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 gear-shifting system (201) for providing a variable transmission ratio, a control unit (202), and a detection unit (203), wherein the gear-shifting system (201) is designed to automatically initiate gear-changing operations depending on at least one riding parameter, the method (100) comprising: - detecting (110) at least one riding parameter, in particular by means of the detection unit (203); - recognising (120) a riding situation of the pedal-driven vehicle (200) depending on at least one riding parameter, in particular by means of the control unit (202); and - adjusting (130) a shifting characteristic of the gear-shifting system (201) depending on the recognised riding situation, in particular by means of the control unit (202).

Description

[0001] R. 417082

[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 gearshifts can be operated as automatic or semi-automatic gearshifts to automatically trigger or execute gear changes depending on a specific driving situation. In automatic mode, gear changes can be triggered based on one or more driving parameters of the pedal-driven vehicle, such as the rider's pedaling frequency and / or the vehicle's speed.

[0009] In this regard, the disadvantage has proven to be that a given shifting characteristic of the gearshift may be better or worse suited to a rider's preferences depending on the driving situation. In particular, a rider's target cadence, i.e., a cadence they prefer to maintain while riding, can vary depending on the driving situation. Accordingly, automatic transmissions can make gear changes that are not appropriate for the respective driving situation. R. 417082

[0010] - 2 - The situation may be perceived as disadvantageous by the driver. This can reduce the user comfort of the pedal-powered vehicle as well as the driver's concentration on the traffic situation.

[0011] Disclosure of the invention

[0012] 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.

[0013] 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 regarding the individual aspects of the invention always refers to each other or can refer to each other.

[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 and / or increased safety 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 gearshift for providing a variable gear ratio, a control unit and a detection unit, wherein the gearshift is configured to automatically trigger shifting operations depending on at least one driving parameter, the method comprising:

[0016] Recording at least one driving parameter, in particular by the recording unit, R. 417082

[0017] - 3 -

[0018] Recognizing a driving situation of the pedal-driven vehicle depending on at least one driving parameter, in particular by the control unit, and

[0019] Adapting the shifting characteristics of the gearshift depending on the detected driving situation, especially by the control unit.

[0020] 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.

[0021] In other words, a method for operating a pedal-driven vehicle is proposed. The pedal-driven vehicle comprises a gearshift for providing a variable gear ratio, particularly in a drivetrain of the pedal-driven vehicle, a control unit, and a sensor unit. The sensor unit can preferably be configured to detect at least one driving parameter of the pedal-driven vehicle, in particular continuously or discretely over time.

[0022] The gearshift is an automatic or at least semi-automatic gearshift designed to trigger gear changes (i.e., upshifting or downshifting), particularly according to a predefined shift pattern, depending on at least one driving parameter of the pedal-driven vehicle. A driving parameter that triggers gear changes can preferably be the speed of the pedal-driven vehicle and / or the pedaling cadence of the driver of the pedal-driven vehicle.

[0023] According to the invention, it is provided that, in particular by the detection unit, at least one driving parameter, in particular a temporal profile of at least one driving parameter, is detected. A driving parameter of the pedal-driven vehicle can in particular be a driver torque, a driver cadence, a driver power, an acceleration and / or speed of the vehicle. 417082

[0024] - 4 - of a pedal-powered vehicle, the driver's seating position, the geographical position of the pedal-powered vehicle, and / or route information. The acquisition of at least one driving parameter can be recurring, particularly at equidistant time intervals. This allows for the recording and evaluation of the driving parameter's temporal profile.

[0025] Furthermore, it is provided that, depending on at least one driving parameter or the temporal progression of at least one driving parameter, a driving situation of the pedal-driven vehicle is recognized or classified, and that, depending on the recognized driving situation, the shifting characteristics of the gearshift are adapted.

[0026] The method according to the invention offers the advantage that the shifting characteristics of the gearshift are adapted based on a driving situation of the pedal-driven vehicle identified or recognized by means of at least one driving parameter. Thus, a change in the respective driving situation, which manifests itself in a change in one or more driving parameters, can be reacted to by a corresponding adjustment of the shifting characteristics. The method according to the invention therefore allows the operating behavior of the gearshift to be effectively adapted to different driving situations. This results in increased user comfort for the driver of the pedal-driven vehicle and reduced driver distraction from the traffic situation.

[0027] The shifting characteristics of the gear system can be represented, in particular, by at least one target cadence or target cadence band. Thus, when an upper limit of the target cadence band (upper cadence limit) is reached or exceeded, a shifting process to increase the gear ratio (upshifting) can be triggered, and when a lower limit of the target cadence band (lower cadence limit) is reached or fallen below, a shifting process to reduce the gear ratio (upshifting) can be triggered.

