Method of controlling a series hybrid vehicle and related vehicle

Abstract

This invention relates to a method for controlling a series hybrid vehicle (1) via a pedal assembly (14), the method comprising the following steps: - setting a fixed rear limit (RB) corresponding to an angular position (θ) of the pedal (141), beyond which the vehicle (1) switches to an engaged reverse driving mode (BW), the fixed rear limit being located at a first distance (Δ) from a reference position (θ(0)) in the opposite direction of rotation of the pedal (141); - setting a dynamic front limit (FB) corresponding to an angular position (θ) of the pedal (141), beyond which the vehicle (1) switches to an engaged reverse driving mode (BW), the fixed rear limit being located at a first distance (Δ) from a reference position (θ(0)) in the opposite direction of rotation of the pedal (141); When the vehicle (1) switches to the engaged forward operating mode (FW), the dynamic front limit is located at a second distance (ε) from the reference position (θ(0)) in the positive rotation direction of the pedal (141); and whenever the pedal assembly (14) is actuated in the reverse direction, the measured instantaneous position (θ(t)) of the pedal (141) becomes the reference position (θ(0)) of the dynamic front limit (FB), and the front limit thus follows the instantaneous position (θ(t)) at a second distance (ε), and vice versa when the value of the last engaged state (LES) is in reverse.

Description

Technical Field

[0001] This invention relates to the field of so-called "series hybrid" vehicles, which are vehicles driven by a crankset-driven motor that is not mechanically coupled to the vehicle's wheels. These vehicles differ in particular from so-called electric-assisted vehicles, in which the crankset is mechanically coupled to the vehicle's wheels and the electric motor typically enhances the user's operation to reduce their workload.

[0002] The present invention relates in particular to a method for controlling such a series hybrid vehicle, which relates to the correspondence between pedal operation and the operation of the motor and brakes on the wheels, and to the variable resistance torque felt by the user of the crankset. Background Technology

[0003] To simplify the management of series hybrid vehicles, designers strive to minimize the number of control interfaces such as buttons, joysticks, and knobs. Therefore, the crank assembly becomes the core element for driver-vehicle interaction.

[0004] In addition to the conventional control of the vehicle's forward speed, the crankset can also control the vehicle's braking, tilt in reverse, and speed in reverse, in a manner similar to so-called "Dutch" cycles.

[0005] As more and more control devices are integrated into the crankset, it becomes difficult to manage operating modes, switch from one mode to another, and deal with potential conflicts between different modes without adding a dedicated selector.

[0006] In particular, reversing must be a deliberate and continuous action. However, when starting the vehicle, the user usually repositions the pedals. In traditional bicycles, the absence of a reverse gear and the presence of a freewheel allow for repositioning the pedals simply by turning them in the uncoupled direction; while the presence of a reverse gear complicates the crankset's management of the motor.

[0007] In particular, a so-called "fixie" mode derived from the "fixed gear" operating mode is known, in which the wheels and pedals are controlled to each other at a predetermined rotation ratio, which is advantageous at low speeds and allows for reverse gear driving. However, in this operating mode, the repositioning of the pedals is systematically accompanied by the movement of the vehicle.

[0008] The movement of this system can cause accidents and annoy users. In addition, when starting on an incline, the crank assembly may be in an inconvenient position where the user does not have enough strength to start.

[0009] Therefore, a control method is needed that can take into account the existence of reverse gear, operation in a particularly fixed gear, and the possibility of repositioning the pedal when necessary. Summary of the Invention

[0010] Therefore, this invention proposes a method for selecting an operating mode based on several conditions measured on the crankset and the vehicle.

[0011] The vehicle includes, in a known manner: - Forward engagement operating mode, in which forward movement of the pedal results in forward movement of the vehicle, and tactile feedback torque is applied to the crankset; - Reverse gear engagement mode, in which rotation of the pedal in the opposite direction to the forward direction causes the vehicle to move in reverse, and tactile feedback torque is applied to the crankset; and - Disengage from operating mode, in which the pedals can be rotated without causing the drive wheels to rotate, and low or no tactile feedback torque is applied to the crankset.

[0012] To enable the simultaneous existence of reverse gear and flywheel, this invention provides a method for implementing the following steps: *During the initialization phase: - The application is taken out of runtime mode; - Measure the initial angular position of the pedal and set this initial angular position as the reference position; - The value of the last engagement state, which could be forward or reverse, is set to forward by default.

[0013] This initialization phase is significantly achieved after the vehicle has been stationary for an extended period, either by stopping and waiting or by stopping at a red light, for example.

