Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
  • B62M6/40—Rider propelled cycles with auxiliary electric motor
  • B62M6/45—Control or actuating devices therefor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
  • B62M25/08—Actuators for gearing speed-change mechanisms specially adapted for cycles with electrical or fluid transmitting systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
  • B62J45/411—Torque sensors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
  • B62J45/413—Rotation sensors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
  • B62J45/414—Acceleration sensors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
  • B62J45/415—Inclination sensors
  • B62J45/4151—Inclination sensors for sensing lateral inclination of the cycle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
  • B62J45/421—Sensor arrangements; Mounting thereof characterised by mounting at the pedal crank
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J50/00—Arrangements specially adapted for use on cycles not provided for in main groups B62J1/00 - B62J45/00
  • B62J50/20—Information-providing devices
  • B62J50/21—Information-providing devices intended to provide information to rider or passenger
  • B62J50/22—Information-providing devices intended to provide information to rider or passenger electronic, e.g. displays
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
  • B62M2025/006—Actuators for gearing speed-change mechanisms specially adapted for cycles with auxiliary shift assisting means
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
  • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
  • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
  • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
  • B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
  • B62M9/12—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like the chain, belt, or the like being laterally shiftable, e.g. using a rear derailleur
  • B62M9/121—Rear derailleurs
  • B62M9/122—Rear derailleurs electrically or fluid actuated; Controls thereof

Definitions

• the present invention relates to a method for shifting a transmission ratio of a gear shift of a bicycle, in particular an electric bicycle.
• the invention also relates to a computer program, comprising instructions which, when the program is executed by a computer, cause the latter to carry out the steps of the method.
• the invention also relates to a control device with a processor configured to carry out the steps of the method, and a drive unit for an electric bicycle with a drive motor and the control device. Furthermore, the invention relates to a bicycle with the control device or the drive unit.
• Document EP 2 983 975 B1 discloses shifting a gear shift even when the driver is not pedaling. An electric drive is used to move a chain, allowing for smooth gear changes.
• the document DE 10 2009 011 882 A1 discloses an electronic control of system parts with which an automatic engagement and shifting of the gears of a gear shift for human-powered vehicles can be effected as a function of the physical strength introduced according to individual specifications.
• Document DE 10 2014015 630 A1 discloses a bicycle control apparatus.
• a controller controls at least one of the drive unit and the electric switching unit so that a crank torque and a crank rotation speed vary will be within a predetermined range.
• the controller can control the electric switching unit such that the gear ratio is/will be small, so that it becomes easy to bring the rotation parameter into the predetermined range.
• the controller can control the electrical switching unit such that the gear ratio becomes/will be large.
• the controller may increase an auxiliary driving force.
• the object of the present invention is to improve a semi-automatic or automatic shifting or adjustment of a transmission ratio of a gear shift of a bicycle. Disclosure of Invention
• the present invention relates to a method for shifting a transmission ratio of an electrically controllable gear shift of a bicycle.
• the method according to the invention includes detecting a pedaling frequency or a cadence of the cyclist on the pedal axle, with a rotational speed of the pedal axle and/or a rotational speed of a rotor of a power-assisting drive motor of the bicycle representing the pedaling frequency.
• the cadence is detected in particular by means of a speed sensor, in particular by means of a speed sensor on the pedal axle or by means of at least one rotor position sensor in the drive motor.
• a pedaling force of the cyclist is recorded in the method, with the driver torque on the pedal axle being advantageously recorded, which torque represents the pedaling force.
• the pedaling power of the cyclist is preferably detected by means of a torque sensor on the pedal axis of the bicycle.
• the pedaling force can be detected, for example, by means of a force sensor on at least one of the pedals.
• a gear change operating state is then determined.
• the gear change operating state is determined as a function of the recorded pedaling frequency and/or as a function of the recorded pedaling force.
• the gear change operating state is determined when the sensed cadence is less than or equal to a lower threshold rate, or when the sensed cadence is greater than or equal to an upper rate threshold.
• the gear change operating state is determined if the detected pedaling force is less than or equal to a lower force threshold value, or if the detected pedaling force is greater than or equal to an upper force threshold value.
• a lower force threshold value if the detected pedaling force is greater than or equal to an upper force threshold value.
• the gear change operating state it is determined or checked whether the recorded pedaling frequency and/or the recorded pedaling force is/are in a respective target range.
• the determination of the gear change operating state advantageously represents a comparison of the recorded pedaling frequency and/or the recorded pedaling force of the cyclist with respectively assigned target ranges, with a gear change operating state being determined when the detected cadence and/or the detected pedaling force is outside of the respectively assigned target range or leaves the respectively assigned target range.
