DE102022200183B4 - Device for predictively controlling the energy supply and range of a bicycle with an electric motor and an energy supply source - Google Patents

Abstract

Device (100) for predictively controlling the energy supply and range of a bicycle (102) with an electric motor (104) and with an energy supply source (106), comprising:
an input device (112) for entering a distance traveled and a desired effort level,
a first investigation device (114) for determining route parameters of the journey route,
a second determination device (120) for determining the feasibility of the entered travel distance based on the entered desired effort, the route parameters and a predetermined proportion of the current capacity of the supply energy source (106) of the bicycle (102), and
a control device (122), wherein the control device (122) is configured to control a support force of the electric motor (104) according to the desired effort and the predetermined proportion of the current capacity of the supply energy source (106), if the second determination device (120) determines a feasibility of the entered travel distance, wherein the control device (122) is configured to control a support force of the electric motor (104) according to a corrected effort and the predetermined proportion of the current capacity of the supply energy source (106), if the second determination device (120) does not determine a feasibility of the entered travel distance.

Description

Technical field

The present invention relates to a device for predictively controlling the power supply and range of a bicycle with an electric motor and a power supply source. The present invention further relates to a bicycle with an electric motor, a power supply source, and such a device. The present invention further relates to a method for predictively controlling the power supply and range of a bicycle with an electric motor and a power supply source.

Technical background

Bicycles with an electric motor and a power source are known from current technology. Such bicycles, which are assisted by an electric motor, are called pedelecs or S-pedelecs. Pedelecs with assistance up to 25 km/h are considered bicycles. S-pedelecs with assistance up to 45 km/h are considered light motorcycles. The power source is usually a rechargeable battery, also called a battery.

The EP 2 644 492 A1 This describes a motor-assisted bicycle that includes a cadence sensor, which detects the force applied to a pedal; an assistance level control/regulator, which includes an assistance level correction component that estimates the fatigue level of the rider and determines the assistance level based on the output of the cadence sensor; and a motor, which generates the assistance level and provides propulsion. The motor-assisted bicycle also includes a vehicle speed sensor, which detects the vehicle's speed. The assistance level control/regulator includes a base assistance level setting component, which calculates a base assistance level based on the pedal force and vehicle speed, and a fatigue level estimator, which increases or decreases the base assistance level by estimating the rider's fatigue level.

The US 2018/056812 A1 This describes a device for controlling an electric motor in a motor-assisted, pedal-driven, or hand-cranked vehicle. The device comprises a processor configured to calculate a value for the net counterforce acting on the vehicle, a vehicle speed sensor, an accelerometer for measuring a component of the vehicle's acceleration in the direction of travel, an air pressure sensor measuring the air pressure in the direction of travel, a sensor measuring the power output of the electric motor, and a power support processor calculating the amount of power to be delivered by an electric motor according to measured values for speed, acceleration, air pressure, and power provided by a person driving the vehicle.

The EP 3 377 400 A1 Describes a management procedure for the energy range of a rechargeable battery pack of a pedal-assist electric bicycle, comprising an electric machine controllable to deliver torque according to a pedal assist factor, wherein the torque is added to the torque generated by a cyclist by pedaling, wherein the management procedure comprises the following steps: a) selecting a route to be traveled by the electric bicycle starting from an initial position; b) obtaining data representative of the elevation profile of the selected route and dividing the route into a plurality of segments, each characterized by a corresponding elevation parameter; c) calculating a value correlated with the maximum percentage of battery pack discharge on the selected route as a function of the elevation profile and a limit pedal assist factor, preferably calculating a value for each segment representative of the percentage of battery pack discharge on the segment as a function of a limit assist factor assigned to each segment, based on the elevation parameter assigned to the segment; d) Verify whether the battery pack has a positive residual charge at the end of the route or not; wherein, if after step d) of verification it is determined that the battery pack has no positive residual charge at the end of the route, then the management procedure iteratively repeats steps c) and d) of modifying the marginal support factor based on one or more fitting curves, each of which makes it possible to obtain a new marginal support factor for each segment as a function of the segment slope.

The WO 2012/172227 A1 describes a method for energy management in an electrically assisted vehicle with the following steps: a) determining the total amount of energy required for a journey; and b) allocating a quantity of electrical energy to the journey and deriving from this the quantity of human energy required for the journey, or allocating a quantity of human energy to the journey and deriving the quantity required for the journey. The amount of electrical energy required for the journey is based on this.

Despite the numerous advantages of state-of-the-art bicycles with electric motor support, there is still room for improvement.

E-bike riders must therefore rely on simple range predictions, which are either generic or specific to a particular level of assistance, as well as their own personal experience, to assess whether the battery has enough energy for the desired journey and how the assistance should be used. The interrelationships involved are difficult to predict. In other words, the systems and devices known so far are based on the experiences and estimates of individual users and are therefore not easily transferable to other people. Especially on journeys where range is critical, finding the right level of assistance is difficult without technical aids or an assessment of the route.

Object of the invention

It would therefore be desirable to provide a device for regulating the power supply and a bicycle that largely avoids the disadvantages of known devices for regulating power supplies and bicycles. In particular, the invention aims to distribute the assistance of the pedelec/S-pedelec over the distance traveled in such a way that the rider can reach the desired destination with the most reasonable effort possible. The route should thus be completed with optimal support from the electric motor, resulting in a consistent, non-excessive physical exertion due to almost complete utilization of the battery charge. This should prevent a failure of assistance due to an empty power supply before reaching the destination, while simultaneously preventing the rider from overexerting themselves and then arriving at the destination with a significant amount of unused power supply capacity.

An example of this is riding on a hilly route that begins with an ascent, descends or flattens in the middle section, and then features a steep climb at the end. The invention is capable of automatically distributing the drive energy in such a way that sufficient energy remains for appropriate assistance during the final climb, preventing the energy from being depleted during the initial ascent through excessive use of the assistance. This would result in the rider being overtaxed on the final stretch or, in the worst case, unable to reach their destination under their own power. Instead, the assistance can be distributed so that while the effort required is increased during the first part of the route, sufficient support is still available for the final climb, making the ride more balanced in terms of the rider's effort. The device is designed to enable a cyclist to ride with the most reasonable level of exertion possible. Particularly during rides with limited energy, the energy available in the corresponding power supply or storage unit should be distributed as needed over the entire remaining distance. The aim is to keep the rider's effort within a reasonable range throughout the entire journey. Even when sufficient energy is available for assistance, the system ensures a pleasant riding experience while simultaneously using electrical energy as efficiently as possible, as the assistance is always available at a sufficiently high level, thus preventing excessive use of the assistance.

General description of the invention

This problem is addressed by a device for predictively controlling the energy supply and range of a bicycle and a bicycle with the features of the independent claims. Advantageous embodiments, which can be implemented individually or in any combination, are described in the dependent claims.

In the following, the terms "have," "exhibit," "comprise," or "include," or any grammatical variations thereof, are used in a non-exclusive manner. Accordingly, these terms can refer both to situations in which, apart from the features introduced by these terms, no further features are present, and to situations in which one or more further features are present. For example, the expression "A has B," "A exhibits B," "A comprises B," or "A includes B" can refer both to the situation in which, apart from B, no other element is present in A (i.e., a situation in which A consists exclusively of B), and to the situation in which, in addition to B, one or more further elements are present in A, for example, element C, elements C and D, or even further elements.

It is further noted that the terms "at least one" and "one or more" Grammatical variations of these terms, when used in connection with one or more elements or features and intended to express that the element or feature may be present once or multiple times, are generally used only once, for example, upon the initial introduction of the feature or element. Upon subsequent repetition of the feature or element, the corresponding term "at least one" or "one or more" is generally no longer used, without restricting the possibility that the feature or element may be present once or multiple times.