[0014] Then, when the value of the last engagement state is in the forward gear, the method performs the following steps: - Set a fixed rear boundary, corresponding to the angular position of the pedal (beyond this position, the vehicle switches to reverse gear engagement mode), located at a first distance from the reference position in the opposite direction of pedal rotation; - Set a dynamic front boundary corresponding to the angular position of the pedal (beyond this angular position, the vehicle switches to forward gear engagement mode), located at a second distance from the reference position in the positive rotational direction of the pedal; and -As long as the crank assembly is actuated in the opposite direction, the measured instantaneous position of the pedal becomes the reference position of the dynamic front boundary, which therefore follows the reference position at the second distance.

[0015] Therefore, this method simulates a flywheel within a limited angular range of pedal movement. Movement in the opposite direction does not immediately cause the vehicle to move in the opposite direction, while movement in the forward direction quickly causes the vehicle to move forward by selecting the correct angular distance value.

[0016] To manage the reverse transition from reverse to forward, the method also specifies mirror behavior of the boundary when the value of the last engaged state was in reverse.

[0017] The method then performs the following steps: - Set a fixed front boundary, corresponding to the angular position of the pedal (beyond this position, the vehicle switches to forward gear engagement mode), located at a first distance from the reference position in the positive rotation direction of the pedal; - Set a dynamic rear boundary corresponding to the angular position of the pedal (beyond this angular position, the vehicle switches to reverse gear engagement mode), located at a second distance from the reference position in the positive rotation direction of the pedal; and -As long as the crankset is operated in the positive direction, the measured instantaneous position of the pedal becomes the reference position of the dynamic rear boundary, which therefore follows the reference position at the second distance.

[0018] The method then specifies periodically measuring the angular position of the pedal and, if necessary, switching to forward or reverse engagement mode when the angular position of the pedal reaches either the front or rear boundary, while updating the value of the last engagement state.

[0019] In the forward or reverse gear engagement mode, this method can in particular specify the positions of the mutually servo-controlled pedals and the positions of the vehicle's drive wheels.

[0020] To allow for use at high vehicle speeds, the method specifies that the following steps must be applied when using forward or reverse gear: -Measure vehicle speed; - If the vehicle speed is higher than the forward movement threshold or lower than the reverse movement threshold, the method interrupts the regular measurement of the pedal position to enter cruise control mode, in which the method applies the following steps: -Measure at least one quantity related to the user's actuation of the crankset; and - Servo control of vehicle speed and haptic feedback based on the measured quantities.

[0021] Cruise control allows for the management of potentially high traffic speeds by different operations of forward or reverse gear, such as driving in lanes reserved for motor vehicles like cars.

[0022] In the cruise state, the method advantageously performs the following steps: - Measure the angular position of the crankset and infer the pedal movement from there; and - When the pedal moves in the opposite direction to the vehicle's direction of travel, the braking system is activated and controlled by backpedaling.

[0023] By applying the rear pedal brake during cruise control, a separate brake control unit is not required in the passenger compartment; the crank assembly can manage this function.

[0024] When braking the vehicle by pressing the rear pedal, the control method applies the following steps: -Measure vehicle speed; - If the vehicle speed is greater than the forward speed threshold or less than the reverse speed threshold, the method maintains cruise mode operation; and If the vehicle speed is less than the forward speed threshold but greater than the reverse speed threshold, and the pedal movement in the vehicle's direction of travel is detected to be greater than the threshold angle value, the method restarts without executing the initialization phase. When the threshold angle value is reached, the pedal position becomes the reference position.

[0025] Therefore, it ensures that the user can transparently return to the forward or reverse operating mode, while detecting the release of the brake by exceeding the threshold angle value ensures that the vehicle's resumption of movement after braking is voluntary.

[0026] The threshold angle value is preferably between 2° and 15°. According to a specific embodiment, when applying cruise status, the method includes the following steps: -Measure vehicle speed; - If the vehicle speed is less than the forward speed threshold and greater than the reverse speed threshold, the method exits the driving phase, and the angular position of the pedal when it crosses one of the speed limits becomes the reference position.

[0027] These steps ensure that the vehicle returns to forward or reverse gear engagement mode when there is no braking (e.g., when friction in the air or the slope of the ground causes the vehicle to brake without engaging the brake control).

[0028] The initialization phase begins after the vehicle stopping phase, during which the vehicle remains stationary for a predetermined duration, corresponding to a stop waiting time or a red light time.

[0029] The first angular distance can be between half a circle and one and a half circles, or between 180° and 540°.