[0028] Within the scope of the invention, it may preferably be provided that the acquisition of at least one driving parameter comprises at least one of the following: R. 417082

[0029] - 5 -

[0030] Detecting driver torque, especially through a torque sensor,

[0031] Detecting a rider's cadence, especially by means of a speed sensor,

[0032] Determining rider performance, particularly in relation to rider torque and rider cadence,

[0033] Detection of acceleration, in particular longitudinal acceleration or high acceleration, of a pedal-driven vehicle, especially by means of an acceleration sensor,

[0034] Capturing the driver's seating position, particularly by means of a camera,

[0035] Determining the geographical position of the pedal-driven vehicle, in particular by means of a position sensor,

[0036] Determine at least one piece of route information, in particular depending on the geographical position of the pedal-powered vehicle and / or a planned route of the pedal-powered vehicle.

[0037] In other words, a driving parameter can be rider torque and / or rider cadence and / or rider power. Rider torque is understood as the torque applied by a rider via the crank mechanism of the pedal-driven vehicle to propel the vehicle. Rider cadence is further understood as the frequency at which the rider pedals the crank mechanism. Thus, rider cadence corresponds to the rotational speed of the crank mechanism. Rider power is preferably calculated as the product of rider cadence and rider torque.

[0038] Additionally or alternatively, at least one driving parameter can be an acceleration of the pedal-driven vehicle. The acceleration can preferably be lateral acceleration, i.e., acceleration along the transverse axis of the pedal-driven vehicle, and / or vertical acceleration, in particular acceleration, of the pedal-driven vehicle, i.e., acceleration along the vertical axis of the pedal-driven vehicle or direction of gravity, and / or longitudinal acceleration, R. 417082

[0039] - 6 - thus, an acceleration along the longitudinal axis of the pedal-driven vehicle. When the invention refers to deceleration, this should be understood as a negative acceleration in the sense of a decrease in speed per unit of time.

[0040] Additionally or alternatively, a riding parameter can be the rider's seating position. A seating position, or changes in a seating position, can preferably be detected by at least one image sensor of the detection unit, in particular a camera. Alternatively or additionally, the seating position can also be detected via force sensors on the handlebars and / or saddle. In this way, the rider's weight distribution on the saddle and handlebars allows conclusions to be drawn as to whether the rider is in a relatively upright or relaxed seating position, in which a relatively large proportion of their weight rests on the saddle, or whether the rider is in a bent-over or sporty riding position, in which a relatively large proportion of their weight rests on the handlebars.

[0041] Additionally or alternatively, a driving parameter can be the geographical position of the pedal-driven vehicle. In particular, the geographical position can be determined by a position sensor, especially a GNSS sensor (e.g., a GPS or Galileo sensor).

[0042] Additionally or alternatively, at least one driving parameter can be route information, wherein the route information is determined based on the geographic position of the pedal-driven vehicle. The route information can preferably be determined using map data, wherein the map data is stored in a data memory of the pedal-driven vehicle, particularly the control unit. The map data can include, for example, terrain gradient, road curvature, surface condition, or the like at a multitude of geographic locations.

[0043] If the driver of the pedal-powered vehicle uses, for example, a navigation function to navigate along a planned route, route information for geographical positions where R. 417082

[0044] - 7 - the driver's future location can be used. In this way, the shift characteristics can be adjusted predictively.

[0045] With regard to the invention, it can be provided that at least one driving parameter is reported over time and / or filtered. In particular, it can be provided that a moving average, especially a time-based average, is determined from the time course of this driving parameter. This can be achieved, in particular, by low-pass filtering of the time course. This smooths the time course and simplifies evaluation.

[0046] Within the scope of the invention, it may preferably be provided that the adjustment of the shifting characteristics of the gearshift comprises at least one of the following:

[0047] Adjusting a target cadence and / or a target cadence band, in particular arranged around the target cadence,

[0048] Adjusting a starting gear to accelerate the pedal-driven vehicle from a standstill.

[0049] A target cadence is understood as the rider's cadence, or the cadence that a rider of a pedal-powered vehicle achieves, particularly in a given gear, without an automatic gear change by the transmission. The target cadence can, for example, be a cadence perceived as comfortable by a rider, especially in a specific gear and / or riding situation. If, however, the target cadence is exceeded by a certain amount, i.e., an upper cadence limit is reached or exceeded, a gear change to a higher gear, i.e., a gear with a higher gear ratio, can occur, particularly automatically, to reduce the cadence to the target cadence.Conversely, a gear change to a lower gear, i.e., a gear with a lower gear ratio, can occur, in particular automatically, if the cadence falls below the target cadence by a certain cadence difference, i.e., if it reaches or falls below a lower cadence threshold in order to increase the cadence to the target cadence. R. 417082.