Furthermore, the terms "preferably," "in particular," "for example," or similar terms are used in the following text in connection with optional features without limiting alternative embodiments. Features introduced by these terms are optional, and it is not intended that these features limit the scope of protection of the claims, and in particular the independent claims. As the person skilled in the art will recognize, the invention can also be implemented using other embodiments. Similarly, features introduced by "in an embodiment of the invention" or by "in an exemplary embodiment of the invention" are understood as optional features without limiting alternative embodiments or the scope of protection of the independent claims. Furthermore, these introductory phrases are intended to leave all possibilities of combining the introduced features with other features, whether optional or non-optional, unaffected.

In a first aspect of the present invention, a device for the predictive control of the power supply and range of a bicycle with an electric motor and a power supply source is therefore proposed. The device comprises an input device for entering a distance traveled and a desired effort level. The device further comprises a first detection device for determining the route parameters of the distance traveled. The device further comprises a second detection device for determining the feasibility of the entered distance traveled based on the entered desired effort level, the route parameters, and a predetermined proportion of the current capacity of the bicycle's power supply source. The device further comprises a control device. The control device is configured to regulate the assistance force of the electric motor according to the desired effort level and the predetermined proportion of the current capacity of the power supply source if the second detection device determines that the entered distance traveled is feasible. The control device is configured to regulate the assistance force of the electric motor according to a corrected effort level and the predetermined proportion of the current capacity of the power supply source if the second detection device does not determine that the entered distance traveled is feasible.

The term "control," as used here, is a broad term to which its usual and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to a specific or adapted meaning. Without restriction, the term can refer in particular to a process in which a quantity, the controlled variable, is continuously measured, compared with another quantity, the reference variable, and influenced in order to align it with the reference variable. A characteristic of control is the closed-loop process, in which the controlled variable continuously influences itself within the control loop. A technical control process is the targeted manipulation of physical, chemical, or other quantities in technical systems. The so-called controlled variables are to be kept as constant as possible, even when subject to disturbances (fixed-value control), or influenced so that they follow a predetermined change over time (following control). The control principle is the comparison of the setpoint and actual value of the reference variable with the negatively fed-back measured controlled variable. The controller determines a manipulated variable based on the control deviation (control error) and the specified control parameters. This mechanism acts on the controlled variable via the control loop in such a way that it minimizes the control deviation despite existing disturbances and ensures that the controlled variable exhibits a desired time response depending on the selected quality criteria. Common household applications include constant temperature control for room air (heating control), for the air in a refrigerator, or for an iron. Cruise control maintains a constant speed in a motor vehicle.

The term "predictive," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to the property of being indicative, prognostic, predictable, forecasting, anticipatory, and/or foreseeable. In the context of the present invention, the term refers specifically to the regulation of the supply energy in such a way that the desired route entered before the start of the journey is achievable or manageable for the driver with the currently available supply energy, including a predetermined safety reserve of capacity and taking into account route parameters. In other words, it is determined predictively whether a desired route is feasible for the driver with the available supply energy, including a predetermined safety reserve of capacity and taking into account route parameters, as well as optionally a desired effort level entered by the driver.

The term "power source" as used here is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a power source designed to supply the electric motor of the bicycle with electrical energy. Specifically, the power source may be a battery, a power storage device, or a combination of both.

The term "route," as used here, is a broad term to which its usual and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a route or path from a starting point to a destination. The route can be defined by coordinates, such as GPS coordinates.

The term "data collection facility," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a facility equipped for acquiring data. This data can be obtained by means of calculations or queries.

The term "route parameters," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to any parameter or data that characterize a route or related environmental conditions. Route parameters include, but are not limited to, the elevation profile of a route, information on the subsoil or subsoil properties along the route, and the weather along the route, which includes, in particular, temperature, wind speed, wind direction, humidity, and the probability of rain.

The term "control device," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a device designed to control certain operations or processes.

The term "assistance force," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a force with which the rider of the bicycle is assisted by the electric motor while pedaling.

The term "capacity of the power supply source," as used here, is a broad term and should be understood in its usual and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a characteristic value for the state of charge of the power supply source. The state of charge describes the current capacity of a battery or accumulator as a percentage of its maximum capacity. A state of charge of 50 percent means that a battery or accumulator is (still) half full (or half charged).

The term "predetermined proportion of the current capacity of the supply energy source," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to a predetermined proportion of the current state of charge of the supply energy source. This predetermined proportion takes into account that for a journey Only a predetermined portion of the actually available energy is used. This predetermined portion of the current capacity takes into account a predetermined amount of residual energy or safety reserve that is held in reserve. Instead of the actual capacity of the power source, a defined and potentially variable amount of residual energy should be available upon arrival at the destination. Therefore, only a certain amount of energy may be used for the journey, which is a subset of the total energy currently available. For example, 20% of the energy may be reserved. This residual energy is deducted from the current capacity when regulating the level of assistance. If, for example, the current capacity is 80% and a residual energy of 20% is held in reserve, the predetermined portion of the current capacity used for regulating the assistance is 80% - 20% = 60%. In other words, instead of the actual capacity of the power source, only a portion of this energy is made available for the journey. Since the reserved residual energy is a value specified by the manufacturer or driver, it does not vary depending on the current capacity. In contrast, the predetermined proportion of the current capacity used for support varies depending on the current capacity.

The term "feasibility," as used here, is a broad term to which its usual and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to a specific or adapted meaning. Without limitation, the term can refer in particular to the property of whether, given the current state of charge of the power supply, a predetermined driving distance can be achieved or covered with a selected or specified level of assistance or with data entered by the driver, such as desired effort, weight, fitness level, and/or age, and the like.

The term "desired exertion," as used here, is a broad term to which its usual and common meaning, as understood by experts, should be attributed. The term is not limited to a specific or adapted meaning. Without restriction, the term can refer, in particular, to a classification of exertion. For example, exertion can be classified as unsporting, rather unsporting, normal, rather athletic, and athletic. The operator specifies into which of these categories they assess their physical constitution or fitness.

The term “corrected effort,” as used here, is a broad term and should be understood in its ordinary and common sense, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to an effort that differs in magnitude from the desired deviation and is, in particular, greater than the desired effort.

The term "bicycle with electric motor and power supply," as used here, is a broad term to which its usual and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to any bicycle whose propulsion is assisted by an electric motor. The term refers specifically to so-called pedelecs or S-pedelecs. Pedelecs are bicycles with pedal assistance up to 25 km/h. S-pedelecs are bicycles with pedal assistance up to 45 km/h.

The device allows the cyclist to ride with a level of effort appropriate to their individual needs. Particularly when riding with limited energy, the available energy in the power source or storage unit can be distributed as needed over the entire remaining distance. This keeps the rider's effort within a reasonable range throughout the ride. Even when sufficient energy is available for assistance, the system ensures a comfortable riding experience while maximizing energy efficiency, as the level of assistance is always adequately provided, thus preventing overuse.

Firstly, the assistance intensity of the e-bike drive is regulated based on an effort target for each section of the route. The necessary rider effort target is derived from optimizing rider effort over the route, taking into account available energy, including any remaining energy reserves. The assistance level is regulated based on an energy and dynamics forecast for the route and the various assistance scenarios. For this purpose, all relevant route characteristics, such as elevation profile, surface, weather, etc., as well as entered data or parameters about the rider and bicycle, are determined for the route. The entered data or parameters include... This involves constant parameters, such as support characteristics, as well as variable parameters, such as the rider's weight (optionally including luggage), the maximum capacity of the power source (taking its age into account), and so on. Furthermore, the energy and dynamics prediction considers the combined power output of the rider and the e-bike drive and is performed using a suitable calculation model. Based on this prediction, it can be determined whether the desired effort level is achievable with the available energy. If so, this can be implemented by the control system during the ride. If the desired effort level is not achievable, the system determines the effort level that is feasible with the available support, minimizing the rider's effort compared to the desired level. This determined effort level is then used as the input for the support control system.