[0030] This relatively large value ensures that changes in the vehicle's direction of travel are voluntary.

[0031] The first angular distance can also be additionally or alternatively configured by the user.

[0032] The second angular distance can be between 2° and 15°.

[0033] This relatively low value simulates the flywheel in the flywheel engagement direction.

[0034] When the angular position of the pedal is at an angular distance less than the safety angular distance from the front or rear boundary (especially the fixed boundary), a variable tactile signal torque is applied to the crank assembly.

[0035] The variable tactile signal torque is, for example, a sinusoidal waveform to simulate vibration, thereby indicating proximity to a corresponding boundary and thus proximity to vehicle start-up. Finally, the invention also relates to a series hybrid vehicle comprising: - The motor drives the drive wheel to rotate; - Crankset, which allows the motor to be controlled by rotating the pedal; - Haptic feedback devices that can apply variable resistance torque to the crankset; and - A device for estimating the position of the pedal; It includes a control unit, which is configured to implement the control method described above.

[0036] In the series hybrid vehicle, the mechanical energy applied to the crank assembly can also be used to charge the battery, which in turn powers the motor that drives the drive wheels.

[0037] Then, pressing the pedal regenerates energy from the battery. Attached Figure Description

[0038] The invention will be fully understood after reading the following description, the details of which are given by way of example only and illustrated in conjunction with the accompanying drawings, wherein the same reference numerals refer to the same elements: [ Figure 1 [A] is a side view of a vehicle according to a specific embodiment of the present invention; [ Figure 2 ]yes Figure 1 Longitudinal sectional view of the vehicle in the middle; [ Figure 3 ]yes Figure 1 A schematic diagram of a vehicle crank assembly and the components that interact with the crank assembly during driving; [ Figure 4 [This is a diagram showing the position and displacement of the front and rear boundaries of the method when the value of the previous engagement state was in forward motion;] [ Figure 5 [This is a diagram showing the position and displacement of the front and rear boundaries of the method when the value of the last engagement state was in reverse;] [ Figure 6This is a chart showing different states based on the vehicle's speed and the angular position of the pedals. Detailed Implementation

[0039] Figure 1 This is a side view of a velomobile-type vehicle 1 according to the present invention.

[0040] Vehicle 1 includes: a passenger compartment 10, and a body that encloses the passenger compartment 10. The overall shape of the passenger compartment 10 is similar to that of a single-seat car, with a side door 11 and a window 12.

[0041] Vehicle 1 includes three wheels 31 and 33, one of which is a driving rear wheel 31, and the other two are steering front wheels 33 (only one of the two front wheels 33 is visible). Other embodiments may use two or four wheels. In addition, one or two front wheels may be driven in addition to the driving force of one or more rear wheels, or may replace the driving force of one or more rear wheels.

[0042] Figure 2 yes Figure 1 A cross-sectional view of the vehicle. In particular, Figure 2 The interior of passenger compartment 10 is shown.

[0043] The rear wheel 31 is connected to a drive device 5, such as a belt, chain, or gear. The drive device 5 is in turn connected to an electric motor 7, which uses electrical energy stored in a battery 9 to drive the rear wheel 31. The battery 9 is located in... Figure 2 The floor of passenger compartment 10 in the example.

[0044] In particular, the drive unit 5 may include a gearbox.

[0045] At least a portion of the electrical energy stored in battery 9 is recharged via crank assembly 14.

[0046] Figure 3 The crank assembly 14, electric motor 7, drive unit 5, and drive rear wheel 31 are shown separately.

[0047] The crank assembly 14 includes pedals 141, which the user moves by pressing with their feet and legs. A haptic feedback generator 15 is connected to, or even integrated into, the crank assembly 14. The haptic feedback generator 15 generates general resistance torque on the crank assembly 14. In some specific embodiments, the haptic feedback generator 15 may be a motor.

[0048] The crank assembly 14 is advantageously in the form of a reversible motor, particularly a DC motor, including a generator operating mode in which a controlled electrical load forms a tactile feedback generator 15.

[0049] When the crank assembly 14 is running in generator mode, it can convert at least a portion of the mechanical energy provided by the user into electrical energy stored in the battery 9, so that it can be returned later via the electric motor 7 in the form of acceleration from the wheels 31 and 33.

[0050] Other devices that generate resistance torque can be obtained, for example, by manufacturing special braking devices (e.g., friction machinery), or by using a special electric motor whose operation is opposite to the user's operation at crank assembly 14.

[0051] The crank assembly 14 also includes one or more angular position sensors 143 for the pedal 141, which may have a simple time differentiator to obtain the pedaling rate. Therefore, these angular position sensors 143 can estimate or measure the angular position θ(t) of the pedal 141 at time t.