• the respective target ranges for the recorded cadence and/or the recorded pedaling force can advantageously be visualized in combination, for example two-dimensionally, see also the exemplary embodiments listed below.
• the change in a transmission ratio of the gear shift is advantageously initially not carried out immediately despite a determined departure from the respective target range for the detected pedaling frequency and/or the detected pedaling force.
• further operating conditions of the bicycle are checked for determining the shift command for changing a gear and/or a shift time is awaited and/or an ideal transmission ratio is determined.
• a control signal for the gear shift is then generated as a function of the determined gear change operating state and advantageously as a function of the specific shift command.
• the transmission ratio of the gear shift is adjusted as a function of the generated control signal.
• the method results in particular in the advantage that deviations or outliers of the pedaling frequency and/or the pedaling force from target ranges or target ranges of an automatic gear shift do not result directly in a control signal for the gear shift or in a shifting of the transmission ratio; instead, the adaptation of the transmission ratio is, in particular, temporal delayed and advantageously avoided, in particular if a gear change in a driving situation is evaluated as undesirable during the determination of the shift command.
• the absolute number of shifting operations of the gear shift or changes in the gear ratio is advantageously reduced, resulting in a more comfortable driving experience, particularly if the gear shift has many discrete gears or gear ratios.
• the number of gear changes to an unsuitable gear is generally advantageously reduced for the rider, so that the bicycle's handling is generally more comfortable for the cyclist.
• the shift command is determined as a function of the elapse of a shift time period after the gear change operating state has been determined.
• the determination is made the shift command advantageously only if the conditions for determining the gear change operating state are still met.
• the absolute number of shifting operations of the gear shift or changes in the gear ratio is advantageously reduced efficiently and simply. Provision can be made for the switching duration to be adapted as a function of the detected cadence and/or the detected pedaling force, for example the switching duration decreases linearly with the distance between the detected cadence and the lower or upper frequency threshold value.
• the shift command is determined or ascertained as a function of the recorded cadence and/or as a function of the recorded pedaling force.
• a switching signal can advantageously be generated directly at low or high pedaling frequencies and/or high pedaling forces, or the transmission ratio can be adjusted.
• the shift command is determined as a function of a change over time or a mathematical derivation of the recorded cadence and/or as a function of a change over time or a mathematical derivation of the recorded pedaling force.
• a switching signal is advantageously generated or the transmission ratio is adjusted if there is a positive derivation above a threshold value for a change in pedaling frequency and/or if the detected pedaling force is positive above a threshold value for a change in pedaling force.
• no shifting command is determined if, when the upper frequency threshold value is exceeded, the change in the recorded cadence within the shifting time period after the determination of the gear change operating state is negative or if, when the lower frequency threshold value is undershot, the change in the recorded cadence within the shifting time period after the determination of the Gear change operating state is positive.
• the current driving situation or operating situation is taken into account when determining the shift command, resulting in semi-automatic or automatic shifting of the gear shift that is very comfortable for the cyclist and is tailored to the driving situation.
• a speed of the bicycle is detected.
• the speed is detected, for example, by means of a Speed sensor on the bike, for example by means of a reed sensor or a speed sensor on one of the wheels of the bike.
• an acceleration of the bicycle is detected, for example by means of an acceleration sensor and/or the acceleration is determined as a function of the detected speed of the bicycle.
• an incline of the route taken by the bicycle or a pitch angle of the bicycle about its transverse axis is recorded, for example by means of an inertial measuring unit.
• a shift command is then determined or determined as a function of the recorded speed of the bicycle, as a function of the recorded or determined acceleration and/or the recorded incline, with the shift command being determined in particular as a function of at least one change over time in the recorded speed, the recorded or determined acceleration and/or or the detected gradient is determined.
• a control signal for the gear shift is only generated if at the same time the change in the gradient of the route over time is not positive or becomes more positive, so that, for example, when driving on an increasingly steeper incline of a route, no immediate undesired shifting into a higher gear is carried out becomes.
• an adjustment of the transmission ratio can advantageously be prevented when the bicycle is coasting downhill on an incline of the route at increasing or constant speed.
• Gear change operating state determines an ideal transmission ratio depending on the detected pedaling frequency and/or depending on the detected pedaling force and/or depending on the detected speed of the bicycle and/or depending on the detected or determined acceleration of the bicycle and/or depending on the detected incline of the route.
• the gear shift between the current gear ratio and the ideal gear ratio has at least one skipped gear ratio of the gear shift.
• the current transmission ratio is also recorded or determined.
• the control signal for the gear shift is then additionally generated as a function of the determined ideal transmission ratio, as a result of which at least one transmission ratio of the gear shift is skipped when the transmission ratio of the gear shift is adjusted.
