DE102024200075A1 - Detecting a rocking motion on a vehicle - Google Patents

Abstract

A vehicle (105) comprises a pedal crank (120) by means of which a person (110) can propel the vehicle (105). A method (200) for determining that the vehicle (105) is propelled in an out-of-seat pedaling mode comprises steps of sensing (210) a force acting on the pedal crank (120) or a torque acting on the pedal crank (120); determining (215) a profile of the force or torque; determining (220) a feature of the profile that indicates an out-of-seat pedaling mode; and determining (225) the out-of-seat pedaling mode based on the feature.

Description

The present invention relates to a vehicle powered by a person using a pedal crank. In particular, the invention relates to the detection of when the vehicle is being powered in a saddle position.

A bicycle has a crank arm by which it is propelled. The crank arm typically has pedals for a person's feet and acts on a chain, which in turn acts on a drive wheel of the bicycle. The chain is often part of a switchable reduction gear system. A person propelling the bicycle using the crank arm can do so using different techniques or in different movement sequences. For example, during a sprint or when riding uphill, the person may rise from the bicycle seat to use as much of their weight as possible to provide torque to the crank arm. This type of action is known as out-of-seat pedaling.

DE 10 2023 105 183 A1 proposes to determine a rocking motion based on pulsating yaw and roll angles on a vehicle.

DE 10 2023 105 185 A1 shows a control of a manual transmission of a vehicle depending on the posture of a driver in which he stands on pedals.

An object of the present invention is to provide an improved technique for detecting that a vehicle is being driven in a saddle position. The invention achieves this object by means of the subject matter of the independent claims. Subclaims specify preferred embodiments.

A vehicle comprises a pedal crank by means of which a person can propel the vehicle, and a handlebar with a grip by which the person controls the handlebar. Preferably, the handlebar is configured to control a steering angle of a wheel of the vehicle. A method for determining that the vehicle is propelled in an out-of-seat pedaling mode comprises steps of sensing a force acting on the pedal crank or a torque acting on the pedal crank; determining a profile of the force or torque; determining a feature of the profile that indicates an out-of-seat pedaling mode; and determining the out-of-seat pedaling mode based on the feature.

A rocking motion can be characterized by the person leaving a seat in the vehicle and continuing to operate the pedal crank. The person's weight can rest primarily on pedals that are attached to the pedal crank and via which the person operates the pedal crank with their feet. The person can usually hold on to the vehicle with their hands, although a smaller part of their weight can be supported by the hands. If the feet are unsecured on the pedals, the person can exert a torque on the pedal crank that can be limited by the person's weight. If the feet are connected to the pedals by a tensile force, for example by the feet being in special shoes that are attached to the pedals by straps or a separable coupling ("click fastener"), the achievable torque can be increased by the person pressing down a downward-moving pedal and simultaneously pulling up an upward-moving pedal.

The saddle position is typically adopted to generate high propulsion torque. Examples of riding situations in which saddle position is useful include sprinting or riding uphill. In saddle position, the rider continuously pedals, moving the cranks in a consistent direction and providing torque for propulsion.

The rocking position is different from a standing position, in which the rider also stands on the pedals but without spinning them to generate torque. In the standing position, one pedal is usually placed at the front and one at the back. The rider can adopt the standing position, for example, to shift their center of gravity forward or backward when descending a steep incline, to absorb bumps with their legs, to prepare for a jump, or to prepare for a landing after a jump.

A torque acting directly between the person and the vehicle or chassis can be determined. A rocking motion can be easily and precisely determined. Based on a specific rocking motion, a measure can later be determined to support a specific vehicle's handling characteristics. Furthermore, the person can be given advice on how to optimize their driving or propulsion behavior.

A feature may include a frequency component of the waveform. To determine the frequency component, a frequency analysis of the waveform may be performed. A predetermined frequency filter, such as a high-pass, a low-pass, or a band-pass, may also be applied to the waveform to isolate a frequency component that lies within a predetermined range. A frequency analysis may include a Fourier transform, which is especially as a fast Fourier transformation (FFT) can be efficiently executed on a digital processing device.

In one embodiment, a short-time Fourier transformation (STFT) is performed to determine a characteristic feature of the trace. The trace may be several seconds long, for example, at least about 10 seconds, preferably at least about 5 seconds, or more preferably at least about 3 seconds.