[0050] - 8 -

[0051] An upper cadence limit is to be understood here as a cadence at which, upon reaching or exceeding this limit, a gear change is triggered or carried out, in particular automatically, to increase a gear ratio provided by the gear system. An upper cadence limit can preferably be higher than a target cadence and a lower cadence limit.

[0052] A lower cadence limit is understood here to be a cadence at which, or below which, a gear change is triggered or carried out, in particular automatically, to reduce a gear ratio provided by the gear system. A lower cadence limit can preferably be lower than a target cadence and an upper cadence limit.

[0053] In particular, the lower cadence limit, in conjunction with the upper cadence limit and a target cadence located, especially midway between the upper and lower cadence limits, forms a target cadence band, particularly specific to a given gear. Within this target cadence band, a rider can pedal without triggering a gear shift, especially automatically. If, however, the rider's cadence leaves this band, a corresponding upshift or downshift is triggered. The gear shifts are thus triggered hysterically, depending on cadence limits positioned on either side of the target cadence.

[0054] Adjusting the shifting characteristics of the gear system can therefore include, in particular, adjusting a target cadence and / or an upper cadence limit and / or a lower cadence limit or a target cadence band. Specifically, a lower cadence limit can be lowered and / or an upper cadence limit raised, thus widening the target cadence band, or a lower cadence limit can be raised and / or an upper cadence limit lowered, thus narrowing the target cadence band. A target cadence band, in particular with the target cadence, can also be adjusted according to R. 417082.

[0055] - 9 - higher or lower cadences are shifted, in particular shifting the target cadence band accordingly, so that the target cadence is positioned in the target cadence band.

[0056] Additionally or alternatively, adjusting the shift characteristics can include or consist of adjusting a starting gear. A starting gear is defined here as a gear engaged when the pedal-driven vehicle is near a standstill, in order to provide the driver with comfortable acceleration from a standstill. The choice of starting gear can depend on at least one or more driving parameters and / or driver information.

[0057] Preferably, in relation to the present invention, the detection of the driving situation is carried out at least as a function of the driver's power output, particularly filtered power output, or the moving time average of the driver's power output. In particular, the adjustment of the shifting characteristics includes increasing the target cadence with increasing driver power output, particularly linearly, and / or decreasing the target cadence band with increasing driver power output, particularly linearly, and preferably vice versa. Such a procedure has proven advantageous for adapting the shifting behavior to different driving situations in a particularly simple manner.

[0058] In other words, it can be provided that at least one driver output is determined or recorded as a driving parameter, particularly as a function of driver torque and cadence, and that the shift characteristics of the gearshift are adjusted depending on the driver output or the driving situation recognized based on the available driver output. In this process, a target cadence is increased with increasing driver output or increasing moving average of the driver output, particularly linearly, i.e., shifted to higher frequencies. Specifically, the target cadence band is shifted to higher frequencies along with the target cadence, so that the target cadence is positioned, particularly centrally, within the target cadence band. The increasing power output can indicate a more sporty driving situation or driving style, which is reflected in a shift of the target cadence band. (R. 417082)

[0059] - 10 -

[0060] The target cadence or the target cadence band can be supported to achieve higher cadence frequencies.

[0061] Preferably, the target cadence band can be narrowed as the rider's power output increases. This allows the rider's cadence to be regulated to a narrower range around the target cadence, thus enabling a more efficient riding style. In particular, the target cadence can be increased with rising power output while the target cadence band is simultaneously narrowed.

[0062] Preferably, conversely, it can be provided that the target cadence is reduced, in particular linearly, as rider power decreases and / or that the target cadence band is increased, in particular linearly, as rider power decreases.

[0063] Additionally or alternatively, with regard to the present invention, it may be provided that the detection of the driving situation is carried out at least as a function of the acceleration, in particular longitudinal acceleration, of the pedal-driven vehicle and / or the driver's cadence and / or the driver's power output, wherein in particular the adjustment of the shifting characteristic includes that at least an upper cadence limit value of the target cadence band is lowered when the acceleration, in particular longitudinal acceleration, of the pedal-driven vehicle and / or a rate of change, in particular rate of increase, of the driver's cadence reaches or exceeds a predetermined limit value.

