in more detail below, be interpreted by the control unit 24 as a control command. This control command is not a brake command to effect braking via the mechanically acting brake device 14, but rather another type of control command, in particular, no control command at all. It is understood that, especially when the vehicle is stationary, it is also possible to use only a single pressure threshold value S to distinguish between intentional and unintentional and / or insufficiently strong actuation of the brake actuation device.Additionally or alternatively, more than two pressure threshold values ​​can be used.

[0115] For example, based on the distinguishability between pressure changes 39' directed towards a braking command and pressure changes 39 directed towards a control command by the control unit 24 as explained in Fig. 5, it is possible to use different control commands, For example, the operator can transmit information to control unit 24 using various signal patterns, such as Morse code, even when the vehicle is in operation. However, such distinguishability is not necessary when the vehicle is stationary.

[0116] The aforementioned "Morse" principle, accessible here, is illustrated in more detail in Fig. 6. From tl to t2, the pressure p lies above S1 but below S2 for a comparatively short period. The control unit 24 thus identifies this as a "short" pressure change, or, between tl and t2, as a short pressure pulse. Between t3 and t4, on the other hand, the pressure p lies above S1 but below S2 for a comparatively long period. The control unit 24 thus identifies this as a "long" pressure change, or long pressure pulse. To distinguish between "short" and "long," a specific time interval can, for example, be defined in the control unit 24, up to which it still defines a period At of the pressure in the range S1 to S2 as "short," and from which point it defines the period At of the pressure in the range S1 to S2 as "long."It can be provided that this period At is fixed at the factory or can be individually defined by an operator. Likewise, a maximum period At can be defined, either additionally or alternatively, after which the input is ignored. In the period t5 to t6, the exemplary embodiment again shows a "short" pressure change, as well as between t7 and t8. Each of these pressure changes can be assigned at least one piece of time information. This can, for example, refer to the length of a pressure change itself (i.e., At between t1 and t2, At t3 to t4, At between t5 and t6, At between t7 and t8). Additionally or alternatively, the time information can also be the period between the end of a pressure change and the beginning of a subsequent change (specifically, for example, At between t2 and t3, At between t4 and t5, At between t6 and t7). Each pulse or...Its duration can therefore be defined by an initial exceeding of the threshold S1 and the time span until the subsequent falling below the threshold S1.

[0117] It is now additionally possible for more than one pressure change 39, or several pressure changes 39, to be recognized by the control unit 24 as a sequence 40 of related pressure changes 39. Each specific or identified sequence of pressure changes 39 can be assigned a particular meaning or a specific control command. For example, the three signals between t2 and t5 together provide a sequence 40 with the pattern "short - long - short". A maximum time window Atmax can be defined for this purpose. If successive pressure changes 39 occur following... For example, if the end or falling below the pressure threshold S1 of the preceding pressure change occurs within this maximum time window, as is the case with Atl and At2, the control unit 24 can be configured to consider this as a coherent sequence 40 and assign it as a group of pressure changes of a specific sequence and, as explained in more detail below, as a whole to a specific control command. The situation is different, however, with the "short" signal between t7 and t8. This can be interpreted by the control unit 24 as an isolated pressure change or pressure change signal, since no subsequent signal has been detected at time t9 during the expiration of Atmax.

