Method for operating a pedal-driven vehicle, and pedal-driven vehicle

Abstract

The invention relates to a method (100) for operating a pedal-driven vehicle (200) comprising a crank drive (201) for introducing a rider torque (FM) for propelling the pedal-driven vehicle (200), a control unit (202), and a gear shift (203) for providing a variable transmission ratio, wherein the method (100) comprises: providing (110) switching information for a planned switching process, comprising a switching time for carrying out the planned switching process, in particular using the gear shift (203); providing (120) a synchronization specification, in particular via the control unit (202), wherein the synchronization specification is characteristic of a synchronization of the switching time with a dead center (T) of the driver torque (FM); adapting (130) the switching time on the basis of the synchronization specification; and carrying out (140) the planned switching process at the switching time, in particular using the gear shift (203).

Description

[0001] R.415697

[0002] - 1 -

[0003] Description

[0004] title

[0005] Method for operating a pedal-powered vehicle and pedal-powered vehicle

[0006] State of the art

[0007] Pedal-powered vehicles, especially bicycles, e-bikes, or pedelecs, are typically equipped with gears. Gears allow the rider to adjust the gear ratio in the vehicle's drivetrain to suit the current riding situation. This makes propulsion more comfortable for the rider when going uphill, downhill, or on level ground.

[0008] It is generally known that gearboxes can be operated as automatic gearboxes to automatically trigger or execute gear changes depending on a specific driving situation. Semi-automated, particularly electric, gearboxes are also known, in which a gear change can be triggered by a driver at a user interface, especially electrically. Furthermore, combinations of automatic and semi-automated operation are also possible.

[0009] If gear changes are performed under high load, this can lead to mechanical damage to the gearshift or other components of the pedal-driven vehicle. To increase the service life of the components involved in a gear change, the point in time at which a gear change is initiated or executed (shift point) can be synchronized with a point in time at which the load in the drive system is as low as possible. R.415697

[0010] - 2 - of the pedal-driven vehicle. This point in time can be characterized in particular by a minimum driver torque, i.e. a dead point of the driver torque.

[0011] In this regard, a disadvantage has emerged: synchronizing the shift point with a dead point in the rider's torque can be detrimental depending on the riding situation. In particular, synchronization can lead to a time delay in the shifting process, which offers no technical benefit and may be perceived as disadvantageous by the rider. For example, a delay in the shifting process can result in an undesirable increase in cadence.

[0012] Disclosure of the invention

[0013] The present invention relates to a method for operating a pedal-driven vehicle, a pedal-driven vehicle, a computer program product, a computer-readable medium, and a data carrier signal. Further features and details of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the pedal-driven vehicle according to the invention and / or in connection with the computer program product according to the invention and / or in connection with the computer-readable medium according to the invention and / or in connection with the data carrier signal according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always includes, or allows for, reciprocal reference.

[0014] The invention presented here serves in particular to provide an improved operation of a, in particular automatic or semi-automated, gearshift of a pedal-driven vehicle with regard to improved user comfort of the pedal-driven vehicle.

[0015] According to a first aspect, the present invention relates to a method for operating a pedal-driven vehicle, comprising a crank drive for R.415697

[0016] - 3 -

[0017] The method comprises: a driver torque for propelling the pedal-driven vehicle, a control unit and a gearshift for providing a variable transmission ratio;

[0018] Providing switching information for a planned switching operation, including a switching time for carrying out the planned switching operation, in particular by means of gear shifting,

[0019] Providing at least one synchronization specification, in particular by the control unit, wherein the synchronization specification is characteristic of a, in particular temporal, synchronization of the switching point with a, in particular future, dead center of the driver torque,

[0020] Adjusting the switching time depending on the synchronization requirement and

[0021] Performing the planned shifting operation at the shifting time, in particular by means of the gearshift.

[0022] It is preferably intended that the aforementioned process steps are executed in the specified order. Additionally or alternatively, it is conceivable that at least individual process steps are executed repeatedly, particularly in a loop, and / or, at least partially, simultaneously. Additionally or alternatively, the process can be implemented as a computer-implemented method.

[0023] In other words, a method for operating a pedal-driven vehicle is proposed, wherein the pedal-driven vehicle comprises a crank mechanism for applying driver torque to propel the vehicle, at least one control unit, and at least one gearshift. Preferably, the gearshift provides a variable transmission ratio, particularly in the drivetrain of the pedal-driven vehicle.

