Operating procedure and control unit for a vehicle drive and vehicle

Abstract

The present invention relates to an operating method for the drive (80) of a vehicle (1), bicycle, electric bicycle, e-bike, pedelec and / or S-pedelec, which can be driven by muscle power and additionally by motor power, in which (i) a motor torque generated or generated by the drive (80) and which can be applied and / or is applied to an output shaft (15) of the vehicle (1) is controlled and / or regulated as a function of a speed of the vehicle (1) in the range between a first and lower limit speed (vmin) and a second and higher limit speed (vmax) with a monotonically decreasing curve with the speed of the vehicle (1) and (ii) at least one of the first limit speed (vmin) and the second limit speed (vmax) is variably adjustable and / or is variably set.

Description

State of the art

[0001] The present invention relates to an operating method and a control unit for a vehicle drive system, as well as to a vehicle itself. In particular, the present invention relates to an operating method and a control unit for the drive system of a vehicle that can be propelled by muscle power and additionally by motor power, especially a bicycle, electric bicycle, e-bike, pedelec and / or S-pedelec, as well as to such a vehicle itself.

[0002] Printed reference is made to the documents DE 696 13 535 T2, JP 2003 - 104 278 A and DE 10 2018 104 664 A1.

[0003] In vehicles that are assisted by motor power in addition to muscle power, particularly electric bicycles, e-bikes, pedelecs, and / or S-pedelecs, the motor assistance is reduced when a first predetermined speed limit, which can also be referred to as the maximum assistance speed, is reached, and finally terminates when a second predetermined speed limit is exceeded. With existing control mechanisms, this reduction in assistance is often perceived as disruptive and abrupt. The object of the invention is to overcome this disadvantage. Disclosure of the invention

[0004] According to the invention, an operating method with the features of claim 1, a control method with the features of claim 11, and a vehicle (1), bicycle, electric bicycle, e-bike, pedelec and / or S-pedelec, propelled by muscle power and additionally by motor power according to claim 12, are proposed. Advantageous further developments are set forth in the dependent claims.

[0005] In contrast, the operating method according to the invention for a drive with the features of claim 1 has the advantage that the required downshifting is adaptable and is therefore perceived, for example, as less abrupt and disruptive. This is achieved according to the invention with the features of claim 1 by creating an operating method for driving a work device, in particular a vehicle, bicycle, electric bicycle, e-bike, pedelec and / or S-pedelec, which can be driven by muscle power and additionally by motor power. (i) a motor torque that can be generated / generated by the drive and applied and / or delivered to an output shaft of the vehicle is controlled and / or regulated as a function of a vehicle speed in the range between a first and lower limit speed - in particular understood as the first or lower maximum assist speed, and a second and higher limit speed - understood as the second or upper maximum assist speed - with a curve that decreases monotonically with the vehicle speed and (ii) at least one of the first limiting speed and the second limiting speed is variably adjustable and / or is variably set.

[0006] The measures provided according to the invention make it possible to adapt the process of reducing power to a given operating situation, for example with regard to specific characteristics of the driver and / or vehicle. This takes different operating conditions into account.

[0007] The dependent claims describe preferred embodiments of the invention.

[0008] The process of adjusting or setting at least one of the limit speeds, or the first limit speed and / or the second limit speed, can be carried out by different measures.

[0009] According to a preferred embodiment of the operating method according to the invention, it is possible to detect a first operating parameter of the vehicle and to use a value of the detected operating parameter as a basis for the variable setting of the first limit speed and the second limit speed.

[0010] Alternatively or additionally, it is conceivable that a variable setting of at least one of the limit speeds is based on a user input and / or user request, in particular a manual one.

[0011] Variable adjustment based on an operating parameter can be achieved through one or more operating parameters of the underlying working device or vehicle; for example, the first and / or second limit speed is set or adjusted depending on the vehicle's acceleration.

[0012] According to a preferred embodiment of the operating method according to the invention, it is conceivable that the operating variable of the working device and in particular of the vehicle is / are an acceleration of the vehicle and / or a muscular torque applied by the driver to the output shaft.

[0013] It is particularly advantageous if the first and lower limit speed, in the sense of a first or lower maximum support speed, is set depending on the acceleration of the vehicle and / or depending on the torque applied to the output shaft by the driver's muscles.

[0014] Although all possibilities for variable adjustment are conceivable in principle, it is particularly advantageous for a smoother operation if, according to another preferred embodiment of the operating method according to the invention, the first and lower limit speed is increased or raised for lower vehicle accelerations, or set to higher speeds. In other words, the first limit speed is increased as the detected acceleration decreases, or the first limit speed is decreased as the acceleration increases. Similarly, it is advantageous to reduce or lower the first and lower limit speed for higher vehicle accelerations, or set to lower speeds.

[0015] Alternatively or additionally, according to another embodiment of the operating method according to the invention, the first and lower limit speed can be increased or raised to comparatively higher speeds for lower muscular torques applied by a driver to the output shaft of the vehicle, and reduced or lowered or set to comparatively lower speeds for higher muscular torques applied by a driver to the output shaft of the vehicle.

