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

Abstract

The invention relates to a method for operating a pedal-driven vehicle (200), comprising at least one 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), - checking (120) at least one blocking criterion defined depending on at least one riding parameter, in particular by means of the control unit (202), and - blocking (130) automatic initiation of gear-changing operations if at least one blocking criterion is met, in particular by means of the control unit (202).

Description

[0001] R. 416547

[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 become apparent that automatic gear changes can sometimes be triggered in unfavorable driving situations. Particularly during dynamic driving, a gear change can be perceived as disruptive by the driver, as it impairs power transmission in the drivetrain. In certain situations, an automatically triggered gear change can even endanger the driver, as the shifting process can lead to a loss of control over the pedal-driven vehicle. R. 416547

[0010] - 2 -

[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 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 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,

[0017] Checking at least one locking criterion defined as a function of at least one driving parameter, in particular by the control unit and R. 416547

[0018] - 3 -

[0019] Blocking the automatic triggering of switching operations when at least one blocking criterion is met, in particular 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, either continuously or discretely over time. In particular, the sensor unit can detect the temporal profile of at least one driving parameter.

[0022] The gearshift is an automatic or at least semi-automated gearshift designed to trigger or execute gear changes (i.e., upshifting or downshifting) 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, at least one driving parameter is detected, in particular by the detection unit or at least one sensor of the detection unit. A driving parameter of the pedal-driven vehicle can, in particular, be a roll angle and / or a steering angle and / or a pitch angle of the pedal-driven vehicle. Additionally or alternatively, a driving parameter can preferably be an acceleration of the pedal-driven vehicle, R. 416547

[0024] - 4 - a rider torque, a rider cadence, a rider power, a rider seating position and / or a suspension travel of at least one suspension element of the pedal-driven vehicle.

[0025] The acquisition of at least one driving parameter can be performed repeatedly, particularly at equidistant intervals. This allows for the recording and evaluation of the driving parameter's progression over time or any changes to it. At least one value of at least one driving parameter and / or at least one progression over time of at least one driving parameter can be stored, at least temporarily, in a data storage device, particularly the control unit or acquisition unit.

[0026] According to the invention, it is further provided that, in particular by the control unit, at least one locking criterion defined as a function of a driving parameter is checked. Specifically, the check consists of determining whether this locking criterion or several locking criteria are met. Furthermore, it is provided that the automatic triggering or execution of shifting operations by the transmission, in particular by the control unit, is blocked if at least one locking criterion is met.

[0027] The method according to the invention offers the advantage that the automatic triggering or execution of gear changes can be blocked or prevented in specific driving situations. In this way, automatic operation of a gearshift can be concentrated on those driving situations in which gear changes are not disruptive to a driver of a pedal-driven vehicle or do not negatively affect their safety.

[0028] With regard to the present invention, it may preferably be provided that the acquisition of at least one driving parameter comprises at least one of the following:

[0029] Detecting the roll angle of a pedal-driven vehicle, in particular by means of a tilt sensor,

[0030] Detection of the steering angle of a pedal-driven vehicle, in particular by a rotary angle sensor, R. 416547

[0031] - 5 -

[0032] Detecting the pitch angle of a pedal-driven vehicle, in particular by means of a tilt sensor,

[0033] Determining the speed of a pedal-driven vehicle, in particular by means of a speed sensor.

[0034] Detection of acceleration, in particular lateral and / or high acceleration of the pedal-driven vehicle, in particular by at least one acceleration sensor,

[0035] Detecting driver torque, especially through a torque sensor,

[0036] Detecting a rider's cadence, especially by means of a speed sensor,

[0037] Determining rider performance, particularly in relation to rider torque and rider cadence,

[0038] Capturing the driver's seating position, particularly by means of a camera,

[0039] Detection of the suspension travel of at least one suspension element of the pedal-driven vehicle, in particular by a travel sensor.

