DE102020204201B4 - Control device for an electric bicycle and electric bicycle - Google Patents

Abstract

Control device (1) for an electric bicycle with an electric motor (11) for motor support of a rider's pedaling power, characterized in that the rider can select one of three driving profiles, wherein the driving profiles each have several, in particular four, support levels, wherein the support levels differ in terms of increasing maximum motor power or motor torque, wherein the maximum motor power of the highest support level of the second driving profile ("balance") is greater than the maximum motor power of the highest support level of the first driving profile ("range"), and wherein the maximum motor power of the highest support level of the third driving profile ("power") is greater than the maximum motor power of the highest support level of the second driving profile, wherein different consumers of the electric bicycle can be switched on and off depending on the driving profile and a system state.

Description

The present invention relates to a control device for an electric bicycle and an electric bicycle.

A known control device for an electric bicycle serves in particular to control the amount of additional motor power provided by an electric motor of the electric bicycle (motor assistance) depending on the mechanical pedaling power delivered by the driver of the electric bicycle to the pedal crank. For this purpose, the control device has a control program which implements the motor assistance. This additional motor power can be less than the pedaling power, but can also be a multiple of the pedaling power. Such a control device is described, for example, in an operating manual for an electric drive unit of an electric bicycle available on the market, wherein the control device is designed in such a way that the driver can set different driving profiles and, in turn, different assistance levels within the driving profiles. In addition, the EN 10 2018 132 780 A1 also discloses that a control device is designed to operate the electric drive motor of an electric bicycle with different support levels.
Furthermore, in JP 2015 - 9 581 A and in DE 196 00 243 A1 reveals that, depending on the charge level of an electric bicycle’s battery, additional electrical consumers are switched off.

It is an object of the invention to provide an improved control device.

This object is achieved with the control device of claim 1 (first aspect) and also with a method for operating the control device (second aspect). An existing control device of an electric bicycle can be upgraded by installing or loading software (third aspect). An automatic mode of the control device is the subject of claim 7 (fourth aspect).

The control device according to the invention is intended for an electric bicycle with an electric motor. The control device enables motor support of a rider's pedaling power. The control device is designed in such a way that the rider can select one of three driving profiles. The driving profiles each have several, in particular four, support levels, wherein the support levels differ in terms of increasing maximum motor power or motor torque. The maximum motor power of the highest support level of the second driving profile ("Balance") is greater than the maximum motor power of the highest support level of the first driving profile ("Range"). The maximum motor power of the highest support level of the third driving profile ("Power") is greater than the maximum motor power of the highest support level of the second driving profile.

Depending on the regional conditions, health and fitness, a rider may find motor support unsuitable. The control device allows the rider to select one of three driving profiles with several levels of support. Using one of the driving profiles Range or Balance, the rider can extend the operating time of the electric bike, which depends in particular on the power consumption of the electric motor and the charging capacity of the electric bike's battery. The rider can also select a driving profile (Balance, Power) that is adapted to steeper gradients or stronger headwinds.

In the sense of the invention, pedal power, which is the mechanical power delivered by the rider to a pedal crank of the electric bicycle, and the motor power, which is added by the electric motor in proportion to the pedal power (motor assistance), complement each other to form the propulsion power.

For the purposes of the invention, a control program is understood to mean a series of rules which can control the amount of additional motor power provided by an electric motor of the electric bicycle, in particular depending on the mechanical pedal power delivered by the rider of the electric bicycle to the pedal crank. The additional motor power can be less than the pedal power, but can also be a multiple of the pedal power.

In the sense of the invention, a drive train of the electric bicycle includes at least one chain or belt drive, in particular with gear shift, a (rear) wheel to be driven by the chain or belt drive, the pedal crank and the electric motor, which can in particular act on the pedal crank, the chain or belt drive or directly on the (rear) wheel to be driven.

According to the invention, depending on the driving profile and a system state of a battery of the electric bicycle, in particular at low operating voltage or charge state of the battery, or in an error condition, various consumers of the electric bicycle are switched on and off.

Preferred embodiments of the control device are explained below, which can be advantageously combined with one another unless otherwise stated.

According to one embodiment, the maximum motor power of the highest support level of the first driving profile is approximately 70% of the pedal power. The maximum motor power of the highest support level of the second driving profile is approximately 90% of the pedal power, and the maximum motor power of the highest support level of the third driving profile is approximately 100% of the pedal power.