The frequency component can be related to the person's cadence. The cadence can be defined as the rotational speed of the pedal crank or as twice the rotational speed of the pedal crank. The cadence can also be referred to as cadence. By relating the frequency component to the cadence, an order analysis can be performed, which can provide improved insight into the effects on the handlebars caused by the person's pedaling motion. Other frequencies, such as those caused by a vehicle's wheel, can be removed from the analysis.

Preferably, a spectrum of several frequency components of the curve is determined. For this purpose, a number of frequency components or frequency ranges can be predetermined. A feature can comprise a relationship between the strengths of different frequency components. In this way, a kind of "fingerprint" of frequency components that indicate a rocking motion can be recognized in the curve.

In a first variant, the torque is measured at a shaft of the vehicle that transmits the torque to a drive wheel. Such a shaft can be, for example, the pedal crank, a gearbox, or a drive wheel. This allows the torque generated by the person to be determined directly and precisely. If a drive motor also acts on the shaft, its torque can be known from its control and subtracted from the torque determined at the shaft to determine the person's torque.

In a second variant, the torque is determined based on a force transmitted by the person to the vehicle. The force can be applied, in particular, by the person's leg. The torque can be determined based on an applicable force lever. The force can be measured at various points, for example, on a pedal or a pedal arm of the crank.

The torque can be determined based on forces transmitted from the person to the vehicle on different sides. The sides are preferably located to the left and right of a longitudinal plane through the vehicle. In particular, a force exerted by the person on the left side and a force exerted by the person on the right side can be determined. The torque can then be determined based on the interaction of the force curves. The curves can exhibit a predetermined phase relationship when pedaling out of the saddle. A predetermined relationship between the amplitudes of the curves or the associated frequency components of the curves can also be considered.

A characteristic can be determined using an observer. In control engineering, an observer is a system that reconstructs a non-measurable value from known input variables and the output variables of an observed reference system. Thus, based on one or more patterns or specific characteristics, a person's movement pattern can be inferred, known as a rocking motion.

A feature can be determined, in particular, using an adaptive filter. Such a filter can preferably be designed as a Kalman filter, which implements a mathematical method for estimating parameters for describing system states based on error-prone observations. Thus, the presence of a rocking motion can be determined based on one or more patterns.

In a particularly preferred embodiment, a feature is determined using a machine learning model. For this purpose, pattern recognition can be carried out, which operates, for example, on the basis of an artificial neural network (ANN). Force and/or torque curves can be presented to the ANN, each of which is known to indicate a rocking motion or not. The ANN can then be iteratively configured, for example using back propagation, so that it can better detect a rocking motion based on corresponding curves. In this way, a form of supervised learning can be implemented. If a determination error is small enough, training can be terminated and the ANN can be used to determine a rocking motion.

A wide variety of training data can be used to train the ANN, which can be collected from comparable vehicles. The vehicles can differ, for example, in dimensions, shapes, or mounting positions of their handlebars. In addition, the training data when driving on different routes or by different people.

The pedal stroke can be determined purely qualitatively or also quantitatively. For example, a frequency, phase, amplitude, or the shape of a cyclical pattern can be determined. A specific pattern may correspond to a recurring movement of the pedal crank.

In one embodiment, a driving situation of the vehicle is determined; the pedaling position is determined depending on the specific driving situation. For example, in a first exemplary driving situation, the vehicle may be traveling up a gradually increasing incline. The person does not change an engaged gear and at some point switches to the pedaling position in order not to fall below a minimum speed.

In a second example driving situation, the person may suddenly decide to accelerate as fast as possible, for example, to escape a dangerous situation. The person then shifts into a rocking position, which they can maintain even at increased speed. The person may change a gear engaged in a transmission to further increase the vehicle's speed. The gear change can be detected by a sensor or by a corresponding transition in the frequency of a sampled curve.

Based on the detected out-of-the-saddle pedaling, a measure can be determined to improve the vehicle's handling in the specific out-of-the-saddle pedaling position. The general goal of controlling handling is to improve the vehicle's stability, roadholding, or directional stability when out-of-the-saddle pedaling. Furthermore, attempts can be made to improve the introduction or transmission of force or torque by the person in order to provide a drive torque that can be more effectively used to propel the vehicle.