The control device may be configured to adjust the corrected effort to the current capacity of the supply energy source if the second determination device does not determine the feasibility of the entered travel distance.

This ensures that the driver can safely reach the destination with the available capacity of the power supply source.

The control device may be configured to minimize a deviation of the corrected effort from the entered desired effort if the second determining device does not determine the feasibility of the entered travel distance.

If the desired effort level is not achievable, the system seeks a target effort level that is feasible with the assistance provided and that increases the rider's effort as little as possible compared to the desired effort. This target effort level is then used as the input for the assistance system.

The second determination device can be set up to determine the feasibility of the entered route before and/or during operation of the bicycle based on the entered desired effort, the route parameters and the predetermined proportion of the current capacity of the bicycle's power supply source.

Since the system must also consider discrepancies between the prediction or the underlying route characteristics and reality, the effort level is regularly optimized for the remaining distance and the available electrical energy. The calculation incorporates as many relevant parameters as possible that influence the route and dynamics, such as route length, gradient, elevation profile, road surface, weather conditions (wind), and time of day. For example, the calculated physical effort then serves as the actual value for the level of assistance during the ride, while the target effort is the result of considering the entire remaining distance. The software may also implement a higher effort level if necessary, ensuring that the battery charge is sufficient to maintain this level of assistance until arrival at the desired destination. This prevents assistance from failing due to a depleted battery before reaching the destination, while simultaneously preventing the rider from overexerting themselves and arriving at their destination with significantly unused battery charge.

The first detection device can be set up to determine route parameters of the journey before and/or during bicycle operation. This allows deviations between the prediction or the underlying route characteristics and reality to be particularly well captured and used as correction variables for the control system.

The first determination device can be configured to determine route parameters by retrieving route data from at least one database. This reduces the storage requirements in the device, as not all route data needs to be stored, but only temporarily the data relevant to the route chosen by the driver. Furthermore, the route data can be retrieved in real time, preventing calculations with outdated data that could negatively impact the control system. Web APIs are preferably used as the one or more databases.

The term "Web API," as used here, is a broad term and should be understood in its usual and common sense, as understood by experts. The term is not limited to any specific or adapted meaning. Without restriction, the term can refer in particular to a programming interface (API = Application Programming Interface). This API interface for application programming allows two independent applications to easily interact and exchange data. In other words, a programming interface serves as a "bridge" between two programs, allowing data to be exchanged between them. The data will be sent here. Copying and pasting the data will then no longer be necessary.

The first determination unit can be configured to replace the route parameters with estimated values and/or standard values if the route data is not available from the at least one database. If data for the described function is unavailable, it will therefore be estimated or replaced with representative standard values.

The control unit can be configured to regulate the electric motor's assistance power based on the measured effort of the cyclist. To improve the control quality, parameters for measuring rider effort and energy consumption are required, although these must be available anyway for the proper functioning of the e-bike drive system.

The measured effort can include information on the rider's cadence, torque, power output, riding condition, heart rate, and/or respiratory rate. Riding condition can specifically include the bike's speed. Based on the currently measured effort and a target effort level for the current section of the route, the e-bike's assistance intensity is then regulated.

The route parameters can include information on at least the elevation profile, surface type, and weather conditions along the entered route. For calculating the assistance force, all relevant route characteristics, such as elevation profile, surface, weather, etc., are determined for the route to be traveled.

The second determination device can be set up to determine the feasibility of the entered route using at least one algorithm. The algorithm, which optimizes the driver's effort over the route to be driven in such a way that it deviates as little as possible from the driver's desired effort level, is based on an energy and dynamics prediction for the route and the various support scenarios.

The term "algorithm," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to a specific or adapted meaning. Without restriction, the term can refer in particular to a clear set of instructions for solving a problem or a class of problems. Algorithms consist of a finite number of well-defined individual steps. Therefore, they can be implemented for execution in a computer program, but can also be formulated in human language.

The second detection device can be set up to train the algorithm using route parameters determined during operation of the bicycle. This allows the algorithm's output to be improved.

The input device can be configured to enter data about the rider and/or bicycle. Rider data includes, in particular, information about the rider's weight, age, and fitness level. The rider's weight can also include the weight of any luggage. Bicycle data includes, in particular, information about the maximum energy consumption of the power source and the bicycle's drive system. Thus, the user can or should enter data about the rider and bicycle, including the drive system. This ensures that the calculations are specific to the bicycle, the installed drive system, and the rider. Furthermore, these calculations can be customized for each trip to account for, for example, different luggage weights.

The device can be connected to or integrated into the bicycle's on-board computer. Accordingly, the device can be integrated into a single computer unit on the bicycle. Alternatively, the device can be easily retrofitted or connected to existing e-bikes. In this case, an interface, such as Bluetooth, is required so that data generation and, if necessary, optimization can be performed via a smartphone. Such an interface is sometimes already present or can be attached to the e-bike system using a suitable adapter with minimal installation effort.

The term "on-board computer," as used here, is a broad term to which its ordinary and common meaning, as understood by those skilled in the art, should be attributed. The term is not limited to any specific or adapted meaning. Without limitation, the term can refer in particular to an embedded system of a bicycle. The device serves to monitor and display operating and environmental conditions, and in some cases, The term also refers directly to navigation. Specifically, it refers to an electronic device for the continuous measurement of speed and distance traveled while cycling. Almost all bicycle computers have additional functions, such as measuring cadence via a sensor mounted next to the crank arm, determining altitude (usually via a barometric altimeter), measuring gradients including a summary of total elevation gain, measuring heart rate via a chest strap, estimating the rider's energy expenditure based on heart rate, taking into account the rider's gender and body mass, displaying the time, displaying the temperature, using the device on two bicycles with separate odometers and time counters, and the ability to store and transfer data to a PC, thus enabling, for example, training analysis.

The device can also include a storage device for saving route parameters determined during operation of the bicycle. This allows the route parameters to be accessed at any time.

In another aspect, a bicycle is proposed. The bicycle comprises an electric motor, a power supply, and a device according to one of the embodiments described above or below.

The bicycle may still include an on-board computer. The device may be connected to or integrated into the on-board computer.

• - Vorgeben einer Fahrstrecke und einer gewünschten Anstrengung,
• - Ermitteln von Streckenparametern der Fahrstrecke,
• - Ermitteln einer Realisierbarkeit der eingegebenen Fahrstrecke basierend auf der eingegebenen gewünschten Anstrengung, den Streckenparametern und eines vorbestimmten Anteils einer aktuellen Kapazität der Versorgungsenergiequelle des Fahrrads,
• - Regeln einer Unterstützungskraft des Elektromotors entsprechend der gewünschten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls eine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde, oder Regeln einer Unterstützungskraft des Elektromotors entsprechend einer korrigierten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde.

In another aspect, a method for predictively controlling the energy supply and range of a bicycle with an electric motor and an energy source is proposed. The method comprises the following steps, preferably in the order given:

• - Specifying a route and desired effort level,
• - Determining route parameters of the journey route,
• - Determining the feasibility of the entered route based on the entered desired effort, the route parameters and a predetermined proportion of the current capacity of the bicycle's power supply source,
• - Control of an electric motor support force according to the desired effort and the predetermined proportion of the current capacity of the supply energy source, if the feasibility of the entered travel distance has been determined, or control of an electric motor support force according to a corrected effort and the predetermined proportion of the current capacity of the supply energy source, if the feasibility of the entered travel distance has not been determined.