1. a) für die erste Unterstützungsstufe des ersten Fahrprofils etwa 25% der Trittleistung, für die zweite Unterstützungsstufe des ersten Fahrprofils etwa 40% der Trittleistung, für die dritte Unterstützungsstufe des ersten Fahrprofils etwa 55% der Trittleistung, und für die vierte Unterstützungsstufe des ersten Fahrprofils etwa 70% der Trittleistung,
2. b) für die erste Unterstützungsstufe des zweiten Fahrprofils etwa 30% der Trittleistung, für die zweite Unterstützungsstufe des zweiten Fahrprofils etwa 50% der Trittleistung, für die dritte Unterstützungsstufe des zweiten Fahrprofils etwa 70% der Trittleistung, und für die vierte Unterstützungsstufe des zweiten Fahrprofils etwa 90% der Trittleistung,
3. c) für die erste Unterstützungsstufe des dritten Fahrprofils etwa 55% der Trittleistung, für die zweite Unterstützungsstufe des dritten Fahrprofils etwa 70% der Trittleistung, für die dritte Unterstützungsstufe des dritten Fahrprofils etwa 85% der Trittleistung, und für die vierte Unterstützungsstufe des dritten Fahrprofils etwa 100% der Trittleistung. Eine weitere Ausführungsform zeichnet sich dadurch aus, dass die Leistungsentfaltung des Elektromotors, insbesondere die zeitliche Leistungsänderung (dP/dt), im zweiten Fahrprofil geringer ist als im dritten Fahrprofil und größer als im ersten Fahrprofil.

In another embodiment, the maximum engine power depends on the pedal power:

1. a) for the first support level of the first driving profile approximately 25% of the pedal power, for the second support level of the first driving profile approximately 40% of the pedal power, for the third support level of the first driving profile approximately 55% of the pedal power, and for the fourth support level of the first driving profile approximately 70% of the pedal power,
2. b) for the first support level of the second driving profile approximately 30% of the pedal power, for the second support level of the second driving profile approximately 50% of the pedal power, for the third support level of the second driving profile approximately 70% of the pedal power, and for the fourth support level of the second driving profile approximately 90% of the pedal power,
3. c) for the first support level of the third driving profile approximately 55% of the pedal power, for the second support level of the third driving profile approximately 70% of the pedal power, for the third support level of the third driving profile approximately 85% of the pedal power, and for the fourth support level of the third driving profile approximately 100% of the pedal power. A further embodiment is characterized in that the power development of the electric motor, in particular the temporal power change (dP/dt), is lower in the second driving profile than in the third driving profile and greater than in the first driving profile.

In one embodiment, the driving profile can be selected manually via a display and menu, a smartphone app or a key combination, in particular without a display.

One embodiment (fourth aspect) has an automatic mode in which, depending on input variables of the driver, such as pedaling power, pedal force or torque and/or based on sensor signals, such as motor torque, pedal crank speed, driving speed, acceleration, yaw rate, position detection, ambient temperature, air humidity, remaining charge of the battery, battery temperature, etc., various parameters of the electric bicycle can be set, such as the permissible power consumption of the electric motor or another electrical consumer of the electric bicycle, cadence, switching speed or switching frequency, in particular for greater range, smoother or more powerful starting, or driving stability.

This automatic mode can be activated in one or more of the driving profiles, but it can also form an additional or fourth driving profile that can be selected by the user instead of the “Range”, “Balance” and “Power” driving profiles.

• F_1: erfasste Trittleistung des Fahrers
• F_2: erfasste Trittfrequenz des Fahrers
• F_3: Fahrprofil_Power
• F_4: Fahrprofil_Range
• F_5: Fahrprofil_Balance, entspricht einem Komfortmodus
• F_Ternp: erfasste Umgebungstemperatur
• F_Feuchtigkeit: erfasste Luftfeuchtigkeit
• P: Motorleistung
• P_ges = Motorleistung + Lichtleistung + Displayleistung
• P_i: aufgenommene elektrische Leistung der Verbraucher i von 1 bis n F_n_front_wheel: Drehzahl des (rollenden) vorderen Rades
• F_n_rear_wheel: Drehzahl des (angetriebenen) hinteren Rades
• F_s: Schlupf, definiert als relative Drehzahldifferenz des angetriebenen Rades im Vergleich zu einem rollenden (Vorder-)Rad
• F_x: Beschleunigung in x - Richtung (Fahrtrichtung)
• F_y: Beschleunigung in y - Richtung (quer zur Fahrtrichtung, parallel zur Fahrbahn)
• F_z: Beschleunigung in z -Richtung (senkrecht zur Fahrbahn).

The following sizes are used for the following explanations of automatic mode:

• F_1: recorded pedal power of the rider
• F_2: recorded cadence of the rider
• F_3: Driving profile_Power
• F_4: Driving profile_range
• F_5: Driving profile_Balance, corresponds to a comfort mode
• F_Ternp: measured ambient temperature
• F_Humidity: measured humidity
• P: Engine power
• P_total = engine power + light power + display power
• P_i: electrical power consumed by consumers i from 1 to n F_n_front_wheel: speed of the (rolling) front wheel
• F_n_rear_wheel: Speed of the (driven) rear wheel
• F_s: Slip, defined as the relative speed difference of the driven wheel compared to a rolling (front) wheel
• F_x: Acceleration in x direction (direction of travel)
• F_y: Acceleration in y direction (perpendicular to the direction of travel, parallel to the road)
• F_z: Acceleration in z-direction (perpendicular to the road).