The measure can be provided in the form of a notification. The notification can comprise a specific change in the setting of a component of the vehicle. The setting can be changed while driving or as part of a service intervention. The notification can be provided to the person or a service person for the vehicle. For example, the setting of a strength of a damping force, a spring rate or a spring rate curve of a wheel suspension of the vehicle can be included in the notification. The notification can also comprise an engaged gear position of a controllable transmission of the vehicle. In a further embodiment, a specific change can also be controlled automatically by means of a corresponding actuator.

According to a further aspect of the present invention, a device for determining that a vehicle with a pedal crank is being propelled by a person in a rocking motion while the person is guiding a handlebar of the vehicle by means of a grip comprises a sensor for sensing a force acting on the pedal crank or a torque acting on the pedal crank; and a processing device. The processing device is configured to determine a curve of the force or torque; to determine a feature of the curve that indicates a rocking motion; and to determine the rocking motion based on the feature.

The processing device can be configured to carry out a method described herein in whole or in part. For this purpose, the processing device can be implemented electronically and comprise a programmable microcomputer or microcontroller, and the method can be in the form of a computer program product with program code means. The computer program product can also be stored on a computer-readable data carrier. Features or advantages of the method can be transferred to the device, or vice versa.

According to yet another aspect of the present invention, a vehicle comprises a device described herein. The vehicle can be driven either partially or exclusively by muscle power via the pedal crank and, in particular, can comprise a single-track vehicle. Thus, the vehicle can comprise a bicycle or a pedelec or e-bike. The vehicle can also comprise a cargo bike or a tandem. The vehicle can also have more than two wheels or more than one track. Some vehicles can also transport more than two people, with pedal cranks being provided for at least one, but usually for several, of the people.

Another aspect of the present invention relates to the use of a sensor configured to determine a torque or force provided by a person to propel a vehicle by means of a pedal crank, to determine that the vehicle is being propelled in a rocking motion. In particular, a method described herein can be used to determine the rocking motion based on to determine the course of a force or torque sensed on the pedal crank.

• 1 ein Fahrzeug, das durch einen Fahrer angetrieben wird;
• 2 ein Ablaufdiagramm eines Verfahrens;
• 3 ein muskelkraftbetriebenes Fahrzeug; und
• 4 ein System zum Bestimmen eines Wiegetritts

darstellt.The invention will now be described in more detail with reference to the accompanying figures, in which:

• 1 a vehicle driven by a driver;
• 2 a flowchart of a procedure;
• 3 a muscle-powered vehicle; and
• 4 a system for determining a rocking motion

represents.

1 shows a system 100 comprising a vehicle 105 with a person 110, who, for example, is also the driver 110 of the vehicle 105. The vehicle 105 comprises a drive train 115 comprising a crank 120 with pedals 125 and a drive wheel 130. The drive train 115 here comprises a shiftable transmission 135, for example in the form of a derailleur. The feet of the driver 110 rest on the pedals 125, so that they can use their legs to provide torque to the crank 120, which serves to propel the vehicle 105.

Hands of the driver 110 may rest on a handlebar 140, via which the driver 110 may steer the vehicle 110 and/or hold on to the vehicle 110. During travel, the driver 110 typically sits on a saddle 145 or a corresponding seat.

If the driver 110 wants to provide a high torque to drive the vehicle 110, he can perform a rocking motion, as in 1 is shown. In doing so, the rider rises from the saddle 145 so that essentially only his hands and feet remain in contact with the vehicle 110. Due to the elimination of the vertical supporting force of the saddle 145 on the torso of the rider 110, the rider can use a larger portion of his body weight to periodically move the pedals 125 downwards and thus provide increased torque at the pedal crank 120. If the feet are connected to the pedals 125 in a traction-locking manner, for example if the rider 110 wears shoes that can be connected to the pedals 125 by means of couplings, the rider 110 can additionally support the upward movement of a pedal 125 by pulling his foot resting on it upwards. The torque that can be provided at the pedal crank 120 can thereby be further increased.

The saddle pedal can be performed for various reasons, and the provision of maximum torque is not always the primary motivation. For example, the driver 110 can temporarily relax the seat position to promote blood circulation to the seat surface. This allows the driver to continue driving with moderate physical effort, allowing the vehicle 105 to follow a planned driving line without any abnormalities. A roll angle, i.e., an inclination of the vehicle 105 about its longitudinal axis, can remain essentially unchanged.