[0024] According to the invention, switching information for a planned switching operation is provided. This can preferably be done by the gearshift. The switching information includes a switching time for the execution of R.415697

[0025] - 4 - scheduling of the planned switching operation. The switching time can specify a concrete point in time or contain a qualitative indication, which, for example, indicates that the switching will be carried out at the earliest possible time, i.e., as soon as possible.

[0026] The shift information can be generated or provided, particularly by the transmission, when it is detected that a gear shift is imminent. This can be based, for example, on the automatic detection of a change in the driving situation, such as a change in speed or rider cadence. The detection can also be based on a rider manually initiating a gear shift.

[0027] Preferably, the shift information can be generated by the gearshift and transmitted to the control unit or made available at the control unit.

[0028] Furthermore, it is provided that a synchronization target is determined or provided, particularly by the control unit. This synchronization target can be determined, for example, based on the shift information and / or other influencing factors, which will be discussed in more detail below. The synchronization target is characteristic of synchronizing the shift point with a dead point of the driver torque. In other words, the synchronization target clearly indicates whether or not the shift point should be synchronized with a dead point of the driver torque, particularly a future one. In this context, synchronizing the shift point with a dead point of the driver torque means that the shift point is adjusted to correspond to the point in time at which the driver torque reaches, or is expected to reach, the dead point, particularly a future or imminent one.

[0029] Within the scope of the present invention, a positive synchronization requirement is to be understood as a synchronization requirement characterized by the fact that a synchronization of the switching point with a, in particular future, dead center of the driver torque is to take place, particularly in terms of timing. A negative synchronization requirement, on the other hand, is to be understood as R.415697

[0030] - 5 - as a synchronization parameter, which indicates that synchronization of the switching point with a, in particular future, dead center of the driver torque should not take place. Within the framework of a programmatic implementation of the invention, the synchronization parameter can, for example, be implemented as a Boolean variable and thus uniquely identify the respective parameters.

[0031] According to the invention, it is further provided that the switching time is adjusted depending on the synchronization specification, i.e. preferably in the case of a positive synchronization specification a synchronization, in particular temporal, between the switching time and a dead point of the driver torque is carried out and that in the case of a negative synchronization specification no synchronization, in particular temporal, between the switching time and a dead point of the driver torque is carried out.

[0032] In other words, adjusting the shift point can include keeping it unchanged, particularly when a negative synchronization target is provided. Furthermore, adjusting the shift point can include modifying it to coincide with the point in time at which the driver torque reaches, or is expected to reach, a dead center, especially the nearest one in time.

[0033] Furthermore, it is provided that the shifting process is carried out at the, in particular adjusted, shift point. This is preferably done by the transmission and / or the control unit. In this context, it may be provided, for example, that the control unit transmits the adjusted shift point back to the transmission, which then executes the gear change at that point. If the shift point has not been changed, no transmission is necessary.

[0034] Within the scope of the present invention, it was recognized that synchronizing a shift point with a dead center of the driver torque is not always practical. To address this, a synchronization target is determined based on shift information and / or the current driving situation and / or predefined vehicle settings or the like. R.415697

[0035] - 6 -

[0036] This allows for a dynamic decision as to whether synchronizing a shift point with a dead center of the driver's torque is advisable and should be carried out. This reduces unnecessary delays during gear changes, resulting in improved overall performance and increased user comfort for pedal-powered vehicles.

[0037] The invention may provide that the method further comprises the following:

[0038] Determining a driver torque signal and / or crankshaft rotation angle signal, particularly with time resolution, especially by a detection unit, and

[0039] Determine at least one, in particular future, dead center of the driver torque as a function of the driver torque signal and / or crankshaft rotation angle signal.

[0040] The driver torque signal, particularly with time resolution, preferably comprises a plurality of driver torque values ​​at chronologically successive points in time. Additionally or alternatively, the crankshaft rotation angle signal, particularly with time resolution, preferably comprises a plurality of crankshaft rotation angle values ​​at chronologically successive points in time.

[0041] Typically, a rider of a pedal-powered vehicle pedals at a largely constant cadence in many driving situations or over extended periods, resulting in a largely constant rotational speed of the crank mechanism. Over one revolution of the crank mechanism, minima (dead points) and maxima of the rider's torque alternate, resulting in a generally sinusoidal torque curve over time. By measuring the rider's torque over time, it is possible to estimate when the next dead point will be reached.