• • Reduzieren der Motorleistung bei zu hohem Schlupf in Abhängigkeit der Trittleistung oder zu hoher Querbeschleunigung in Kurven: $$\text{dP}/\text{dt}=\text{f}\left(\text{F}\_\mathrm{1,}\text{ F}\_\mathrm{2,}\text{ F}\_\text{s},\text{ F}\_\text{y}\right)$$
  
• • Abschalten zusätzlicher Verbraucher, wie Heizgriffe, beheizbarer Sattel etc, bei Anforderung maximaler Motorleistung durch Leistungsbilanzierung, z.B. im Fahrprofil „Power“ in Abhängigkeit von Eingangsgrößen: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{ges}-\text{P}\_\text{i}=\text{f}\left(\text{F}\_\mathrm{1,}\text{ F}\_\mathrm{2,}\text{F}\_3\right)$$
  
• • Abschalten der Heizgriffe, des beheizbaren Sattels und von Komfortfunktionen im Fahrprofil „Range“: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{ges}-\text{P}\_\text{Heizgriffe}-\text{P}\_\text{Heizsattel},\text{ in Abh}\ddot{\text{a}}\text{ngigkeit von F}\_4$$
  
• • Abschalten aller elektrischen Verbraucher bei bestimmter Feuchtigkeit: $$\text{P}\_\text{el}\_\text{out}=\mathrm{0,}\text{ bei F}\_\text{Feuchtigkeit}$$
  
• • Abschalten oder Einschalten aller Verbraucher, die Wärme erzeugen, abhängig von parametrierbarer Temperatur F_Temp und Fahrprofil „Range“: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{ges}-\text{P}\_\text{Heizgriffe}-\text{P}\_\text{Heizsattel}$$
  
• • Begrenzen der elektrischen Leistungsaufnahme des Elektromotors, wenn die Umgebungstemperatur F_Temp < etwa 3°C: dP/dt = f(F_Temp, ...), Glatteis ist möglich und zu hohe Motorleistung könnte zu einem Wegrutschen führen (Sicherheitsfunktion), weiter kann die Reichweite erhöht werden, da eine Batterie bei Kälte weniger leistungsfähig ist
• • Begrenzen der elektrischen Leistungsaufnahme des Elektromotors bei erhöhter Motortemperatur oder erhöhter Umgebungstemperatur, insbesondere um einer weiteren Erhöhung der Motortemperatur beziehungsweise dessen Oberflächentemperatur zu begegnen
• • Begrenzen der elektrischen Leistungsaufnahme des Elektromotors wenn der Reifendruck F_Reifendruck < etwa 1 bar: dP/dt = f(F_Reifendruck) ein Reifen könnte bei zu hoher Motorleistung von einer Felge rutschen (Sicherheitsfunktion)
• • Begrenzen der elektrischen Leistungsaufnahme des Elektromotors wenn ein Lagesensor ein Gefälle von mehr als etwa 5% erkannt hat: $$\text{dP}/\text{dt}=\text{f}\left(\text{F}\_\text{Lagesensor}\right),$$
  
  für erhöhte Reichweite durch Reduzierung der Leistung bei Bergabfahrten, bei steilen Bergabfahrten im Mountainbike- oder Downhillbereich (z.B. Trail) steht der Fahrer auf den Pedalen und bewegt diese in einigen Streckenabschnitten, hierbei darf der Elektromotor nicht mit zu hoher Leistung unterstützen, da das E-Bike ansonsten unkontrollierbar werden könnte (Sicherheitsfunktion),
• • Begrenzen der elektrischen Leistungsaufnahme des Elektromotors abhängig von der erfassten Umgebungstemperatur, Reifendruck und Gefälle: $$\text{dP}/\text{dt}=\text{f}\left(\text{F}\_\text{Temp},\text{ F}\_\text{Reifendruck},\text{ F}\_\text{Lagesensor}\right)$$
  
• • Erhöhen der Trittfrequenz durch Wahl eines „leichteren Ganges“ in Verbindung mit einem Schaltaktuator und in Verbindung mit Lagesensordaten und ggfs. Höhenprofildaten + Lastregelung: $$\text{dTrittfrequenz}/\text{dt}=\text{f}\left(\text{F}\_\text{Lagesensor},\text{ F}\_\text{H}\ddot{\text{o}}\text{henprofil},\text{ F}\_\mathrm{1,}\text{ F}\_2\right)$$
  
• • Anpassen des Schaltverhaltens an eine der folgenden Regelarten:
  1. a) Effizienzregelung des Elektromotors -> Optimierung des Wirkungsgrads
  2. b) Leistungsregelung des Elektromotors -> Optimierung / Erhöhung der zur Verfügung stehenden Leistung des E-Motors
  3. c) Drehmomentregelung des Elektromotors -> Optimierung / Erhöhung des zur Verfügung stehenden Drehmoments des E-Motors
  4. d) Fahrereingangsleistungsregelung -> Regelung auf eine vom Fahrer definierte, bevorzugte Leistung
• • Reduzieren von Schaltvorgängen abhängig vom Fahrprofil und effizienzabhängig oder Aktivieren einer der Regelungsarten a)-d), durch Anpassung des Nachregelverhaltens, um Reichweite zu erhöhen
• • Erhöhen der Schaltgeschwindigkeit anhand Fahrereingangsgrößen, Fahrprofil, Beschleunigung in Fahrtrichtung und Bergauf- und -abfahrten: $$\text{ds}/\text{dt}=\text{f}\left(\text{F}\_\mathrm{1,}\text{ F}\_\mathrm{2,}\text{ F}\_\mathrm{3,}\text{ F}\_\text{x},\text{ F}\_\text{Lagesensor}\right)$$
  
