Method for determining the influence of a person's position on a steering torque and vehicle

Abstract

The invention relates to a method for determining at least one influencing value, which characterizes the influence of the relative position between a vehicle and a person (P) using the vehicle (1) on the current steering torque acting in a steering mechanism (24) of the vehicle (1), in which at least one position value is determined by means of an electronic computing device (17), which characterizes a measured variable detected by means of a sensor device (25) and influenced by the relative position between the person (P) using the vehicle (1) and the vehicle (1). The influencing value is determined from the position value.

Description

Technical Field

[0001] This invention relates to a method for determining the effect of the relative position between a vehicle and a person using the vehicle on the steering torque acting on the vehicle's steering mechanism. Furthermore, this invention relates to a vehicle. Background Technology

[0002] US 2022 / 0126833 A1 discloses a method for receiving road friction value information, which indicates road friction estimates for multiple areas surrounding a vehicle. US 10 773 725 B1 discloses a method for acquiring images using sensors of a vehicle, the images showing the lane in front of the vehicle. US 2018 / 0037234 A1 discloses a method for estimating the coefficient of friction of a vehicle's wheels relative to an underlying surface. Furthermore, DE 10 2009 002 245 A1 discloses a method for determining the friction value between a tire and a lane in a vehicle. EP 2 290 318 B1 discloses a tilting vehicle. Furthermore, DE 10 2019 210807 A1 discloses a steering system for a vehicle having at least one sensor for determining steering torque. Additionally, WO 2020 / 202262A1 discloses a driver assistance system for a vehicle. In addition, a control device for a motorcycle is known from DE 10 2018 202 019A1. Summary of the Invention

[0003] The object of the present invention is to provide a method and a vehicle that enable particularly advantageous operation of the vehicle.

[0004] According to the invention, the objective is achieved by a method having the features of claim 1 and by a vehicle having the features of claim 9. Advantageous embodiments of the invention are the subject of the dependent claims.

[0005] A first aspect of the invention relates to a method for determining the effect of the relative position between a vehicle and, in particular, a person currently using the vehicle, on the steering torque currently acting on the vehicle's steering mechanism. The person is, for example, a female or male driver of the vehicle, and thus, in particular, currently uses the vehicle in such a way that the person drives the vehicle, especially forward. When referred to hereinafter as a male or female driver, unless otherwise specified, this should be understood as the person currently using the vehicle. For example, the person currently uses the vehicle such that the person is seated in and / or on the vehicle. For example, the person is seated in or on the vehicle's seating arrangement.

[0006] The method is performed by means of an electronic computing device. More specifically, the electronic computing device is a vehicle's electronic computing device, and therefore an integral part of the vehicle. At least one position value is obtained by means of the electronic computing device, which characterizes, describes, or indicates a measurement parameter detected, i.e., measured, by means of, particularly electrical and / or electronic sensor devices, which is affected by the relative position between the occupant, particularly currently using the vehicle, and the vehicle. In other words, relative position is the position of the occupant, particularly currently using the vehicle, relative to, i.e., with respect to the vehicle. When referring to occupants thereafter, unless otherwise specified, this should be understood as relative position. Relative position particularly or particularly describes a particular current method and manner (also simply referred to as the method): how or in what manner an occupant, particularly currently, sits in or on the aforementioned seating arrangement of the vehicle.

[0007] The measured parameters and thus the relative position are detected, that is, measured, by means of a sensor device. For example, an electronic computing device receives, in particular, an electrical signal that characterizes the relative position detected by means of a sensor device, wherein, for example, the electronic computing device obtains the position value by receiving the signal, in particular by the signal including the position value. Furthermore, it is conceivable that the electronic computing device obtains, in particular, the position value based on or by the signal. For example, a sensor device provides the signal. Very specifically, the signal is a measurement signal that characterizes the measured parameters detected and thus measured by means of a sensor device. The signal can be a raw signal, or the signal can be a processed and / or refined signal, which is processed or refined, for example, by means of a filter.

[0008] In this method, an influence value is calculated based on a position value using an electronic computing device. This influence value characterizes, in particular, the effect of the relative position between the occupant and the vehicle currently in use on the steering torque currently acting on the steering mechanism. For example, the influence value is calculated based on the position value using an electronic computing device such that the position value is used as the influence value. Furthermore, it is conceivable that the influence value is calculated based on the position value using an electronic computing device such that the influence value is obtained, in particular, calculated from the position value using an electronic computing device, for example, such that the influence value is a value different from the position value, in particular, at least with respect to the corresponding units of the position value and the influence value being different.

[0009] The present invention is based on the understanding that the relative position between a vehicle and a person, especially during vehicle operation, can have a non-negligible effect on the steering torque, particularly currently acting on the steering mechanism. The present invention enables this effect to be taken into account particularly advantageously by determining the influence value based on the measured relative position. This means that the influence is determined using the relative position measured by means of a sensor device. This fulfills the prerequisite that the vehicle can be operated particularly advantageously based on the influence value. In other words, for example, the method thus involves operating, particularly controlling, or adjusting at least one of the vehicle's electrical and / or electronic components based on the influence value. This enables particularly advantageous vehicle operation because the particularly current relative position between the person and the vehicle is taken into account or can be taken into account during operation. From the perspective of steering torque, relative position affects steering torque. Therefore, the method according to the invention enables the influence of relative position on steering torque to be taken into account, particularly during vehicle operation. In particular, the influence value characterizes, describes, or defines the proportion of steering torque, thus characterizing, describing, or defining the dynamic or static torque that influences the steering torque. This fulfills the prerequisite of the invention, enabling particularly advantageous vehicle operation. Background of the invention: In particular, the relative position between the vehicle and the occupant of the vehicle, and therefore, for example, the movement of the occupant relative to the vehicle, and thus changes in the occupant's position (also called positional shifts) and / or weight displacement, can cause torque components, and therefore, for example, can cause dynamic or static steering torque proportions. To achieve particularly advantageous vehicle operation, it is advantageous to take into account this influence of relative position and therefore, for example, by the aforementioned positional shifts and / or weight displacements on the steering torque. This is now possible through the invention.

[0010] The detection of the measured parameters by a sensor device is not necessarily part of the method according to the invention. A component of the method according to the invention is that an electronic computing device calculates the position value and thereby takes into account the measured parameters, so as to be able to calculate the influence value and thus the influence of the relative position on the steering torque.

[0011] In order to particularly advantageously determine the influence value and thus the effect of relative position on steering torque, embodiments of the invention employ a sensor device to detect, i.e., measure the measurement parameter. For example, the sensor device may include at least one or exactly one sensor, by which the measurement parameter affected by relative position is measured, i.e., detected. This allows for particularly advantageous determination of the relative position, and consequently, a particularly advantageous determination of the influence value. This provides a basis for particularly advantageous vehicle operation.

[0012] In particular, it is feasible to consider the non-neutral relative position between the vehicle and the occupants during vehicle operation by calculating the influence value and thus, for example, by taking into account the influence value and therefore the relative position. In other words, the current relative position between the occupants and the vehicle can be either a so-called neutral seating position or a so-called non-neutral seating position. If the current relative position is a neutral seating position, then the influence of the relative position on the steering torque is very small or even zero. However, if the current relative position is a so-called non-neutral seating position, then the relative position can have a non-zero, very large influence on the steering torque. The method can now be implemented, taking into account this influence particularly well, enabling particularly advantageous vehicle operation. In particular, the influence value is, or describes, the previously mentioned proportion of the steering torque caused by the relative position, which is the current proportion of the current steering torque. In particular, it is possible to remove, for example by subtraction, the proportion of steering torque caused by relative position from the steering torque, so that the following parameter can be obtained, which characterizes the torque currently acting in the steering mechanism that does not have a proportion of steering torque caused by relative position.

[0013] Because the person can be either a female or male driver of the vehicle, and because the person is seated in or on the aforementioned seating arrangement of the vehicle, the relative position is also referred to as the driver's position. Background of the invention: In particular, simulations and measurements have shown that the influence of the driver's position on the steering torque, especially in the case of lateral dynamic handling, should not be ignored and therefore eliminated in order of magnitude. This can be achieved by the method according to the invention, because the method according to the invention determines the influence value based on position values ​​or measurement parameters characterizing, in particular, the current driver's position, and thus determines the steering torque percentage, which is necessary or acts on the steering mechanism, for example, due to the current driver's position, and is not introduced into the steering mechanism, for example, because the person introduces the steering torque percentage (also called the steering torque ratio) into the steering mechanism through their arms.