The procedure may also include adjusting the corrected effort to the current capacity of the supply energy source if the feasibility of the entered travel distance has not been determined.

The procedure may also include minimizing any deviation of the corrected effort from the specified desired effort if the feasibility of the specified travel distance has not been determined.

The feasibility of the specified route can be determined before and/or during operation of the bicycle based on the specified desired effort, the route parameters and the predetermined proportion of the current capacity of the bicycle's power supply source.

The route parameters of the journey can be determined before and/or during operation of the bicycle.

The route parameters can be determined by retrieving route data from at least one database.

The procedure may also include replacing the route parameters with estimated values and/or default values if the route data cannot be retrieved from the at least one database.

The procedure may also include rules regarding the assistance force of the electric motor, taking into account a measured effort of a bicycle operator.

The measured effort may include information about the rider's cadence, torque, power output, riding condition, pulse and/or respiratory rate.

The route parameters can provide information on at least the elevation profile of the specified route, the surface of the specified route The route and the weather along the specified route are included.

The feasibility of the given route can be determined using at least one algorithm.

The procedure can further include training the algorithm using route parameters determined during operation of the bicycle.

The process can also include entering or specifying data about the rider and/or bicycle. Rider data includes, in particular, information about the rider's weight, age, and fitness level. The rider's weight can also include the weight of any luggage. Bicycle data includes, in particular, data about the maximum energy consumption of the power source and the bicycle's drive system. Thus, data about the rider and bicycle, including the drive system, can or should be entered by the user. This ensures that the calculations are specific to the bicycle, the installed drive system, and the rider. Furthermore, these calculations can be customized for each trip to, for example, account for different luggage weights.

The procedure can also include storing route parameters determined during operation of the bicycle.

The method may further include the use of a device according to one of the embodiments described above or below. The method may be computer-implemented.

Furthermore, within the scope of the present invention, a computer program is proposed which, when executed on a computer or computer network, performs the inventive method in one of its embodiments.

Furthermore, the present invention proposes a computer program with program code means to carry out the method according to the invention in one of its embodiments when the program is executed on a computer or computer network. In particular, the program code means can be stored on a computer-readable data carrier and/or a computer-readable storage medium.

The terms "computer-readable data carrier" and "computer-readable storage medium," as used here, can refer in particular to non-transitory data storage devices, such as a hardware data storage medium on which computer-executable instructions are stored. The computer-readable data carrier or computer-readable storage medium can, in particular, be or comprise a storage medium such as random-access memory (RAM) and/or read-only memory (ROM).

Furthermore, within the scope of the present invention, a data carrier is proposed on which a data structure is stored which, after being loaded into a working and/or main memory of a computer or computer network, can execute the method according to the invention in one of its embodiments.

The present invention also proposes a computer program product with program code means stored on a machine-readable medium to carry out the inventive method in one of its embodiments when the program is executed on a computer or computer network.

In this context, a computer program product is understood to be the program as a marketable product. It can, in principle, exist in any form, such as on paper or a computer-readable data carrier, and can, in particular, be distributed via a data transmission network.

Finally, within the scope of the present invention, a modulated data signal is proposed which contains instructions executable by a computer system or computer network for carrying out a method according to one of the described embodiments.

With regard to the computer-implemented aspects of the invention, one, several, or even all of the process steps of the method according to one or more of the embodiments proposed herein can be carried out by means of a computer or computer network. Thus, in general, any of the process steps, including the provision and/or manipulation of data, can be carried out by means of a computer or computer network. In general, these steps can include any of the process steps except those requiring manual labor, such as the provision of samples and/or certain aspects of carrying out actual measurements.