• • Reduzieren der Schaltgeschwindigkeit anhand von Fahrereingangsgrößen, Fahrprofil und Beschleunigung in Fahrtrichtung und Fahrt in der Ebene: $$\text{ds}/\text{dt}=\text{f}\left(\text{F}\_\mathrm{1,}\text{ F}\_\mathrm{2,}\text{ F}\_\mathrm{4,}\text{ F}\_\text{x},\text{ F}\_\text{Lagesensor}\right).$$
  

The automatic mode can have one or more of the following functions for

• • Reducing the engine power if the slip is too high depending on the pedal power or if the lateral acceleration is too high when cornering: $$\text{dP}/\text{engl}=\text{e}\left(\text{F}\_\mathrm{1,}\text{F}\_\mathrm{2,}\text{F}\_\text{s},\text{F}\_\text{y}\right)$$
  
• • Switching off additional consumers, such as heated grips, heated saddles, etc., when maximum engine power is required through power balancing, e.g. in the “Power” driving profile depending on input variables: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{total}-\text{P}\_\text{i}=\text{e}\left(\text{F}\_\mathrm{1,}\text{F}\_\mathrm{2,}\text{F}\_3\right)$$
  
• • Switching off the heated grips, the heated saddle and comfort functions in the “Range” driving profile: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{total}-\text{P}\_\text{Heated grips}-\text{P}\_\text{Heating saddle},\text{in Dep}\ddot{\text{a}}\text{ngency of F}\_4$$
  
• • Switching off all electrical consumers at certain humidity levels: $$\text{P}\_\text{el}\_\text{out}=\mathrm{0,}\text{at F}\_\text{humidity}$$
  
• • Switching on or off all consumers that generate heat, depending on the parameterizable temperature F_Temp and driving profile “Range”: $$\text{P}\_\text{el}\_\text{out}=\text{P}\_\text{total}-\text{P}\_\text{Heated grips}-\text{P}\_\text{Heating saddle}$$
  
• • Limiting the electrical power consumption of the electric motor when the ambient temperature F_Temp < about 3°C: dP/dt = f(F_Temp, ...), black ice is possible and too high engine power could lead to slipping (safety function), furthermore the range can be increased because a battery is less powerful in cold weather
• • Limiting the electrical power consumption of the electric motor at increased motor temperature or increased ambient temperature, in particular to counteract a further increase in the motor temperature or its surface temperature
• • Limiting the electrical power consumption of the electric motor when the tire pressure F_tire pressure < about 1 bar: dP/dt = f(F_tire pressure) a tire could slip off a rim if the engine power is too high (safety function)
• • Limiting the electrical power consumption of the electric motor when a position sensor has detected a gradient of more than approximately 5%: $$\text{dP}/\text{engl}=\text{e}\left(\text{F}\_\text{Position sensor}\right),$$
  
  for increased range by reducing the power when going downhill, on steep downhill rides in mountain bike or downhill areas (e.g. trail) the rider stands on the pedals and moves them in some sections of the route, the electric motor must not support with too much power, otherwise the e-bike could become uncontrollable (safety function),
• • Limiting the electrical power consumption of the electric motor depending on the detected ambient temperature, tire pressure and gradient: $$\text{dP}/\text{engl}=\text{e}\left(\text{F}\_\text{Temp},\text{F}\_\text{Tire pressure},\text{F}\_\text{Position sensor}\right)$$
  
• • Increasing the cadence by selecting a “lighter gear” in conjunction with a shift actuator and in conjunction with position sensor data and, if necessary, altitude profile data + load control: $$\text{dCadence}/\text{engl}=\text{e}\left(\text{F}\_\text{Position sensor},\text{F}\_\text{H}\ddot{\text{O}}\text{henprofil},\text{F}\_\mathrm{1,}\text{F}\_2\right)$$
  
• • Adapt the switching behavior to one of the following control types:
  1. a) Efficiency control of the electric motor -> optimization of efficiency
  2. b) Power control of the electric motor -> optimization / increase of the available power of the electric motor
  3. c) Torque control of the electric motor -> optimization / increase of the available torque of the electric motor
  4. d) Driver input power control -> Control to a preferred power defined by the driver
• • Reduce gear shifts depending on the driving profile and efficiency or activate one of the control types a)-d) by adjusting the follow-up control behavior to increase range
• • Increasing the gear shift speed based on driver inputs, driving profile, acceleration in the direction of travel and uphill and downhill driving: $$\text{ds}/\text{engl}=\text{e}\left(\text{F}\_\mathrm{1,}\text{F}\_\mathrm{2,}\text{F}\_\mathrm{3,}\text{F}\_\text{x},\text{F}\_\text{Position sensor}\right)$$
  
• • Reducing the switching speed based on driver input variables, driving profile and acceleration in the direction of travel and driving on the level: $$\text{ds}/\text{engl}=\text{e}\left(\text{F}\_\mathrm{1,}\text{F}\_\mathrm{2,}\text{F}\_\mathrm{4,}\text{F}\_\text{x},\text{F}\_\text{Position sensor}\right).$$
  

In one embodiment, the driving profiles can have different controls: the “Range” driving profile the aforementioned efficiency control a), the “Balance” driving profile the driver input power control d) or the cadence control e), and the “Power” driving profile the power control of the electric motor b) or the torque control of the electric motor c).