• This version is particularly advantageous if, in the event of a positive or negative change in an incline of the route, you want to switch to a very different gear ratio, it being undesirable to switch through several gear ratios successively, since each gear change results in a sudden change in the driver's torque and, in the case of a Electric bicycles also result in a sudden change in motor torque.
• the cyclist is informed about the process and can, for example, interrupt the expected automatic behavior with a further input if the driving situation, for example an imminent uphill gradient on the route or an impending downhill gradient, makes this seem necessary.
• This refinement of the method results in a comfortable driving experience and a controllable or easily adaptable, balanced method for the cyclist.
• the control signal for the gear shift is only generated if, after the specific shift command, the recorded pedaling frequency of the cyclist is less than an activation frequency threshold value, and/or when the recorded pedaling force of the cyclist is less than an activation force threshold value after the specific shift command.
• the control signal for the gear shift is also generated as a function of confirmation from the cyclist, with the cyclist confirming the gear change in particular by interrupting pedaling power and/or pedaling frequency.
• the cyclist confirms the control command by adjusting the cadence and/or pedaling power.
• the generation of the control signal for the gear shift occurs only when the detected cadence of the cyclist is zero or close to zero.
• the cyclist's confirmation is recorded by means of an input means, the input means for confirming the shifting being preferably arranged in the vicinity of one of the handlebar grips.
• the cyclist is shown in particular acoustic, visual and/or haptic shift information for semi-automatic shifting, preferably by means of an HMI, with the shift information representing in particular a request to confirm the adjustment of the transmission ratio or a gear change.
• This semi-automatic shifting design results in a comfortable, semi-automatic generation of the control signal for the gear shift.
• an expected future driver torque and/or an expected pedaling frequency for the future gear ratio is determined, for example the ideal gear ratio.
• the expected future driver torque and/or the expected cadence is determined as a function of the detected current pedaling power of the cyclist and/or and the detected current cadence as well as depending on the current engine power of a drive motor of an electric bicycle and depending on the current transmission ratio and a predicted or the future gear ratio.
• the predicted transmission ratio can be determined as a function of the detected cadence and/or as a function of the detected pedaling force and a respective target range for the cadence and/or the pedaling force or as a function of the frequency threshold values and/or force threshold values.
• the shift command is additionally determined as a function of the expected driver torque and/or the expected cadence; in particular, the shift command is only determined if the expected driver torque is between the lower and upper force threshold values and/or the expected cadence is between the lower and upper frequency threshold values lies.
• This configuration advantageously takes into account the current and future motor torque of a drive of an electric bicycle, which results in more comfortable shifting behavior, for example, in driving situations of the electric bicycle in which the motor torque of the drive motor is saturated.
• the method includes a determination of a predicted future motor torque and/or a predicted future motor power of a drive motor of an electric bicycle to a possible change in the transmission ratio depending on the pedaling force detected and/or the pedaling frequency detected, depending on the current motor torque of the drive motor and depending on the current gear ratio and a predicted gear ratio.
• the predicted transmission ratio can be determined as a function of the detected cadence and/or as a function of the detected pedaling force and a respective target range for the cadence and/or the pedaling force or the frequency threshold values and/or force threshold values.
• the shift command is then also determined as a function of the determined future engine torque and/or the predicted future engine output.
• a determination of the shift command and a change in the gear ratio is suppressed or avoided if a significantly reduced predicted future motor power of the drive motor of the electric bicycle is determined in the future gear ratio with the same rider performance, despite adjusted pedaling frequency and adjusted pedaling power.
• out-of-saddle pedaling by the cyclist is detected depending on the detected pedaling frequency and/or the detected pedaling force of the cyclist and/or depending on a detected lateral acceleration of the bicycle in the transverse direction of the bicycle and/or a detected lateral inclination of the bicycle.
• the shift command is additionally determined as a function of the detected out-of-saddle pedaling, in particular no shift command being determined after the end of the shifting time period if out-of-saddle pedaling is detected.
• shifting of the gear shift or a change in the gear ratio is preferably avoided when the cyclist is found to be pedaling out of the saddle, since shifting while pedaling out of the saddle is generally not desired.
• an input by the cyclist is detected in order to set a shift mode.
• the cyclist advantageously sets a shifting mode or a shifting behavior through the input.
• the cyclist's input is recorded, for example, by means of an input device on the handlebars of the bicycle or on an HMI.
• an adjustment of the lower Frequency threshold and / or the upper frequency threshold performed depending on the detected input of the cyclist.
• the lower force threshold value and/or the upper force threshold value is adjusted depending on the detected input from the cyclist.
• the respective target range for the cadence and/or the pedaling force is advantageously adapted as a function of the recorded input.