[0052] Figure 3 This is a schematic diagram of the vehicle components involved in the control method according to the present invention.

[0053] The components include: a crank assembly 14, a haptic feedback generator 15, an electric motor 7, a drive device 5, and a device for estimating the rotational speed of the crank assembly 14 (i.e., a device 143 for estimating the rotational speed, for example...). Figure 3 The example includes a pedal position sensor 141, a battery 9, and a control unit 19, with the control unit connected to a current regulating device 17 disposed between the battery 9 and the electric motor 7.

[0054] The electric motor 7 transmits its mechanical power to the wheel 31 via the drive device 5. The wheel 31 includes a position sensor 35. The position sensor 35 is electrically connected to the control unit 19 and is used in particular to determine whether the wheel 31 is locked or slipping.

[0055] The control unit 19 is, for example, in the form of a processor connected to a programmable memory, and includes means for actuating various electrical and electronic components via controlled transistors and switches.

[0056] In particular, the operating modes of vehicle 1 include: - Forward engagement operating mode FW, in which forward movement of pedal 141 results in forward movement of vehicle 1, and tactile feedback torque is applied to crankset 14; and In reverse gear engagement mode BW, rotation of pedal 141 in the opposite direction to the forward direction causes the vehicle 1 to move backward, and tactile feedback torque is applied to crankset 14; and Disengaging from operating mode W0, in which the pedal can be rotated without causing the drive wheel 31 to rotate, and no tactile feedback torque is applied to the crank assembly 14, then the pedal 141 rotates freely.

[0057] In particular, in the engagement operating modes FW and BW, the rotation of the pedal 141 and the wheel 31 is controlled by each other at a fixed rotation ratio, corresponding to the operating mode known as "fixed gear mode" derived from the English term "fixed gear," which is a fixed ratio like that in a so-called "Dutch" bicycle.

[0058] Control unit 19 has a Boolean value in its memory called "Last Engaged State" (hereinafter referred to as "Last Engaged State"), which is either "Forward" (FW) or "Reverse" (BW). When one of the engaged states, FW or BW, is engaged, the Boolean value changes accordingly. As long as vehicle 1 is out of operating mode W0, the value of the Last Engaged State LES remains unchanged.

[0059] When vehicle 1 is started, control unit 19 is configured to first enter the initialization phase, during which the control method is configured to be applied: - The application exits the W0 runtime mode; - Measure the initial angular position θ(0) of pedal 141 and set the initial angular position θ(0) as the reference position; - Sets the value of the last engagement state to be in forward gear by default.

[0060] At the end of this initialization state, the method enters a continuous operation state, in which the control unit 19 periodically evaluates the angular position of the pedal 141 and adopts corresponding behavior based on the value of the last engagement state LES, having behavior that is substantially symmetrical according to the values ​​FW and BW.

[0061] The initialization phase is applied after a long period of stopping or standby by the vehicle 1, specifically when the user restarts the vehicle 1 by actuating the start / stop control device.

[0062] When the value of the last engagement state LES was in forward gear FW, the method performs the following steps.

[0063] The method first sets a fixed rear boundary RB, corresponding to the angular position θ of pedal 141. Beyond this angular position, vehicle 1 switches to reverse gear engagement mode BW. This rear boundary RB is located at a first distance Δ from the reference position θ in the opposite direction of rotation of pedal 141.

[0064] The method then sets a dynamic front boundary FB corresponding to the angular position θ of the pedal 141. Beyond this angular position, the vehicle 1 switches to the forward gear engagement mode FW. This front boundary is located at a second distance ε from the reference position in the positive rotational direction of the pedal, and maintains a fixed distance from the position θ of the pedal 141 as long as the crank assembly 14 is actuated in the opposite direction.

[0065] Therefore, as long as the crank assembly 14 is actuated in the opposite direction, the measured instantaneous position θ(t) of the pedal 141 becomes the reference position of the dynamic front boundary FB.

[0066] The first distance Δ corresponds to most of the angular range applied when disengaging from operating mode W0. It typically corresponds to between a quarter turn (90°) and one and a half turns (540°), and in particular about one turn (360°).

[0067] According to one variant, its exact value can be determined by the user U through a specific command.

[0068] User U can then freely change the position of pedal 141 in the opposite direction of rotation. As long as the vehicle remains between the front boundary FB and the rear boundary RB, the reverse movement of vehicle 1 will not be triggered immediately. At the same time, when the vehicle exceeds the disengagement range W0, the reverse gear BW is engaged.