• • vom Systemzustand, insbesondere wenn die Restladung des Akkumulators einen Wert unterschreitet und/oder bei einer Abweichung des Stromverbrauchs von einem definierten Sollwert, dann wird die vorgenannte Effizienzregelung a) aktiviert, Schaltvorgänge und die Regelgeschwindigkeit werden reduziert,
• • von Eingangsgrößen, insbesondere abhängig von der Trittleistung des Fahrers/Fahrereingangsleistung (Trittfrequenz und Fahrerdrehmoment), von einem Signal des Lagesensors und/oder vom Höhenprofil wird die Effizienzregelung a) aktiviert und die Trittfrequenz erhöht,
• • von Eingangsgrößen, insbesondere abhängig von der Trittleistung des Fahrers/Fahrereingangsleistung (Trittfrequenz und Fahrerdrehmoment), von einem Signal des Lagesensors, vom Höhenprofil und/oder von der Beschleunigung wird eine der Regelarten b), c), d) aktiviert, ferner wird die Schaltgeschwindigkeit erhöht oder reduziert.

In a further development of the automatic mode, the control device can be designed to activate one of the control types a) to e) for at least one of the driving profiles, depending

• • the system status, in particular if the remaining charge of the battery falls below a certain value and/or if the power consumption deviates from a defined target value, then the aforementioned efficiency control a) is activated, switching operations and the control speed are reduced,
• • depending on input variables, in particular the pedalling power of the rider/rider input power (cadence and rider torque), a signal from the position sensor and/or the altitude profile, the efficiency control is a) activated and the cadence increased,
• • Depending on input variables, in particular the pedalling power of the rider/rider input power (cadence and rider torque), a signal from the position sensor, the altitude profile and/or the acceleration, one of the control types b), c), d) is activated, and the switching speed is increased or reduced.

In a further embodiment, the driver can change and save a permissible power consumption Pzul of the electric motor and/or a permissible power increase dP/dt of the electric motor for one of the driving profiles or for one of the support levels, in particular in a setup state of the control device.

Particularly depending on the regional conditions, the rider's state of health and fitness, it may happen that none of the stored control programs are suitable for a rider. It is possible that the maps for motor support specified by two of the control programs differ too little or too much, or are not adapted to the rider's fitness or the weather conditions to which the rider is exposed. A rider may be interested in the motor support being reduced proportionately when he himself puts out more pedal power, e.g. to improve his fitness. Older drivers may be overwhelmed by the absolute power of the electric motor or the sudden increase in speed. It has been observed that older drivers in particular are unable to maintain an intended trajectory with a certain level of motor support.

So far, the rider himself has no influence on the characteristics, but is dependent on the intervention of his dealer or the manufacturer of the electric bike.

In this embodiment, the driver can adjust the characteristic maps themselves. They can also influence the acceleration of the electric bike, which they would like to limit for cornering or road conditions with less traction, for example. The driver can also adjust the control programs so that acceleration is stronger when starting off (dP/dt ↑) or less (dP/dt ↓), especially on slippery roads.

One embodiment enables the driver, particularly in a set-up state of the control device, to activate or deactivate a conditional switching function for one of the driving profiles or for one of the support levels, wherein the switching function can switch a first electrical consumer of the electric bicycle on or off, particularly depending on a residual charge of a battery of the electric bicycle. The consumer can be a lighting system, heated grips, a heated saddle of the electric bicycle or an independent navigation device to be supplied. This embodiment can offer the advantage that the energy or power taken from the battery can be limited. An electrical consumer desired by the driver can also be switched on if the remaining charge of the battery or power reserve is sufficient.

This embodiment can offer the advantage that the driver can adapt one of the stored control programs to driving in the dark and cold, for example. To do this, the driver can activate a first switching function in such a way that the heated grips or the heated saddle are switched off when the battery has a remaining charge of W%. The motor support or power consumption of the electric motor can be halved with a second switching function when the remaining charge is X% ≤ W% and halved again or switched off when Y% < X%. The lighting system can be fully supplied until the end or at least dimmed for passive safety with a third switching function when Z% ≤ Y%.

If another rider, who is unaware of the route, wants to use the bike's battery to power navigation, he can activate a first switching function for one of the stored control programs, which reduces or switches off the motor support or power consumption of the electric motor when the remaining charge is X% in favor of navigation. Navigation could even be more important to him than the lighting system, and he could dim the lighting system with a second switching function when the remaining charge is Y% < X%.