[0014] The male or female driver of a vehicle typically controls the lateral dynamics of the vehicle and thus its trajectory, at least substantially, through steering torque, especially when the vehicle is currently traveling on or within that trajectory. The driver sets this steering torque via a steering lever, such as a steering gear or steering wheel, so that the driver applies the steering torque, or the torque affecting the steering torque, to the steering lever through their arm. Especially when the vehicle is a single-track two-wheeled vehicle, particularly a motorcycle, the lateral dynamics can also be affected by the relative position between the vehicle and the driver, and therefore by the displacement of the driver's center of gravity, although to a lesser degree than the effect of the force or torque applied to the steering mechanism.

[0015] Assuming the person is seated in or on the vehicle's seating position, the movement of the seat point is lateral, and particularly pushing, along the vehicle's transverse direction, by means of the vehicle's vertical direction (also called the vertical axis) relative to the vehicle (the vehicle's vertical direction, for example, the center of mass extending through the vehicle, also simply referred to as the center of gravity), and by setting a particularly relative angle r of the person's upper body relative to the vehicle's vertical direction (also called the vertical axis). lean The displacement of the vehicle's center of gravity in a plane, also represented by the yz-plane, is obtained, wherein the plane is formed by unfolding the vehicle's lateral direction (y-direction) and vertical direction (z-direction). Using r... offs This represents the lateral deviation of the seating point relative to the vehicle's vertical direction, and therefore along the vehicle's transverse direction, preferably extending through the vehicle's center of gravity and particularly preferably in a straight line. If the seating point does not shift, i.e., deviate, relative to the vehicle's vertical direction along the vehicle's transverse direction, then the lateral deviation *r* is... offs The value is zero. In other words, the mount point is located in the vertical direction of the vehicle, also known as the vertical axis or vehicle vertical axis. The lateral direction of the vehicle extends along an imaginary straight line and is also known as the lateral axis or vehicle lateral axis. However, if the mount point shifts, or deviates, along the lateral direction of the vehicle, and therefore along the lateral axis relative to the vertical direction of the vehicle, and therefore relative to the vertical axis, then the lateral deviation r is zero. offs It has a non-zero value. The mentioned angle r lean Extending in the aforementioned yz-plane, it is therefore the angle observed in this plane. If, when observed in this plane, especially with the upper body of the person currently using the vehicle not tilted laterally (i.e., along the vehicle's lateral direction relative to the vehicle's vertical direction, i.e., relative to the vertical axis), then the angle r is... leanIt is zero. However, if we observe in a plane, especially with the upper body of the person currently using the vehicle tilted laterally relative to the vehicle's vertical direction along the vehicle's lateral direction, then the angle r is zero. lean It has a non-zero value, especially when measured in degrees. If the lateral deviation r... offs It has a non-zero value and / or the angle r lean (Also known as the relative upper body angle) has a non-zero value, then the current relative position between the person and the vehicle is the previously mentioned non-neutral seating position, also known as the non-neutral driver seating position or non-neutral position. If the lateral deviation r offs The relative angle r is zero, and in particular, the relative angle r is zero. lean If the value is zero, then the current relative position is the previously mentioned neutral seating position, also known as the neutral driver seating position or neutral position.

[0016] Especially when the vehicle is a single-track two-wheeled vehicle, the male or female driver can follow the same curve not only in a neutral driver's seat position but also in a non-neutral driver's seat position. However, in this case, the male or female driver must provide different steering torques, thus applying different torques or forces to the steering mechanism through their arms. The following discussion focuses only on the male driver, where this should also be understood as the female driver of the vehicle. In the neutral driver's seat position, the driver, for example, provides M... neutral The torque is indicated to follow curves. This means that in a neutral seating position, the driver uses their arm to apply torque M. neutral Applying force to the steering handle to follow the curve, that is, to steer the vehicle and thus travel along the curve. In a non-neutral seating position, the driver provides M... non_neutral The torque is indicated so that it can follow the same curve. In other words, in a non-neutral seating position, the driver applies torque M through their arm. non_neutral Applying force to the steering handle to follow the same curve, that is, to steer the vehicle and thus travel along the same curve. Here, M non_neutral With r offs and r lean Relevant, making it applicable to: .

[0017] According to equation (1) below, M non_neutral With M neutral phase difference dM riderpos Steering torque percentage, which is required due to the non-neutral driver seating position.

[0018] .

[0019] Comprehensive simulation studies have shown that, within the normal driving range, dM riderpos Approximately linear with r offs and r lean Related.

[0020] In one design approach, it is possible to achieve this through r offs and r lean The following relationship is used to determine the measured seating position (r). offs r lean dM riderpos .

[0021] .

[0022] The top is marked with C roffs and C rlean This represents a constant that can be determined, for example, from simulation data. The simulation data includes, for example, a description of the overall system, which includes the vehicle,, if necessary, luggage with cargo mounted on the vehicle, and the personnel using the vehicle. The aforementioned constant C can be determined for all resulting combinations of the vehicle, the vehicle's loading condition, and the weight of the personnel using the vehicle. roffs and C rlean And it is stored, for example, in a lookup table and / or a family of characteristic curves, based on the simulation data. A lookup table is also called a lookup table. Even for combinations of vehicle, loading condition, and personnel weights that are not explicitly simulated and therefore not explicitly included in the lookup table, the constant C can be obtained, in particular, estimated, for example by means of interpolation. roffs and C rlean .

[0023] In addition, dM riderpos This indicates the previously mentioned steering torque percentage, i.e., the influence value and the value representing the influence value.

[0024] Another design approach is to store a two-dimensional lookup table, which can also be used to describe dM. riderpos With r offs and r lean The nonlinear correlation, in the two-dimensional lookup table for value pairs (r) offs_i r lean_i It stores the steering torque percentage dM based on the non-neutral driver seating position. riderpos_i (r) offs_i r lean_i Interpolation can be used to read the pairs of values ​​(r) used for the measurement. offs r lean The value of dM riderpos (r) offs rlean ).

[0025] Very generally, the steering torque required during cornering is related to the motorcycle's speed v and the lean position φ necessary for cornering. That is, M non_neutral M neutral And therefore dM riderpos It is also related to v and φ.

[0026] .

[0027] For the proportion of steering torque dM riderpos More accurate modeling, in addition to taking r offs and r lean In addition, v and φ are also taken into consideration.

[0028] In another design approach, the steering torque ratio dM is obtained according to equation (4). riderpos (r) offs r lean (v, φ), where parameter C roffs and C rlean It is related to the motorcycle's speed v and tilt position φ and is determined according to equation (5): constant c0 roffs ,cv roffs cφ roffs c0 rlean ,cv rlean and cφ rlean For example, it can be determined by using simulated data.

[0029] The simulation data includes a description of the overall system, which consists of a motorcycle, luggage with cargo (if applicable), and a driver. A constant c0 can be obtained for all resulting combinations of the motorcycle, cargo configuration, and driver weight. roffs ,cv roffs cφ roffs c0 rlean ,cv rlean and cφ rlean Furthermore, the data is stored in the lookup table based on the simulation data. Even for combinations of motorcycle, loading conditions, and driver weight that are not explicitly simulated, the constant c0 can be estimated using interpolation. roffs ,cv roffs cφ roffs c0 rlean ,cv rlean and cφ rlean .

[0030] Another design approach is to store a four-dimensional lookup table, which can also describe dM. riderpos With r offs r lean The nonlinear correlation of , v, and φ is defined in the four-dimensional lookup table for the value quadruple (r). offs_i r lean_i v _i , φ _i It stores the steering torque percentage dM based on the non-neutral driver seating position. riderpos_i (r) offs_i r lean_i v _i , φ _i Interpolation can be used to read the quaternion (r) used for the measurement. offs r lean The value of dM (v, φ) riderpos (r) offs r lean (v, φ).

[0031] The steering torque currently acting in the vehicle's steering mechanism, as mentioned earlier, is torque (also known as steering torque), which acts, for example, around (also as) the steering axis.