[0042] Furthermore, the dead points of the driver's torque typically occur at characteristic rotational angle positions of the crankshaft assembly. During a ride of the R.415697

[0043] - 7 - In a pedal-driven vehicle in a horizontal plane, the dead centers regularly occur when the crank arms or pedals are in a

[0044] The pedals are positioned at 12 o'clock and 6 o'clock, respectively, because these positions allow for less force transmission due to purely horizontal foot movement. In contrast, rider torque maxima are regularly reached at 3 o'clock and 9 o'clock positions of the pedals or crank arms with purely vertical foot movement. Therefore, the crank rotation angle signal can also be used to estimate when the rider torque will reach its next dead center.

[0045] Determining a dead center point allows, in particular, the nearest dead center point in time to be identified. This ensures that no unnecessary delay occurs during dead center synchronization.

[0046] With regard to the present invention, it can advantageously be provided that the switching information includes a switching direction indication, wherein the provision of the synchronization specification comprises the following:

[0047] Providing a negative synchronization specification when the shift direction specification is characteristic of a reduction in the gear ratio due to the planned gear change and

[0048] Providing a positive synchronization target when the shift direction specification is characteristic of an increase in the transmission ratio due to the planned gear change.

[0049] The shift direction indication is to be understood here as an indication that is characteristic of whether, within the scope of the planned gear change, an upshift (i.e., a shift to a higher gear or an increase in the gear ratio) or a downshift (i.e., a shift to a lower gear or a reduction in the gear ratio) will occur or be performed. The shift direction can, in particular by the control unit, alternatively also be derived from the specification of an actual gear (i.e., the current gear of the transmission) and a target gear (i.e., the gear to which the transmission is to be shifted within the scope of the planned shifting process), R.415697

[0050] - 8 - can be determined. For this purpose, the switching information can include, for example, a target gear specification and an actual gear specification.

[0051] Especially with derailleur gears, shifting up can lead to significant chain acceleration, as the chain is thrown from a larger to a smaller sprocket and is not engaged with that sprocket during this process. When the chain engages the smaller sprocket, it is abruptly decelerated, which increases wear on both the sprocket and chain and is perceived as a jerk by the rider. The chain acceleration is proportional to the applied torque. Therefore, by synchronizing the shift point with a dead center of the rider's torque, both the mechanical stress on the chain and sprockets and greater riding comfort for the pedal-powered vehicle can be achieved.

[0052] When downshifting, the chain typically remains in contact with a sprocket throughout the entire shifting process, which can be achieved using shift aids or shift gates. Therefore, in this case, shifting can be performed even under higher load without the rider perceiving it as jerky or risking mechanical damage to the gear system. Consequently, a change to a lower gear can be carried out preferably immediately or without delay.

[0053] It may further be advantageous with respect to the present invention if the switching information includes a target gear indication and / or an actual gear indication, wherein providing the synchronization target comprises: providing a negative synchronization target if the target gear indication and / or the actual gear indication is less than or equal to a gear limit value, and providing a positive synchronization target if the target gear indication and / or the actual gear indication is greater than or equal to a gear limit value. R.415697

[0054] - 9 -

[0055] In other words, the synchronization parameter can be provided depending on a target gear specification or an actual gear specification. The target gear specification is to be understood as an indication of which gear is to be engaged during the planned shifting process. This can be represented by a specific gear specification or by the actual gear (actual gear specification) in conjunction with a shift direction. The actual gear specification is to be understood as an indication of which gear is currently engaged or from which gear the planned gear change is being performed. It was recognized within the scope of the invention that, particularly in lower gears, synchronizing the shift point with a dead center of the driver's torque is difficult because the dead centers can only be identified with lower accuracy.In such cases, synchronizing the shift point with a dead center of the driver's torque can be omitted to prevent incorrect synchronization and the resulting ineffective or limited delay of the shifting process. The gear threshold can be, for example, 4 or 5, so that synchronization occurs above 4th or 5th gear, respectively, but not below. This has proven particularly advantageous in transmissions with 11 or 12 gears. A current gear indicator or a target gear indicator can also be represented by a gear-specific gear ratio.