With an activated first switching function, a driver could switch off all consumers in favor of motor support when the remaining charge is W%, in particular with the exception of the lighting system. The motor support or power consumption of the electric motor can be reduced or switched off with a second switching function when the remaining charge is X% < W%. He could simply dim the lighting system with a second switching function when the remaining charge is Y% < X%.

With an activated first switching function, a driver could switch off the engine support and all consumers with the exception of the lighting system when the remaining charge is W%. The lighting system can be fully supplied until the end or at least dimmed for passive safety with a third switching function when the remaining charge is X% < W%.

For one of the driving profiles, the driver can set a conditional switching function so that a consumer, such as the heated grips, is switched off, especially when the remaining charge is R%. For a second of the driving profiles, the driver can set the same consumer to remain active, especially when the remaining charge is below the same R%. By switching between the two driving profiles, the driver can switch the consumer on for more comfort and switch it off for a longer range.

A further embodiment has an operating unit which is designed as a fitting on the electric bicycle, in particular as a handlebar fitting, as a touch-sensitive display unit or with a mobile phone, wherein the operating unit is designed to select one of the driving profiles. A so-called app can be installed on the mobile phone, which enables the control program to be changed. With a control unit designed in this way, the driver can easily adapt the control program to be changed.

Another embodiment includes a display unit configured to indicate the current power consumption of the electric motor, the current pedaling power and/or the remaining charge of the battery.

One embodiment is characterized by at least one sensor element that can detect the speed of a pedal crank [n/min] (cadence) of the electric bicycle, the pedaling power provided by the rider and/or the pedaling force exerted by the rider on the pedal crank. A sensor element can be designed to detect the ambient temperature, the air humidity, the speed of the front wheel or the speed of the driven rear wheel. The sensor element can be taken from the following group, which includes a force sensor, speed sensor, current sensor, voltage sensor, temperature sensor, air humidity sensor, tire pressure sensor, brightness sensor, inclination sensor, yaw sensor and a dynamic pressure sensor. In particular, if the control device has a temperature sensor, the driver can activate a switching function for one of the control programs, which reduces the power increase dP/dt in cold weather or on slippery roads for safer driving behavior.

In one embodiment, the control device is designed in the setup state such that one of the stored control programs can be changed using a menu. This can simplify the adaptation of the control program.

In another embodiment, one or more of the driving profiles have a switching function for a gear shift of the electric bicycle. The control device can have a sensor element for the rider's pedaling power and a sensor element for the speed of the pedal crank. This switching function serves to relieve the rider of operating the gear shift, in particular via a shift actuator of the electric bicycle. The control device can be designed using the switching function to control the gear shift in such a way that the speed of the pedal crank increases with higher pedaling power (uphill, stronger headwind, higher driving speed) (cadence increase), in particular depending on a signal from a position sensor, the selected driving profile, the recorded pedaling power and/or the recorded current cadence. This can protect the rider's joints and muscles involved in operating the pedal crank. Alternatively or additionally, the control device can be designed using a switching function in such a way that the cadence is reduced, in particular when driving downhill (cadence reduction).

A preferred electric bicycle has one of the aforementioned control devices, the electric motor, the accumulator and the pedal crank. The electric bicycle can have a sensor element for the pedaling power/pedal force and the speed of the pedal crank, a gear shift and a shift actuator which can operate the gear shift. The shift actuator can be controlled by the control device.

• S1 Überführen der Steuervorrichtung in einen Einrichtungszustand,
• S2 Wählen des zu ändernden Fahrprofils oder der zu ändernden Unterstützungsstufe,
• S3 Ändern einer zulässigen Leistungsaufnahme Pzul des Elektromotors und/oder eines zulässigen Leistungsanstiegs dP/dt, insbesondere mittels der Bedieneinheit, insbesondere aufweisend: Ein- oder Ausschalten des Automatikmodus (S5).

The method according to the second aspect serves to operate one of the aforementioned control devices and comprises the following steps

• S1 Transferring the control device to a setup state,
• S2 Select the driving profile or support level to be changed,
• S3 Changing a permissible power consumption Pzul of the electric motor and/or a permissible power increase dP/dt, in particular by means of the control unit, in particular comprising: switching the automatic mode on or off (S5).

The method according to the third aspect serves to upgrade an existing control device of an electric bicycle, comprising the step S4 of loading software with which the control device is designed according to one of claims 1-12.

When describing the following variant of the control device, the terms “driving mode” and “drive mode” have the same meaning as the aforementioned term “driving profile”.

An e-bike parameter setting can currently only be changed via the support levels or, more laboriously, via a smartphone or PC connection. It is not possible for the customer to customize a support level group to meet specific requirements, such as range optimization, balanced behavior, or powerful, sporty riding behavior.

Parameter settings are currently changed via the update and parameterization using service software that can only be used with dealer, OEM or Continental access. In the future, it is conceivable and possible to change and individualize the settings via an APP or end customer access in order to be able to respond even further to customer requests.