[0032] The vehicle, for example, has at least one or exactly one vehicle wheel. In particular, especially when the vehicle is constructed as a single-track two-wheeled vehicle, the vehicle has at least two or exactly two vehicle wheels. The vehicle wheel is a ground contact element, which, especially during the method, allows the vehicle to be supported or held on the ground downwards along the vehicle's vertical direction via the ground contact element. Specifically, it is conceivable that the method is performed while the vehicle is in motion, traveling along the ground and supported on the ground downwards along the vehicle's vertical direction via the ground contact element. Here, the ground contact element rolls directly on the ground. The ground is also called the foundation and is formed by the foundation. The vehicle wheel is also simply referred to as a wheel. Specifically, for example, the vehicle wheel includes a rim and a tire, constructed particularly independently of the rim, which is fitted onto the rim and thus bears the load via the rim. For example, the tire is made of rubber. Specifically, the vehicle wheel is held at a structural element in a manner that allows it to rotate about its axis of rotation relative to the vehicle's structural elements, wherein, especially during the method, the vehicle wheel rolls directly on the ground and rotates about its axis of rotation relative to the structural element. Specifically, structural elements, such as the vehicle's steering mechanism, are configured as fork-shaped components, particularly the steering element of the front wheel fork. The steering element is held at the frame, for example, in a manner that allows it to pivot about a pivot axis (also called the steering axis) relative to the vehicle's frame, for example, a frame structure, particularly a grille frame structure. Here, for example, the vehicle wheel configured as a front wheel can pivot together with the steering element about the steering axis relative to the frame.

[0033] The vehicle can be steered by the pivoting of the steering element and thus the vehicle wheels about the steering axis and relative to the chassis, thereby causing the vehicle to turn, change direction, change lanes, or change its trajectory. For example, an occupant of the vehicle can pivot the steering element and the vehicle wheels, along with the steering element, about the steering axis relative to the chassis, thereby steering the vehicle, i.e., causing the motor vehicle to turn, change direction, change trajectory, or change lanes. For this purpose, the occupant, especially while seated in or on the seating device, applies force or torque to the steering element through their arms, thereby generating a steering torque currently acting in the steering mechanism. The steering element is, for example, the previously mentioned steering handle.

[0034] The torque that can be applied or is applied to the steering element by a person through their arm and thus to the steering mechanism, i.e., the torque that can be introduced or is introduced into the steering mechanism, is also called the person torque or steering torque. Therefore, steering torque is, for example, a torque acting about the steering axis, which acts in the steering mechanism, for example, by a person, especially with their arm or hand, applying the person torque to the steering mechanism, especially to the steering element, and through the steering element to the steering mechanism. For example, especially when r offs and r lean Especially when both are zero, the steering torque is the personnel torque. Furthermore, it can be conceivable that the steering torque is generated by the personnel torque. Especially when the steering torque is the personnel torque, i.e., when r... offs and r lean Especially when both are zero, the steering torque is generated by the personnel torque. Furthermore, especially when r... offs and / or r lean When r is not zero, the steering torque can be generated by the occupant torque and the proportion of the steering torque caused by the relative position. Then the steering torque consists at least of the occupant torque and the proportion of the steering torque caused by the relative position, because the occupant occupies a non-neutral seating position, which affects the steering torque. If r offs and r lean Especially when both are zero, the relative position does not affect the steering torque.

[0035] Therefore, the steering torque applied to the steering mechanism by a person through their arm and thus introduced into the steering mechanism, as mentioned above, is the aforementioned person torque.

[0036] In order to be able to detect the relative position particularly advantageously and thus to determine the effect of the relative position on the steering torque particularly advantageously, in another embodiment of the invention, the vehicle's sensor device is used as at least part of the sensor device.

[0037] Another implementation method is characterized by using a sensor device arranged at the personnel location as at least part of the sensor device, thereby enabling particularly advantageous measurement of relative position.

[0038] In order to enable particularly advantageous and especially comfortable and simple detection of relative position for personnel, another embodiment of the invention is provided to use a sensor device arranged on at least one piece of clothing of the personnel as at least part of the sensor device, wherein the personnel wear the clothing during the method and thus wear the clothing on their body.

[0039] To achieve particularly advantageous vehicle operation, another embodiment of the invention involves using an electronic computing device to calculate at least one actual torque value. This electronic computing device is preferably a component of the vehicle. The actual torque value characterizes, indicates, or describes the steering torque currently acting on the vehicle's steering mechanism. The actual torque value is calculated using the electronic computing device based on influence values. Preferably, at least one component of the vehicle operates based on the actual torque value.

[0040] For example, a detection device, particularly for a vehicle, can be used to detect the steering torque currently acting on the steering mechanism. Here, the detection device, for example, provides a detection signal, particularly an electrical one, which is received by, for example, an electronic computing device. The detection signal characterizes the steering torque detected by the detection device, such that, for example, the detection signal includes an actual torque value. Since the electronic computing device receives the detection signal, it calculates the actual torque value. Furthermore, it is conceivable that the electronic computing device receives the detection signal and, in particular, calculates the actual torque value based on the received detection signal.

[0041] To achieve particularly advantageous vehicle operation, another embodiment involves using an electronic computing device to determine at least one parameter, particularly the current one, characterizing the current friction between the vehicle wheels and the ground surface, for example, the vehicle wheels currently resting downwards on the ground surface along the vehicle's vertical direction. This parameter may include, for example, at least one actual friction value characterizing the current friction and / or at least one friction value rating characterizing the current friction, or the parameter may be either the actual friction value characterizing the current friction or the friction value rating characterizing the current friction. Specifically, the friction characterized by the parameter is the friction between the vehicle wheels, particularly the contact point or contact area of ​​the vehicle wheels, and the ground surface area, where the vehicle wheels are in direct contact with the ground surface area, particularly at the contact point or contact area. Specifically, the ground surface area extends in a ground plane (also called a lane plane), which may be inclined or perpendicular to the vertical extension.

[0042] In the method described above, at least one actual angle value is obtained using an electronic computing device, which represents the vehicle's current roll angle. Roll should be understood as the movement of the vehicle about its longitudinal direction (also called the longitudinal axis or vehicle longitudinal axis), where the roll angle is the angle by which the vehicle, especially about its starting position (referred to as the neutral position), is currently rolling, and thus tilting about the vehicle's longitudinal axis (also simply referred to as the longitudinal axis). In principle, it is conceivable that the current roll angle, and therefore the actual angle value, is zero, such that the vehicle is in the aforementioned starting position, or that the current roll angle is a non-zero value, such that the vehicle is currently tilted about the longitudinal axis, especially along the vehicle's lateral direction, such that the vehicle, for example, is currently observed about the longitudinal axis in a tilted position different from the neutral position, and such that the actual angle value is, for example, a non-zero value. The current roll angle is calculated, for example, using an electronic computing device. Furthermore, it is conceivable that the current roll angle is detected using a vehicle detection device, where the actual angle value represents the current roll angle detected by the detection device.

[0043] In this method, at least one actual speed value is obtained, for example, by means of an electronic computing device (also called a controller), which represents the current travel speed of the vehicle (also simply referred to as speed), the vehicle traveling along the foundation, particularly forward, during the method, especially while the vehicle is supported on the foundation by its wheels in the vertical direction of the vehicle, such that the vehicle wheels roll directly on the foundation. Specifically, the current travel speed of the vehicle, and therefore the actual speed value, is not zero and is particularly greater than zero, such that the vehicle travels along the foundation at a travel speed, particularly forward, during or in the method. For example, the current travel speed of the vehicle is measured by means of a vehicle detection device, such that the actual speed value represents, that is, indicates, describes, or defines the currently measured travel speed. The obtained actual angle value belongs to the obtained actual speed value, and vice versa, such that the obtained actual angle value and the obtained actual speed value form an actual value pair. This should not necessarily be interpreted as the electronic computing device forming the aforementioned actual value pair from the actual angle values ​​and actual velocity values. Therefore, the electronic computing device does not necessarily perform specific calculation steps to form an actual value pair from the actual angle values ​​and actual velocity values, or to assign actual angle values ​​and actual velocity values ​​to the actual value pair, etc. Rather, in principle, the obtained actual angle values ​​and obtained actual velocity values ​​are regarded as the values ​​that form the aforementioned actual value pair. This is especially true so that the method can be described in an intuitive and understandable manner below using the term "actual value pair".