• the shift command is also determined as a function of the input recorded by the cyclist, with the shifting time duration and/or respective threshold values for the speed of the bicycle, for the acceleration of the bicycle, for the pedaling force of the cyclist, for the incline of the route and/or for its change over time.
• the ideal transmission ratio is also determined as a function of the input recorded by the cyclist. This advantageous configuration results in a more direct or indirect shifting behavior that the cyclist may desire in some driving situations and/or an adjustment of the shifting behavior with regard to skipping gears or transmission ratios.
• the cyclist's input for setting an assistance ratio also includes the input for setting the shifting mode or the shifting behavior, with each assistance ratio being assigned a shifting mode.
• the input for setting the shift mode can be coupled to the input for setting the assist ratio.
• the “Eco” and/or “Sport” assistance ratio is assigned a direct shifting behavior by a small difference between the lower and upper frequency threshold value and the “Turbo” assistance ratio is assigned an indirect shifting behavior by a larger difference between the lower and upper frequency threshold value.
• the invention also relates to a computer program comprising instructions which, when the program is executed by a computer, cause the latter to carry out the steps of the method according to one of the preceding claims.
• the computer program can preferably be loaded from a cloud or from a server device using a wireless or wired data connection.
• Such a computer program allows, for example, updates-over-the-air for controlling a gear shift of a bicycle, in particular one Electric bicycle, for example in the case of retrofitting or replacing a gear shift of the bicycle.
• the invention also relates to a control unit, the control unit comprising at least one first signal input for providing a first signal which represents the cadence of a cyclist.
• the controller also includes a second signal input for providing a second signal representative of the cyclist's pedaling power.
• the control device also has a signal output for outputting a control signal for an electrically controllable gear shift of a bicycle.
• the control device has a computing unit, in particular a processor, the computing unit being configured in such a way that it executes the steps of the method according to the invention. In other words, the control unit is set up to carry out the method according to the invention. With this control unit, the advantages for the cyclist or the bicycle described for the method result.
• the invention also relates to a drive unit for an electric bicycle with a drive motor, the drive unit comprising at least one speed sensor.
• the speed sensor is set up to detect a cadence of a cyclist on the pedal axis of a bicycle.
• the drive unit includes a pedaling force sensor, the pedaling force sensor being set up to detect a pedaling force of a cyclist on the pedal axle of a bicycle.
• the drive unit also includes the control device according to the invention.
• the drive unit can include an electrically controllable gear shift.
• the drive unit is set up by means of the control unit to control an electrically controllable gear shift of the bicycle by means of a generated control signal at the signal output.
• the invention also relates to a bicycle, in particular an electric bicycle.
• the bicycle according to the invention comprises an electrically controllable gear shift and a control unit according to the invention or a drive unit according to the invention.
• FIG. 1 Bicycle with an electrically controllable gear shift
• Figure 2 Control device of a bicycle for controlling a gear shift
• FIG. 3a Procedure as a block diagram
• FIG. 3b alternative process sequence as a block diagram
• Figure 4 Diagram of a target range for pedaling power and pedaling frequency
• a bicycle 100 with an electrically controllable gear shift 110 is shown schematically.
• the bicycle 100 has pedals 102 on a pedal axle 101 for absorbing pedaling forces F of the cyclist.
• the bicycle 100 has a longitudinal axis 190 and during operation typically moves in the direction of travel in the direction of the longitudinal axis, being driven by a pedaling force F of the cyclist with a pedaling frequency K on the pedals or a driver torque on the pedal axle 101 .
• the bicycle 100 also optionally includes a display device 130 or an HMI and/or an input device 140, the display device 130 and the input device 140 preferably being arranged on the handlebars 105 of the bicycle 100.
• the electrically controllable gear shift 110 of the bicycle 100 is a derailleur, comprising an electrically controllable chain derailleur 111 and chainrings 112 on the pedal axle 101 and an electrically controllable chain guide roller 113 and a sprocket set 114 or sprocket set on the rear wheel hub 104 of the rear wheel 103, the Chain rings and the sprocket set 114 are connected to one another by means of a chain 115 .
• an electrically controllable gear shifts can be arranged on the bicycle 100, for example an electrically controllable hub gear on the rear wheel hub 104 of the rear wheel 103, for example comprising a multi-stage planetary gear.
• Derailleur and hub gears of bicycles usually have discrete transmission ratios i, the stepping of the gears or transmission ratios i depending on the design of the gear shift and the manufacturer.
• the gear ratio of a derailleur or Gear shift 110 with a 53/39 chain ring combination on the pedal axle 101 or crankshaft and with a sprocket set with 11 to 21 teeth on the rear wheel hub 104 in discrete steps between 1.86 and 4.82.
• Hub gears with 3 or 8 gears usually have a gear ratio range similar to that of the derailleur gears described.