[0118] In addition to Fig. 6, Fig. 11 illustrates further possible details of how and / or by which parameters a pressure change, a pressure signal, or a sequence 40 of pressure changes, in particular comprising at least two pressure signals, can be characterized and used to identify a pressure change, a pressure signal, or a sequence 40 of pressure changes. According to the embodiment shown in Fig. 11, no distinction is made here between exceeding a lower and an upper pressure threshold; rather, only exceeding a lower pressure threshold S1 is used to identify a significant pressure change. This can be particularly useful and sufficient, for example, when the vehicle is stationary. Therefore, a pressure change of "short" duration occurs between tl and t2.Between t3 and t9, a pressure change 39 with the length "long" extends, whereby the pressure change can be further subdivided into two phases from t3 to t5 and from t5 to t6. Between t3 and t5, the pressure of the pressure change 39 continues to rise above the... The pressure rises relatively slowly at the pressure threshold S1, whereas between t5 and t6 the pressure p is at least approximately constant. This pressure profile within a pressure change 39 or within a pressure pulse, especially above a defined threshold, is significant. The pressure threshold value S can thus be used as additional command information and, for example, distinguish a "constantly long" signal from a "gradually increasing" or "gradually decreasing" signal, or a "gradually increasing or decreasing in length with a constant range before and / or after." As already explained with regard to Fig. 6, a time period Atmax can be defined, which restarts with the end of each of the last signals 39, determined, for example, by the time tx of falling below one or more pressure threshold values. If another pressure change occurs within this time period Atmax, in particular a renewed exceedance of one or more pressure threshold values, this pressure change is added to the previous one. or added to the preceding pressure changes of a sequence leading up to a current sequence. This is the case, for example, at t3, t7, and t9. If the time interval or duration Atmax has elapsed (for example, at tl1 in Fig. 11) and a new pressure change 39 occurs subsequently, as indicated at time 112 in Fig. 11, this pressure change is no longer assigned to the preceding sequence, but potentially to a further sequence. The Atmax elapsed time at tl1 thus allows us to determine that a sequence 40 exists and how the individual pressure changes 39 of this sequence 40 are structured.

[0119] Fig. 7 illustrates one way in which the control unit can identify one or more control commands depending on the detected pressure changes, for example according to Fig. 6. For this purpose, it may be provided, for example, that a library 41, particularly a digital one, is stored in the control unit 24, which assigns specific control commands A, B, C, V, etc. to certain pressure changes or pressure change signals and / or sequences 40 of pressure changes. Such control commands can, for example, be the input of values ​​and / or numbers, for example for authorization purposes, the activation and / or deactivation of one or more operating components, such as a suspension, a recuperation device, lighting, in particular a driving and / or brake light, a horn and / or bell, a turn signal, etc.Alternatively, these can also be control commands within a menu navigation system, for example displayed on a vehicle display and / or the screen of a mobile device, such as a smartphone or similar, that is in communication with the vehicle. In the embodiment according to Fig. 7, the control unit 24 thus interprets the sequence 40.1 of detected pressure changes "short - long - short" as control command A, the sequence 40.2 of detected pressure changes "short - short - short" as control command B, etc.

[0120] It should be noted for the avoidance of doubt that the sequences 40 shown in Fig. 6 are merely exemplary. Different sequences can also be used, particularly with regard to the number and / or duration of individual pressure changes. A sequence 40 comprises at least two pressure changes or pressure signals, but can also include three pressure changes or signals, as shown in the sequences 40 in Fig. 6, or more. In this context, a "pressure change" or "pressure signal" refers in particular to a single exceedance of a pressure threshold value and a subsequent fall below a pressure threshold value, especially this one.

[0121] Library 41 can, in principle, be configured such that the assignment characteristic to, for example, one of the control commands A, B, C, V, etc., is based solely on the recorded pressure change 39 or sequence 40 of pressure changes 39. However, increased variability can be achieved if this assignment is also made taking into account the current operating state BZ of the vehicle. In this case, the assignment can therefore also be situation-dependent or operating-state-dependent.

[0122] The vehicle may be equipped with an operating state detection device 42, in particular comprising one or more operating state sensors. Such an operating state sensor may be, for example, an acceleration sensor 43 and / or a vehicle speed sensor 44 and / or a longitudinal and / or lateral tilt sensor 45, a configuration sensor 46, a locking state sensor 47, a direction sensor 48, etc. (Fig. 3). These may be in direct or indirect signal transmission communication with the control unit 24, for example, via wired and / or wireless connections. Depending on one or more of the currently detected operating states, one and the same pressure change 39 and / or sequence 40 of pressure changes can now be assigned the same or different control commands by the control unit 24. This is illustrated in more detail in Fig. 8, as the sequence 40...The sequence "short - long - short" is assigned to control command A in operating state BZ1, for example, corresponding to the state "stationary" or "not driving," as well as in operating state BZ2, for example, corresponding to the state "slow driving." Control command A could, for example, be the command "lights on - lights off." In operating state BZ3, for example, "fast driving," the same sequence 40.1 "short - long - short" can be assigned to a control command D by control unit 24, for example, "recuperate." In operating state BZ4, for example, "very fast driving" or "uncontrolled driving," the same sequence 40 may again not be assigned to any control command at all, and this input may be ignored by control unit 24.Even if the driver enters one or more pressure changes 39 and / or sequences 40 in this case, it can be provided that in a certain operating state, for example "vehicle locked" or "very fast and / or uncontrolled driving", all pressure changes and / or sequences 40 are ignored by the control unit 24. The embodiment according to Fig. 8 is thus characterized in that the library 41 has different sub-libraries 41.1, 41.2, 41.3 and 41.4, which are for the respective operating state BZ of the vehicle. and assign different and / or no control commands to the same pressure change and / or sequence of pressure changes.