[0056] It may be advantageously provided that a synchronization target determined or provided based on the current or target speed, particularly a negative one, is weighted more heavily than a synchronization target determined or provided based on a switching direction, particularly a positive one. It may also be provided, additionally or alternatively, that a synchronization target determined or provided based on the current or target speed, particularly a positive one, is weighted more heavily than a synchronization target determined or provided based on a switching direction, particularly a negative one. R.415697

[0057] - 10 -

[0058] This means that both the switching information and the actual or target speed are used to determine and provide a synchronization target. However, if there are different synchronization targets, the synchronization target determined or provided based on the actual or target speed is used instead of the one determined based on the switching direction. In particular, multiple synchronization targets can be provided, and a selection can be made based on the weighting.

[0059] If the shift direction indication were characteristic of an upshift and would therefore lead to the provision of a positive synchronization target, the synchronization target determined or provided based on the current gear or target gear indication could be negative due to a lower gear. In this case, the negative synchronization target would be weighted more heavily and used accordingly.

[0060] In particular, the procedure may include:

[0061] Providing a plurality of synchronization specifications, especially by the control unit, and

[0062] Selecting a synchronization preset, in particular based on a weighting of the individual synchronization presets, and using the selected synchronization preset to adjust the switching time.

[0063] In particular, for example, a synchronization setting can be provided depending on a switching direction and / or an actual gear indicator and / or a target gear indicator and / or an origin indicator and / or a specified operating mode and / or at least one wear indicator and / or an acceleration of the vehicle and / or a change rate of the cadence.

[0064] Preferably, it may be provided that if one of the provided synchronization specifications is a negative synchronization specification, a negative R.415697

[0065] - 11 -

[0066] A synchronization preference is selected. In other words, it can be stipulated that a negative synchronization preference is weighted most heavily.

[0067] It may be possible to specify or define the weighting, particularly by a user. The weighting can be specified in pairs, meaning always for two variables, depending on which a synchronization setting has been determined, until a final synchronization setting is reached.

[0068] With regard to the present invention, it may in particular be provided that the switching information includes an indication of origin, wherein the provision of the synchronization specification comprises the following:

[0069] Providing a negative synchronization target when the origin is characteristic of a driver-initiated gear change and

[0070] Providing a positive synchronization setting when the origin is characteristic of an automatically triggered gear change.

[0071] The origin of the shift should be understood here as an indication of who or what triggered the shifting process. A shift can be triggered either automatically by the gearshift mechanism, for example, due to an increase in cadence and / or speed, or manually by the rider. With manual initiation, the rider generally prefers the most direct possible execution of their command, rather than any delay. Therefore, when a rider initiates a gear change, synchronization of the shift point and the dead center of the rider's torque is generally unnecessary. With automatic gear changes, however, the rider has a greater tolerance for delays or is unaware of them, as they did not actively initiate the shift.

[0072] Furthermore, with regard to the present invention, it may be provided that the provision of the synchronization specification depends on a predetermined R.415697

[0073] - 12 -

[0074] Operating mode of the pedal-driven vehicle and / or at least one wear information for at least one component of the pedal-driven vehicle is provided.

[0075] The operating mode of the pedal-powered vehicle can be stored in the control unit, for example. This mode can be preset at the factory or selectable by the rider, perhaps via an app or similar device. One such mode could be a racing mode. In this case, a negative synchronization setting would be preferred to ensure immediate shifting response and no delays. Furthermore, wear and tear on the vehicle is of secondary importance, especially during racing. The operating mode could also be predefined for specific vehicle types, such as high-end racing bikes, mountain bikes, gravel bikes, or similar models. Alternatively, the operating mode could be an everyday mode, for example, when the pedal-powered vehicle is used for commuting.In this case, a positive synchronization target would preferably be provided to ensure minimal wear.

[0076] Wear information should be understood as information about whether increased component wear is to be expected during the planned gear change, especially if it is performed under load. For example, a gear cassette may contain sprockets that are particularly wear-resistant. Therefore, little or no wear is to be expected when shifting gears on or between these sprockets, and thus, dead-center synchronization may be unnecessary.

[0077] In particular, wear information may be specific to a planned gear change and / or provided by the gearshift or included in the shift information.