• the shiftable range of gear ratios of an alternative continuously variable transmission 110 which is arranged, for example, on the rear wheel hub 104 of the bicycle 100, is typically comparable to derailleur and hub transmissions with planetary gears.
• a gear ratio of a gear shift 110 of a bicycle 100 is therefore generally between about 1.5 and 5.
• both the driver torque FM and the engine torque M are combined before the gear shift 110 and translated by means of the gear shift 110 by a gear ratio i to the Rear hub 104 of the rear wheel 103 of the bicycle 100 transmitted.
• the gearshift 110 can be designed to be electrically controllable in all designs or types.
• the cadence K changes as a function of the transmission ratio i approximately according to equation (2) by the circuit, consequently discretely or abruptly.
• the pedaling power P of a cyclist can be described as the product of the cadence K and the pedaling torque or driver torque FM of the cyclist, see equation (3).
• the driver's power P or the pedaling power of the cyclist can be assumed to be approximately constant at the time of the adjustment or the shifting of a transmission ratio from i1 to i2. If the driver's power P remains the same at the time of shifting, the driver's torque FM2 depends on the transmission ratios i1 and i2 and the driver's torque FM1 according to equation (4). The driver torque FM also changes as a function of the transmission ratios i1 and i2 according to equation (4) by shifting the transmission ratio of the gearshift 110 discretely or abruptly.
• Bicycle 100 is preferably also an electric bicycle, comprising a drive unit 120 with an electric drive motor 121 for driving bicycle 100.
• Electric drive motor 121 is advantageously set up to generate a motor torque M as a function of a detected pedaling force F or a detected driver torque FM , The motor torque M being set up in addition to the applied driver torque FM on the pedal axle 101 to drive the electric bicycle in the direction of travel.
• the motor torque M generated by the drive motor 121 is typically generated as a function of the detected pedaling force F or the detected driver torque FM on the pedal axle 101 and as a function of an assistance ratio a that can usually be set or selected by the driver according to equation (5).
• the assistance ratio a can be set between 100% and 400%, for example.
• the generated motor torque M is preferably additionally generated or reduced as a function of a detected speed v of the bicycle 100 and the maximum speed vmax.
• Maximum motor torque Mmax is limited because the drive motor 121 cannot or should not apply a motor torque M greater than the maximum motor torque Mmax, ie the motor torque M of the drive motor 121 is controlled or blocked as a function of the maximum motor torque Mmax.
• the driver torque required for electric bicycles can, for example, be surprisingly large in order to maintain or increase a speed v of the electric bicycle as desired if the driver torque required after switching to the higher transmission ratio due to a maximum motor torque Mmax generated before switching and/or due to the locking of the engine torque generated increases disproportionately.
• the cadence K of the cyclist is advantageously detected by means of a speed sensor 210 on the pedal axle 101 .
• the cadence K can be detected in electric bicycles by means of a rotor position sensor or by means of at least one rotor position sensor or a motor speed sensor if there is a constant transmission ratio between the pedal axle and the drive motor.
• the cadence K can be detected by means of a torque sensor 220 on the pedal axle, with the cadence K being determined as a function of the detected driver torque FM.
• the pedaling force F of the cyclist on the pedals or the driver torque of the cyclist on the pedal axle can be detected, for example, by means of at least one force sensor on one of the pedals or by means of a torque sensor 220 on the pedal axle 101 of the bicycle.
• the speed v of the bicycle 100 is advantageously detected by means of a speed sensor 230, for example by means of a reed sensor on the rear wheel 103 of the bicycle 100.
• a control device 200 of a bicycle 100 for controlling a gear shift 110 is shown schematically in FIG.
• Control unit 200 has an arithmetic unit 201.
• Arithmetic unit 201 in particular a processor, is configured in such a way that it executes the steps of the method according to the invention.
• the control unit 200 also has an optional first signal input 202 , a second signal input 203 , an optional third signal input 204 , an optional fourth signal input 205 and an optional fifth signal input 206 .
• the control unit 200 also includes a signal output 250 for outputting a control signal for the electrically controllable gear shift 110 of a bicycle 100.
• the second signal input 203 is set up to detect a second signal, for example from the torque sensor 220 on the pedal axle, which detects the pedaling force of a cyclist represented.
• the optional first signal input 202 is set up to detect a first signal, for example from the speed sensor 210 on the pedal axle, which represents the cadence of a cyclist. It can be provided that the pedaling frequency of the cyclist is determined as a function of the detected second signal or the detected pedaling force or the detected driver torque.
• the optional third signal input 204 is set up to detect a third signal from the speed sensor 230 which represents the speed v of the bicycle 100 .
• the optional fourth signal input 205 is set up to detect a fourth signal from the input means 140, which represents an input by the cyclist regarding the shifting mode or the shifting behavior.