• Ausführungsform 1: Vorrichtung zum prädiktiven Regeln einer Versorgungsenergie und Reichweite eines Fahrrads mit einem Elektromotor und mit einer Versorgungsenergiequelle, umfassend:
  • eine Eingabeeinrichtung zum Eingeben einer Fahrstrecke und einer gewünschten Anstrengung,
  • eine erste Ermittlungseinrichtung zum Ermitteln von Streckenparametern der Fahrstrecke,
  • eine zweite Ermittlungseinrichtung zum Ermitteln einer Realisierbarkeit der eingegebenen Fahrstrecke basierend auf der eingegebenen gewünschten Anstrengung, den Streckenparametern und eines vorbestimmten Anteils einer aktuellen Kapazität der Versorgungsenergiequelle des Fahrrads, und
  • eine Regelungseinrichtung, wobei die Regelungseinrichtung eingerichtet ist zum Regeln einer Unterstützungskraft des Elektromotors entsprechend der gewünschten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls die zweite Ermittlungseinrichtung eine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt, wobei die Regelungseinrichtung eingerichtet ist zum Regeln einer Unterstützungskraft des Elektromotors entsprechend einer korrigierten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls die zweite Ermittlungseinrichtung keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt.
• Ausführungsform 2: Vorrichtung nach der Ausführungsform, wobei die Regelungseinrichtung eingerichtet ist zum Anpassen der korrigierten Anstrengung an die aktuelle Kapazität der Versorgungsenergiequelle, falls die zweite Ermittlungseinrichtung keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt.
• Ausführungsform 3: Vorrichtung nach der Ausführungsform, wobei die Regelungseinrichtung eingerichtet ist zum Minimieren einer Abweichung der korrigierten Anstrengung von der eingegebenen gewünschten Anstrengung, falls die zweite Ermittlungseinrichtung keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt.
• Ausführungsform 4: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die zweite Ermittlungseinrichtung zum Ermitteln der Realisierbarkeit der eingegebenen Fahrstrecke vor und/oder während eines Betriebs des Fahrrads basierend auf der eingegebenen gewünschten Anstrengung, den Streckenparametern und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle des Fahrrads eingerichtet ist.
• Ausführungsform 5: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die erste Ermittlungseinrichtung zum Ermitteln von Streckenparametern der Fahrstrecke vor und/oder während eines Betriebs des Fahrrads eingerichtet ist.
• Ausführungsform 6: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die erste Ermittlungseinrichtung zum Ermitteln von Streckenparametern der Fahrstrecke mittels Abrufens von Streckendaten aus mindestens einer Datenbank ausgebildet ist.
• Ausführungsform 7: Vorrichtung nach der Ausführungsform, wobei die erste Ermittlungseinrichtung zum Ersetzen der Streckenparameter durch Schätzwerte und/oder Standardwerte eingerichtet ist, falls die Streckendaten aus der mindestens einen Datenbank nicht abrufbar sind.
• Ausführungsform 8: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die Regelungseinrichtung eingerichtet ist zum Regeln der Unterstützungskraft des Elektromotors unter Berücksichtigung einer gemessenen Anstrengung eines Bedieners des Fahrrads.
• Ausführungsform 9: Vorrichtung nach der Ausführungsform, wobei die gemessene Anstrengung Informationen zu einer Trittfrequenz, einem Trittmoment, einer Trittleistung, einem Fahrzustand, einem Puls und/oder einer Atemfrequenz des Bedieners des Fahrrads umfasst.
• Ausführungsform 10: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die Streckenparameter Informationen mindestens zum Höhenprofil der eingegebenen Fahrstrecke, zum Untergrund der eingegebenen Fahrstrecke und dem Wetter entlang der eingegebenen Fahrstrecke umfassen.
• Ausführungsform 11: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die zweite Ermittlungseinrichtung zum Ermitteln der Realisierbarkeit der eingegebenen Fahrstrecke mittels mindestens eines Algorithmus eingerichtet ist.
• Ausführungsform 12: Vorrichtung nach der Ausführungsform, wobei die zweite Ermittlungseinrichtung zum Trainieren des Algorithmus mittels während eines Betriebs des Fahrrads ermittelter Streckenparameter eingerichtet ist.
• Ausführungsform 13: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die Eingabeeinrichtung zum Eingeben von Daten zum Fahrer und/oder Fahrrad eingerichtet ist, insbesondere Daten zum Gewicht des Fahrers, Alters des Fahrers, Fitnesszustand des Fahrers und/oder Daten zu einem maximalen Energieverbrauch der Versorgungsenergiequelle.
• Ausführungsform 14: Vorrichtung nach einer der vorhergehenden Ausführungsformen, wobei die Vorrichtung mit einem Bordcomputer des Fahrrads verbindbar oder in einen Bordcomputer des Fahrrads integrierbar ist.
• Ausführungsform 15: Vorrichtung nach einer der vorhergehenden Ausführungsformen, weiterhin umfassend eine Speichervorrichtung zum Speichern von während eines Betriebs des Fahrrads ermittelter Streckenparametern.
• Ausführungsform 16: Fahrrad, umfassend einen Elektromotor, eine Versorgungsenergiequelle und eine Vorrichtung nach einer der vorhergehenden Ausführungsformen.
• Ausführungsform 17: Fahrrad nach der Ausführungsform, weiterhin umfassend einen Bordcomputer, wobei die Vorrichtung mit dem Bordcomputer verbunden oder in den Bordcomputer integriert ist.
• Ausführungsform 18: Verfahren zum prädiktiven Regeln einer Versorgungsenergie und Reichweite eines Fahrrads mit einem Elektromotor und mit einer Versorgungsenergiequelle, umfassend:
  • - Vorgeben einer Fahrstrecke und einer gewünschten Anstrengung,
  • - Ermitteln von Streckenparametern der Fahrstrecke,
  • - Ermitteln einer Realisierbarkeit der eingegebenen Fahrstrecke basierend auf der eingegebenen gewünschten Anstrengung, den Streckenparametern und eines vorbestimmten Anteils einer aktuellen Kapazität der Versorgungsenergiequelle des Fahrrads,
  • - Regeln einer Unterstützungskraft des Elektromotors entsprechend der gewünschten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls eine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde, oder Regeln einer Unterstützungskraft des Elektromotors entsprechend einer korrigierten Anstrengung und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle, falls keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde.
• Ausführungsform 19: Verfahren nach der vorhergehenden Ausführungsform, weiterhin umfassend Anpassen der korrigierten Anstrengung an die aktuelle Kapazität der Versorgungsenergiequelle, falls keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde.
• Ausführungsform 20: Verfahren nach der vorhergehenden Ausführungsform, weiterhin umfassend Minimieren einer Abweichung der korrigierten Anstrengung von der eingegebenen gewünschten Anstrengung, falls keine Realisierbarkeit der eingegebenen Fahrstrecke ermittelt wurde.
• Ausführungsform 21: Verfahren nach einer der Ausführungsformen 18 bis 20, wobei die Realisierbarkeit der eingegebenen Fahrstrecke vor und/oder während eines Betriebs des Fahrrads basierend auf der vorgegebenen gewünschten Anstrengung, den Streckenparametern und des vorbestimmten Anteils der aktuellen Kapazität der Versorgungsenergiequelle des Fahrrads ermittelt wird.
• Ausführungsform 22: Verfahren nach einer der Ausführungsformen 18 bis 21, wobei die Streckenparameter der Fahrstrecke vor und/oder während eines Betriebs des Fahrrads ermittelt werden.
• Ausführungsform 23: Verfahren nach einer der Ausführungsformen 18 bis 22, wobei die Streckenparameter der Fahrstrecke mittels Abrufens von Streckendaten aus einer Datenbank ermittelt werden.
• Ausführungsform 24: Verfahren nach der vorhergehenden Ausführungsform, weiterhin umfassend Ersetzen der Streckenparameter durch Schätzwerte und/oder Standardwerte, falls die Streckendaten aus der Datenbank nicht abrufbar sind.
• Ausführungsform 25: Verfahren nach einer der Ausführungsformen 18 bis 24, weiterhin umfassend Regeln der Unterstützungskraft des Elektromotors unter Berücksichtigung einer gemessenen Anstrengung eines Bedieners des Fahrrads.
• Ausführungsform 26: Verfahren nach der vorhergehenden Ausführungsform, wobei die gemessene Anstrengung Informationen zu einer Trittfrequenz, einem Trittmoment, einer Trittleistung, einem Fahrzustand, einem Puls und/oder einer Atemfrequenz des Bedieners des Fahrrads umfasst.
• Ausführungsform 27: Verfahren nach einer der Ausführungsformen 18 bis 26, wobei die Streckenparameter Informationen mindestens zum Höhenprofil der eingegebenen Fahrstrecke, zum Untergrund der eingegebenen Fahrstrecke und dem Wetter entlang der eingegebenen Fahrstrecke umfassen.
• Ausführungsform 28: Verfahren nach einer der Ausführungsformen 18 bis 27, wobei die Realisierbarkeit der eingegebenen Fahrstrecke mittels mindestens eines Algorithmus ermittelt wird.
• Ausführungsform 29: Verfahren nach der vorhergehenden Ausführungsform, weiterhin umfassend Trainieren des Algorithmus mittels während eines Betriebs des Fahrrads ermittelter Streckenparameter.
• Ausführungsform 30: Verfahren nach einer der Ausführungsformen 18 bis 29, weiterhin umfassend Speichern von während eines Betriebs des Fahrrads ermittelter Streckenparametern.
• Ausführungsform 31: Verfahren nach einem der Ausführungsformen 18 bis 30, weiterhin umfassend Vorgeben von Daten zum Fahrer und/oder Fahrrad eingerichtet ist, insbesondere Daten zum Gewicht des Fahrers, Alters des Fahrers, Fitnesszustand des Fahrers und/oder Daten zu einem maximalen Energieverbrauch der Versorgungsenergiequelle und Antriebssystem des Fahrrads.
• Ausführungsform 32: Verfahren nach einer der Ausführungsformen 18 bis 31, weiterhin umfassend Verwenden einer Vorrichtung nach einer der Ausführungsformen 1 bis 15.
• Ausführungsform 33: Verfahren nach einer der Ausführungsformen 18 bis 32, wobei das Verfahren computerimplementiert ist.

In summary, without limiting further possible embodiments, the following embodiments are proposed:

• Embodiment 1: Device for predictively controlling the energy supply and range of a bicycle with an electric motor and an energy supply source, comprising:
  • an input device for entering a distance traveled and a desired effort level,
  • a first investigative device for determining route parameters of the journey route,
  • a second determination device for determining the feasibility of the entered route based on the entered desired effort, the route parameters and a predetermined proportion of the current capacity of the bicycle's power supply source, and
  • a control device, wherein the control device is configured to regulate a support force of the electric motor according to the desired effort and the predetermined proportion of the current capacity of the supply energy source, if the second determining device determines a feasibility of the entered travel distance, wherein the control device is configured to regulate a support force of the electric motor according to a corrected effort and the predetermined proportion of the current capacity of the supply energy source, if the second determining device does not determine a feasibility of the entered travel distance.
• Embodiment 2: Device according to the embodiment, wherein the control device is configured to adapt the corrected effort to the current capacity of the supply energy source if the second determining device does not determine the feasibility of the entered travel distance.
• Embodiment 3: Device according to the embodiment, wherein the control device is configured to minimize a deviation of the corrected effort from the input desired effort if the second determining device does not determine the feasibility of the input travel distance.
• Embodiment 4: Device according to one of the preceding embodiments, wherein the second determining device is set up to determine the feasibility of the entered travel distance before and/or during operation of the bicycle based on the entered desired effort, the route parameters and the predetermined proportion of the current capacity of the bicycle's supply energy source.
• Embodiment 5: Device according to one of the preceding embodiments, wherein the first detection device is set up to determine route parameters of the journey before and/or during operation of the bicycle.
• Embodiment 6: Device according to one of the preceding embodiments, wherein the first determination device is designed to determine route parameters of the journey route by retrieving route data from at least one database.
• Embodiment 7: Device according to the embodiment, wherein the first determination device is set up to replace the route parameters with estimated values and/or standard values if the route data cannot be retrieved from the at least one database.
• Embodiment 8: Device according to one of the preceding embodiments, wherein the control device is configured to control the support force of the electric motor taking into account a measured effort of an operator of the bicycle.
• Embodiment 9: Device according to the embodiment, wherein the measured effort includes information on a cadence, a pedaling torque, a pedaling power, a riding condition, a pulse and/or a respiratory rate of the operator of the bicycle.
• Embodiment 10: Device according to one of the preceding embodiments, wherein the route parameters include information on at least the elevation profile of the entered route, the surface of the entered route and the weather along the entered route.
• Embodiment 11: Device according to one of the preceding embodiments, wherein the second determining device is set up to determine the feasibility of the entered route by means of at least one algorithm.
• Embodiment 12: Device according to the embodiment, wherein the second detection device is set up to train the algorithm using route parameters determined during operation of the bicycle.
• Embodiment 13: Device according to one of the preceding embodiments, wherein the input device is configured for entering data on the rider and/or bicycle, in particular data on the rider's weight, age, and fitness level. and/or data on the maximum energy consumption of the supply energy source.
• Embodiment 14: Device according to one of the preceding embodiments, wherein the device can be connected to or integrated into an on-board computer of the bicycle.
• Embodiment 15: Device according to one of the preceding embodiments, further comprising a storage device for storing route parameters determined during operation of the bicycle.
• Embodiment 16: Bicycle comprising an electric motor, a power supply source and a device according to one of the preceding embodiments.
• Embodiment 17: Bicycle according to the embodiment, further comprising an on-board computer, wherein the device is connected to or integrated into the on-board computer.
• Embodiment 18: Method for predictively controlling the energy supply and range of a bicycle with an electric motor and an energy supply source, comprising:
  • - Specifying a route and desired effort level,
  • - Determining route parameters of the journey route,
  • - Determining the feasibility of the entered route based on the entered desired effort, the route parameters and a predetermined proportion of the current capacity of the bicycle's power supply source,
  • - Control of an electric motor support force according to the desired effort and the predetermined proportion of the current capacity of the supply energy source, if the feasibility of the entered travel distance has been determined, or control of an electric motor support force according to a corrected effort and the predetermined proportion of the current capacity of the supply energy source, if the feasibility of the entered travel distance has not been determined.
• Embodiment 19: Method according to the preceding embodiment, further comprising adjusting the corrected effort to the current capacity of the supply energy source if the feasibility of the entered driving distance has not been determined.
• Embodiment 20: Method according to the preceding embodiment, further comprising minimizing a deviation of the corrected effort from the input desired effort if the feasibility of the input travel distance has not been determined.
• Embodiment 21: Method according to one of embodiments 18 to 20, wherein the feasibility of the entered distance traveled is determined before and/or during operation of the bicycle based on the specified desired effort, the distance parameters and the predetermined proportion of the current capacity of the bicycle's power supply source.
• Embodiment 22: Method according to one of embodiments 18 to 21, wherein the route parameters of the journey are determined before and/or during operation of the bicycle.
• Embodiment 23: Method according to one of embodiments 18 to 22, wherein the route parameters of the journey route are determined by retrieving route data from a database.
• Embodiment 24: Method according to the preceding embodiment, further comprising replacing the route parameters with estimated values and/or standard values if the route data cannot be retrieved from the database.
• Embodiment 25: Method according to one of embodiments 18 to 24, further comprising rules of the support force of the electric motor taking into account a measured effort of an operator of the bicycle.
• Embodiment 26: Method according to the preceding embodiment, wherein the measured effort includes information on a cadence, a pedaling torque, a pedaling power, a riding condition, a pulse and/or a respiratory rate of the operator of the bicycle.
• Embodiment 27: Method according to one of embodiments 18 to 26, wherein the route parameters include information at least on the elevation profile of the entered route, the surface of the entered route and the weather along the entered route.
• Embodiment 28: Method according to one of embodiments 18 to 27, wherein the feasibility of the entered travel distance with is determined by at least one algorithm.
• Embodiment 29: Method according to the preceding embodiment, further comprising training the algorithm using route parameters determined during operation of the bicycle.
• Embodiment 30: Method according to one of embodiments 18 to 29, further comprising storing route parameters determined during operation of the bicycle.
• Embodiment 31: Method according to one of embodiments 18 to 30, further comprising specifying data on the rider and/or bicycle, in particular data on the rider's weight, rider's age, rider's fitness level and/or data on the maximum energy consumption of the supply energy source and the bicycle's drive system.
• Embodiment 32: Method according to one of embodiments 18 to 31, further comprising using a device according to one of embodiments 1 to 15.
• Embodiment 33: Method according to one of embodiments 18 to 32, wherein the method is computer-implemented.

Brief description of the characters

Further details and features will become apparent from the following description of exemplary embodiments, particularly in conjunction with the dependent claims. The respective features can be implemented individually or in combination with one another. The invention is not limited to the exemplary embodiments. The exemplary embodiments are shown schematically in the figures. Identical reference numerals in the individual figures denote identical or functionally equivalent elements, or elements that correspond to one another with respect to their functions.

• 1 eine schematische Darstellung einer erfindungsgemäßen Vorrichtung;
• 2 eine schematische Darstellung eines Algorithmus der erfindungsgemäßen Vorrichtung und
• 3 ein Ablaufdiagramm eines erfindungsgemäßen Verfahrens.

Specifically, we show:

• 1 a schematic representation of a device according to the invention;
• 2 a schematic representation of an algorithm of the device according to the invention and
• 3 a flowchart of a method according to the invention.

Description of the exemplary implementations

1 Figure 1 shows a schematic representation of a device 100 according to the invention. The device 100 is configured for the predictive control of the power supply and range of a bicycle 102 with an electric motor 104 and a power supply source 106. The power supply source 106 is, for example, designed as a battery. The bicycle 102 also has an on-board computer 108. As shown in Figure 100, the power supply is controlled by a battery. The bicycle 102 is equipped with an on-board computer 108. 1 As shown, the device 100 is connected to the on-board computer 108. This allows the on-board computer 108 and the device 100 to communicate with each other. In the embodiment shown, the device 100 is wirelessly connected to the on-board computer 108, for example via Bluetooth. In the embodiment shown, the device 100 is integrated into a smartphone 110 by way of example.

The device 100 has an input device 112 for entering a route and a desired effort level. The input device 112 may have a keyboard for this purpose. Preferably, the input device 112 may have a display with a keyboard shown for input. However, it is understood that the input device 112 may alternatively or additionally have a voice input device and/or a custom user interface, and the like. For example, the device 100 is connected to or has a navigation system (not shown). In the illustrated embodiment, the navigation system is implemented as an application (app) on the smartphone 110. The route can be defined by entering a starting point and a destination point. The starting point and the destination point can be entered as an address or as GPS coordinates. The input device 112 may also be configured for entering data about the rider and/or bicycle. In particular, the rider can enter data on the rider's weight, age, fitness level and/or data on the maximum energy consumption of the power supply and drive system of the bicycle 102.