[0044] In this method, an electronic computing device selects one reference value pair from at least one family of reference characteristic curves derived for a reference friction value, based on actual value pairs—that is, based on actual angle values ​​and actual velocity values—as the value pair belonging to the actual value pairs. The family of reference characteristic curves includes multiple reference angle values, multiple reference velocity values, and multiple reference torque values, and assigns exactly one reference torque value to a corresponding reference value pair that includes exactly one of the reference angle values ​​and exactly one of the reference velocity values. Therefore, the family of reference characteristic curves is, for example, a family of at least three-dimensional characteristic curves or an exact three-dimensional family of characteristic curves, which can be said to indicate the reference torque value with respect to both the reference angle value and the reference velocity value. Here, it is conceivable that multiple reference value pairs are assigned to the corresponding reference torque values. Furthermore, it is conceivable that the same reference angle value is part of multiple reference value pairs. Furthermore, it is conceivable that the same reference velocity value is part of multiple reference value pairs. The features “the corresponding reference value pair includes exactly one reference angle value and exactly one reference velocity value among the reference angle values” and “selecting exactly one reference value pair from the reference value pairs as the value pair belonging to the actual value pair” are not necessarily to be understood as the reference value pair, i.e., the reference angle value and the reference velocity value, being actually stored and included in the family of reference feature curves. Rather, the term “reference value pair” is used for now to allow the method to be described in an intuitive and easy-to-understand manner in the following text. Therefore, the feature “selecting exactly one reference value pair from the reference value pairs based on the actual value pairs, that is, based on the actual velocity values ​​and based on the actual angle values” should be understood in particular as selecting exactly one reference angle value and exactly one reference velocity value from the reference angle values ​​and the reference velocity values, based on the actual value pairs, that is, based on the actual velocity values ​​and based on the actual angle values, wherein the selected reference angle value and the selected reference velocity value belong to the obtained actual value pairs, and therefore belong to the obtained actual angle values ​​and belong to the obtained actual velocity values, and for example form only a hypothetical reference value pair.

[0045] The reference torque value corresponding to the selected reference value pair is obtained by means of an electronic computing device, specifically by reading from a family of reference characteristic curves (also simply referred to as the family of characteristic curves). This means that, by means of an electronic computing device, exactly one of the reference torques is obtained from the selected reference angle value and the selected reference speed value.

[0046] The obtained reference torque value is compared with the actual torque value using an electronic computing device. In other words, the comparison is performed using an electronic computing device, in which the obtained reference torque value is compared with the obtained actual torque value.

[0047] The parameters are obtained by comparing a reference torque value with an actual torque value using an electronic computing device. Furthermore, it is preferable that, in this method, at least one component of the vehicle, i.e., at least one function of the vehicle, is operated, particularly controlled, or adjusted using the obtained parameters by means of the electronic computing device.

[0048] This invention is particularly based on the understanding and consideration that, for a large number of vehicle and driver assistance systems, information about the friction value or level of friction present between the vehicle wheels and the ground, especially at the contact surfaces between the vehicle wheels and the ground, is important. This is especially applicable to vehicle and driver assistance systems involving vehicle dynamics. In existing applications, the friction value or current friction level used at the current point in time is typically estimated, mostly using measured inertial parameters, such as the vehicle's acceleration and / or rotational speed. However, this usually does not provide information about the maximum usable friction value or the maximum usable friction level at the current point in time. This is mostly estimated by making assumptions or by intentionally exceeding the maximum transmittable tire force (limit range), as is the case, for example, in anti-lock braking systems (ABS). Another background is that the dynamic characteristics of cornering and the dynamic characteristics of the steering mechanism (also known as the steering system), in terms of the forces and torques (also simply referred to as moments) in the steering system, are fundamentally different during cornering for, for example, a motorcycle-built and, for example, a single-track two-wheeled vehicle and a car (e.g., a passenger car). Methods known in the prior art that are not based on environmental sensing cannot therefore be applied to the estimation of maximum friction values ​​for, for example, a single-track two-wheeled vehicle. In contrast, the present invention utilizes the determination, and especially the measurement, of the steering torque acting, particularly around the aforementioned steering axis, in the steering mechanism (steering system).

[0049] Furthermore, the starting point of this invention is that, in today's mass-produced vehicles, such as mass-produced two-wheelers particularly constructed in single-track configurations, it is impossible to obtain information regarding the current and preferably maximum feasible friction value in the contact surface between the vehicle wheels, particularly the tires, and the ground, because there is currently no method for determining such a parameter, especially during normal driving (also known as road driving). However, the friction value between the vehicle wheels and the ground, particularly the maximum feasible friction value, can be represented as a parameter that, compared to conventional solutions, can be used to improve existing safety and assistance systems and for future safety and assistance systems. Here, the invention enables, particularly continuously, the determination and estimation of such a parameter, and therefore the current friction between the vehicle wheels and the current ground. Therefore, it is preferable to characterize, i.e., indicate, describe, or define, the current maximum feasible friction value or the current maximum feasible friction value level between the vehicle wheels and the ground by means of the method. Here, the invention utilizes steering torque, i.e., the actual torque value, and especially when the vehicle is a preferably single-track two-wheeler, it utilizes at least one or more characteristics specific to two-wheelers. The parameters obtained by the method according to the invention can, for example, provide at least one or more other functions of the vehicle, enabling the operation of, for example, at least one other function and thus, for example, the previously mentioned components, based on the obtained parameters. In particular, the components or functions are warning and / or interventional functions, for example, for stabilizing the vehicle's current driving state. An example case is driving on a free road (Hausstrecke) with a tilt position structure / direction that is typically always similar when cornering. If on a certain day there is a reduced friction value or a reduced friction value level between the tires and the road, i.e., between the vehicle wheels and the ground, it is feasible that the friction value or the friction value level does not allow for a normally navigable tilt position. If a friction value that is particularly reduced relative to the usual friction value or a friction value level that is particularly reduced relative to the usual friction value level is identified, then, particularly by means of the method described (by means of the method obtaining the reduced friction value and / or the reduced friction value level as parameters or obtaining them by obtaining parameters), for example, it can be assisted by at least one vehicle system particularly configured as a driver assistance system, for example, by reducing the driving speed, and / or can alert the female or male driver of the vehicle, in particular by outputting an indication signal that can be perceived tactilely and / or optically and / or acoustically, through which the obtained parameters are conveyed to the female or male driver. In particular, for example, the indication signal is output by means of an electrically operated and very particularly electronic playback device of the vehicle. Thus, the playback device can be, for example, the aforementioned component.

[0050] The method according to the invention is further illustrated below with reference to an embodiment: For example, when a male or female driver of a vehicle configured as a single-track two-wheeled vehicle is turning (during which the vehicle travels through a curve and performs the method according to the invention), a torque, also referred to as the driver's steering torque, applied to the steering system (steering mechanism) by the female or male driver (the torque acts as the steering torque in the steering system or thereby generates a steering torque acting in the steering mechanism) supports multiple torques acting on the steering system (steering mechanism). The latter can either act directly as torque or be obtained from forces acting under corresponding lever arms. If, for example, during a first turn (where a vehicle preferably configured as a single-track two-wheeled vehicle passes through the curve at a first speed and a first roll angle), the friction between the vehicle wheels and the ground forming the curve has a first actual value, and if, for example, in a second turn preceding or immediately following the first turn, the vehicle passes through the same curve at the same first roll angle and the same first speed, but the friction between the vehicle wheels and the ground has a second actual value different from the first actual value, then the female or male driver must apply a different steering torque in the second turn than in the first turn and apply it to the steering system such that the steering torque had, for example, a first actual torque value in the first turn and a second actual torque value different from the first actual torque value in the second turn. In other words, the present invention utilizes the fact that, even with the same roll angle and the same speed, but different friction values ​​or actual values, the steering torque is changed or must be changed because the torques acting on the steering system, or as a percentage of the steering torque, or in particular the so-called tire torsional torque T, are different. z The change occurs under different friction values. For example, when a vehicle, especially a single-track two-wheeled vehicle, is traveling in an inclined position, that is, especially when the roll angle or actual angle value is not zero, tire torsional torque is obtained due to tire deformation. However, this effect of utilizing or providing different steering torques for different friction values, i.e., different steering torques acting on the steering system, in substantially the same cornering motion, is utilized in the method according to the invention designed as friction value identification or friction value acquisition, especially by obtaining the actual torque value, for example by measuring, i.e., detecting the steering torque, especially by a vehicle steering torque sensing device.