[0064] A rate of change is to be understood here as a change in the relevant driving parameter per unit of time. In particular, a rate of change can be determined by differentiating a time course of the driving parameter. In this context, an increase rate is to be understood as an increase, i.e., a rise, of the relevant driving parameter per unit of time, and a decrease rate as a reduction, i.e., a fall, of the relevant driving parameter per unit of time. R. 417082

[0065] - 11 -

[0066] Lowering the upper cadence limit of the target cadence band allows for earlier upshifting, resulting in a more comfortable acceleration process for the rider. Alternatively, instead of simply shifting the upper cadence limit, the target cadence or the entire target cadence band can also be shifted to lower cadences.

[0067] Advantageously, in relation to the present invention, it can be provided that the detection of the driving situation is carried out at least as a function of the deceleration, in particular longitudinal deceleration, of the pedal-driven vehicle and / or the rider's cadence and / or rider power output, wherein, in particular, the adjustment of the shifting characteristics comprises raising at least a lower cadence limit of the target cadence band when the deceleration, in particular longitudinal deceleration, of the pedal-driven vehicle and / or a rate of change, in particular a reduction rate, of the rider's cadence reaches or exceeds a predetermined limit. Raising the lower cadence limit of the target cadence band enables earlier downshifting.This has proven particularly advantageous when the rider enters an incline, causing the speed of the pedal-driven vehicle and the rider's cadence to decrease. The described procedure prevents an excessive drop in cadence. Alternatively, instead of simply shifting the lower cadence limit, the target cadence or the entire target cadence band can also be shifted to higher cadences.

[0068] Preferably, within the scope of the invention, it may be provided that the lowering of the upper cadence limit and / or the raising of the lower cadence limit only takes place if a rider's power output increases and / or remains constant or essentially remains constant.

[0069] In particular, the present invention may provide that the detection of the driving situation is carried out at least depending on the driver's seating position, wherein the adjustment of the shifting characteristics includes increasing the target cadence and / or reducing the target cadence band. R. 417082

[0070] - 12 - will occur when the rider changes their seating position from a first seating position to a second seating position and / or that the target cadence is reduced and / or the target cadence band is increased when the rider changes their seating position from the second seating position to the first seating position. In particular, it may be provided that the first seating position is a relaxed seating position and the second seating position is a sporty seating position.

[0071] A seating position can be identified, in particular, by the position of the rider's head along a vertical axis of the pedal-driven vehicle. Additionally or alternatively, a change in seating position can be derived from a change in weight distribution on the handlebars and / or saddle of the pedal-driven vehicle. The first seating position and the second seating position can thus preferably differ in the position of the rider's head along a vertical axis of the pedal-driven vehicle and / or in the weight distribution on the saddle and / or handlebars of the pedal-driven vehicle.

[0072] It is preferable to design the first seating position so that the rider's head is positioned higher along the vertical axis of the pedal-driven vehicle than in the second seating position, and / or so that more weight rests on the saddle in the first seating position than in the second, and / or so that less weight rests on the handlebars in the first seating position than in the second. Thus, the rider's posture in the second seating position is more bent over compared to the first, suggesting a sportier riding style.

[0073] In particular, the invention may further include the following:

[0074] Determining a, in particular a moving, variance of at least one driving parameter for a temporal profile of the driving parameter within a, in particular a moving, predetermined period, wherein the recognition of the driving situation is carried out at least as a function of the variance of at least one driving parameter and wherein the adjustment of the shifting characteristic includes increasing the target cadence band when the R. 417082

[0075] - 13 -

[0076] The variance of at least one driving parameter reaches or exceeds a predetermined limit.

[0077] The evaluation of the variance has proven particularly effective with regard to the speed of the pedal-driven vehicle and / or the driver's power output and / or the high acceleration of the pedal-driven vehicle and / or the driver's cadence.

[0078] The variance of the driving parameter can preferably be determined with respect to its local maxima or minima, particularly within a predetermined time period. This means that only the local maxima or minima within the predetermined time period are considered for determining the variance. The variance represents a measure of the dispersion of the driving parameter around its mean value, particularly its mean value over time. In this context, a moving variance means that the variance is always determined for the time course of a driving parameter within a period that is moving, preferably predetermined, and in particular with respect to the current time.

[0079] Analyzing the variance can determine whether the driving situation is dynamic, static, or relatively calm. A high variance, in particular, indicates a dynamic driving scenario, during which reducing the number of gear changes by widening the target cadence range has proven advantageous. For example, significantly higher variance is to be expected when driving off-road than during a virtually stationary ride on level ground, especially on a road.