The device 100 further comprises a first determination unit 114 for determining route parameters of the driving route. The first determination unit 114 can be configured as a computer or comprise a computer. The route parameters include information on at least the elevation profile of the entered driving route, the surface of the entered driving route, and the weather along the entered driving route. The weather includes the temperature, wind speed, wind direction, humidity, and probability of rain along the driving route. The first determination unit 114 is configured to determine route parameters of the driving route by retrieving route data from at least The first investigation device 114 can retrieve data wirelessly from at least one database 116 of a provider via the Internet. Preferably, several web APIs are used. Accordingly, the database can be implemented in a cloud 118. The first investigation device 114 is specifically configured to determine route parameters of the journey before and during operation of the bicycle 102. The first investigation device 114 is configured to replace the route parameters with estimated values and/or default values if the route data cannot be retrieved from the database. For example, if there is no Internet connection to the database during or before a journey, the first investigation device 114 can use estimated values and/or default values stored in an internal memory of the device 100 (not shown) instead of retrieved route parameters.

The device 100 further comprises a second determination unit 120 for determining the feasibility of the entered travel distance based on the entered desired effort, the route parameters, and a predetermined proportion of the current capacity of the supply energy source 106 of the bicycle 102. The second determination unit 120 can be configured as a computer or comprise a computer. The first determination unit 114 and the second determination unit 120 can be separate devices or integrated into a single unit. The second determination device 120 is specifically designed to determine the feasibility of the entered route before and/or during operation of the bicycle 102, based on the entered desired effort, the route parameters, and the predetermined proportion of the current capacity of the bicycle 102's power supply 106. In determining feasibility, the second determination device 120 takes into account that not the entire current capacity is available for regulating the assistance force of the electric motor 104, but rather that a reserve or residual energy of, for example, 20%, 15%, or 10% is maintained. The amount of residual energy maintained can be specified by the rider or the manufacturer. The second determination device 120 is designed to determine the feasibility of the entered route using at least one algorithm, which is described below with reference to 2 The second investigation device 120 is set up to train the algorithm using route parameters that were determined during operation of the bicycle 102.

The device 100 further comprises a control unit 122. The control unit 122 is configured to regulate the assistance force of the electric motor 104 according to the desired effort and the predetermined proportion of the current capacity of the power supply 106, if the second detection unit 120 determines that the entered travel distance is feasible. The control unit 122 is further configured to regulate the assistance force of the electric motor 104 according to a corrected effort and the predetermined proportion of the current capacity of the power supply 106, if the second detection unit 120 does not determine that the entered travel distance is feasible. The control unit 122 is configured to adjust the corrected effort to the current capacity of the power supply 106 if the second detection unit 120 does not determine that the entered travel distance is feasible. In particular, the control device 122 is configured to minimize any deviation of the corrected effort from the input desired effort if the second determination device 120 does not determine that the input distance is feasible. The control device 122 is further configured to regulate the assistance force of the electric motor 104, taking into account the measured effort of the operator of the bicycle 102. The measured effort includes information on cadence, torque, power, riding condition, in particular speed, pulse, and/or respiratory rate of the operator of the bicycle 102. The cadence can be detected, for example, by means of a speed sensor on the bicycle 102. The pulse and/or respiratory rate of the operator of the bicycle 102 can be detected by means of sensors in a chest strap and/or a watch, such as a smartwatch, which are connected to the device 100 via a communication protocol, such as Bluetooth.

2 Figure 1 shows a schematic representation of an algorithm for the device 100 according to the invention. Based on previously determined properties of the route, the properties of the bicycle 102 including the drive system, and the properties of the rider, an energy and dynamics prediction is made for the various support scenarios for the remaining distance to be traveled. The influence of the aforementioned properties on the riding dynamics is represented by a calculation model that simulates the combined drive by the rider and the drive system of the bicycle 102. Based on this data, the (optimal) support required to achieve the specified rider effort is then calculated. The initial input is provided by the driver, who can specify the desired effort level for the journey. Once the required support to achieve the desired driver effort has been determined, it is checked whether this is feasible with the available electrical energy, taking into account any residual energy or capacity of the power supply 106. If the journey is feasible, this effort level can be implemented by the support control. If the check shows that the journey is not feasible with the determined support to achieve the effort level, the driver effort level is adjusted, the required support is recalculated, and its feasibility is then checked again. This process is repeated until a driver effort level is found that is achievable with the available energy, taking into account any residual energy or capacity of the power supply 106.

The device 100 can be modified as follows. The device 100 can be a standalone device 100. The device 100 can be connectable to or connected to the on-board computer 108 by means of at least one cable, such as a USB cable. Alternatively, the device 100 can be integrated into or be integrated into the on-board computer 108. As an alternative to the keyboard of the input device 112 described above, the keyboard can be a physical keyboard.

The operating mode of the device 100 is described in more detail below. The device 100 can be used within the framework of a method for predictively controlling the energy supply and range of a bicycle 102 with an electric motor 104 and an energy supply source 106. A corresponding method as an operating mode of the device 100 is described with reference to 3 described. 3 Figure 1 shows a flowchart of a method according to the invention. In step S10, an operator or rider of the bicycle 102 enters a distance and a desired effort level using the input device 112. This specifies the distance and the desired effort for the subsequent investigations and calculations described below. The rider can also enter data about the rider and/or bicycle. In particular, the rider can enter data about the rider's weight, age, fitness level, and/or data about the maximum energy consumption of the power supply and drive system of the bicycle 102. Before the start of the ride, in step S12, the first investigation device 114 determines route parameters. The first investigation device 114 retrieves these route parameters from a database. For example, the first investigation device 114 can retrieve the route parameters wirelessly via the internet from a provider's database. The database can, for example, be implemented as an application (app) on the smartphone 110. The first investigation unit 114 retrieves information on at least the elevation profile, surface conditions, and weather along the entered route. If the route data is available from the database during a retrieval check in step S14, it is provided to or transmitted to the second investigation unit 120 in step S16. If the route data is not available from the database during the retrieval check in step S14, the first investigation unit 114 can replace the route parameters with estimated values and/or default values in step S18. For example, if there is no internet connection to the database before the trip, the first investigation unit 114 can use estimated values and/or default values stored in an internal memory of the device 100 (not shown) instead of retrieved route parameters. The estimated values and/or default values are then provided to or transmitted to the second investigation unit 120 in step S20.

The second determination device 120 determines in step S22 the feasibility of the entered route based on the entered desired effort, the route parameters, and a predetermined proportion of the current capacity of the bicycle's power supply 106 before the start of the journey. The second determination device 120 determines the feasibility of the entered route using at least one algorithm.

If the second determining device 120 determines that the entered route is feasible, the control device 122 regulates the assistance force of the electric motor 104 of the bicycle 102 in step S24 according to the desired effort and the predetermined proportion of the current capacity of the supply energy source 106. In other words, the rider can complete the journey with the desired effort, provided that the calculations or determinations of the second determining device 120 show that the supply energy source 106 contains or provides sufficient supply energy for the entered route, taking into account the route parameters.

The background for calculating or determining the feasibility of the entered route, taking into account, among other things, The route parameter within the scope of the present invention is that the route parameters have a direct influence on the amount of power required for the journey. For example, riding on a hilly or mountainous route requires more assistance and therefore more power than riding on a flat route. Similarly, riding on loose or stony ground, such as a dirt road, requires more assistance and therefore more power than riding on asphalt. Furthermore, riding against a headwind requires more assistance and therefore more power than riding with a tailwind or in calm weather conditions. Finally, riding in high temperatures, for example 30°C or higher, requires more assistance and therefore more power than riding in comparatively moderate temperatures of, for example, 20°C, since higher temperatures generally require more effort from the rider than moderate temperatures.