If the driver 110 applies a large torque while pedaling out of the saddle, the vehicle 105 may begin to oscillate around its longitudinal axis, which may result from the off-center application of power via the pedals 125. By the driver 110 holding onto the handlebars 140, an oscillating steering movement may also be initiated, which may cause the vehicle 105 to oscillate in direction around a vertical axis. In other words, the vehicle 105 may zigzag. Such oscillation may also be observed when cornering or during a maneuver such as changing lanes. The driving stability, roadholding, or directional stability of the vehicle 105 may be impaired by the oscillation.

When pedaling out of the saddle, oscillating forces or torques can act on the vehicle 105 at various points. For example, an oscillating force can act between a foot of the person 110 and the pedal crank 120. This can introduce an oscillating torque into the transmission 135, convert it there, and ultimately deliver it to the drive wheel 130. The introduced force can also act around a longitudinal axis of the vehicle 105. A force oscillating around the longitudinal axis of the vehicle 105 can also act between a hand of the rider 110 and the handlebars 140. An oscillating force introduced into the vehicle 105 can be propagated or converted by various parts of the vehicle 105.

It is proposed to determine that the driver 110 is performing a rocking motion and to control the driving behavior of the vehicle 105 depending on the rocking motion in order to improve driving comfort, driving safety, controllability or efficiency.

2 shows a flowchart of a method 200 for determining a rocking motion on a vehicle 105 that can be driven by a person 110, in particular a driver 110, via a pedal crank 120. The method 200 can be carried out by means of a suitable device on board the vehicle 105.

In a step 205, a driving situation of the vehicle 105 can be determined. The driving situation of the vehicle 105 can be determined, for example, based on a driving speed, an engaged gear, a frequency of the oscillation of a sampled variable, the amplitude of the oscillation, an average value of the variable, the strength of a torque introduced into the pedal crank 120, the degree of an incline or decline of a traveled surface, or the actuation of a brake of the vehicle 105. Optionally, a development of one or more parameters over a predetermined time can be taken into account. For example, it can be recognized that an incline traveled has gradually increased over a considered time period and that a cadence has decreased proportionally thereto.

In a step 210, a force and/or a torque on a pedal crank of the vehicle 105 can be determined. Multiple forces and/or multiple torques on a pedal crank can also be determined, which can differ in particular in their directions of action. The pedal crank typically comprises a shaft that is mounted relative to a chassis of the vehicle and has a pedal arm at each of its left and right ends. The pedal arms each extend radially offset from one another by 180° around the axis of rotation of the shaft up to pedals that are available to the person 110 for introducing a driving force. A torque can be determined, for example, on the chassis in the area of a bearing for the shaft or on the shaft itself.

Alternatively, a force applied by the person to a pedal can be determined. Based on the prevailing geometric conditions at the pedal crank, the force can be converted into a torque that is provided to drive the vehicle 105. Such a force can be detected, for example, at the pedal or at the pedal arm. Preferably, forces are determined on both sides of the pedal crank, for example, at both pedal arms or both pedals. The torque can be determined based on a superposition of the forces.

It should be noted that a force or torque acting on a handle attached to the handlebar 140 can also be taken into account. For this purpose, the force or torque can be calculated based on other specific forces or torques or determined using a sensor attached to the handlebar. Different and, in particular, differently directed forces or torques can be determined. Similarly, forces or torques acting on more than one handlebar on the vehicle's handlebar can be determined and evaluated.

A force or torque acting on the handlebar 140 can also be taken into account. For this purpose, the force or torque can be calculated based on other specific forces or torques or determined using a sensor attached to the handlebar 140. As with the grips, different and, in particular, differently directed forces or torques can be determined here.

Furthermore, a force or torque acting in a handlebar stem configured to control a steering angle of a wheel 130 of the vehicle 105 can be taken into account. The handlebar stem can connect the handlebar 140 to a steering column mounted on a chassis of the vehicle 105 so that it can rotate about a steering axis. The steering column acts on a fork on which the wheel 130 is mounted. The force or torque in the handlebar stem can also be calculated based on other forces or torques or determined directly using a sensor attached to the handlebar stem. Here, too, different and, in particular, differently directed forces or torques can be determined.

A roll angle of the vehicle 105 about its longitudinal axis can also be taken into account. Furthermore, it is possible to consider the cadence with which the person 110 operates the pedal crank 120.