Several specific parameter settings that affect driving behavior can be selected directly via the display's menu setting instead of just changing support factors. Custom groups of different parameters are optimized for a specific purpose, such as optimized range, balance, power, global shutdown or activation of certain consumers, depending on the selected mode.

Different drive modes can be selected manually via the display menu. Selecting a specific drive mode changes the system settings. An example table is attached, see 1 .

It is also not absolutely necessary to select the drive modes via the display. In the future, this can also be done via a smartphone app or key combination using a remote without a display.

An automated selection of settings can be done via an automatic mode.

In addition, using an automatic mode, various parameters are set depending on the driver's input variables, such as power, torque, but also by evaluating sensors, such as torque, rpm, speed, acceleration, yaw rate, position detection, temperature, etc., which result in optimization for certain driving situations or requirements, such as range or powerful acceleration.

In addition, depending on the mode and system status, such as a low operating voltage or charge level of the battery or in an error state, various consumers should be able to be switched on and off, such as heated grips.

New comprehensive firmware package offers a variety of new functions for the Conti eBike system. The most important new feature is the new drive modes "Range, Balance, Power", which can be selected by the driver. In addition to the support levels (1-4Boost), the drive modes contain different presets that allow the eBike system to be adapted even better to the riding behavior.

The drive modes allow the rider to use their bike in a variety of situations. Be it a long weekend ride, daily commuting through the city or on holiday in the mountains.

• • RANGE - reichweitenoptimiert & effizient, sanfte Unterstützung, hohe Reichweite, Drehmoment und Unterstützungsleitung sind reduziert,
• • BALANCE - ausgewogen & komfortabel, Ausgewogene Kraftentfaltung, komfortable Fahreigenschaften, bedarfsgerechte Unterstützung,
• • POWER - kräftig & direkt, Sportliche Abstimmung, direktes, kraftvolles Ansprechverhalten und schnelle Leistungsentfaltung, für ein agiles Fahren.

Depending on the drive mode, the intensity of the motor support, the response and the efficiency of the eBike system are changed:

• • RANGE - range-optimized & efficient, gentle support, long range, torque and support power are reduced,
• • BALANCE - balanced & comfortable, balanced power development, comfortable driving characteristics, needs-based support,
• • POWER - powerful & direct, sporty tuning, direct, powerful response and fast power delivery for agile driving.

In “Range” and “Balance” modes, the driver selects support levels 1-4; in “Power” mode, the highest level is called “Boost” and is clearly marked with “B” on the display.

In the "Power" drive mode, the motor provides more power for a short time after the update than was the case before. However, the rated continuous power of the motor (250 watts) remains unaffected. As a result of the higher possible power output, more heat is generated in the motor, which is dissipated via the housing. This can lead to a higher surface temperature of the housing in some driving situations.

Further details and advantages of the invention will become apparent to those skilled in the art from the following embodiments.

1 shows a table with properties of example driving profiles “Range”, “Balance” and “Power” of the control device, which driving profiles each have four support levels.

1 shows the respective motor support in % of the pedal power for a total of twelve control programs of the control device. The control programs are grouped as I, II, III and represent different driving profiles. The control programs are also grouped under 1-4 and correspondingly different support levels.

The motor power of control programs I1 and II1 is only 40% of the pedal power. However, the motor power or motor support can also be a multiple of the pedal power. The control programs of groups II and III have increasing dP/dt values, so that acceleration is stronger when starting off or a larger total mass can be accelerated. The driver can adapt each of these control programs to his needs, abilities or environmental conditions.

For journeys in the dark and cold, it can activate a first switching function for one of the stored control programs so that the heated grips are switched off when the battery has a remaining charge of W%. The motor support or power consumption of the electric motor can be halved with a second switching function when the remaining charge is X% ≤ W% and halved again when Y% < X%. The lighting system can be fully supplied until the end or at least dimmed for passive safety with a third switching function when Z% ≤ Y%.

If another rider, who is unaware of the route, wants to use the bike's battery to power navigation, he can activate a first switching function for one of the stored control programs, which reduces the motor support or power consumption of the electric motor in favor of navigation when the remaining charge is X%. Navigation could even be more important to him than the lighting system, and he could dim the lighting system with a second switching function when the remaining charge is Y% < X%.

With an activated first switching function, a driver could switch off all consumers in favor of motor support when the remaining charge is W%. The motor support or power consumption of the electric motor can be reduced with a second switching function when the remaining charge is X% < W%.

With an activated first switching function, a driver could switch off the engine support and all consumers except the lighting system when the remaining charge is W%. The lighting system can be fully supplied until the end or at least dimmed for passive safety with a third switching function at Z% ≤ Y%. He could dim the lighting system with a second switching function when the remaining charge is Y% < X%.

Another control device has a temperature sensor. The driver can activate a switching function for one of the control programs, which reduces the power increase dP/dt for safer driving in cold weather or on slippery roads.

Each of the 2 The columns shown represent a separate control program, which can also have different conditional switching functions.

3 shows schematically an embodiment of a control device 1 which falls under the invention. The control device is mounted on an independent electric bicycle. The electric bicycle has an electric motor 11, a battery 12 and a pedal crank 13 to which the rider can deliver his pedal power. The electric motor can act on the bottom bracket shaft, on the chain or belt drive or directly on the rear wheel.