[0078] Additionally or alternatively, with regard to the present invention, it is conceivable that furthermore, a detection of the acceleration of the pedal-driven vehicle R.415697

[0079] - 13 - and / or a change rate of a rider's cadence at the crank drive, in particular by a detection unit, wherein the provision of the synchronization specification includes the following:

[0080] Providing a negative synchronization target when the acceleration of the pedal-driven vehicle and / or the rate of change of the rider's cadence reaches or exceeds a limit value and

[0081] Providing a positive synchronization signal when the acceleration of the pedal-driven vehicle and / or the rate of change of the rider's cadence reaches or falls below a threshold.

[0082] This allows a dynamic decision, depending on the current riding situation, as to whether or not dead-point synchronization occurs. It has proven advantageous to suspend synchronization during high accelerations or high rates of change in cadence to avoid causing additional delays in gear shifting and to keep the cadence as close as possible to, or at least close to, a target cadence range. The limit for the rate of change in the rider's cadence could, for example, be 20 rpm / s.

[0083] Preferably, a synchronization setting provided depending on an origin specification is weighted more highly than a synchronization setting provided depending on a switching direction and / or the target gear specification or actual gear specification.

[0084] With regard to the present invention, it is conceivable that a synchronization target provided depending on the acceleration of the pedal-driven vehicle and / or the rate of change of the cadence is weighted more highly than a synchronization target provided depending on a shift direction and / or the target gear specification or actual gear specification.

[0085] Preferably, a synchronization target provided based on an indication of origin may be weighted more heavily than a synchronization target provided based on the acceleration of the pedal-driven vehicle and / or the rate of change of the cadence. R.415697

[0086] - 14 -

[0087] Within the scope of the invention, it may be provided that a synchronization target provided depending on an operating mode and / or wear information is weighted more highly than a synchronization target provided depending on an acceleration of the pedal-driven vehicle or the rate of change of the cadence and / or a synchronization target provided depending on an indication of origin.

[0088] In particular, it is conceivable that a synchronization setting provided depending on an operating mode and / or wear information is weighted most highly.

[0089] According to a second aspect, the present invention relates to a pedal-driven vehicle comprising a crank mechanism for generating rider torque to propel the vehicle, a control unit, and a gearshift for providing a variable gear ratio. The pedal-driven vehicle is preferably designed to be operated according to a method according to the invention, in particular according to a method according to the first aspect of the invention. Preferably, the pedal-driven vehicle can be a bicycle, preferably an electric bicycle or pedelec. In particular, the pedal-driven vehicle can also be a bicycle without a motor, i.e., a bicycle that can be propelled solely by a rider via a crank mechanism and has no drive system to assist the rider.With regard to a pedal-driven vehicle, the same advantages arise as those described with regard to a method according to the invention. The pedal-driven vehicle can preferably comprise two wheels, in particular a front wheel and a rear wheel.

[0090] In particular, the gearshift may be designed to provide a variable gear ratio, especially in a drivetrain of the pedal-driven vehicle. The gear ratio may be characteristic of the number of revolutions of a drive wheel of the pedal-driven vehicle per revolution of the crankshaft of the pedal-driven vehicle. A high gear ratio or a ho- R.415697

[0091] - 15 - A gear ratio is characterized by a comparatively high number of revolutions of the drive wheel for each revolution of the crank mechanism. Conversely, a low gear ratio, or low gear, characterizes a comparatively low number of revolutions of the drive wheel for each revolution of the crank mechanism. In particular, the crank mechanism allows the driver of a pedal-driven vehicle to apply torque to propel the vehicle, especially via the pedals.

[0092] The gear system can be designed as a derailleur system or a hub gear system. Additionally or alternatively, the gear system can be designed as an automatic or at least semi-automatic gear system. Particularly preferably, the gear system can be designed to automatically initiate or execute gear changes based on one or more driving parameters. A driving parameter can be, for example, the speed of the pedal-driven vehicle, the pedaling cadence of the rider of the pedal-driven vehicle, the rider's torque applied to propel the vehicle, or the rider's power applied to propel the vehicle. Furthermore, the gear system can preferably have at least one user interface, in particular a shift lever, through which a rider can manually initiate gear changes.

[0093] The invention may include at least one detection unit. In particular, at least one detection unit may comprise at least one sensor element.

[0094] Preferably, the detection unit can include at least one acceleration sensor for detecting the acceleration of the pedal-driven vehicle. At least one acceleration sensor can, for example, be configured to measure the speed of the pedal-driven vehicle, e.g., via the rotational speed of a wheel of the pedal-driven vehicle and the outer circumference of the wheel. The acceleration can be measured by time-differential measurements. R.415697

[0095] - 16 - The velocity can be determined as the change in velocity per unit of time. At least one accelerometer can also be designed as an inertial measurement unit (IMU).