In a step 215, the curves of the variables considered can be determined. A curve can be observed over a predetermined time period, which is typically a few seconds. It should be noted that the time period over which the variable is observed to determine the out-of-saddle pedaling position may differ from the time period used to determine the riding situation. A sampled value can only be discarded if it is not to be further evaluated for determining either the out-of-saddle pedaling position or the riding situation.

In a step 220, a curve of sampled values can be analyzed. The analysis can include, for example, filtering, normalizing, scaling, transforming, or processing a curve. Optionally, different curves can also be compared with one another or put into context. This can be done, for example, using cross-correlation or mathematical convolution. These operations can identify features that indicate the presence of a saddle pedal or the presence of another form of propulsion.

In a step 225, it can be determined based on one or a combination of multiple trajectories whether or not a rocking motion is present. For this purpose, multiple features can also be evaluated. In one embodiment, the rocking motion is detected using a filter or a machine learning method.

Whether or not a rocking motion is present can be determined purely qualitatively. Alternatively, the characteristics of the rocking motion can be determined quantitatively. From this, the degree to which the rocking motion is present can be derived. For example, the amplitude, frequency, or uniformity of the rocking motion can be determined. If a certain characteristic exceeds or falls below a predetermined threshold, or if the characteristic lies within a predetermined range, the rocking motion can be determined to be present.

In a step 230, a measure can be determined to improve the handling of the vehicle 105 when pedaling out of the saddle. The measure can comprise adjusting a component of the vehicle 105 depending on the determined pedaling out of the saddle. The component can be adjusted while driving, for example, by changing an engaged gear in a transmission. The component can also be changed only when the vehicle 105 is stationary, for example, by changing a damping rate of a wheel suspension. The measure can also comprise a recommendation for the person 110, for example, concerning their movement pattern.

In a step 235, an indication of the determined out-of-swing pedal stroke can be provided. The indication can include a previously determined measure or recommendation. In a step 240, a specific measure can be implemented automatically. For this purpose, a controllable component of the vehicle 105 can be controlled. The component can, in particular, comprise a spring element, a damping element, a transmission, or a preferably electric drive motor.

3 shows an exemplary vehicle 105 in the form of a bicycle. The drive train 115 comprises the pedal crank 120, the transmission 135, and the drive wheel 130. Optionally, a drive motor 305 is provided, which is arranged here, for example, in the area of the pedal crank 125. The drive motor 305, like the pedal crank 120, can act on the drive wheel 130 via the transmission 135. Alternatively, the drive motor can also act on the drive wheel 130 in a different way, for example directly or by means of a dedicated transmission. The drive motor can also be attached to a different drive wheel 130, for example, a front wheel of the vehicle 105 instead of a rear wheel as shown.

The transmission 135 is designed as a chain drive in the present case, but in other embodiments it can also comprise a different type of transmission, for example a planetary gear, a spur gear, a cycloidal gear or a sliding wedge gear.

The pedal crank 120 typically comprises a shaft 310, which is mounted relative to a chassis 315 of the vehicle 105 and is connected at a left and a right end to a pedal arm 320. A rotational axis of the shaft 310 extends generally transversely to the direction of travel of the vehicle 105. The pedal arms 320 each extend radially from the rotational axis and are offset from one another by 180° around the rotational axis. The pedals 125 are rotatably mounted at radially outer ends of the pedal arms 320, which are available to the person 110 for applying a driving force.

A drive torque available for propelling the vehicle 105 is provided at least in part by the person 110 by stepping on the pedals 125 with their feet and rotating the pedal crank 120 about the rotational axis. Optionally, additional drive torque can be contributed by the prime mover 305.

Whether the person 110 is riding the vehicle 105 in a saddle position can be determined based on a torque that the person 110 contributes to the movement. The torque can be determined either directly or based on a force acting around a rotational axis and an effective lever. To directly determine the torque caused by the person 110, a corresponding sensor can be provided in or on the shaft of the pedal crank 120. Alternatively, a sensor can be provided in the transmission 135, which, for example, determines a tensile force on a load strand of the chain. Furthermore, a torque sensor can be provided on the drive wheel 130.

To determine a force that correlates with the provided torque, a sensor can be provided on the chassis 315. The sensor can determine a force acting between the shaft 310 and the chassis 315. The force can be caused by the person 110 depressing a pedal 125. Two sensors can also be used in this area, arranged on different sides of a longitudinal plane of the vehicle 105, so that forces can be determined more effectively, each of which is assigned to one of the pedals 125.