[0040] In other words, a driving parameter can be, in particular, a roll angle and / or a steering angle and / or a pitch angle of the pedal-driven vehicle. A roll angle is intended to be characteristic of whether a driver is leaning the pedal-driven vehicle into a curve. Specifically, the roll angle can be a rotation angle of the pedal-driven vehicle around its longitudinal axis. For example, a roll angle of 0° can be characteristic of the pedal-driven vehicle being in an upright position or not cornering. The steering angle is understood here as an angle that characterizes a steering input of the pedal-driven vehicle, in particular the steering input of the driver. For example, a steering angle of 0° can be characteristic of the driver being in a straight-ahead position or of no steering input.A pitch angle is intended to be characteristic of whether the pedal-driven vehicle is traveling uphill or downhill. In particular, the pitch angle can be a rotation angle of the pedal-driven vehicle about a transverse axis. For example, R. 416547.

[0041] - 6 -

[0042] A pitch angle of 0° is characteristic of the fact that the pedal-driven vehicle is traveling in a horizontal plane.

[0043] Additionally or alternatively, at least one driving parameter can be the acceleration of the pedal-driven vehicle. This acceleration can preferably be lateral acceleration, i.e., acceleration along the transverse axis of the pedal-driven vehicle, and / or vertical acceleration, i.e., acceleration along the vertical axis of the pedal-driven vehicle or in the direction of gravity.

[0044] Additionally or alternatively, a driving parameter can be rider torque and / or rider cadence and / or rider power. Rider torque is defined as the torque applied by the rider via the crank mechanism of the pedal-driven vehicle to propel the vehicle. Rider cadence is further defined 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.

[0045] 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.

[0046] Additionally or alternatively, a driving parameter can be the suspension travel of at least one suspension element of the pedal-driven vehicle. The suspension element R. 416547

[0047] - 7 - can be a front wheel suspension, in particular a suspension fork, or a rear wheel suspension, in particular a rear wheel shock absorber. The compression of at least one suspension element can preferably be detected by a displacement sensor and the suspension travel determined in this way.

[0048] With regard to the present invention, it can be provided that a locking criterion consists of the roll angle and / or steering angle and / or lateral acceleration of the pedal-driven vehicle reaching or exceeding a predetermined limit value. In other words, it is conceivable that a locking criterion is considered fulfilled when at least one driving parameter, in particular all driving parameters, from the group consisting of roll angle, steering angle, and lateral acceleration is or are greater than or equal to a predetermined limit value. Preferably, an individual limit value can be defined for each driving parameter.

[0049] When the driver of a pedal-powered vehicle enters a curve, they typically lean towards the inside of the curve or steer into the turn. Entering the curve also increases lateral acceleration. The roll angle, steering angle, and lateral acceleration are therefore reliable indicators that the pedal-powered vehicle is cornering. Especially at significant lean angles, large steering angles, and high-speed cornering, and the associated high lateral acceleration, gear changes should be avoided to prevent distracting the driver and to maintain power transmission in the drivetrain for optimal control of the pedal-powered vehicle.

[0050] It may further be provided with regard to the present invention that a locking criterion consists of the pitch angle of the pedal-driven vehicle reaching or exceeding a predetermined limit and / or the speed of the pedal-driven vehicle reaching or falling below a predetermined limit. In other words, it is conceivable that a locking criterion is considered fulfilled when the pitch angle is greater than or equal to a predetermined limit and / or the speed is less than or equal to a predetermined limit. Preferably, an individual limit can be defined for each driving parameter. R. 416547

[0051] - 8 -

[0052] When a driver of a pedal-powered vehicle travels uphill, the vehicle's pitch angle corresponds to the gradient of the road. This pitch angle allows for a reliable identification of whether the driver is traveling uphill, downhill, or on level ground. Particularly on steep uphill inclines and / or at low speeds, it is advantageous to disable automatic gear changes, as this indicates a technically challenging section where the driver should not be hindered in controlling the vehicle.

[0053] Additionally or alternatively, the present invention may provide for a locking criterion that the driver torque and / or driver power reaches or exceeds a predetermined limit. In other words, a locking criterion is considered fulfilled when the driver torque and / or driver power is greater than or equal to a predetermined limit. Preferably, an individual limit can be defined for each driving parameter. High driver torques or driver power indicate that the driver of the pedal-driven vehicle intends to utilize a given gear to its full potential, which should therefore not be interrupted by the automatic initiation of a gear shift. Furthermore, high driver torques or driver power result in a comparatively high load in the drivetrain of the pedal-driven vehicle.Performing a gear shift under these conditions can lead to severe wear or even damage to the gearshift mechanism. Therefore, it has proven advantageous to only allow automatic gear shifts when the driver's torque and / or power output are below a predetermined limit.