[0123] In addition or alternatively to taking one or more operating states into account, it may also be provided that the control unit 24 distinguishes between inputs from a first and inputs from a second brake unit 10, 10' and also has individual, in particular additionally operating state-dependent, sub-libraries for assigning one or more control commands to one or more pressure changes and / or one or more sequences of pressure changes.

[0124] The vehicle may be provided with an anti-theft device 49 (Fig. 3), for example in the form of a lock. This device can be adjusted between a locked position and an unlocked position. It may be provided that pressure changes 39 and / or sequences of pressure changes entered by an operator via the brake actuation device 12 are interpreted as an unlock and / or lock code, at least when the vehicle is stationary.

[0125] The vehicle 1 can further be designed in such a way that pressure changes and / or sequences 40 of pressure changes detected by the control unit 24 and assigned to a control command are confirmed acoustically, for example by means of the acoustically perceptible display device 28, and / or optically / visually, for example by means of the display device 27, and / or by communication with an external mobile device, in particular a smartphone, for example by means of the communication device 26, in a way that is perceptible to the operator.

[0126] Figure 9 illustrates in a flowchart a method 50 for operating a single- or multi-track vehicle 1, in particular, for example, a vehicle 1 as described above. In a first step, the pressure within a hydraulic connecting line of a brake unit is monitored 51 or recorded, for example, as described above. If a defined pressure threshold value (indicated by "x") is not exceeded, the pressure monitoring according to step 51 continues without further consequences. If, on the other hand, the defined, in particular lower, pressure threshold value is exceeded, a significant pressure threshold exceedance can be detected in a step 52. Based on this, it can then be determined whether, following the exceedance of the lower pressure threshold value, a A further defined pressure threshold, in particular an upper pressure threshold or one above the lower pressure threshold, is exceeded. If this is the case, the pressure changes can be ignored by the control unit 24 53, since this development indicates a braking command from the operator to initiate a braking process via, for example, a mechanically acting braking device. If, on the other hand, no upper pressure threshold is exceeded after step 52, a control command can be identified in step 54 based on the pressure change detected in step 51. If no identification is possible, the pressure change can be ignored by the control unit in step 55. If, however, the detected pressure change is identifiable, orIf the identified control command can be attributed to a pressure change or sequence of pressure changes stored in the control unit 24, the control unit 24 can execute the identified control command in step 56, for example by outputting a suitable control signal to an actuator or other controllable device.

[0127] To assign multiple pressure changes / pressure pulses / pressure signals to a sequence 40, or to verify the existence of a sequence, step 54 can include further sub-steps, as illustrated in more detail in Fig. 12. In step 61, an initial pressure signal can be evaluated, identified, and stored. This signal is defined, for example, by exceeding a pressure threshold, followed by falling below a pressure threshold, and by a time interval between exceeding and falling below the threshold. If, for example, no further pressure change and / or pressure signal is detected within a defined time window, such as the Atmax time window shown in Fig. 6, the stored pressure signal can be discarded 62, since there is then no sequence of pressure signals, but only a single pressure signal.If, however, a further pressure signal or one or more further pressure changes are detected, particularly within the time window Atmax specified in Fig. 6 (or Fig. 11), for example according to step 52, this pressure signal can also be stored in step 63. Step 63 can be repeated, for example, until no further new pressure signal is detected within the time window Atmax specified in Fig. 6 and / or a comparison 64 of the currently detected sequence 40 with pressure changes of a sequence stored in the control unit and encoding a control command, as illustrated, for example, in Fig. 7, is achieved. Comparison parameters for assigning an identified sequence 40 and a sequence stored in the control unit can, for example, be the number and / or length (absolute or variable). The assignment must be relative to the pressure signals of a sequence. If an assignment is not possible, the sequence can be discarded in step 62. If, however, an assignment is successful, the procedure can be continued in step 56, as shown in Fig. 9, by issuing a control command.