[0051] The friction value identification according to the invention is based on at least one family of reference characteristic curves, also known as a family of steering torque characteristic curves. For example, the family of reference characteristic curves reflects the steering torque to be provided in the form of a reference torque value, with respect to a travel speed in the form of a reference speed value and a roll angle in the form of a reference angle value, under steady-state cornering or turning conditions where the friction values ​​are known, for example, designed as vertical friction values ​​(for which the family of reference characteristic curves has been derived). Let v represent the travel speed, φ represent the roll angle, and φ represent the roll angle. This represents the steering torque. The family of reference characteristic curves can be stored, for example, in a particularly electrical or electronic data storage device, especially in an electronic computing device. The family of reference characteristic curves can be obtained, for example, from measurement signals recorded and / or determined, especially calculated, under defined test conditions: for example, known friction values, tire pressure, etc., for steady-state and / or quasi-steady-state circumferential or cornering driving, using verified simulated ambient conditions.

[0052] In order to obtain the parameters and subsequently determine the current, particularly maximum, feasible friction between the vehicle wheels, especially the tires of the vehicle wheels, and the ground, embodiments of the invention employ an electronic computing device to determine the actual torque value by means of an electronic computing device. This is done by determining at least one first initial value, which characterizes at least one dynamic steering torque percentage acting in the steering system (steering mechanism) and a steady-state steering torque percentage acting in the steering mechanism. Therefore, the first initial value is, for example, or describes, the sum formed by at least one dynamic steering torque percentage acting in the steering mechanism and a steady-state steering torque percentage acting in the steering mechanism. Specifically, at least one first initial value describes or characterizes the steady-state steering torque percentage and multiple, particularly all, dynamic steering torque percentages acting in the steering mechanism, such that the sum of the steady-state steering torque percentage and at least one dynamic steering torque percentage, particularly the dynamic steering torque percentage, yields the first initial value. Furthermore, the actual torque value can be obtained, for example, by means of an electronic computing device, by obtaining at least one second initial value, which represents only the dynamic steering torque percentage acting on at least one steering mechanism and the steady-state steering torque percentage acting on the steering mechanism. To obtain the actual torque value, the actual torque value is obtained based on the initial value using the electronic computing device, particularly by subtracting the second initial value from the first initial value.

[0053] To advantageously determine the actual torque value from the initial value and thus subsequently the parameters, another embodiment of the invention employs an electronic computing device to calculate a second initial value based on the rotational speed of the vehicle's wheels and / or the rotational speed of at least one other wheel and / or the vehicle's rolling rate and / or the vehicle's rolling acceleration and / or the vehicle's yaw acceleration and / or the vehicle's steering angular velocity and / or the deceleration acting particularly along the vehicle's longitudinal direction, i.e., the vehicle's negative acceleration and / or the pressure in at least one wheel brake and / or the vehicle's gyroscopic torque, also known as gyroscopic torque. For example, the rotational speed of the vehicle's wheels is detected using a speed sensor. The vehicle's rolling rate is the first time derivative of the rolling angle, and the vehicle's rolling acceleration is the second time derivative of the rolling angle, i.e., the first time derivative of the rolling rate. Yaw acceleration is the first derivative of the vehicle's yaw angle acting particularly about the vehicle's vertical direction. The vehicle's deceleration is generated, for example, by the vehicle's braking. Wheel brakes are, for example, attached to the wheels of a vehicle and constructed to brake the vehicle wheels and thus the motor vehicle. Therefore, a wheel brake, for example, constructed as a friction brake, is the service brake of a vehicle.

[0054] Another aspect of this invention is that steady-state cornering and / or circling is rare or nonexistent in actual road traffic. Therefore, in order to obtain parameters particularly continuously, and thus, for example, to perform particularly continuous friction value grading / identification, the dynamic steering torque percentage is removed from a first initial value obtained, for example, by measurement, i.e., by detection, particularly by subtracting a second initial value from the first initial value. Specifically, the steady-state value is obtained, particularly calculated, and very particularly estimated by subtracting the second initial value from the first initial value, wherein the steady-state value characterizes, i.e. describes, indicates, or defines the steady-state steering torque percentage with respect to at least one dynamic steering torque percentage and at least one steady-state steering torque percentage. The steady-state value is, for example, represented by M. stationär This indicates that, for example, the first initial value is represented by M. mess Indicates that the second initial value is M dynamisch This indicates that, for example, we obtain M. stationär M stationär =M mess –M dynamisch M dynamischThe first initial value is specifically the sum of the proportions of various or multiple dynamic steering torques. For example, the first initial value is obtained by detecting, i.e., measuring, the current steering torque using a sensor device. For this purpose, the sensor device provides, for example, an electrical torque signal that characterizes the measured steering torque and, in this case, the first initial value. An electronic computing device can receive the torque signal and thereby obtain the first initial value. Furthermore, it is conceivable that the electronic computing device receives the torque signal and obtains the first initial value from or based on the torque signal. For example, the torque signal may be a sensor device signal, a part of a sensor device signal, or a separate signal.

[0055] The actual torque value is obtained from the initial value, for example, by subtracting the second initial value from the first initial value, as described previously. For example, the steady-state value (M...) stationär This is used as the actual torque value, which is compared with a reference torque value read from a family of reference characteristic curves, specifically for the measured travel speed and, in particular, the measured roll angle, also known as the tilt position angle. The actual speed value is obtained, for example, by measuring the travel speed. Alternatively or additionally, the actual roll angle value is obtained, for example, by measuring the roll angle. The travel speed and / or roll angle can be measured, for example, by means of the vehicle's sensor devices.

[0056] In particular, in comparing a reference torque value with an actual torque value, or by obtaining, in particular calculating, the difference between the reference torque value and the actual torque value through such comparison. If the difference is, for example, 0, then the parameter, in particular the actual friction value, is, or includes, the reference friction value for which a family of reference characteristic curves has been obtained. If, for example, the actual torque value is greater than the reference torque value, and here, for example, the difference exceeds a pre-given or pre-given threshold, then it can be inferred that the parameter, in particular the actual friction value, is less than the reference friction value. However, if, for example, the actual torque value is less than the reference torque value, and here, for example, the difference exceeds a threshold and / or another threshold, then it can be inferred that the parameter, in particular the actual friction value, is greater than the reference friction value. Thus, it is advantageous, and particularly, to obtain the actual friction value during vehicle operation. Therefore, the reference friction value can be understood, for example, as a reference parameter, which can include at least one reference value and / or at least one reference level, or the reference parameter is a reference value or a reference level.

[0057] To enable particularly advantageous parameter determination, another embodiment of the invention involves using a vehicle sensor device to detect the torque acting on the steering mechanism, particularly the steering torque, wherein the actual torque value is determined based on the detected torque. As previously described, the sensor device, for example, provides a torque signal, particularly an electrical signal, characterizing the torque acting on the steering mechanism, particularly the steering torque, detected by the sensor device. An electronic computing device, for example, receives the torque signal, and, in particular, calculates the actual torque value based on the received torque signal. This allows for particularly advantageous determination of the actual torque value, making it particularly advantageous to subsequently determine the parameters.

[0058] To enable particularly advantageous parameter determination, another embodiment of the invention involves determining a first initial value based on torque detected by a sensor device, particularly using an electronic computing device. For example, the first initial value represents the torque detected by the sensor device, and is specifically configured such that the torque signal includes the first initial value. Therefore, the electronic computing device determines the first initial value, for example, by receiving the torque signal. Furthermore, it is conceivable that the electronic computing device receives the torque signal and determines the first initial value based on the torque signal. For example, the actual torque value is determined from the initial value, particularly calculated and thus estimated, such that a second initial value is subtracted from the first initial value, thereby enabling particularly advantageous determination of the actual torque value and parameters.