[0054] In relation to the present invention, it may be provided that a blocking criterion consists of the rate of change of at least one driving parameter reaching or exceeding a predetermined limit. A rate of change shall be understood here as a change in the driving parameter in question per unit of time. A rate of change can be determined, for example, by differentiation (R. 416547).

[0055] - 9 - a time course of the driving parameter can be determined. A comparatively high rate of change of at least one driving parameter indicates a dynamic driving situation. Accordingly, it can be advantageous to perform automatic gear changes only when the driving situation has become calmer.

[0056] Furthermore, the present invention may include a locking criterion that a rate of change of high acceleration or vertical acceleration and / or a spring travel of at least one spring element reaches or exceeds a predetermined limit. A comparatively high rate of change of high acceleration or vertical acceleration, as well as a regularly comparatively large spring travel, occur, for example, when driving off-road or when overcoming obstacles such as stones, roots, or the like. This can also indicate, for example, particularly high-frequency changes in the pitch angle of the pedal-driven vehicle. To prevent the driver from losing control, it has proven advantageous to disable automatic gear changes in such driving situations.

[0057] Advantageously, the present invention may provide for a locking criterion that consists of a change in the rider's seating position. A change in seating position can be derived, in particular, from a change in 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 the weight distribution on the handlebars and / or saddle of the pedal-driven vehicle. If the rate of change of the head position exceeds or reaches a predetermined limit, the locking criterion can preferably be considered fulfilled. If the rider changes their seating position, this indicates an unbalanced intermediate state with respect to the seating position, which can contribute to a loss of control by the rider.Additional gear changes in such an intermediate state with regard to the seating position can further endanger the driver's safety.

[0058] Additionally or alternatively, the procedure may also include the following: R. 416547

[0059] - 10 -

[0060] Determining a, in particular moving, variance of at least one driving parameter for a time course of the driving parameter within a, in particular moving, predetermined period, wherein a blocking criterion consists in the fact that the variance reaches or exceeds a predetermined limit.

[0061] The variance of at least one driving parameter can preferably be determined with respect to its local maxima and / 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.

[0062] Analyzing the variance can determine whether a driving situation in a pedal-driven vehicle is largely stable or dynamic. For example, a comparatively high variance in the roll angle indicates that the driver is standing up and pedaling. Similarly, comparatively high variances in the local maxima of the driver's torque point indicate a dynamic driving situation. For instance, significantly higher variance in various driving parameters such as speed and / or acceleration is to be expected during off-road driving than during quasi-stationary driving on level ground, especially on a road. In particular, high variances in one or more driving parameters have proven to be a helpful criterion for at least temporarily suspending automatic gear changes to avoid additional driver distraction in dynamic driving situations.

[0063] It may be provided for that several, in particular at least two or at least three or all, blocking criteria are applied in combination. R. 416547

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[0065] In particular, a predefined limit value for at least one driving parameter can be factory-set and / or adjustable by the driver of the pedal-driven vehicle. This adjustability allows the locking of the automatic transmission mode to be optimally tailored to the driver's individual preferences. For example, a limit value can be transmitted from a mobile device, particularly using a suitable software application, to the pedal-driven vehicle, especially its control unit. For this purpose, the pedal-driven vehicle, especially its control unit, can include at least one communication interface for establishing a communication connection, at least temporarily, with a mobile device. The mobile device can be, for example, a tablet or smartphone. The communication interface can preferably be a Bluetooth or mobile communication interface.

[0066] In particular, it is also conceivable that the automatic triggering of gear changes is blocked at least as long as at least one blocking criterion is met, and / or that the blocking of automatic gear changes is maintained for a predetermined blocking period after all blocking criteria have been extinguished. This approach can prevent gear changes from being triggered even when the driving situation is only temporarily very slightly calmer.

[0067] Additionally or alternatively, it is conceivable that the automatic triggering of gear changes could be prevented by adjusting a shifting characteristic, in particular a target cadence and / or a target cadence band, of the gear system. In other words, no control commands or similar are actively suppressed, but instead the shifting characteristic of the gear system is adjusted in such a way that automatic triggering of gear changes is prevented.