• the optional fifth signal input 206 is set up to detect a fifth signal from an acceleration sensor 240 or an inertial measuring unit 241, the fifth signal being an acceleration of the bicycle in the longitudinal direction, an acceleration of the bicycle in the transverse direction, a pitch angle of the bicycle and/or a lateral Inclination of the bicycle or a rotation of the bicycle 100 about the longitudinal axis 190 of the bicycle 100 is represented.
• the signal output 250 is set up to generate a control signal which is set up to actuate the electrically controllable gearshift 110 to change a transmission ratio.
• This preferably includes Control unit has a memory 290 in which, for example, parameters such as the maximum speed vmax or the maximum engine torque Mmax and a large number of other operating parameters and threshold values are advantageously stored.
• a process sequence is shown schematically as a block diagram.
• the method includes a detection 310 of the cadence K of the cyclist at the pedal axle.
• the method also includes a detection 320 of a pedaling force F of the cyclist, with the pedaling force F being recorded in particular as driver torque FM by means of torque sensor 220 .
• a current speed v of the bicycle is optionally recorded 330 .
• an acceleration of the bicycle in the longitudinal direction 190 can optionally be detected in step 331 .
• the acceleration is optionally recorded 331 as a determination of the acceleration of the bicycle in the longitudinal direction 190 as a function of the recorded speed v.
• an incline of the travel route of the bicycle 100 or a pitch angle of the bicycle 100 about the transverse axis of the bicycle 100 can be detected or determined using an inertial measuring unit 241 on the bicycle 100 .
• an input from the cyclist to set a shift mode can be detected. It can be provided that in an optional step 341 a lower frequency threshold value and/or an upper frequency threshold value is adjusted depending on the input of the cyclist recorded in step 340 . It can also be provided that in an optional step 342 a lower force threshold value and/or an upper force threshold value is adjusted as a function of the cyclist's input recorded in step 340 . Then, in step 350, a gear change operating state is determined as a function of the pedaling frequency K detected and as a function of the pedaling force F detected.
• the determination 350 of the gear change operating state takes place as soon as the recorded cadence K is less than or equal to the lower frequency threshold value or the recorded cadence K is greater than or equal to the upper frequency threshold value.
• the gear change operating state is determined 350 as soon as the recorded pedaling force F is less than or equal to the lower force threshold value or the recorded pedaling force F is greater than or equal to the upper force threshold value.
• the cyclist is shown acoustic, visual and/or haptic information about the semi-automatic or predicted automatic shifting.
• out-of-saddle pedaling by the cyclist is detected or determined as a function of the detected cadence and/or the detected pedaling force of the cyclist and/or a detected lateral acceleration of the bicycle 100 in the transverse direction of the bicycle 100 and/or a detected lateral inclination of the bicycle.
• Out-of-saddle pedaling is recognized, for example, if the recorded pedaling frequency or the recorded rotational speed on the pedal axle and/or the recorded pedaling force is discrete peaks and/or the recorded lateral acceleration is greater than a lateral acceleration threshold value and/or the recorded lateral inclination repeats a out-of-saddle-riding inclination angle within a specified period of out-of-saddle pedaling to different sides of the bike.
• a shift command for the gear shift is determined.
• the optional determination 370 of the shifting command is advantageously carried out as a function of a shifting time period after the determination of the gear change operating state, i.e.
• the optional determination 370 of the shifting command preferably not taking place if the detected pedaling frequency and/or the detected pedaling force of the cyclist are again within the respective target ranges during the shifting period.
• the shift command is advantageously not determined in optional step 370 if the detected pedaling frequency K is again between the lower and upper frequency threshold value and/or the detected pedaling force F is between the lower and upper force threshold value during the switching period.
• step 370 provision can also be made for the shift command to be determined as a function of the detected cadence and/or as a function of the detected pedaling force.
• the optional determination 370 of the shift command takes place as a function of a change in the recorded pedaling frequency over time and/or as a function of a change in the pedaling force recorded over time.
• the shift command is determined or determined as a function of the detected speed of the bicycle, the detected or determined acceleration and/or the detected incline of the route or the pitch angle of bicycle 100, with the shift command in particular is determined as a function of at least one change over time in the detected speed, the detected or determined acceleration and/or the detected incline or pitch angle of bicycle 100 . It can be done in optional step 370 For example, it can be provided that the shift command is only determined when the speed of the bicycle exceeds a speed threshold value for the currently selected gear ratio.
• the shift command is only determined if the acceleration of the bicycle in the longitudinal direction exceeds a predefined acceleration tolerance, with the acceleration tolerance being selected as a function of the currently engaged gear ratio or being coupled to the currently engaged gear ratio .