A force applied by person 110 to a pedal 125 can also be determined directly in the pedal 125. For this purpose, a corresponding sensor, such as a compression sensor, can be provided in the pedal 125. Another possibility is to mount a sensor in or on a pedal arm 320. Preferably, a symmetrical approach is used here, too, by providing one sensor for a force acting on the left pedal 125 and one for a force acting on the right pedal 125.

4 shows a system 400 comprising a device 405 on a vehicle 105 and a mobile device 410. The device 405 comprises a processing device 415 connected to a sensor 420 and an optional output device 425. The sensor 420 is configured to determine a force or torque provided by a person 110 to drive the vehicle 105. The force or torque can act, in particular, on the pedal crank 120. In various embodiments, a sensor 420 can be attached to a pedal 125, a pedal arm 120, or a shaft 310 of the pedal crank 120. Alternatively, the sensor 420 can be attached, for example, in the transmission 135, on the chassis 315, or on the drive wheel 130.

Multiple sensors 420 can also be provided. A sensor 420 can be configured to determine a deformation of a rigid element and can comprise, for example, a piezoelectric sensor 420 or a strain gauge (SG). The sensor 420 can provide a sensor signal wired or wirelessly. A power supply can be wired, or the sensor 420 can be powered locally using an energy storage device such as a battery or a capacitor. Alternatively, energy harvesting can be used, whereby a sensor element can provide an electrical voltage that is, on the one hand, processed to power the sensor and, on the other hand, indicates the quantity to be measured.

The processing device 415 is configured to determine, based on samples of variables detected by the sensor 420, that the vehicle 105 is being driven in the out-of-the-seat position. Optionally, further information relating to the vehicle 105 or a traveled area can also be included in the determination. Such information can include, for example, a road type, a driving speed, an incline or decline, a surface material, prevailing weather conditions, or a level of exertion of the person 110. Based on the available information, a driving state of the vehicle 105 can be determined, and the driving state can be evaluated to determine the out-of-the-seat position. To determine the out-of-the-seat position, the processing device 415 can execute at least part of a method 200 described herein.

In a variant in which a rocking motion is to be detected using machine learning, the device 405 or the system 400 can comprise an input device by means of which the person 110 can indicate whether they are currently driving the vehicle 105 in a rocking motion or using a different driving technique. In a further embodiment, the person 110 can also confirm a determination of a rocking motion—or a non-existent rocking motion—provided by the device 405 or the system 400, or mark it as incorrect. Thus, values or curves of forces and/or torques can be collected for an input, which, together with the user information, can be used as training data, for example, to train an ANN to detect the rocking motion. Alternatively, an input from the person 110 can cause an increase or decrease of a threshold value. If a predetermined measured value exceeds the threshold value, a rocking motion can be determined.

If the out-of-swing pedaling has been determined, a corresponding notification can be issued to a person 110 on board the vehicle 105, in particular to a driver 110, via the output device 425. The notification can be provided visually, acoustically, or haptically. A notification can also be sent via the communication device 430.

The indication may include a specific characteristic of the out-of-the-way pedaling, such as a frequency, an amplitude, or the severity of its occurrence on an arbitrary scale. The indication may also include an instruction or a suggestion for an action that can be implemented on the vehicle 105 to improve the operation of the vehicle 105 with regard to the out-of-the-way pedaling.

A transmitted notification can be received and, if necessary, displayed by the mobile device 410. The mobile device 410 preferably comprises a personal device of a person 110 on board the vehicle 105 and can in particular comprise a smartphone, a smart watch, a smart band, or a smart ring. In another embodiment, the mobile device 410 can also be designed as a dedicated display instrument. The mobile device 410 can be attached to the vehicle 105, preferably in such a way that it can be viewed by the person 110 while driving. In a further embodiment, the out-of-saddle pedaling position can also be determined by the mobile device 410.

A proposed measure can be implemented on the vehicle 105 by automatically or manually implementing a setting on an actuator of the vehicle 105. Exemplary actuators include a spring or a damper of a wheel suspension of the vehicle 105. The prime mover 305 or the transmission 135 can also be controlled for this purpose.