[0069] The second distance ε is much smaller than the first distance Δ. Its angle is typically 2 to 15 degrees (2°-15°). It is used to simulate the output of a conventional bicycle flywheel, while allowing the pedals to move slightly in the positive direction without triggering forward movement of vehicle 1.

[0070] Figure 4 The behavior produced by this method is shown, illustrating the case where boundaries RB and FB are set according to the movement of pedal 141.

[0071] exist Figure 4 The image shows a horizontal line multiple times, which indexes the angular position θ of pedal 141 over time according to different operations of user U.

[0072] exist Figure 4 At the top, the first line shows the initial position θ(0) of pedal 141, measured, for example, during the initialization phase. On either side of the initial position θ(0), the front boundary FB and rear boundary RB initially set when applying this method are shown. The second line from the top shows the reverse direction of crankset 14 (…). Figure 4 The position θ(t) adopted after actuation of the left side of the middle.

[0073] The position θ(t) of pedal 141 has moved close to the rear boundary RB, the position of the rear boundary remains unchanged, while the front boundary FB remains at the second distance ε.

[0074] If user U continues to actuate pedal 141 in the opposite direction, the angular position θ(t) will eventually reach the rear boundary RB, and then control unit 19 will switch the operating mode of vehicle 1 to reverse gear BW. Then the Boolean value of the last engaged state LES will be modified to be equal to "reverse gear" BW.

[0075] The third line from the top shows the behavior when the rotation direction of pedal 141 is reversed. The third line corresponds to the actuation in the reverse direction for up to time t, similar to the case shown on the second line, followed by the actuation duration dt in the forward direction.

[0076] After the actuation direction of pedal 141 is reversed, the angular position θ(t+dt) of pedal 141 is located to the right of the angular position θ(t) after actuation in the opposite direction, at a distance less than the second angular distance ε. During the duration dt of actuation in the positive direction, the front boundary FB and the rear boundary RB do not move. By continuing actuation in the positive direction, especially when the angular displacement of pedal 141 is equal to or greater than the second distance ε, the angular position θ of pedal 141 will eventually reach and exceed the front boundary FB, which was displaced by the previous actuation in the opposite direction.

[0077] Control unit 19 then switches the operating mode of vehicle 1 to forward gear (FW). The Boolean value of the last engaged state LES remains unchanged and is still equal to "forward gear" (FW).

[0078] The fourth line from the top shows the behavior of the crank assembly when actuated in the positive direction for up to time t, starting from the initial position θ(0).

[0079] The angular position θ(t) at time t is to the right of the initial position θ(0), and the distance between them is less than the second distance ε. The front boundary FB and the back boundary RB remain unchanged from the initial state of the first line.

[0080] Therefore, the user U will feel a “limited flywheel”, which is applied within the angle range in the opposite direction until it reaches the rear boundary RB; and as soon as the disengagement mode W0 is applied, the actuation of the crank assembly 14 in the positive direction will quickly trigger the vehicle 1 to move forward.

[0081] When the value of the last engagement state is "reverse", the behavior of the front boundary FB and the rear boundary RB is reversed: the front boundary becomes fixed, while the rear boundary RB is dynamic and follows the angular position θ(t) when the crank assembly 14 is actuated in the forward direction.

[0082] For example, this is the case when user U stops vehicle 1 after reversing into a parking position, especially when vehicle 1 is not in standby mode.

[0083] The method first sets a fixed front boundary FB, corresponding to the angular position 9 of pedal 141. Beyond this angular position, vehicle 1 switches to forward gear mode FW. This front boundary is located at a first distance Δ from the reference position θ in the positive rotation direction of pedal 141.

[0084] The method then sets a dynamic rear boundary RB corresponding to the angular position θ of the pedal 141. Beyond this angular position, the vehicle 1 switches to reverse gear operation mode BW. This rear boundary RB is located at a second distance ε from the reference position in the opposite direction of rotation of the pedal 141, and maintains a fixed distance from the position θ of the pedal 141 as long as the crank assembly 14 is actuated in the forward direction.

[0085] Therefore, as long as the crank assembly 14 is actuated in the positive direction, the instantaneous position θ(t) measured by the pedal 141 becomes the reference position of the dynamic front boundary FB.

[0086] Figure 5 The behavior is illustrated schematically.

[0087] and Figure 4 similar, Figure 5 The angular position θ of pedal 141 is indexed on two lines.

[0088] exist Figure 5 The top shows the initial position θ(0) of pedal 141. The rear boundary RB is located at a second distance ε from the initial position θ(0), and the front boundary FB is located at a first distance Δ.