• a shift command is only determined in step 370 if the amount of acceleration of the bicycle 100 exceeds the acceleration tolerance.
• the shift command is optionally only determined in step 370 if the bicycle 100 is accelerated or decelerated in a manner that is clearly perceptible to the driver.
• the shift command is determined immediately if the incline of the route or the pitch angle of the bicycle exceeds a gradient threshold value, otherwise the shift command is determined, for example, depending on or after the shift period has elapsed.
• the shift command is additionally determined in optional step 370 as a function of the recorded input from the cyclist, with the shifting time being preferably adapted as a function of the recorded input from the cyclist to the shifting behavior or the shifting mode. For example, the shifting time is shortened if the cyclist wants a direct shifting behavior through his detected input, or lengthened if the cyclist wants an indirect shifting behavior through his detected input.
• the at least one speed threshold value or the acceleration tolerance of the bicycle or the incline threshold value of the route and/or threshold values for its change over time can be adjusted depending on the input detected by the cyclist.
• step 370 the shift command is additionally determined as a function of an expected driver torque and/or an expected cadence and as a function of the current engine torque.
• gear ratio adjustment is not performed when the predicted future engine torque and/or the predicted future engine power are reduced more than a respective acceptance value.
• the optional determination 367 of the expected future driver torque and/or an expected cadence for the future gear ratio, in particular for the ideal gear ratio, takes place depending on the detected current pedaling power of the cyclist and/or and the detected current cadence as well as depending on the current motor power and depending the current gear ratio and the future gear ratio.
• the current engine torque M or Ml is generated by an engine controller, for example according to equation (5), and is therefore known.
• an estimate for the resulting driver torque FM2 take place taking into account the current engine torque Ml or an expected driver torque FM 2 are determined, see equation (6).
• the current total torque is the sum of the detected current driver torque FM, FM1 and the current engine torque M or M1. If the current transmission ratio il and the future transmission ratio i2 are known, the factor i2/il is known.
• the expected driver torque FM2 determined exceeds a predefined torque threshold value, for example, no shift command is advantageously determined in step 370 despite the determination of the gear change operating state in step 350, in particular despite the expiry of a shifting time period, since the expected driver torque FM2 for the cyclist as is judged unacceptable.
• a predefined torque threshold value for example, no shift command is advantageously determined in step 370 despite the determination of the gear change operating state in step 350, in particular despite the expiry of a shifting time period, since the expected driver torque FM2 for the cyclist as is judged unacceptable.
• the determined expected driver torque FM2 is lowered by a possible downshift and thus also the predicted future engine torque M2 and/or the predicted future engine power PM below a respective acceptance value, despite the determination of the gear change operating state in step 350, in particular despite the expiration of a Shift duration, no shift command is determined in step 370 because the predicted future engine torque M2 and/or the predicted future engine power PM is judged to be unacceptable for the cyclist. This case can occur in particular when downshifting on a level route at high speeds.
• the shift command is preferably only determined in optional step 370 if the expected driver torque FM2 is between the lower and upper force threshold values and/or the expected cadence K is between the lower and upper frequency threshold values.
• the optional determination 370 of the shifting command also takes place as a function of the detected stepping out of the saddle, with a detected stepping out of the saddle in particular no shifting command being determined after the shifting period has elapsed, since an adjustment of a transmission ratio when stepping out of the saddle is generally perceived as unpleasant by a cyclist.
• acoustic, visual and/or haptic shift information about the semi-automatic shift occurs.
• the cyclist is prompted to trigger the semi-automatic gearshift, advantageously by changing the cadence or by making an input, for example using input means 140.
• step 380 it can be provided in optional step 380 to determine an ideal gear ratio depending on the recorded pedaling frequency, the recorded pedaling force, the recorded speed of the bicycle, the recorded or determined acceleration of the bicycle and/or the recorded incline of the route, with the Gear shift between the current gear ratio and the ideal gear ratio has at least one skipped gear ratio of the gear shift.
• Equation (6) for example, can be used to determine the ideal transmission ratio, with the ideal transmission ratio being the transmission ratio at which, for example, the determined expected driver torque FM2 is closest to a predetermined one Torque target is. Provision can be made for the optional determination 380 of the ideal transmission ratio to also take place as a function of the input recorded by the cyclist, with the torque target value being adapted, for example, as a function of the input recorded.
• a control signal for the gearshift is generated as a function of the determined gearshift operating state and optionally as a function of the specific shift command.
• the generation 390 of the control signal for the gear shift also takes place as a function of the determined ideal transmission ratio.
• the generation 390 of the control signal for the gear shift only takes place if, after the specific shift command in step 370, the detected pedaling frequency of the cyclist is less than an activation frequency threshold value, in particular is zero, and/or the detected pedaling force of the Cyclist is less than an activation force threshold value, in particular zero, and / or a switching input of the cyclist is detected by means of an input means, resulting in a comfortable optional semi-automatic circuit results.