[0080] Additionally or alternatively, the invention may provide that the recognition of the driving situation is carried out at least depending on route information, wherein the route information is characteristic of at least one of the following:

[0081] A (particularly future) subsurface condition, a (particularly future) terrain gradient, a (particularly future) road curvature, a traffic load. R. 417082

[0082] - 14 -

[0083] The terrain can be represented, for example, by a path category. In particular, a path category could be one of the following:

[0084] State road, road, dirt road, path, cycle path, mountain bike trail, indication of a value according to the singletrack scale.

[0085] In particular, different shift characteristics can be provided for different route information and selected accordingly, depending on at least one piece of route information. In this way, the shift characteristics can always be adapted to the environment in which the driver is currently located or will soon be located.

[0086] In particular, adjusting the shifting characteristics can include adjusting the size of the cadence band and / or the target cadence and / or the starting gear depending on the terrain, especially predictively. For example, it can be provided that the target cadence band is increased on a comparatively rough surface (e.g., off-road riding) compared to a comparatively smooth surface (e.g., riding on a country road). Additionally or alternatively, it can be provided that the starting gear is decreased on a comparatively rough surface (e.g., off-road riding) compared to a comparatively smooth surface (e.g., riding on a country road).

[0087] Additionally or alternatively, adjusting the shifting characteristics can include adjusting the size of the cadence band and / or the target cadence and / or the starting gear depending on the terrain gradient, particularly predictively. For example, it can be provided that, on a comparatively steep gradient, a lower cadence limit of the target cadence band is raised, at least temporarily. This allows for an earlier shift- R. 417082

[0088] - 15 - Downshifting for the driver when driving uphill can be implemented. Additionally or alternatively, a starting gear can be lowered to allow for better starting on a hill.

[0089] The road curvature and / or traffic volume can also be used to adjust the shifting characteristics. For example, with a relatively steep road curvature and high traffic volume, it is likely that the vehicle will travel at a relatively low speed or experience regular periods of standstill. In this case, it has proven advantageous to increase the target cadence range compared to driving situations with little traffic and / or on roads with gentle curves or few bends.

[0090] In particular, it can further be provided that the detection of the driving situation is based at least on a cumulative, especially numerical, change in at least one driving parameter over a predetermined period, wherein the target cadence band is preferably increased when the cumulative change in at least one driving parameter reaches or exceeds a predetermined limit. Conversely, it can be provided that the target cadence band is decreased when the cumulative change in at least one driving parameter reaches or falls below a predetermined limit. This approach has proven advantageous at least with regard to the speed of the pedal-driven vehicle and / or the rider's power output and / or the high-speed acceleration of the pedal-driven vehicle and / or the rider's cadence.

[0091] Thus, a change in at least one driving parameter over time, or several driving parameters in combination, can indicate the presence of a specific driving situation. In particular, off-road driving, for example, involves a comparatively large number of high-frequency changes in the speed of the pedal-driven vehicle, acceleration, rider cadence, and rider power output. In contrast, city driving involves significantly lower-frequency changes in these driving parameters.

[0092] On a cross-country journey, e.g., on a country road, the changes are again reduced compared to driving in the city. R. 417082

[0093] - 16 -

[0094] Therefore, a driving situation can be classified based on the changes, particularly in magnitude, of at least one driving parameter over a predetermined period. For this purpose, the changes are accumulated and compared to one or more predetermined threshold values. If the cumulative change of at least one driving parameter exceeds at least one predetermined threshold value, adjusting the shift characteristics can include, in particular, increasing the target cadence range, and vice versa. In this way, a sporty driving style can be supported, for example, on a country road, while simultaneously reducing the number of gear changes in the city and especially off-road.

[0095] With regard to the present invention, it may further be provided that the recognition of the driving situation comprises the following:

[0096] Performing pattern recognition for the temporal progression of at least one driving parameter.

[0097] In particular, characteristic time profiles of individual driving parameters for specific driving situations, such as driving in the city and / or off-road, can be stored, especially in a data memory of the control unit. These reference profiles can be compared with the time profiles of the respective driving parameters, and a similarity can be determined. If there is sufficient similarity, a driving situation of the pedal-driven vehicle can be recognized or classified as the driving situation that corresponds to the reference profile. Such reference profiles of individual driving parameters can preferably be preset at the factory.

[0098] With regard to the present invention, it can further be advantageously provided that the adjustment of the switching characteristics is carried out with additional dependence on at least one piece of driver information. Driver information is to be understood as information specific to the driver.

[0099] Rider information can include, for example, the rider's weight, preferred riding style, preferred target cadence, preferred rider performance, or the like. In particular, a preferred target cadence can be defined as R. 417082.