If, on the other hand, the second determination unit 120 does not determine that the entered route is feasible based on the desired effort, the route parameters, and the current capacity, the control unit 122 adjusts the support force of the electric motor 104 in step S26 according to a corrected effort and the predetermined proportion of the current capacity of the power supply 106. For example, if the power supply 106 would not provide sufficient power to travel the route based on the determined route parameters, the support force is reduced. This could be the case, for example, if the route contained too many inclines, poor surface conditions, and/or adverse weather conditions that would be impossible to traverse with the current capacity and the desired effort. In particular, the control unit 122 adjusts the corrected effort to the current capacity of the power supply 106 if the second determination unit 120 does not determine that the entered route is feasible. More precisely, the control unit 122 minimizes any deviation of the corrected effort from the input desired effort if the second determination unit 120 does not determine that the input distance is feasible. If the desired effort is not achievable, the system then seeks the effort target that can be implemented with the support or the predetermined proportion of the current capacity of the power supply 106 and that increases the driver's effort as little as possible compared to the desired effort. The effort thus determined is then given as a target to the support control.

Even while the bicycle 102 is in operation, the first detection unit 114 determines the route parameters. The process then returns to step S12 after step S24 or step S26. For example, the weather can change during the ride, which is then recorded and taken into account for the control system. The actual properties of the ground can also differ from the retrieved data, for example, due to structural changes in the ground. The route parameters determined during the operation of the bicycle 102 can then optionally be stored in a storage device 124 of the device 100. The second determination device 120 also determines the feasibility of the entered travel distance during operation of the bicycle 102 based on the entered desired effort, the route parameters and the predetermined proportion of the current capacity of the supply energy source 106 of the bicycle 102. Since the device 100 must also take into account deviations between the prediction or the underlying route characteristics and reality, the optimization of the effort is regularly carried out for the distance still to be traveled and the electrical supply energy available for this purpose.

The control unit 122 regulates the assistance power of the electric motor 104, taking into account the measured effort of the operator of the bicycle 102. As mentioned, the measured effort includes information on cadence, torque, power output, riding conditions such as speed, pulse, and/or respiratory rate of the operator of the bicycle 102. To specify both the prediction of the ride and the corresponding effort range for the rider, the appropriate effort range is defined based on suitable measurements of the rider's drive characteristics. Initially, the range is determined from the rider's stated fitness level. Furthermore, the rider can set the desired effort intensity before each ride, and the range is then scaled accordingly. If the route parameters for the described function are not available, they are estimated or replaced by representative standard values. In this case, however, the parameters for measuring rider effort and energy consumption are essential, as these must be available for the proper functioning of the e-bike drive system anyway.

With the device 100 and the method according to the invention, the rider of an e-bike receives precise information about the feasibility of their desired exertion level and the resulting energy consumption for a planned route. If the energy is insufficient for the exertion desired by the rider, the effort is increased in the smallest possible way by distributing the assistance accordingly over the route, predicting the achievable effort level at any given time. Because the assistance intensity during the ride is regulated based on an effort level determined to be achievable, and not predetermined by prior optimization, the invention is also resistant to deviations between the prediction and reality.

Reference symbol list

100

device

102

Bicycle

104

electric motor

106

Energy supply source

108

On-board computer

110

Smartphone

112

Input device

114

first investigative institution

116

database

118

Cloud

120

second investigative unit

122

Control device

124

storage device

S10

Pre-setting or entering a route and desired effort level

S12

Determining route parameters of the journey

S14

Checking for the availability of route data from the database

S16

Transmitting the route parameters to the second investigation unit

S18

Replace route parameters with estimated values and/or default values.

S20

Transmit the estimated values and/or standard values as route parameters to the second determination facility.

S22

Determining the feasibility of the entered route

S24

Rules of the assistance power of the bicycle's electric motor according to the desired effort and the current capacity of the supply energy source.

S26

Rules of the assistance power of the bicycle's electric motor according to the corrected effort and the current capacity of the supply energy source

Claims (16)

Device (100) for predictively controlling the energy supply and range of a bicycle (102) with an electric motor (104) and an energy supply source (106), comprising: an input device (112) for inputting a distance traveled and a desired effort, a first detection device (114) for determining route parameters of the distance traveled, a second detection device (120) for determining the feasibility of the inputted distance traveled based on the inputted desired effort, the route parameters, and a predetermined proportion of the current capacity of the energy supply source (106) of the bicycle (102), and a control device (122), wherein the control device (122) is configured to control an assistance force of the electric motor (104) according to the desired effort and the predetermined proportion of the current capacity of the energy supply source (106), if the second detection device (120) determines the feasibility of the inputted distance traveled, wherein the control device (122) is configured to control a Support force of the electric motor (104) according to a corrected effort and the predetermined proportion of the current capacity of the supply energy source (106), if the second determining device (120) does not determine the feasibility of the entered travel distance. Device (100) according to the preceding claim, wherein the control device (122) is configured to adjust the corrected effort to the current capacity of the supply energy source (106) if the second determination device (120) does not determine that the entered travel distance is feasible. Device (100) according to the preceding claim, wherein the control device (122) is configured to minimize a deviation of the corrected effort from the input desired effort if the second determination device (120) does not determine the feasibility of the input travel distance. Device (100) according to one of the preceding claims, wherein the second determination device (120) is configured to determine the feasibility of the entered travel distance before and/or during operation of the bicycle (102) based on the entered desired effort, the route parameters and the predetermined proportion of the current capacity of the supply energy source (106) of the bicycle (102). Device (100) according to one of the preceding claims, wherein the first detection device (114) is set up to determine route parameters of the journey before and/or during operation of the bicycle (102). Device (100) according to one of the preceding claims, wherein the first determination device (114) is designed to determine route parameters of the journey route by retrieving route data from at least one database. Device (100) according to the preceding claim, wherein the first determination device (114) is configured to replace the route parameters with estimated values and/or standard values if the route data cannot be retrieved from the at least one database. Device (100) according to one of the preceding claims, wherein the control device (122) is configured to control the support force of the electric motor (104) taking into account a measured effort of an operator of the bicycle (102). Device (100) according to the preceding claim, wherein the measured effort comprises information on a cadence, a pedaling torque, a pedaling power, a riding condition, a pulse and/or a respiratory rate of the operator of the bicycle (102). Device (100) according to one of the preceding claims, wherein the route parameters include information at least on the elevation profile of the entered route, the surface of the entered route and the weather along the entered route. Device (100) according to one of the preceding claims, wherein the second determination device (120) is set up to determine the feasibility of the entered route by means of at least one algorithm. Device (100) according to the preceding claim, wherein the second detection device (120) is set up to train the algorithm using route parameters determined during operation of the bicycle (102). Device (100) according to one of the preceding claims, wherein the input device (112) is configured to input data on the rider and/or bicycle, in particular data on the rider's weight, rider's age, rider's fitness level and/or data on the maximum energy consumption of the supply energy source and drive system of the bicycle (102). Device (100) according to one of the preceding claims, wherein the device (100) can be connected to or integrated into an on-board computer (108) of the bicycle (102). Bicycle (102) comprising an electric motor (104), a power supply source (106) and a device (100) according to one of the preceding claims. A method for predictively controlling the energy supply and range of a bicycle (102) with an electric motor (104) and an energy source (106), comprising: - specifying a distance traveled and a desired effort, - determining the distance parameters, - determining the feasibility of the specified distance based on the desired effort, the distance parameters, and a predetermined fraction of the current capacity of the energy source (106) of the bicycle (102), - controlling the assistance force of the electric motor (104) according to the desired effort and the predetermined fraction of the current capacity of the energy source (106), if the feasibility of the specified distance was determined, or controlling the assistance force of the electric motor (104) according to a corrected effort and the predetermined fraction of the current capacity of the energy source (106), if the feasibility of the specified distance was not determined.