• step 395 the adjustment 395 of the transmission ratio of the gearshift is carried out as a function of the generated control signal.
• the method can end with step 390, ie the generation 390 of the control signal for the gear shift, if, for example, only one drive unit or control unit of a bicycle is considered.
• FIG. 3b shows an alternative, abbreviated process sequence as a block diagram.
• the alternative method from FIG. 3b includes a detection 310 of the cadence K of the cyclist at the pedal axle.
• the method also includes a detection 320 of a pedaling force F of the cyclist.
• an input from the cyclist for setting a shift mode is detected.
• a lower frequency threshold and/or an upper frequency threshold is adjusted depending on the sensed input from the cyclist.
• a lower force threshold and/or an upper force threshold is adjusted depending on the sensed input from the cyclist.
• a gear change operating state is determined depending on the detected cadence K and depending on the detected pedaling force F if the detected cadence K is less than or equal to the lower frequency threshold value or the detected cadence K is greater than or equal to the upper frequency threshold value.
• the determination 350 of the gear change operating state takes place as soon as the detected pedaling force F is less than or equal to the lower force threshold value or the detected pedaling force F is greater than or equal to the upper force threshold value.
• a control signal for the gear shift is generated directly in the method from FIG. 3b as a function of the determined gear change operating state.
• the method from Figure 3b thus differs from the prior art by the detection 340 of the input of the cyclist and by the adjustment 341 of the lower and/or upper frequency threshold value and/or the adjustment 342 of the lower and/or upper force threshold value depending on these detected values Input.
• FIG. 4a shows a two-dimensional diagram of the target range 450 for shifting a transmission ratio.
• the abscissa 402 represents the driver torque FM.
• Lower force threshold value 430 and upper force threshold value 440 are also shown as examples on abscissa 402 .
• the ordinate 401 represents the cadence K.
• the lower frequency threshold value 410 and upper frequency threshold value 420 are also shown as an example on the ordinate 401 .
• Target range 450 is defined or lies between lower force threshold value 430 and upper force threshold value 440 and between lower frequency threshold value 410 and upper frequency threshold value 420. If recorded pedaling frequency K and recorded pedaling force F or recorded driver torque FM are in this target range 450 no gear change operating state is determined, for example at point PI.
• a gear change operating state is determined, for example at point P2.
• the lower frequency threshold and/or the upper frequency threshold and/or the lower force threshold and/or the upper force threshold are optionally determined by an input from the cyclist to the Shift mode adjusted, making the shifting behavior more direct or indirect.
• the target range 450 can be adjusted by the detection 340 of the cyclist's input and the method steps 341 and/or 342 .
• a temporarily acceptable operating range 460 for the cyclist is shown in dashed lines around target range 450 for pedaling frequency K and for pedaling force F or driver torque FM. If the recorded pedaling frequency K and/or the recorded pedaling force F or the driver torque FM are in this temporarily acceptable operating range 460, no adjustment of the transmission ratio is necessary, at least for a short time.
• the gear change operating state is determined in step 350 if the recorded cadence K and/or the recorded pedaling force F or the driver torque FM is outside the target range, i.e. even if the recorded cadence K and/or the recorded pedaling force F or the driver torque FM are in the temporarily acceptable operating range 460, for example at point P3.
• a control signal for the gear shift is not generated immediately in step 390, but instead the end of the shift duration is awaited for the determination 370 of a shift command for the gear shift. It can happen, for example, that the recorded pedaling frequency K and/or the recorded pedaling force F or the driver torque FM leave the limits of the target range 450 only for a short time and re-enter the target range 450 during the expiry of the shifting time period.
• the generation 390 of the control signal for the gear shift is thus advantageously additionally carried out as a function of the specific shift command or as a function of the elapse of the shift duration.
• the method can therefore advantageously avoid an undesired frequent switching back and forth between different gear ratios, since the shifting of the gear shift is advantageously delayed, in particular if the detected pedaling frequency K and the detected pedaling force F or the detected driver torque FM are in the temporarily acceptable operating range .

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Control Of Transmission Device (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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• 2021
  • 2021-04-30 DE DE102021204352.6A patent/DE102021204352A1/de active Pending
• 2022
  • 2022-04-04 US US18/556,724 patent/US20240199170A1/en active Pending
  • 2022-04-08 JP JP2023566409A patent/JP2024515316A/ja active Pending
  • 2022-04-08 EP EP22721377.4A patent/EP4330127A1/de active Pending
  • 2022-04-08 WO PCT/EP2022/059415 patent/WO2022228867A1/de active Application Filing

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