[0068] 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 shift operation can be initiated to increase the gear ratio (upshifting), and when a lower gear ratio is reached or exceeded, R. 416547

[0069] - 12 -

[0070] If the cadence falls below a lower limit of the target cadence band (lower cadence threshold), a gear shift is triggered to reduce the gear ratio (upshift). A target cadence or target cadence band can vary for different gears, riding situations, or other factors.

[0071] 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 automatically, in particular, if the cadence falls below the target cadence by a certain cadence difference, i.e., reaches or falls below a lower cadence threshold in order to increase the cadence to the target cadence.

[0072] 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.

[0073] A lower cadence limit is to be understood here as a cadence at which, or below which, a gear change is triggered or carried out to reduce a gear ratio provided by the gear system, in particular automatically. A lower R. 416547

[0074] - 13 -

[0075] The cadence limit can preferably be lower than a target cadence and an upper cadence limit.

[0076] 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.

[0077] 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 target cadence band. Specifically, a lower cadence limit can be lowered and an upper cadence limit raised, thus widening the target cadence band. In this way, the automatic triggering of gear changes can be effectively prevented.

[0078] 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 shifting operations depending on at least one driving parameter. The pedal-driven vehicle is preferably configured 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 configured as a bicycle, preferably an electric bicycle or pedelec. With regard to a pedal-driven vehicle, R. 416547

[0079] - 14 - the same advantages as described in relation to a method according to the invention. The pedal-driven vehicle may preferably comprise two wheels, in particular a front wheel and a rear wheel.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] The gear system can be designed as a derailleur system or a hub gear system. Additionally or alternatively, it can be designed as an automatic or at least semi-automatic gear system. In particular, it can be provided that gear changes do not have to be manually initiated by the driver of the vehicle, but are automated based on a [R. 416547].

[0084] - 15 - or more driving parameters. A driving parameter can be, for example, a speed of the pedal-driven vehicle, a pedaling frequency of a driver of the pedal-driven vehicle and / or a driver torque applied by a driver of the pedal-driven vehicle to propel the vehicle or a power applied by a driver of the pedal-driven vehicle to propel the vehicle.

[0085] It may be provided that an automatic or at least semi-automated gearshift includes at least one user interface, in particular at least one gearshift lever, for manually initiating a gearshift operation.

[0086] Within the scope of the invention, it may be provided that at least one detection unit comprises at least one sensor.

[0087] Preferably, the detection unit can include at least one tilt sensor for detecting an inclination, in particular a pitch angle and / or roll angle of the pedal-driven vehicle. At least one tilt sensor can preferably be designed as an inertial measurement unit (IMU).

[0088] Additionally or alternatively, the detection unit may include at least one rotation angle sensor for detecting a steering angle. The steering angle can, in particular, be detected as the rotation angle of the handlebars of a pedal-driven vehicle.

[0089] 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. R. 416547

[0090] - 16 -

[0091] 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.

[0092] Additionally or alternatively, at least one acceleration sensor can be included in the detection unit. The acceleration sensor can be configured, in particular, to detect lateral, vertical, and / or lateral acceleration of the pedal-driven vehicle. At least one acceleration sensor can preferably be configured as an inertial measurement unit (IMU).

[0093] 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.

[0094] Additionally or alternatively, the detection unit can include at least one displacement sensor for detecting a spring travel in at least one spring element of the pedal-driven vehicle.

[0095] 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.

[0096] At least one control unit and at least one acquisition unit can be designed as a single unit. R. 416547

[0097] - 17 -

[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 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] Further advantages, features and details of the invention will become apparent from the following description, with reference to the drawings R. 416547.

[0103] - 18 -

[0104] Exemplary embodiments of the invention are described in detail. The features mentioned in the claims and the description can each be essential to the invention individually or in any combination.

[0105] Each schematically illustrates:

[0106] Figure 1 shows a view of a process and

[0107] Figure 2 shows a view of a pedal-powered vehicle.

[0108] Fig. 1 shows a schematic view of a method 100 for operating a pedal-driven vehicle 200, comprising at least one 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:

[0109] Capture 110 at least one driving parameter, in particular by the capture unit 203,

[0110] Check 120 at least one locking criterion defined as a function of at least one driving parameter, in particular by the control unit 202 and

[0111] Blocking 130 of an automatic triggering of switching operations if at least one blocking criterion is met, in particular by the control unit 202.