The control device comprises the control unit 2, the operating unit 3, the display unit 4 and several sensor elements 5a-5c. A speed sensor 5a detects the speed of the pedal crank 13, a force sensor 5b detects the pedal force exerted by the rider and a current sensor 5c detects the current intensity of the electric current absorbed by the electric motor 11 of the independent electric bicycle. The control unit 2 is designed to evaluate the signals from the speed sensor and the force sensor in relation to the pedal power delivered by the rider. Several control programs are stored in the control unit.

The driver can activate or deactivate at least one conditional switching function for at least one of the stored control programs, whereby the switching function switches a first electrical consumer of the electric bicycle on or off, in particular depending on a residual charge of a battery of the electric bicycle. This first consumer can be the lighting system, heated grips or an independent navigation device.

Claims (13)

Control device (1) for an electric bicycle with an electric motor (11) for motor support of a rider's pedaling power, characterized in that the rider can select one of three driving profiles, wherein the driving profiles each have several, in particular four, support levels, wherein the support levels differ in terms of increasing maximum motor power or motor torque, wherein the maximum motor power of the highest support level of the second driving profile ("balance") is greater than the maximum motor power of the highest support level of the first driving profile ("range"), and wherein the maximum motor power of the highest support level of the third driving profile ("power") is greater than the maximum motor power of the highest support level of the second driving profile, wherein different consumers of the electric bicycle can be switched on and off depending on the driving profile and a system state. Control device (1) according to Claim 1 , characterized in that the maximum motor power of the highest support level of the first driving profile is 70% of the pedal power, the maximum motor power of the highest support level of the second driving profile is 90% of the pedal power, and the maximum motor power of the highest support level of the third driving profile is 100% of the pedal power. Control device (1) according to one of the preceding claims, characterized in that the maximum motor power depends on the pedal power: a) for the first support level of the first driving profile, 25% of the pedal power, for the second support level of the first driving profile, 40% of the pedal power, for the third support level of the first driving profile, 55% of the pedal power, and for the fourth support level of the first driving profile, 70% of the pedal power, b) for the first support level of the second driving profile, 30% of the pedal power, for the second support level of the second driving profile, 50% of the pedal power, for the third support level of the second driving profile, 70% of the pedal power, and for the fourth support level of the second driving profile, 90% of the pedal power, c) for the first support level of the third driving profile, 55% of the pedal power, for the second support level of the third driving profile, 70% of the pedal power, for the third support level of the third driving profile, 85% of the pedaling power, and for the fourth support level of the third driving profile it is 100% of the pedaling power. Control device (1) according to one of the preceding claims, characterized in that the power development of the electric motor (11), in particular the temporal power change (dP/dt), is lower in the second driving profile than in the third driving profile and greater than in the first driving profile. Control device (1) according to one of the preceding claims, characterized in that the driving profile can be selected manually via a display and menu, a smartphone app or a key combination, in particular without a display. Control device (1) according to one of the preceding claims, characterized in that the system state is a low operating voltage or charge state of a rechargeable battery (12) of the electric bicycle or an error state. Control device (1) according to one of the preceding claims, characterized by an automatic mode in which, depending on input variables of the driver, such as pedal power, pedal force or torque and/or based on sensor signals, such as motor torque, pedal crank speed, driving speed, acceleration, yaw rate, position detection, ambient temperature, air humidity, residual charge of the battery (12), battery temperature, etc., various parameters of the electric bicycle can be set, such as the permissible power consumption of the electric motor (11) or another electrical consumer of the electric bicycle, cadence, switching speed speed or switching frequency, especially for greater range, smoother or more powerful starting, or driving stability. Control device (1) according to one of the preceding claims, characterized in that the driver can change and store a permissible power consumption Pzul of the electric motor and/or a permissible power increase dP/dt of the electric motor (11) for one of the driving profiles or for one of the support levels, in particular in a setup state of the control device (1). Control device (1) according to one of the preceding claims, characterized in that the driver can activate or deactivate a conditional switching function for one of the driving profiles or for one of the support levels, wherein the conditional switching function can switch a first electrical consumer of the electric bicycle on or off, in particular depending on a residual charge of a rechargeable battery (12) of the electric bicycle. Control device (1) according to one of the preceding claims, characterized by an operating unit (3) which is designed as an fitting on the electric bicycle, in particular as a handlebar fitting, as a touch-sensitive display unit or with a mobile phone, wherein the operating unit (3) is designed to select one of the driving profiles. Control device (1) according to one of the preceding claims, characterized by a display unit which is designed to indicate the current power consumption of the electric motor (11), the current pedaling power and/or the remaining charge of the accumulator (12). Control device (1) according to one of the preceding claims, characterized by at least one sensor element (5a, 5b, 5c) which can detect the speed of a pedal crank (13) of the electric bicycle, the pedaling power provided by the rider and/or the pedaling force exerted by the rider on the pedal crank (13). Electric bicycle with a control device (1) according to one of the preceding claims.

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