[0089] exist Figure 5 At the bottom, the user U has operated the crank assembly 14 in the positive direction, and the pedal is now in the angular position θ(t). The rear boundary RB has moved and is still located at a second distance ε from the angular position θ(t), while the front boundary FB remains in the same position.

[0090] Therefore, it can be understood that this behavior is symmetrical according to the value of the previous engagement state LES, and the rear boundary RB becomes a mirror image of the front boundary FB, and vice versa.

[0091] Therefore, the presence of “limited flywheels” in both directions ensures that changes in the forward direction of vehicle 1 (from forward to reverse, and vice versa) are indeed the result of voluntary actions, since user U must move pedal 141 by a first angular distance Δ for vehicle 1 to move.

[0092] To enhance the voluntary nature of this reversal of movement direction, a variable tactile feedback torque, such as a sinusoidal or sawtooth torque, can be implemented while maintaining the vehicle out of operating mode W0, when the angular position reaches a safe angular distance (less than at least a first distance Δ, relative to at least one of the front boundary FB or the rear boundary RB, particularly relative to the boundary located at a first distance Δ from the initial reference position θ(0)). The safe angular distance is typically between 15° and 45°.

[0093] Alternatively, as boundaries FB and RB approach each other, a gradually increasing resistance torque can be applied to ensure a continuous transition with the resistance torque applied under engagement states FW and BW.

[0094] Therefore, the user U senses through tactile feedback that he is approaching the front boundary FB or the rear boundary RB, which will activate the engagement operation mode FW, BW, which is the opposite of the previous engagement state LES.

[0095] The above method can only be advantageously implemented at low speeds V of vehicle 1.

[0096] Therefore, this method specifies the following steps: -Measure vehicle speed; - Compare the vehicle speed with the forward speed threshold Vss+ and the reverse speed threshold Vss- (considered as negative values). If the vehicle speed is greater than the forward speed threshold Vss+ or less than the reverse speed threshold Vss-, the method exits the forward engagement state FW or the reverse engagement state BW to enter the cruise state CR.

[0097] In cruise mode CR, the method specifically measures at least one variable related to the user's actuation of the crankset periodically, and controls the vehicle 1's speed V and tactile feedback torque based on the measured variable.

[0098] In particular, the cruise control CR can be optimized to allow the vehicle 1 to travel at higher speeds of tens of kilometers per hour, which is higher than the speeds that bicycles typically reach.

[0099] For example, the control unit 19 can measure the power applied by the user U on the crankset 14, which is equal to the product of the pedaling speed and the tactile feedback torque.

[0100] The control unit 19 estimates the power applied to the crankset 14 by rotating the crankset and adjusts the setpoint rate by decreasing or increasing the setpoint rate, such that the setpoint rate increases with increasing power applied to the crankset 14. Specifically, the setpoint rate can be linearly dependent on power, with a slope between 0.05 and 0.25 rpm per watt, more specifically, between 0.08 and 0.15 rpm per watt.

[0101] Outside of the set rate, the control unit 19 applies a large tactile feedback torque that increases rapidly with deviation from the set rate.

[0102] When in cruise control (CR) mode, this method allows for braking by pressing the rear pedal or "Dutch braking".

[0103] Therefore, under cruise (CR) conditions, this method specifies: - Measure the angular position θ of pedal 141 and infer the direction of movement of pedal 141 from it (especially using a simple differentiator); and - When the direction of movement of pedal 141 is opposite to the direction of travel of vehicle 1, the braking device is activated and controlled by pressing the pedal backward.

[0104] For example, starting from the angular position θ where the rotation direction of pedal 141 reverses, an increasing braking force and an increasing tactile torque of resistance are applied, and these increase with the deviation from the reverse position.

[0105] When braking sufficiently reduces the absolute value of the vehicle 1's speed V, especially by bringing it back to the thresholds Vss+ and Vss-, a "finite flywheel" is achieved again.

[0106] Therefore, this method applies the following steps: -Measure the speed V of vehicle 1; If the vehicle speed is greater than the forward speed threshold Vss+ or less than the reverse speed threshold Vss-, then the method maintains cruise control CR; and If the vehicle speed is less than the forward speed threshold Vss+ and greater than the reverse speed threshold Vss-, the method waits for the pedal to move in the vehicle's direction of travel at an angle greater than the threshold value, corresponding to the release of the brake, which is then processed and detected.