[0128] Optionally, it may be provided additionally or alternatively at various points in the procedure 50 that the control unit 24 initiates the output 57 of an acoustically and / or visually and / or haptically perceptible confirmation signal, for example via a loudspeaker and / or a display and / or a vibration device.

[0129] It may be provided that one or more of the steps, in particular steps 51, 52, 53, 54, and 55, include one or more timers. In this case, the control unit thus considers not only the detection of a pressure change itself, as described above, but also the duration of one or more pressure changes and / or the time interval between one or more pressure changes. It may then be provided that, taking this timing data into account, the procedure assigns individual pressure changes to different groups of pressure changes, for example, a "short pressure change" group and a "long pressure changes" group, and / or combines various individual pressure changes into sequences of pressure changes and considers these sequences when identifying and / or assigning a control command.

[0130] It may also be provided, additionally or alternatively, that before the procedure begins, a wake-up 59, in particular of the control unit 24 and / or the pressure sensing device 36 and / or the drive module 8, takes place. This can also be done by actuating the brake actuation device 12.

[0131] Fig. 10 is a further development of the method 50 from Fig. 9, whereby the existing differences are essentially discussed below and otherwise reference is made to the explanations of the process sequence according to Fig. 8.

[0132] In method 50 according to Fig. 10, an additional query 58 or determination of the current operating state BZ of the vehicle 1 is performed, for example using one or more suitable sensors. Depending on the determined current operating state, for example BZ1 or BZ2 (where more than two different operating states can also be provided for querying). (can), only then is the identification of the control command carried out with step 54, whereby the procedure 50 can then be continued individually for the respective operating state BZ, as already described for Fig. 8.

[0133] The procedure can also be further developed to include, in addition to or as an alternative to recording one or more of the pressure changes over time and / or recording the operating state, inputs from more than one brake actuation device and the resulting pressure changes, for example with a front wheel brake and with a rear wheel brake, as already described above. Reference number list 1 single- or multi-track vehicle 2 vehicle frames 3 front wheel 4 rear wheel 5 Pedal mechanism 6. Electric drive motor 7 Energy storage 8 Drive module 9 seat 10 Brake unit 10' additional brake unit 11 handlebars 12 Brake actuation devices 12' further brake actuation device 13 hydraulic connecting lines 13 A Section of the hydraulic connecting line 13B Section of the hydraulic connecting line 13' additional hydraulic connecting line 13A' Section of the further hydraulic connecting line 13B' Section of the further hydraulic connecting line 14 mechanically acting braking device 14' further mechanically acting braking device 15 Traction gears 16 crank arms 17 pedals 18 drive wheel 19 module housings 20 Interior 21 Input connection 22 Output port 23 Connecting line 24 control unit 25 Computer setup 26 Communication device 7 Display device 8 Acoustically perceptible display device 9 Separate energy storage 30 Crankshaft 31.31' Pressure sensor 32.32' Resistance device 33 Check valve 34 Pressure valve 35 Signal transmission line 36 Print capture device 37 hydraulic cylinders 38 branch lines 39 Pressure change 40 sequence of pressure changes 41 Library 42 Operating status monitoring device 43 Accelerometer 44 Vehicle speed sensor 45 Longitudinal and / or lateral tilt sensor 46 Configuration sensor 47 Lock status sensor 48 Direction sensor 49 Anti-theft device 50 methods for operating a vehicle 51 Monitoring 52 Determine 53 Ignore 54 Identify 55 Ignore 56 Issuing a control command 57 Issuing a confirmation signal 58 queries of an operating status 59 Wake up 60 Drive unit 61 Evaluating and storing an initial pressure signal 62 Discarding the first pressure signal 63 Evaluating and storing an initial pressure signal 64 Comparisons I Release position II End of release area and beginning of braking area III End of braking area S1 lower pressure threshold S2 upper pressure threshold t time A, B, C, V control command BZ operating status