[0096] Additionally or alternatively, the detection unit can include at least one cadence sensor for detecting the cadence of a rider of the pedal-driven vehicle. At least one cadence sensor can be configured as a speed sensor. In particular, the speed sensor can be configured to determine the rotational speed of a crank mechanism of the pedal-driven vehicle in order to ascertain the rider's cadence. The rate of change of the cadence can be determined by differentiating the cadence over time as the change in cadence per unit of time.

[0097] Additionally or alternatively, the detection unit can include at least one torque sensor for detecting driver torque, particularly at the crankshaft. Furthermore, it is conceivable that the detection unit can additionally or alternatively include at least one angle sensor for detecting the angle of rotation of the crankshaft.

[0098] Within the scope of the invention, it may be provided that at least one gearshift and / or control unit and / or detection unit comprises data processing means. The data processing means may include at least one processor and / or main memory and / or non-volatile data storage.

[0099] At least one control unit can be, at least temporarily, brought into communication and / or signal connection with a gearshift and / or detection unit. This allows data and / or control signals to be exchanged between the units.

[0100] At least one control unit and at least one acquisition unit can be designed as a single unit. R.415697

[0101] - 17 -

[0102] According to a third aspect, the present invention relates to a computer program product comprising instructions that cause a pedal-driven vehicle according to the second aspect of the present invention to perform a method according to the first aspect of the present invention. With respect to a computer program product according to the invention, the same advantages arise as those already described with respect to a method and / or a pedal-driven vehicle according to the invention.

[0103] According to a fourth aspect, the present invention relates to a computer-readable medium, in particular a storage medium, wherein a computer program product according to the third aspect of the present invention is stored on the computer-readable medium. With respect to a computer-readable medium according to the invention, the same advantages arise as those already described with respect to a method and / or a pedal-driven vehicle and / or a computer program product according to the invention.

[0104] According to a fifth aspect, the present invention relates to a data carrier signal which transmits a computer program product according to the third aspect of the present invention. With regard to a data carrier signal according to the invention, the same advantages arise as those already described with regard to a method according to the invention and / or a pedal-driven vehicle according to the invention and / or a computer program product according to the invention and / or a computer-readable medium according to the invention.

[0105] Further advantages, features, and details of the invention will become apparent from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and the description can each be essential to the invention individually or in any combination.

[0106] Each of these schematically shows: R.415697

[0107] - 18 -

[0108] Figure 1 shows a view of a process,

[0109] Figure 2 shows a view of a pedal-powered vehicle and

[0110] Figure 3 shows a view of the driver torque curve over time.

[0111] Fig. 1 shows a schematic view of a method 100 for operating a pedal-driven vehicle 200, comprising a crank drive 201 for applying a driver torque FM to propel the pedal-driven vehicle 200, a control unit 202, and a gearshift 203 for providing a variable transmission ratio, the method 100 comprising:

[0112] Providing 110 a switching information for a planned switching operation, comprising a switching time for carrying out the planned switching operation, in particular by the gearshift 203, providing 120 a synchronization specification, in particular by the control unit 202, wherein the synchronization specification is characteristic of a synchronization of the switching time with a dead point T of the driver torque FM,

[0113] Adjusting 130 of the switching time depending on the synchronization specification and

[0114] Perform 140 of the planned shifting operation at the adjusted shifting time, in particular by means of gear shift 203.

[0115] Fig. 2 further shows a schematic view of a pedal-driven vehicle 200, comprising a crank mechanism 201 for applying a driver torque FM to propel the pedal-driven vehicle 200, a control unit 202, and a gearshift 203 for providing a variable gear ratio. Preferably, the pedal-driven vehicle 200 is designed to be operated according to a method 100 shown in Fig. 1.

[0116] Furthermore, the pedal-driven vehicle includes a detection unit 204, which is designed as a single unit together with the control unit 202. R.415697

[0117] - 19 -

[0118] Fig. 3 further shows a schematic curve of a driver torque FM during essentially uniform pedaling or movement of the crank mechanism 201 over time t. The pedal force of a driver is converted into a driver torque FM for propelling the vehicle 200 via the crank mechanism 201. Fig. 3 shows that this torque has an approximately sinusoidal shape.