[0100] - 17 -

[0101] This can be used as a starting point for any adjustments to the shifting characteristics. Furthermore, for example, a target cadence band can always be chosen narrower for a predominantly sporty riding style than for a predominantly relaxed riding style.

[0102] Additionally or alternatively, driver information can be information based on the driver's driving history, such as average driving performance and / or maximum performance. Such driver information can be determined by analyzing the driver's past journeys. For example, the driver can identify themselves as such by selecting a user profile in a pedal-powered vehicle.

[0103] At least one piece of driver information can be predefined by the driver or provided by the driver via user input. This user input can be made, for example, via a mobile device and transmitted to the pedal-driven vehicle, in particular the control unit. For this purpose, the control unit can have at least one communication interface, in particular a Bluetooth and / or mobile communication interface.

[0104] In particular, a functional relationship for adjusting the target cadence and / or target cadence band depending on rider power output can be used as a relationship normalized to a maximum power output and / or target cadence. Thus, if a rider's respective maximum power output and / or target cadence is known, the functional relationship can be automatically adjusted to that rider's specific power output and / or cadence range.

[0105] According to a second aspect, the present invention relates to a pedal-driven vehicle comprising at least one gearshift for providing a variable gear ratio, a control unit, and a detection unit, wherein the gearshift is configured to automatically trigger gear changes depending on at least one driving parameter. The pedal-driven vehicle is preferably configured according to an inventive R. 417082

[0106] - 18 - to be operated according to the method in question, in particular according to a method according to the first aspect of the invention. Preferably, the pedal-driven vehicle can be designed as a bicycle, preferably an electric bicycle or pedelec. 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.

[0107] The pedal-driven vehicle preferably comprises at least one drive for providing drive torque to propel the vehicle. At least one drive can preferably be an electric motor and / or be positioned in a central motor arrangement on the pedal-driven vehicle. Additionally or alternatively, the pedal-driven vehicle may include several drives, particularly of the same type or identical.

[0108] In particular, the gearshift may be designed to provide a variable gear ratio, especially in the drivetrain of a 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 vehicle's crank mechanism. A high gear ratio, or a high gear, thus characterizes a comparatively high number of revolutions of the drive wheel for each revolution of the crank mechanism. Conversely, a low gear ratio, or a low gear, characterizes a comparatively low number of revolutions of the drive wheel for each revolution of the crank mechanism.

[0109] The pedal-driven vehicle may preferably include a crank mechanism. In particular, the crank mechanism may allow the driver to apply torque or power to propel the vehicle, especially via pedals of the crank mechanism.

[0110] The gear system can be designed as a derailleur system or a hub gear system. Additionally or alternatively, the following may be provided: R. 417082

[0111] - 19 - that the gearshift is designed as an automatic or at least semi-automated gearshift. In particular, it may be provided that gearshift operations do not have to be manually initiated by a driver of the vehicle, but are carried out automatically based on one or more driving parameters. A driving parameter may be, for example, the speed of the pedal-driven vehicle, the pedaling cadence of a driver of the pedal-driven vehicle and / or the torque or power input by a driver of the pedal-driven vehicle for propulsion.

[0112] Within the scope of the invention, it may be provided that at least one detection unit comprises at least one sensor.

[0113] Additionally or alternatively, the detection unit can include at least one speed sensor for detecting the speed of the pedal-driven vehicle. At least one speed 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 wheel's outer circumference. For this purpose, the speed sensor can, for example, be configured as a rotational speed sensor, whereby the speed can be determined via a given outer circumference of the wheel.

[0114] Additionally or alternatively, the detection unit can include at least one speed sensor for detecting the rider's cadence, particularly at a crank mechanism of the pedal-driven vehicle. Additionally or alternatively, the detection unit can include at least one torque sensor for detecting the rider's torque, particularly at a crank mechanism of the pedal-driven vehicle. Furthermore, rider power output can be determined as the product of rider cadence and rider torque.

[0115] Additionally or alternatively, at least one acceleration sensor can be included in the detection unit. The acceleration sensor can be used, in particular, to detect longitudinal, lateral, and / or vertical acceleration. R. 417082

[0116] - 20 - The accelerometer of the pedal-driven vehicle must be designed. At least one accelerometer may preferably be designed as an inertial measurement unit (IMU).

[0117] Additionally or alternatively, the detection unit can include at least one seat position sensor for detecting the driver's seating position. The seat position sensor can, in particular, be designed as a camera. Additionally or alternatively, the seat position sensor can include at least one force sensor for detecting weight distribution, in particular on the handlebars and / or saddle of the pedal-powered vehicle.