[0112] Furthermore, Fig. 2 shows a schematic view of a pedal-driven vehicle 200, comprising at least one 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, and wherein the pedal-driven vehicle 200 is configured to be operated according to a method 100 according to the first aspect of the present invention. R. 416547

[0113] - 19 -

[0114] Fig. 2 also shows the vertical axis H, the transverse axis Q and the longitudinal axis L of the pedal-driven vehicle 200.

[0115] The detection unit 203 and the control unit 202 are designed as a single unit. Furthermore, the pedal-driven vehicle 200 includes a crank mechanism 204, via which a driver can provide torque or power to propel the pedal-driven vehicle 200. The preceding explanation of the embodiments describes the present invention solely by way of examples. Of course, 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. 416547 - 20 - Claims 1. Method (100) for operating a pedal-driven vehicle (200), comprising at least one 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), Check (120) at least one locking criterion defined as a function of at least one driving parameter, in particular by the control unit (202) and Blocking (130) an automatic triggering of switching operations when at least one blocking criterion is met, 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 the roll angle of the pedal-driven vehicle (200), in particular by means of an inclination sensor, Detection of a steering angle of the pedal-driven vehicle (200), in particular by a rotary angle sensor; Detection of a pitch angle of the pedal-driven vehicle (200), in particular by a tilt sensor; Determining the speed of the pedal-driven vehicle (200), in particular by means of a speed sensor, R. 416547 - 21 - Detecting acceleration, in particular lateral and / or vertical acceleration of the pedal-driven vehicle (200), in particular by at least one acceleration sensor, Detecting driver torque, especially through a torque sensor, Detecting a rider's cadence, especially by means of a speed sensor, Determining rider performance, particularly in relation to rider torque and rider cadence, Capturing the driver's seating position, particularly by means of a camera, Detection of the travel of at least one spring element of the pedal-driven vehicle (200), in particular by a travel sensor.

3. Method (100) according to claim 2, characterized in that a blocking criterion consists in the fact that the roll angle and / or the steering angle and / or a lateral acceleration of the pedal-driven vehicle (200) reaches or exceeds a predetermined limit value.

4. Method (100) according to one of claims 2 or 3 characterized in that a blocking criterion consists in the pitch angle of the pedal-driven vehicle (200) reaching or exceeding a predetermined limit value and / or the speed of the pedal-driven vehicle (200) reaching or falling below a predetermined limit value.

5. Method (100) according to one of claims 2 to 4, characterized in that a locking criterion consists in the driver torque and / or driver power reaching or exceeding a predetermined limit value.

6. Method (100) according to any one of claims 2 to 5, R. 416547 - 22 - characterized in that a locking criterion consists in the fact that a rate of change of the high acceleration and / or a spring travel of at least one spring element reaches or exceeds a predetermined limit value.

7. Method (100) according to one of claims 2 to 6, characterized in that a blocking criterion consists in the fact that the seating position of the driver changes.

8. Method (100) according to any one of claims 2 to 7, characterized in that further comprising: Determining a, in particular moving, variance of at least one driving parameter for a time course of the driving parameter within a, in particular moving, predetermined period, wherein a blocking criterion consists in the fact that the variance reaches or exceeds a predetermined limit.

9. Method (100) according to one of the preceding claims, characterized in that the blocking (130) of the automatic triggering of switching operations takes place at least as long as at least one blocking criterion is fulfilled and / or that the blocking (130) of the automatic triggering of switching operations is maintained for a predetermined blocking period after all blocking criteria have expired.

10. Method (100) according to one of the preceding claims, characterized in that the blocking (130) of the automatic triggering of switching operations is carried out by adjusting a switching characteristic, in particular a target cadence and / or a target cadence band, of the gear shift (201). R. 416547 - 23 - 11. Pedal-driven vehicle (200) comprising at least one 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.

12. Computer program product comprising commands that cause a pedal-driven vehicle (200) according to the preceding claim to be a The method (100) is carried out according to any one of claims 1 to 10.

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

14. Data carrier signal which transmits a computer program product according to claim 12.

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