[0107] The method then restarts without performing the initialization phase. When the threshold angle value for releasing the brake is reached, the position of the pedal becomes the reference position for setting the boundary, and the Boolean value of the last engagement state LES is taken as the value of the driving direction of vehicle 1 before braking.

[0108] The threshold angle value used to release the brake is specifically between 2° and 15°, corresponding to a slight release action of the brake.

[0109] Figure 6 The different application areas of exercise provided by this method for the operating modes and states of vehicle 1 are shown.

[0110] Figure 6 It is a two-dimensional graph, with the horizontal axis corresponding to the vehicle's speed V and the vertical axis corresponding to the angular position θ of pedal 141.

[0111] Place two vertical lines at the forward speed threshold Vss+ and the reverse speed threshold Vss-.

[0112] Place two horizontal lines at angle values ​​θ corresponding to the front boundary FB and the rear boundary RB. For clarity, assume the reference angle position is zero. The front boundary FB is located at a first angular distance Δ, and the rear boundary RB is located at a second angular distance c, corresponding to the case where the Boolean value of the previous engagement state LES is equal to "reverse gear".

[0113] These four lines define a rectangle within which the disengagement mode W0 is applied. In fact, within this rectangular area, pedal 141 has not yet reached either boundary FB or RB, and the vehicle's speed V is insufficient to justify switching to cruise mode CR.

[0114] When the speed V is between the limit values ​​Vss+ and Vss-, but one of the front boundary FB or the rear boundary RB has been reached or exceeded, corresponding to the space above and below the rectangle of the disengagement mode W0, the method specifies that the engagement operation of the forward direction FW is performed above the rectangle, and the engagement operation of the reverse direction BW is performed below the rectangle.

[0115] In the left and right halves of the rectangle, the velocity values ​​V correspond to the negative limit value Vss- and the positive limit value Vss+, respectively. The application of the cruise state CR is independent of the angular position θ of the pedal 141.

[0116] By means of the method according to the invention, it becomes possible for the reverse gear BW and the flywheel W0 to coexist, thereby restoring the pedal 141 to a comfortable position when starting the vehicle 1.

Claims

1. A method for controlling a series hybrid vehicle (1) via a crank assembly (14), the crank assembly including means (143) for measuring the angular position (θ) of a pedal (141) of the crank assembly (14) and means for applying tactile feedback torque to the crank assembly (14), the vehicle (1) comprising: - Forward engagement mode (FW), in which forward movement of the pedal (141) causes forward movement of the vehicle (1) and tactile feedback torque is applied to the crank assembly (14). - Reverse gear engagement operation mode (BW), in which movement of the pedal (141) in the opposite direction to the forward direction causes the vehicle to move in reverse, and tactile feedback torque is applied to the crank assembly (14). as well as - Disengage from operating mode (W0), in which the pedal (141) can be rotated without causing the vehicle (1) to move, and a low or no tactile feedback torque is applied to the crank assembly (14); The method is characterized by comprising the following steps: *In the initialization state: - Apply the described off-run mode (W0); - Measure the initial angular position (θ(0)) of the pedal (141) and set the initial angular position (θ(0)) as the reference position; - The value of the last engagement state (LES) that allows the vehicle to be in either forward (FW) or reverse (BW) is set to forward (FW) by default; and *When the value of the last engagement state (LES) is in forward (FW) mode, the method performs the following steps: - Set a fixed rear boundary (RB) corresponding to the angular position (θ) of the pedal (141). If the fixed rear boundary exceeds the angular position corresponding to the fixed rear boundary, the vehicle (1) switches to the reverse gear engagement mode (BW). The fixed rear boundary (RB) is located at a first distance (Δ) from the reference position (θ(0)) in the opposite direction of rotation of the pedal (141). - Set a dynamic front boundary (FB) corresponding to the angular position (θ) of the pedal (141). If the angular position corresponding to the dynamic front boundary is exceeded, the vehicle (1) switches to the forward gear operation mode (FW). The dynamic front boundary is located at a second distance (ε) from the reference position (θ(0)) in the positive rotation direction of the pedal (141). -As long as the crank assembly (14) is actuated in the opposite direction, the measured instantaneous position (θ(t)) of the pedal (141) becomes the reference position (θ(0)) of the dynamic front boundary (FB), which therefore follows the instantaneous position (θ(t)) with the second distance (ε). *When the value of the last engagement state (LES) is in reverse (BW), the method performs the following steps: - Set a fixed front boundary (FB) corresponding to the angular position (θ) of the pedal (141). If the fixed front boundary is exceeded, the vehicle (1) switches to the forward gear engagement mode (FW). The fixed front boundary (FB) is located at a first distance (Δ) from the reference position (θ(0)) in the positive rotation direction of the pedal (141). - Set a dynamic rear boundary (RB) corresponding to the angular position (θ) of the pedal (141). If the angular position exceeds the dynamic rear boundary, the vehicle (1) switches to the reverse gear engagement mode (BW). The dynamic rear boundary (RB) is located at a second distance (ε) from the reference position (θ(0)) in the positive rotation direction of the pedal (141); and -As long as the crank assembly (14) is actuated in the positive direction, the measured instantaneous position (θ(t)) of the pedal (141) becomes the reference position of the dynamic rear boundary (RB), which therefore follows the instantaneous position (θ(t)) with the second distance (ε). * Periodically measure the angular position (θ) of the pedal, and if necessary, when the angular position (θ) of the pedal (141) reaches one of the front boundary (FB) or the rear boundary (RB), switch to the engagement mode of forward (FW) or reverse (BW) and update the value of the last engagement state (LES).