Claims

PATENT CLAIMS 1. Method (50) for operating a single- or multi-track vehicle (1), in particular pedelecs, - with a drive unit (60) for driving a wheel (3, 4), the drive unit (60) comprising a drive electric motor (6), an electrical energy storage device (7) and a device (5) for introducing drive energy supplied by human muscle power, and - with a brake unit (10), the brake unit (10) comprising a brake actuating device (12) manually adjustable from a neutral position towards a brake actuation range, a hydraulic connecting line (13) filled with brake fluid, and a mechanically actuating brake device (14) which is hydraulically adjustable from a release position towards a brake position by means of the brake fluid, the method (50) comprising the steps: ia) detecting a sequence of actuations of the brake actuating device (12) by detecting (51) a sequence of pressure changes within at least one range of the hydraulic connecting line (13); ii) identifying (54) a control command by a control unit (24) depending on the detected sequence of pressure changes.

2. Method (50) according to claim 1, characterized in that the detection (51) in step ia) is carried out using a pressure sensor (31) which detects a hydraulic fluid pressure dependent on a position of the manually actuated brake actuating device (12) and / or a change in hydraulic fluid pressure dependent on a change in the position of the manually actuated brake actuating device (12) within at least a partial area of ​​the hydraulic connecting line (13).

3. Method (50) according to one of the preceding claims, characterized in that the detection (51) of the sequence of pressure changes in step ia) comprises the detection of an exceedance and / or a fall below a first pressure threshold value (Sl).

4. Method (50) according to one of the preceding claims, characterized in that in step ii) the identification (54) of the control command by the control unit (24) depending on - exceeding and / or falling below a pressure threshold (SI, S2) and / or pressure change threshold or - a multiple exceedance and / or falling below of a pressure threshold value (SI, S2) and / or pressure change threshold value s occurs.

5. Method (50) according to one of the preceding claims, characterized in that the identification (54) of a control command in step ii) is carried out taking into account the relative and / or absolute temporal course of the detected sequence of pressure changes.

6. Method (50) according to one of the preceding claims, characterized in that in step ib) a determination (58) of a current operating state (BZ) of the vehicle (1) is carried out using an operating state detection device (42) and the identification (54) of a control command by the control unit (24) in step ii) is carried out depending on both the detected sequence of pressure changes - as well as from the determined current operating state (BZ) of the vehicle (1).

7. Method (50) according to claim 6, characterized in that the determination (58) of the current operating state in step ib) is preceded by a waking up (59) of the control unit (24), wherein the waking up is carried out by detecting an actuation and / or a sequence of actuations of the brake actuation means (12).

8. Method (50) according to one of claims 6 or 7, characterized in that determining (58) the current operating state in step ib) involves distinguishing between - a locked and an unlocked state of the vehicle (1) and / or - a stationary state and a driving state of the vehicle (1) and / or - a driving condition of the vehicle (1) at a low driving speed and a driving condition of the vehicle (1) at a high driving speed and / or - a forward driving state of the vehicle (1) and a reverse driving state of the vehicle (1) and / or - an uphill journey of the vehicle (1) and a downhill journey of the vehicle (1) and / or - includes a straight-ahead journey of the vehicle (1) and a curve of the vehicle (1).

9. Method (50) according to one of claims 6 to 8, characterized in that the control unit (24) assigns different control commands to an identical detected sequence of pressure changes in different current operating states (BZ) of the vehicle (1).

10. Method (50) according to one of claims 6 to 9, characterized in that, in a stationary state of the vehicle (1), different sequences of pressure changes detected by the control unit (24) are assigned to different control commands that are not brake commands and / or driving commands.

11. Method (50) according to one of the preceding claims, characterized in that the identification (54) of the control command in step ii) is carried out taking into account the relative and / or absolute temporal course of the detected sequence of pressure changes.

12. Method (50) according to one of the preceding claims, characterized in that the control command - user authentication and / or user identification, - locking and / or unlocking a locking device and / or activating and / or deactivating an anti-theft device, - a driving mode selection, - an adjustment and / or setting of a pedaling frequency, - a connection and / or information exchange with one or more external devices, - a speed check, - a turn signal activation, - regenerative braking, - a switch between a forward driving mode and a reverse driving mode, - is an on / off command for a driving and / or brake light.