[0118] Additionally or alternatively, the detection unit can include at least one position sensor for detecting the geographic position of the pedal-driven vehicle. At least one position sensor can preferably be a GNSS sensor (Global Navigation Satellite System), in particular a GPS sensor or Galileo sensor.

[0119] At least one control unit can be preferentially, at least temporarily, in communication and / or signal connection with the gearshift and / or the detection unit. This allows data and / or control signals to be exchanged between the units.

[0120] At least one control unit and at least one acquisition unit can be designed as a single, combined unit.

[0121] Within the scope of the invention, it may be provided that at least one gearshift and / or control unit and / or detection unit comprises means for data processing. The means for data processing may include at least one processor and / or working memory and / or non-volatile data storage.

[0122] According to a third aspect, the present invention relates to a computer program product comprising commands 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 reference to R. 417082

[0123] - 21 - The computer program product according to the invention offers the same advantages as those already described in relation to a method according to the invention and / or a pedal-driven vehicle according to the invention.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] Each schematically illustrates:

[0128] Figure 1 shows a view of a process,

[0129] Figure 2 shows a view of a pedal-powered vehicle, R. 417082

[0130] - 22 -

[0131] Figure 3 shows a graph of the target cadence versus rider power output and

[0132] Figure 4 shows a progression of various driving parameters over time.

[0133] Fig. 1 shows a schematic view of the operation of a pedal-driven vehicle 200, comprising a gearshift 201 for providing a variable gear ratio, a control unit 202 and a detection unit 203, wherein the gearshift 201 is configured to automatically trigger shifting operations depending on at least one driving parameter, the method 100 comprising:

[0134] Capture 110 at least one driving parameter, in particular by the capture unit 203,

[0135] Recognizing 120 a driving situation of the pedal-driven vehicle 200 depending on at least one driving parameter, in particular by the control unit 202 and

[0136] Adapting 130 a shifting characteristic of the gearshift 201 depending on the detected driving situation, in particular by the control unit 202.

[0137] Furthermore, Fig. 2 shows a schematic view of a pedal-driven vehicle 200, comprising a gearshift 201 for providing a variable gear ratio, a control unit 202, and a detection unit 203, wherein the gearshift 201 is configured to automatically trigger shifting operations depending on at least one driving parameter. The pedal-driven vehicle 200 is configured to be operated according to a method 100 according to the first aspect of the present invention. The pedal-driven vehicle 200 also includes a crank mechanism 204.

[0138] Furthermore, Fig. 2 shows the vertical axis H, the transverse axis Q and the longitudinal axis L of the pedal-driven vehicle 200.

[0139] Fig. 3 shows a schematic curve of the target cadence F or a target cadence band FB as a function of rider power P. It can be seen that the target cadence F increases linearly with increasing rider power P. R. 417082

[0140] - 23 - and that the target cadence band FB, which is carried along with the target cadence F and arranged around the target cadence F, is reduced with increasing rider power P.

[0141] The target cadence band FB is limited by the upper cadence limit FO and the lower cadence limit FU, whereby the target cadence F is always positioned midway between the upper cadence limit FO and the lower cadence limit FU.

[0142] Fig. 4 further shows the typical curves of several driving parameters over time T for different driving situations. In Fig. 4, the left side depicts a driving situation off-road, while the middle side shows a driving situation on a highway, e.g., a country road. The driving parameters shown here are speed V, rider power P, acceleration A, and rider cadence FT.

[0143] It becomes apparent that the curves of the individual driving parameters differ significantly between the individual driving situations.

[0144] In particular, based on the evaluation of a cumulative change in at least individual driving parameters and / or by evaluating the variance of at least individual driving parameters, the existence of a specific driving situation can be recognized and a corresponding adjustment of the shifting characteristics of the gearshift 201 can be made.

[0145] 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. 417082 - 24 - Claims 1. Method (100) for operating a pedal-driven vehicle (200), comprising a gearshift (201) for providing a variable gear ratio, a control unit (202) and a detection unit (203), wherein the gearshift (201) is configured to automatically trigger shifting operations depending on at least one driving parameter, the method (100) comprising: Acquisition (110) of at least one driving parameter, in particular by the acquisition unit (203), Recognition (120) of a driving situation of the pedal-driven vehicle (200) depending on at least one driving parameter, in particular by the control unit (202) and Adapting (130) a shifting characteristic of the gearshift (201) depending on the detected driving situation, in particular by the control unit (202).