[0059] M dynamisch The second initial value is, for example, composed of various dynamic steering torque proportions. In other words, the second initial value characterizes or describes multiple dynamic steering torque proportions. For example, the dynamic steering torque proportions are calculated based on measured driving dynamic parameters, such as wheel speed, rolling speed, rolling acceleration, yaw acceleration, steering angular velocity, deceleration, wheel braking pressure, etc., and on known vehicle parameters, such as the inertia of front-wheel-drive vehicles and steering head angle. The measured driving dynamic parameters are, for example, pre-filtered in relation to their corresponding signal quality. Furthermore, it is conceivable that the torque, especially the steering torque, measured by means of a sensor device is filtered so that the actual torque value is obtained from the filtered torque, especially the steering torque.

[0060] The main dynamic steering torque proportion in the dynamic steering torque proportion can be, for example, based on wheel speed. The rotating vehicle wheels are also used in the vehicle. The gyroscopic torque generated in the indicated rolling rate and to be supported Among them, gyro torque Calculated as follows: Here, This represents, for example, the inertia of a vehicle wheel configured as a front wheel, and ε represents the dynamic steering head angle. If, for example, a steering angle sensor or a steering rate sensor is available, and the vehicle's steering angle or steering angular velocity can be detected by means of the steering angle sensor or steering rate sensor, then it is also possible to use... The steering angular velocity is represented and the proportion of the dynamic steering torque generated by the steering angular velocity is calculated in the following manner. : The steering angle mentioned is the angle by which the steering element and the vehicle wheels associated with it rotate about a pivot axis, specifically the angle at which they are currently pivoting, i.e., turning. The steering angular velocity is the first time derivative of the steering angle. Here, This indicates the damping of the steering mechanism (also known as steering system damping). It represents the dynamic torque percentage. Typically very small, so that the dynamic torque percentage is not necessarily calculated. Furthermore, other dynamic percentages can be generated, for example, by rolling acceleration, yaw acceleration, and vehicle deceleration, such as that designed as longitudinal deceleration, i.e., acting along the vehicle's longitudinal direction, which can, for example, cause other dynamic steering torque percentages.

[0061] Furthermore, one of the dynamic steering torque percentages can be the following steering torque percentage, which is determined by the use of... The vehicle's rolling acceleration is generated and expressed as... This indicates the proportion of steering torque caused by rolling acceleration in a dynamic manner. For example, this can be derived from the following linear relationship: Here, This is related to dynamic steering head angle and vehicle parameters and / or geometric parameters. Additionally, the proportion of dynamic steering torque can be particularly related to dynamic braking steering torque. Used to account for braking and steering torque. A simple way is through: Therefore, it is concluded that... This refers to the pressure in the wheel brakes that are constructed to brake the wheels of a vehicle and are therefore associated with the wheels of the vehicle. The pressure in the brakes associated with the wheels of the vehicle (also known as wheel braking pressure or braking pressure) is related to the dynamic steering head angle and vehicle parameters and / or geometric parameters.

[0062] In order to obtain the actual torque value and thus the parameter in a particularly advantageous manner, it is further possible to configure the parameter based on at least one or more correction terms M. korrTo obtain, and in particular calculate, the actual torque value. Here, for example, it can be conceivable to obtain, and in particular calculate, the steady-state value M based on a first initial value, for example designed as a measurement value and obtained, in particular by measuring torque, especially steering torque, and based on a second initial value. station For example, by subtracting the second initial value (M) from the first initial value. dynamisch ) and at least one correction term M korr This is achieved by measuring, for example, the torque acting on the steering mechanism, particularly the steering torque, using a sensor device to obtain the first initial value. Therefore, the first initial value is, for example, a measured value that characterizes the measured torque and thus the torque signal, and is, for example, a component of the torque signal. Correction term M korr For example, the corrected torque (also known as the correction factor), starting from the first initial value (M) mess In particular, in addition to subtracting the second initial value, the corrected torque is also subtracted. Therefore, for example, the actual torque value, or M, is obtained. station : Correction term M korr For example, a simple linear correction term, which is... In the form of a linear correction term M. korr For example, it relates to the driving dynamics parameter denoted by x, and for example, the measured driving dynamics parameter, especially to one of the previously mentioned driving dynamics parameters denoted by x. As an alternative or additional option, especially a linear correction term M... korr For example, a speed-related correction term, which is... In the form of.

[0063] A sensor device for detecting a measurement parameter is, for example, or includes at least one sensor, by means of which the measurement parameter, or relative position, is detected. The sensor is, for example, a force and / or pressure sensor. By means of the sensor, for example, the load on the seating device, particularly caused by a person, can be detected, wherein the relative position can be advantageously detected by detecting the load on the seating device. In particular, it is possible to set the position value to be, or to characterize, the load on the seating device.

[0064] In principle, the method according to the invention is considered for normal driving along, for example, a lane constructed as a road, also known as road driving, where a pronounced "suspension" or "downward" driving style is uncommon. However, it is advantageous for male or female drivers driving in such a style to detect and consider the position of the female or male driver relative to the vehicle, and therefore, for example, to detect and consider the upper body movement and / or upper body position and / or weight displacement of the person using the vehicle, especially in order to, for example, eliminate the use of M FahrerThis represents the influence value. For example, it is implemented such that the influence value M is subtracted from the first initial value. Fahrer Therefore, using M Fahrer The indicated influence value describes or defines the effect of position and, for example, the effect of the movement of a person using the vehicle on the steering torque. Thus, for example, the steady-state torque M is obtained. stationär : First starting value .

[0065] As described above, for example, it is possible to additionally subtract M from the first initial value. korr This allows for a particularly advantageous determination of the actual torque value and subsequent parameter determination.

[0066] For vertical dynamic driving conditions (in which the proportion of steering torque to steady state cannot be easily and consistently achieved, therefore the steady-state value M...), stationär The method allows for the determination, and especially the estimation, of friction values ​​with particularly high accuracy. For example, it can temporarily suspend friction value identification, especially until a suitable vehicle driving state for friction value identification is identified through driving condition classification. Driving condition classification, for example, can be achieved using a threshold-based method, using measured driving dynamic signals or driving dynamic parameters. For example, friction value identification can be suspended when the vehicle is traveling in a straight line and, if necessary, when the tilt position is very small or the roll angle is below a limit value. The method has also been described in conjunction with the person using the vehicle, for example, a female or male driver who drives and thus controls the vehicle. However, the method according to the invention can also be applied to autonomous vehicles, such as autonomous, especially single-track two-wheeled vehicles, where the steering torque and therefore, for example, a first initial value M... mess Only automatically adjusted by the vehicle's system, and / or for auxiliary and / or semi-autonomous vehicles, wherein the steering torque consists of a steering torque adjusted by the vehicle's system and a steering torque adjusted by the driver.

[0067] Finally, it has proven particularly advantageous that the vehicle is constructed as a single-track two-wheeled vehicle, especially as a single-track motorized motorcycle or motorcycle. In particular, in such a single-track two-wheeled vehicle, the actual torque value can be obtained particularly advantageously by the method described above, and subsequently, the parameters can be determined.

[0068] A second aspect of the invention relates to a vehicle configured to perform the method according to a first aspect of the invention. The advantages and advantageous designs of the first aspect of the invention are considered as advantages and advantageous designs of the second aspect of the invention, and vice versa.

[0069] Furthermore, for example, it is conceivable to use a second family of reference characteristic curves, particularly as an additional scheme. Here, for example, a second reference value pair is selected from the second family of reference characteristic curves obtained for a second reference friction value that is different from the reference friction value, based on the actual value pair, as the second value pair belonging to the actual value pair. The second family of reference characteristic curves includes a plurality of second reference angle values, a plurality of second reference speed values, and a plurality of second reference torque values, and assigns an exact second reference torque to the corresponding second reference value pair that includes exactly one of the second reference angle values ​​and exactly one of the second reference speed values.