13. Method (50) according to one of the preceding claims, characterized in that the control unit (24) - a sequence of pressure changes and / or detected within or outside a defined time window - a detected sequence of pressure changes above a defined upper pressure threshold (S2) and / or below a defined lower pressure threshold (Sl) and / or - ignores a sequence of pressure changes detected during a deceleration of driving speed.

14. Method (50) according to one of the preceding claims, characterized in that the control unit (24) is switched into a configuration mode and / or operating mode by means of an actuation and / or sequence of actuations of the brake actuation means (12).

15. Method (50) according to one of the preceding claims, characterized in that, in response to a detected actuation and / or sequence of actuations of the brake actuation means (12) and / or to an identification (54) of a control command by the control unit (24), depending on the detected actuation and / or sequence of actuations of the brake actuation means (12), feedback perceptible to an operator acoustically and / or visually and / or tactilely is output by a signaling device (27, 28).

16. Single- or multi-track vehicle (1), in particular pedelec, - with a vehicle frame (2), - with at least one front wheel (3) and at least one rear wheel (4), - with a drive device (60) for driving the at least one front wheel (3) or the at least one rear wheel (4), the drive device (60) comprising a drive electric motor (6), an electrical energy storage device (7) and a device for introducing drive energy supplied by human muscle power, and - with a brake unit (10), the brake unit (10) comprising a brake actuating means (12) which is manually adjustable from a neutral position towards a brake actuation range, a hydraulic connecting line (13) filled with brake fluid and a mechanically acting brake device (14) which is hydraulically adjustable from a release position towards a brake position, characterized in that a pressure sensing device (36) is provided which is designed to detect a pressure and / or a pressure change of the hydraulic fluid within the hydraulic connecting line (13), and that the vehicle (1) has a control unit (24) and is designed to carry out a method (50) according to one of claims 1 to 14.

17. Vehicle (1) according to claim 16, characterized in that the hydraulic connecting line (13) comprises several subsections (13 A, 13 B), and that the vehicle (1) comprises a drive module (8) with the drive electric motor (6) and the control unit (24), wherein the drive module (8) comprises at least one input port (21) for a subsection of the hydraulic connecting line (13), at least one output port (22) for at least one further subsection of the hydraulic connecting line (13) and the pressure sensing device.

18. Vehicle (1) according to one of claims 16 or 17, characterized in that it comprises at least one sensor device (42) designed to detect at least one operating state parameter of the vehicle (1).

19. Vehicle (1) according to claim 18, characterized in that the at least one sensor device (42) - a torque sensor for detecting a torque applied to a shaft and / or - a vehicle speed sensor (44), - a speed sensor for detecting a rotational speed, in particular the rotational speed of an output shaft or a manually operated drive shaft, and / or - a rotation or direction sensor, - a locking status sensor (47) for detecting the locking status of a locking device, - a tilt sensor (45) for determining a lateral and / or longitudinal tilt and / or change in lateral and / or longitudinal tilt of the vehicle (1), - has a position sensor of the vehicle (1).

20. Vehicle (1) according to one of claims 16 to 19, characterized in that it comprises a communication device (26) for receiving and / or transmitting data.

21. Vehicle (1) according to one of claims 16 to 20, characterized in that it comprises a signaling device (27, 28) controlled by the control unit (24), in particular for outputting one or more signals perceptible visually, acoustically and / or tactilely by an operator of the vehicle (1).

22. Vehicle (1) according to one of claims 16 to 21, characterized in that the control unit (24) is connected to the energy storage device (7) for the supply of electrical energy and / or comprises a separate energy storage device for this purpose.

3. Vehicle (1) according to one of claims 16 to 22, characterized in that the brake unit (10) - a front wheel brake device (14) with a first manually actuated actuating element (12) for actuating a front wheel brake element via a first hydraulic connecting line (13) and - a rear wheel brake device (14') comprising a second manually actuated actuating element (12') for actuating a rear wheel brake element via a second hydraulic connecting line (13'), each of the hydraulic connecting lines (13, 13') having a is associated with the pressure sensing device (36), and wherein the control unit (24) is designed to distinguish between detected pressure changes in the first and second hydraulic connecting lines (13) and / or not distinguish between them, in particular depending on the current operating state (BZ) of the vehicle (1).

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