[0119] exhibits a curve such that maxima and minima (dead points T) of the driver torque FM alternate periodically.

[0120] The preceding explanation of the embodiments describes the present invention solely by way of examples. Naturally, individual features of the embodiments can be freely combined with one another, provided this is technically feasible, without departing from the scope of the present invention.

Claims

R.415697 - 20 - Claims 1. Method (100) for operating a pedal-driven vehicle (200), comprising a crank mechanism (201) for applying a driver torque (FM) to propel the pedal-driven vehicle (200), a control unit (202), and a gearshift (203) for providing a variable transmission ratio, the method (100) comprising: Providing (110) switching information for a planned switching operation, comprising a switching time for carrying out the planned switching operation, in particular by the gearshift (203), providing (120) a synchronization specification, in particular by the control unit (202), wherein the synchronization specification is characteristic of a synchronization of the switching time with a dead point (T) of the driver torque (FM), adapting (130) the switching time depending on the synchronization specification and carrying out (140) the planned switching operation at the adapted switching time, in particular by the gearshift (203).

2. Method (100) according to claim 1, characterized in that when a positive synchronization target is provided, the switching time is adjusted depending on the positive synchronization target in such a way that a synchronization, in particular temporal, between the switching time and a dead point of the driver torque (FM) is carried out.

3. Method (100) according to claim 1 or 2, characterized in that when a negative synchronization specification is provided, an input- R.415697 - 21 - the switching time is adjusted depending on the negative synchronization requirement in such a way that no synchronization, in particular temporal synchronization, is carried out between the switching time and a dead point of the driver torque (FM).

4. Method (100) according to one of the preceding claims, characterized in that the switching information includes a switching direction specification, wherein the provision (120) of the synchronization specification comprises the following: Providing a negative synchronization specification if the shift direction specification is characteristic of a reduction in the gear ratio due to the planned gear change, and providing a positive synchronization specification if the shift direction specification is characteristic of an increase in the gear ratio due to the planned gear change.

5. Method (100) according to one of the preceding claims, characterized in that the switching information comprises a target speed indication and / or an actual speed indication, wherein the provision (120) of the synchronization specification comprises the following: Providing a negative synchronization target if the target gear setting and / or the actual gear setting is less than or equal to a gear limit value and Providing a positive synchronization target if the target gear setting and / or the actual gear setting is greater than or equal to a gear limit value.

6. Method (100) according to claim 5, characterized in that the synchronization specification provided on the basis of the target gear specification or actual gear specification is weighted more highly than the synchronization specification provided on the basis of the switching direction.

7. Method (100) according to one of the preceding claims, characterized in that the switching information includes an indication of origin, wherein the provision (120) of the synchronization specification comprises the following: R.415697 - 22 - Providing a negative synchronization target when the origin is characteristic of a driver-initiated gear change and Providing a positive synchronization setting when the origin is characteristic of an automatically triggered gear change.

8. Method (100) according to one of the preceding claims, characterized in that the provision (120) of the synchronization specification is carried out depending on a predetermined operating mode of the pedal-driven vehicle (200) and / or at least one wear information for at least one component of the pedal-driven vehicle (200).

9. Method (100) according to one of the preceding claims, characterized in that furthermore, an acceleration of the pedal-driven vehicle (200) and / or a rate of change of a rider's cadence is detected at the crank drive (201), in particular by a detection unit (204), wherein the provision (120) of the synchronization specification comprises the following: Providing a negative synchronization target when the acceleration of the pedal-driven vehicle and / or the rate of change of the rider's cadence reaches or exceeds a limit value and Providing a positive synchronization target when the acceleration of the pedal-driven vehicle and / or the rate of change of the rider's cadence reaches or falls below a threshold.

10. Pedal-driven vehicle (200) comprising a crank drive (201) for applying a driver torque (FM) to propel the pedal-driven vehicle (200), a control unit (202) and a gearshift (203) for providing a variable transmission ratio, wherein the pedal-driven vehicle (200) is configured to be operated according to a method (100) according to one of the preceding claims. R.415697 - 23 - 11. Computer program product comprising commands that cause a pedal-driven vehicle (200) according to the preceding claim to execute a method (100) according to any one of claims 1 to 9.

12. Computer-readable medium on which a computer program product according to the preceding claim is stored.

13. Data carrier signal which transmits a computer program product according to claim 11.

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