[0070] This is achieved, for example, by means of an electronic computing device. The electronic computing device is used to obtain a second reference torque value belonging to the selected second reference value pair. The obtained second reference torque value is compared with the obtained actual torque value by means of the electronic computing device. Here, a parameter is obtained based on the comparison between the second reference torque value and the actual torque value. If, for example, the actual torque value is between the first reference torque value and the second reference torque value, then, for example, the parameter is obtained, calculated, and thus estimated, by interpolation from the first and second reference friction values. Therefore, for example, the current actual friction value, or the current friction, can be obtained, or in particular, the parameter can be obtained, by interpolation between the two closest friction values. This means, for example, selecting a reference torque value that is closest to the actual torque value read from the family of reference characteristic curves, in particular selecting two reference torque values ​​that are closest to the actual torque value read from the family of reference characteristic curves, and doing so such that the actual torque value lies between the selected reference torque values. Here, for example, parameters or actual friction values ​​are obtained from reference friction values ​​through interpolation, for which a family of reference characteristic curves has been obtained, and the closest reference torque value has been read from the family of reference characteristic curves. Attached Figure Description

[0071] Further details of the invention will be obtained from the following description of preferred embodiments and the accompanying drawings. Hereinafter: Figure 1 A schematic side view of a vehicle constructed as a single-track two-wheeled vehicle is shown; and Figure 2 A schematic front view of a person using the vehicle is shown.

[0072] In the accompanying drawings, identical or functionally equivalent elements are given the same reference numerals. Detailed Implementation

[0073] Figure 1 A schematic side view shows vehicle 1, currently constructed as a single-track two-wheeled vehicle, in... Figure 1The embodiment shown is constructed as a single-track motorized motorcycle, particularly a single-track motorcycle. The vehicle 1 has exactly two wheels, namely a first wheel 2 and a second wheel 3. Wheels 2 and 3 are arranged one after the other and thus continuously along the longitudinal direction of the vehicle 1. The longitudinal direction is indicated by double arrows 4. Figure 1 In the embodiment shown, vehicle wheel 2 is the front wheel, and vehicle wheel 3 is the rear wheel. Vehicle wheels 2 and 3 are also referred to as wheels. Vehicle wheels 2 and 3 are ground contact elements of vehicle 1, which are supported downwards along the vertical direction of vehicle 1 or can be supported on a foundation 5, also referred to as the ground or forming the ground. Figure 1 and Figure 2The following describes a method performed during the movement of a vehicle 2, configured as a motor vehicle. During movement, and therefore in this method, the vehicle 2 travels along the ground (foundation 5), and a ground contact element is directly supported on the ground along the vehicle's vertical direction, causing the vehicle wheels 2 and 3 to roll directly on the ground (foundation 5). The vehicle's vertical direction is indicated by double arrows 6. Thus, if the vehicle 1 travels along the ground and is supported on the ground along its vertical direction by the ground contact element, the ground contact element rolls directly on the ground. The vehicle wheels 2 are held at the steering element 8 in a manner rotatable about the wheel axis of rotation 7 relative to the vehicle 1's steering element 8. The steering element 8 includes a steering fork 9 and a grip 10 and is held at the frame 11 in a manner rotatable about a pivot axis (also called the steering axis L) relative to the vehicle 1's frame (e.g., configured as frame 11). For example, the grip 10 is a steering mechanism, or the grip 10 is formed by the steering mechanism of the steering element 8. Therefore, the steering element 8 and the vehicle wheel 2 together are pivotable about the steering axis L relative to the frame 11 and thus can be steered, that is, turned. This can cause, for example, the vehicle 1 to turn, change direction, change lanes, or change trajectory, especially by the person P using, especially currently using, the vehicle 1, such as the male or female driver of the vehicle 1 which is a motor vehicle. The vehicle wheel 3 is held at the rocker arm 13 (also called the rear wheel rocker arm) of the vehicle 1 in a manner that allows it to rotate about the second wheel rotation axis 12 relative to the rocker arm 13 of the vehicle 1. The rocker arm 13 itself is held at the frame 11 in a manner that allows it to pivot about the pivot axis S relative to the frame 11, such that the rocker arm 13 and the vehicle wheel 3 are held at the frame 11 in a manner that allows them to pivot about the pivot axis S relative to the frame 11. The vehicle 1 travels forward, especially along the longitudinal direction of the vehicle, and in this straight-line travel, the wheel rotation axes 7 and 12 extend parallel to each other. Furthermore, for example, the pivot axis S extends along the vehicle lateral direction of vehicle 1, which is indicated by double arrow 14 and is perpendicular to the vehicle. Figure 1 The image plane extends. What can be seen is that the vehicle's vertical, lateral, and longitudinal directions extend perpendicularly to each other in pairs. The lateral direction is also called the y-direction, the vertical direction the z-direction, and the longitudinal direction the x-direction. The lateral and vertical directions extend to form a plane perpendicular to each other. Figure 1 The image plane extends into a plane, also known as the yz-plane. The vehicle's vertical direction is also called the vertical axis or vehicle vertical axis and extends along an imaginary straight line, where, for example, the vehicle's vertical direction extends through the center of mass of vehicle 1, also known as the center of gravity.

[0074] Vehicle 1 has a seat 15, which is held, for example, at a frame 11, and is also referred to as a seating device for vehicle 1. The seat 15 forms at least one or exactly one seat in which a person P currently using vehicle 1 sits. Therefore, person P currently using vehicle 1 sits on the seat 15 and thus sits on vehicle 1, particularly in the so-called riding position. This should be understood in particular as, for example, person P's buttocks are in contact with the seat 15 in the riding position.

[0075] Steering element 8 and thus grip 10 are components of steering mechanism 24 of vehicle 1, also known as steering system, by means of which the vehicle can be steered. An occupant P, seated in seat 15, can grasp, in particular hold, grip 10 with his hand, thus applying force or torque generally to grip 10 through his hand and therefore through his arm (including his hand), and thus to steering element 8 and steering mechanism 24. This generates occupant torque, also known as occupant torque, acting particularly about steering axis L, which causes steering element 8, particularly steering mechanism 24, and vehicle wheels 2 to pivot about steering axis L relative to frame 11, thereby steering vehicle 1. Occupant P can thus cause vehicle 1 to turn, change direction, and alter its trajectory, thus steering vehicle 1. In other words, to steering vehicle 1, steering element 8, particularly steering mechanism 24, and vehicle wheels 2 together with steering element 8 can pivot about steering axis L relative to frame 11.

[0076] Vehicle 1 has an electronic computing device 17, also known as a controller, which executes the method by means of the electronic computing device.

[0077] Vehicle 1, for example, has a detection device 18, which is, for example, a measuring device or includes a measuring device. The detection device 18 can detect, for example, the acceleration of vehicle 1, and here, for example, the acceleration of vehicle 1 extending along the lateral direction and / or along the longitudinal direction and / or along the vertical direction of vehicle 1. Furthermore, the detection device 18 can detect, for example, the roll angle of vehicle 1. Moreover, it is conceivable that the detection device 18 can detect the roll rate of vehicle 1 as the time derivative of the roll angle, and / or the roll acceleration as the second time derivative of the roll angle, that is, the roll acceleration as the first time derivative of the roll rate, and / or the yaw acceleration.

[0078] Vehicle 1 has a radar speed sensor 19, which is attached to vehicle wheel 2 and is also simply referred to as a speed sensor. The radar speed sensor 19 can detect the rotational speed of vehicle wheel 2 about wheel rotation axis 7. Furthermore, vehicle 1 has a radar speed sensor 20, which is attached to vehicle wheel 3 and is also simply referred to as a speed sensor. The radar speed sensor 20 can detect the rotational speed of vehicle wheel 3 about wheel rotation axis 12. The corresponding vehicle wheels 2 and 3 are, for example, equipped with corresponding wheel brakes. The corresponding wheel brakes can be friction brakes. The corresponding wheel brakes can particularly be constructed as corresponding disc brakes. Preferably, the corresponding wheel brakes are the service brakes of vehicle 1, by means of which the vehicle can brake. Here, vehicle 1 can, for example, have a brake pressure sensor attached to the wheel brakes, which are attached to vehicle wheel 2. The wheel brake associated with vehicle wheel 2 is also called the first wheel brake. A first braking pressure in the first wheel brake can be detected by means of a previously mentioned brake pressure sensor, also called the first brake pressure sensor, and the first braking pressure is simply referred to as the first pressure. Furthermore, vehicle 1 may have a second brake pressure sensor, which is associated with a wheel brake also called the second wheel brake, associated with vehicle wheel 3. The second brake pressure sensor can detect the braking pressure in the second wheel brake, also simply referred to as the second pressure. Additionally, vehicle 1 may have, for example, a steering torque sensor 23, by means of which the steering torque in the steering mechanism 24, particularly the steering torque currently acting around the steering axis L, can be detected. The steering torque is the torque acting in the steering mechanism 24 (steering system), which can be detected by means of the steering torque sensor 23. Through the pivoting of the steering element 8 and the vehicle wheels 2, and therefore the steering mechanism 24, around the steering axis L and relative to the frame 11, and thus the steering, the steering angle extending particularly around the steering axis L can be set, that is, changed. Optionally, vehicle 1 may have a steering angle sensor, by means of which the steering angle, particularly extending around the steering axis L, can be detected, that is, the corresponding value of the steering angle. To induce straight-line travel of vehicle 1, the steering element 8 and therefore the steering mechanism 24 are in a straight-line position, in which the steering angle is 0 degrees. Optionally, vehicle 1 may have a steering rate sensor, by means of which the steering rate of the steering element 8 or the steering rate of the steering mechanism 24 can be detected. Specifically, the steering rate is the time derivative of the steering angle.