2. Method (100) according to claim 1, characterized in that the acquisition (110) of at least one driving parameter comprises at least one of the following: Detecting driver torque, especially through a torque sensor, Capturing a rider's cadence (FT), especially by a speed sensor, Determining rider power (P), especially as a function of rider torque and rider cadence (FT), Detection of acceleration (A), in particular longitudinal acceleration or high acceleration, of the pedal-driven vehicle (200), in particular by means of an acceleration sensor, Detecting the speed (V) of the pedal-driven vehicle (200), in particular by a speed sensor, R. 417082 - 25 - Capturing the driver's seating position, particularly by means of a camera, Determining the geographical position of the pedal-driven vehicle (200), in particular by means of a position sensor, Determine at least one route information, in particular depending on the geographical position of the pedal-driven vehicle (200).

3. Method (100) according to one of the preceding claims, characterized in that the adjustment (130) of the shifting characteristic of the gearshift (201) comprises at least one of the following: Adjusting a target cadence (F) and / or a target cadence band (FB), in particular arranged around the target cadence (F), Adjusting a starting gear for acceleration (A) of the pedal-driven vehicle (200) from a standstill.

4. Method (100) according to claim 3, characterized in that the recognition (120) of the driving situation takes place at least as a function of the rider's power (P), wherein the target cadence (F) is increased with increasing rider power (P), in particular linearly, and / or the target cadence band (FB) is reduced with increasing rider power (P), in particular linearly, and vice versa.

5. Method (100) according to one of claims 3 or 4, characterized in that the detection (120) of the driving situation is carried out at least as a function of the acceleration (A), in particular longitudinal acceleration, of the pedal-driven vehicle (200) and / or the rider's cadence (FT) and / or the rider's power output (P), wherein at least an upper cadence limit (FO) of the target cadence band (FB) is lowered when the acceleration (A) of the pedal-driven vehicle (200) and / or a rate of change, in particular rate of increase, of the rider's cadence (FT) R. 417082 - 26 - reaches or exceeds a predetermined limit and preferably the driver power (P) remains constant or substantially constant.

6. Method (100) according to one of claims 3 to 5, characterized in that the detection (120) of the driving situation is carried out at least as a function of the deceleration, in particular longitudinal deceleration, of the pedal-driven vehicle (200) and / or the rider's cadence (FT) and / or the rider's power (P), wherein at least a lower cadence limit value (FU) of the target cadence band (FB) is raised when the deceleration of the pedal-driven vehicle (200) and / or a rate of change, in particular a reduction rate, of the rider's cadence (FT) reaches or exceeds a predetermined limit value and preferably the rider's power (P) remains constant or remains substantially constant or increases.

7. Method (100) according to one of claims 3 to 6, characterized in that the detection (120) of the driving situation is carried out at least depending on the seat position of the rider, wherein the target cadence (F) is increased and / or the target cadence band (FB) is reduced when the rider changes his seat position from a first seat position to a second seat position and / or that the target cadence (F) is decreased and / or the target cadence band (FB) is increased when the rider changes his seat position from the second seat position to the first seat position.

8. Method (100) according to any one of claims 3 to 7, characterized in that further comprising: Determining a, in particular a moving, variance of at least one driving parameter for a time course of the driving parameter within a, in particular moving, predetermined period, R. 417082 - 27 - wherein the detection (120) of the driving situation is carried out at least as a function of the variance of at least one driving parameter and wherein the target cadence band (FB) is increased when the variance of at least one driving parameter reaches or exceeds a predetermined limit.

9. Method (100) according to one of claims 3 to 8, characterized in that the recognition (120) of the driving situation is carried out at least depending on at least one route information, wherein the route information is characteristic of at least one of the following: A surface condition, a slope of the terrain, a curvature of the road, a traffic load.

10. Method (100) according to one of the preceding claims, characterized in that the detection (120) of the driving situation takes place at least as a function of a cumulative change of at least one driving parameter over a predetermined period, wherein the target cadence band (FB) is increased when the cumulative change of at least one driving parameter reaches or exceeds a predetermined limit value and vice versa.

11. Method (100) according to one of the preceding claims, characterized in that the adjustment (130) of the switching characteristic is carried out under additional dependence on at least one driver information.

12. Pedal-driven vehicle (200) comprising a gearshift (201) for providing a variable gear ratio, a control unit (202) and a detection unit (203), wherein the gearshift (201) is configured to automatically trigger shifting operations depending on at least one driving parameter, wherein the pedal-driven vehicle (200) is configured to be operated according to a method (100) according to one of the preceding claims. R. 417082 - 28 - 13. 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 11.

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

15. Data carrier signal transmitted by a computer program product according to claim 13.

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