Optionally, multiple settings of the vehicle 105 can be combined into a profile and assigned to a person 110. To use the vehicle 105, the person 110 can identify themselves, and the profile assigned to them can be displayed or automatically activated. Identification can be performed manually via user input. Alternatively, automatic identification can occur, for example, based on a radio transmitter carried by the person 110. An automatically recognized person 110 can also simply be displayed, and the person 110 can confirm or change the identification.

The radio transmitter may comprise a dedicated device, or the mobile device 410 may perform this function. An application that can support the identification of the person 110 may run on the mobile device 410, and the mobile device 410 may communicate wirelessly with the vehicle 105 or the device 405. A profile of a person 110 may also be stored on the mobile device 410 assigned to the person.

A specific pedal stroke, external information, a specific hint, and/or a profile setting can also be collected and stored. Such data can be stored locally or outside the vehicle 105 or outside the mobile device 410, for example, on a server or a service that can be provided in a cloud, for example. The data can be transmitted there, for example, via a cellular network. Collected data can be further processed, for example, to determine a long-term trend in the use of a vehicle 105 by a person 110.

Reference symbol

100

system

105

vehicle

110

person, driver

115

Powertrain

120

crank

125

pedal

130

drive wheel

135

Gearbox

140

handlebar

145

saddle

200

Proceedings

205

Determine driving situation

210

Scan force or torque

215

Determine course

220

Process history

225

Detecting rocking motion

230

Determine measure

235

Provide notice

240

Implement measure

305

drive machine

310

Wave

315

chassis

320

pedal arm

400

system

405

device

410

mobile device

415

processing facility

420

sensor

425

Output device

430

Communication device

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10 2023 105 183 A1 [0003]
• DE 10 2023 105 185 A1 [0004]

Claims (17)

A method (200) for determining that a vehicle (105) is being propelled by a person (110) in an out-of-the-seat pedaling mode; wherein the vehicle (105) comprises a pedal crank (120) by means of which the person (110) propel the vehicle (105); wherein the method (200) comprises the following steps: - sensing (210) a force acting on the pedal crank (120) or a torque acting on the pedal crank (120); - determining (215) a profile of the force or torque; - determining (220) a feature of the profile that indicates an out-of-the-seat pedaling mode; and - determining (225) the out-of-the-seat pedaling mode based on the feature. Procedure (200) according to Claim 1 , where a feature comprises a frequency component of the curve. Procedure (200) according to Claim 2 , wherein the frequency component is related to a cadence of the person (110). Procedure (200) according to Claim 2 or 3 , whereby a spectrum of frequency components of the curve is determined. Method (200) according to one of the preceding claims, wherein the torque is detected at a shaft (310) transmitting the torque to a drive wheel (130). Method (200) according to one of the Claims 1 until 4 , wherein the torque is determined on the basis of a force transmitted by the person (110) to the vehicle (105). Procedure (200) according to Claim 6 , wherein the torque is determined on the basis of forces transmitted from the person (110) to the vehicle (105) on different sides. Method (200) according to one of the preceding claims, wherein courses of different forces and/or torques are determined and wherein a feature is determined on the basis of an interaction of the courses. Method (200) according to one of the preceding claims, wherein a feature is determined by means of an observer. Method (200) according to one of the preceding claims, wherein a feature is determined by means of an adaptive filter. Method (200) according to one of the preceding claims, wherein a feature is determined by means of a machine learning model. Method (200) according to one of the preceding claims, wherein the out-of-swing pedaling is determined on the basis of a driving situation of the vehicle (105). Method (200) according to one of the preceding claims, wherein the rocking motion is determined quantitatively. Method (200) according to one of the preceding claims, wherein a measure for improving a driving behavior of the vehicle (105) in the specific out-of-the-saddle pedaling position is determined. Device (405) for determining that a vehicle (105) is being driven by a person (110) in a rocking motion; wherein the vehicle (105) comprises a pedal crank (120) by means of which the person (110) drives the vehicle (105); wherein the device (405) comprises the following elements: - a sensor (420) for sensing a force acting on the pedal crank (120) or a torque acting on the pedal crank (120); and - a processing device (415) configured to determine a profile of the force or torque; to determine a feature of the profile that indicates a rocking motion; and to determine the rocking motion based on the feature. Vehicle (105) comprising a device (405) according to Claim 15 . Use of a sensor configured to determine a torque or force provided by a person (110) by means of a pedal crank (120) for driving a vehicle (105), for determining that the vehicle (105) is being driven in a rocking motion.

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