[0079] Especially currently and very specifically, the person P (whose upper body is represented by K) using vehicle 1 during the method described above... Figure 1 The previous view is shown schematically. In particular, Figure 2 The illustration shows the situation where person P is turning in vehicle 1, that is, while person P is driving vehicle 1 through a curve so that vehicle 1 follows the curve and thus performs the turn. Specifically, vehicle 1 performs the turn during the method described. The head of person P is represented by H.

[0080] Use r lean Let be the angle formed by the upper body K of person P and the vertical direction z of the vehicle (also known as the vertical axis or vehicle vertical axis) as viewed in the yz-plane. Specifically, the angle 'r' is formed by an imaginary line extending through the center point of body K and / or through the center of gravity of person P and / or dividing the upper body K into two equal halves as viewed in the yz-plane, and the vertical direction of the vehicle. lean .

[0081] If the upper body K is observed in the yz-plane and therefore not tilted relative to the vertical direction of the vehicle in the transverse direction of vehicle 1, so that the aforementioned in Figure 2 If the straight line represented by G coincides with the vertical z-direction of the vehicle, then the relative angle r is... lean The value is zero. Currently, the upper body K, and therefore the straight line G, are observed in the yz-plane and are therefore tilted in the lateral direction of the vehicle relative to the vertical direction z, such that the angle r... lean It has a non-zero value.

[0082] Use r offs Let r represent the lateral deviation, that is, the deviation along the vehicle's transverse direction of 1 and therefore extending in the yz-plane, between the riding point and the vehicle's vertical direction z, which preferably extends through the vehicle's center of mass (also called the center of gravity). It also represents the deviation extending in the yz-plane and therefore along the vehicle's transverse direction between the riding point and the vehicle's center of gravity. If the riding point is located in the vehicle's vertical direction z, then the lateral deviation r... offs The value is zero. Currently, the mounting point is along the vehicle's lateral direction and therefore, when viewed in the yz-plane, it is offset from the vehicle's center of gravity and thus from the vehicle's vertical z-direction, resulting in a lateral deviation r. offs It has a non-zero value.

[0083] In the previously mentioned method, the influence, or effect, of the relative position between the vehicle 2 and the occupant P currently using the vehicle 2 on the steering torque currently acting on the steering mechanism 24 is specifically determined using an electronic computing device 17. The relative position is the seating position of the occupant P currently seated in the seat 15. If r lean and r offsIf both are zero, then the current seating position of person P, who is currently sitting in seat 15 and using vehicle 2, is the so-called neutral seating position. If r lean Having a non-zero value and / or simultaneously r offs If the value is non-zero, then the relative position between vehicle 2 and person P is the so-called non-neutral seating position.

[0084] A neutral seating position has no effect or a negligible effect on the steering torque currently acting in the steering mechanism 24, especially overall. However, a non-neutral seating position has a relatively large, non-negligible effect on the steering torque currently acting in the steering mechanism 24, especially overall, making it advantageous to determine the previously mentioned effect of relative position on the steering torque.

[0085] In this method, at least one influence value is obtained by means of an electronic computing device 17. This influence value characterizes, that is, indicates or describes, the effect of relative position on steering torque. For this purpose, the method obtains at least one position value by means of the electronic computing device 17. This position value characterizes a measurement parameter detected, that is, measured, and affected by relative position by means of, particularly electrical and / or electronic sensor devices. The influence value is obtained based on the position value using the electronic computing device 17.

[0086] exist Figure 1 In the embodiment shown, the sensor device denoted by 25 is a component of vehicle 1, i.e., the sensor device of vehicle 1. The measurement parameter is detected by means of sensor device 25 in the method. This allows for the particularly advantageous measurement of the measurement parameter and the current relative position, making it particularly advantageous to determine the influence value and therefore the influence. Furthermore, the method is configured such that at least one component of vehicle 1, and therefore vehicle 1, operates according to the influence value. For example, the component is or includes at least one wheel brake in the wheel brakes of vehicle 1 and / or a driver assistance system and / or a driving stability system or driving stability program.

[0087] List of reference numerals in the attached diagram: 1 vehicle 2. Vehicle wheels 3. Vehicle wheels 4. Double arrows 5. Foundation 6. Double arrows 7. Wheel rotation axis 8. Steering components 9. Steering forks 10 grips 11 Framework 12 Wheel rotation axis 13 Rocker arm 14 Double arrows 17 Electronic computing devices 18 Detection Device 23 Steering torque sensor 24 Steering mechanism 25 Sensor Devices G (straight line) H head K's upper body L Steering axis P personnel r lean angle r offs deviation S Pivot axis y (lateral direction of the vehicle) z Vehicle vertical direction

Claims

1. A method for determining at least one influence value, the influence value characterizing the effect of the relative position between the vehicle and a person (P) using the vehicle (1) on the steering torque currently acting on the steering mechanism (24) of the vehicle (1), the method being performed by means of an electronic computing device (17): - Obtain at least one position value, the position value representing a measurement parameter detected by means of a sensor device (25) and affected by the relative position between the person (P) using the vehicle (1) and the vehicle (1); and - The influence value is obtained based on the location value.

2. The method according to claim 1, characterized in that, The measurement parameters are detected by means of the sensor device (25).

3. The method according to claim 2, characterized in that, The sensor device (25) of the vehicle (1) is used as at least a part of the sensor device (25).

4. The method according to claim 2 or 3, characterized in that, The sensor device arranged at the person (P) is used as at least part of the sensor device (25).

5. The method according to any one of claims 2 to 4, characterized in that, The sensor device (25) is at least part of the sensor device (25) which is arranged on at least one piece of clothing of the person (P).

6. The method according to any one of the preceding claims, characterized in that, The electronic computing device (17) is used to obtain at least one actual torque value that characterizes the steering torque currently acting on the steering mechanism (24) of the vehicle (1) by means of the electronic computing device (17) to obtain the actual torque value based on the influence value.

7. The method according to claim 6, characterized in that, At least one parameter is obtained by means of the electronic computing device (17), the parameter representing the current friction between the vehicle wheel (2) of the vehicle (1) and the current ground foundation (5): - Obtain at least one actual angle value, which represents the current roll angle of the vehicle (2); - Obtain at least one actual speed value, which represents the current driving speed of the vehicle (2) and forms an actual value pair with the associated actual angle value; - Select one reference value pair from at least one family of reference characteristic curves obtained for a reference friction value based on the actual value pair as the value pair belonging to the actual value pair. The family of reference characteristic curves includes multiple reference angle values, multiple reference speed values, and multiple reference torque values, and assigns exactly one of the reference torque values ​​to the corresponding reference value pair that includes exactly one of the reference angle values ​​and exactly one of the reference speed values. - Determine the reference torque value that is matched to the selected reference value pair; - Compare the obtained reference torque value with the obtained actual torque value; and - The parameter is obtained by comparing the reference torque value with the actual torque value.

8. The method according to any one of the preceding claims, characterized in that, The vehicle (1) is constructed as a single-track two-wheeled vehicle.

9. A vehicle (1) configured to perform the method according to any one of the preceding claims.

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