2. The control method according to claim 1, wherein, When applying the forward (FW) or reverse (BW) engagement mode, the method includes the following steps: -Measure the speed (V) of the vehicle (1); - If the speed (V) of the vehicle (1) is greater than the forward speed threshold (Vss+) or less than the reverse speed threshold (Vss-), the method interrupts the regular measurement of the position of the pedal (141) to enter cruise mode (CR), in which the method applies the following steps: -Measure at least one quantity related to the actuation of the crank assembly (14) by the user (U); and - Servo control of the speed (V) and tactile feedback of the vehicle (1) based on the measured quantity.

3. The control method according to claim 2, wherein, In the cruise state, the method further performs the following steps: - Measure the angular position (θ) of the pedal (141) and thereby infer the direction of movement of the pedal (141); and - When the direction of movement of the pedal (141) is opposite to the direction of travel of the vehicle (1), the braking device is activated and controlled by pressing the pedal backward.

4. The control method according to claim 3, wherein, When the vehicle (1) is braked by pressing the pedal backward, the control method applies the following steps: -Measure the speed (V) of the vehicle (1); - If the speed (V) of the vehicle (1) is greater than the forward speed threshold (Vss+) or less than the reverse speed threshold (Vss-), the method maintains cruise mode operation; and - If the speed (V) of the vehicle (1) is less than the forward speed threshold (Vss+) and greater than the reverse speed threshold (Vss-), and the pedal (141) is detected to move in the direction of travel of the vehicle (1) at an angle greater than the threshold value, the method is restarted without performing the initialization phase. When the threshold value is reached, the position of the pedal (141) becomes the reference position (θ(0)).

5. The method according to the preceding claim, wherein, The threshold angle value is between 2 degrees and 15 degrees.

6. The control method according to any one of claims 2 to 5, wherein, When the cruise state (CR) is applied, the method includes the following steps: -Measure the speed (V) of the vehicle (1); - If the speed (V) of the vehicle (1) is less than the forward speed threshold (Vss+) and greater than the reverse speed threshold (Vss-), the method exits the cruise control (CR) state, and the angular position of the pedal when it crosses one of the speed limits (Vss+, Vss-) becomes the reference position.

7. The control method according to any one of the preceding claims, wherein, The initialization phase begins after the stopping phase in which the vehicle (1) has been stationary for a predetermined time.

8. The control method according to any one of the preceding claims, wherein, The first angular distance (Δ) is between a quarter circle and a half circle, that is, between 90° and 540°.

9. The method according to the preceding claim, wherein, The first angular distance (Δ) can be configured by the user.

10. The control method according to any one of the preceding claims, wherein, The second angular distance (ε) is between 2° and 15°.

11. The control method according to any one of the preceding claims, wherein, When the angular position (θ) of the pedal is at an angular distance less than the safe angular distance of the front boundary (FB) or the rear boundary (RB), a variable tactile signal torque is applied to the crank assembly (14).

12. A series hybrid vehicle, comprising: - Motor (7) drives drive wheel (31) to rotate; - Crank assembly (14) allows the motor (7) to be controlled by rotating pedal (141); - A haptic feedback device applies a variable resistance torque to the crank assembly (14); and - A device (143) for estimating the angular position (θ) of the pedal (141). - Control unit (19) controls motor (7) according to the rotation of pedal (141). The control unit (19) is characterized in that it is configured to implement the control method according to any one of the preceding claims.

13. The series hybrid vehicle according to claim 12, wherein, The mechanical energy applied to the crank assembly (14) is also used to charge the battery (9), which powers the motor (7) that drives the drive wheel (31).

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