[0016] In another embodiment of the operating procedure, the first and lower limit speeds are adjusted depending on the vehicle's acceleration, particularly for a predetermined, defined period. In this embodiment, the first and lower limit speeds are increased or raised, or set to higher speeds, as the vehicle's acceleration increases. Advantageously, this embodiment also provides for the first and lower limit speeds to be reduced or lowered, or set to lower speeds, as the vehicle's acceleration decreases. This is particularly advantageous for S-Pedelecs or speed pedelecs, since the first and lower limit speeds are already chosen to be low compared to the second limit speed, for example, to reduce the continuous load on the vehicle's electric motor.In other words, this design ensures the long-term durability of the drive system, specifically the electric motor. As the vehicle accelerates, this design advantageously provides increasing assistance for a predetermined period, even at speeds above the initial limit, resulting in a more agile driving experience for the driver.

[0017] The control characteristic used in the downshifting process can, in principle, be designed arbitrarily, as long as it is ensured that the proportion – or the support from the motor in general – is reduced between the first and second limiting speeds, especially in a monotonous manner.

[0018] For example, the motor torque generated by the drive and applied to the vehicle's output shaft can be controlled and / or regulated in the range between the first and second limiting speeds with a linear, piecewise linear, and / or strictly monotonically decreasing curve that corresponds to the vehicle's speed. Nonlinear curves are also conceivable to accommodate specific operating conditions.

[0019] The assessment of motor support can be based on different parameters.

[0020] According to another preferred embodiment of the operating method according to the invention, it is possible that the motor torque generated / generable by the drive and applicable and / or applied to the output shaft of the vehicle is determined by a proportion of the motor torque of a maximum torque that can be generated / generated by an underlying motor and / or applied / applied to the output shaft.

[0021] Alternatively or additionally, a gain factor can be used to reference the muscular torque that a driver can, and / or is currently, applying. The gain factor indicates by what proportion or factor the muscular torque generated and applied by the driver is amplified. For example, with a gain factor of 2, the muscular torque applied by the driver is effectively doubled by an identical engine torque.

[0022] According to a further aspect of the present invention, a control unit is also created for a drive of a vehicle that can be propelled by muscle power and additionally by motor power, and in particular a bicycle, electric bicycle, eBikes, pedelecs and / or S-Pedelecs.

[0023] The control unit is configured to execute, run, initiate and / or control an embodiment of the operating method according to the invention and / or to be used in such a method.

[0024] Furthermore, the present invention relates to a vehicle that can be propelled by muscle power and additionally by motor power, and in particular a bicycle, electric bicycle, eBike, pedelec and / or S-Pedelec.

[0025] The vehicle according to the invention is equipped with a drive and a control unit designed according to the invention, the latter being configured to control the drive. Brief description of the characters

[0026] With reference to the attached figures, embodiments of the invention are described in detail. Fig. Figure 1 is a schematic representation of an example of a vehicle of the type of an electric bicycle in which a first embodiment of the invention is realized. Fig. Figure 2 shows, in the form of a graph, various curve shapes of the motor support as a function of the vehicle speed, as they can be used in the procedure according to the invention. Fig. Figure 3 shows, in the form of a graph, a curve of the motor support as a function of the vehicle speed, as used in the conventional procedure. Fig. 4 Diagram of a course of motor support as a function of vehicle speed, as it can be used alternatively in the procedure according to the invention. Preferred embodiments of the invention

[0027] The following are, with reference to the Fig. 1, Fig. 2, Fig. 3 to Fig. Four embodiments of the invention and the technical background are described in detail. Identical and equivalent elements and components, as well as those acting in the same or equivalent way, are designated by the same reference numerals.

[0028] The detailed description of the designated elements and components is not provided in every instance of their occurrence.

[0029] First, with reference to Fig. 1 An electric bicycle is described in detail as an example of a preferred embodiment of the vehicle 1 according to the invention.

[0030] The vehicle 1, as an electric bicycle, comprises a frame 12 on which a front wheel 9-1, a rear wheel 9-2, and a crank mechanism 2 with two cranks 7, 8 and pedals 7-1 and 8-1 are arranged. An electric drive 3 is integrated into the crank mechanism 2. A sprocket 6 is arranged on the rear wheel 9-2.

[0031] A drive torque, which is provided by the rider and / or by the electric drive 3, is transmitted from a chainring 4 on the crank drive 2 via a chain 5 to the sprocket 6.

[0032] Furthermore, a control unit 10, designed and configured according to the invention, is arranged on the handlebars of the vehicle 1 and is connected to the optionally provided electric drive 3. A battery 11, which serves to supply power to the electric drive 3, is also provided in or on the frame 12.

[0033] Integrated into the frame 12 is a crank bearing 13 or bottom bracket, which has a crankcase 14 and an output shaft or crankshaft 15.

[0034] The drive arrangement 80 of the vehicle 1 according to the invention. Fig. 1 features the crank mechanism 2 and the electric drive 3, wherein the torques that can be generated or are generated by the latter to assist a torque applied muscularly by the driver are transmitted via a corresponding and in Fig. 1 transmission device not explicitly shown, which can be received and transferred to the chainring 4, for example understood as a driven element.

[0035] In a known manner, the control unit 10 is designed to control and / or regulate an engine torque generated by the drive 80 and applicable to the output shaft 15, in particular in the sense of a crankshaft 15 of the vehicle 1, to support the torque applied muscularly by the driver in the range between a first or lower limit speed vmin and a second and higher limit speed vmax with a profile that decreases monotonically with the speed of the vehicle 1.

[0036] As already explained in detail above, a key aspect of the present invention is to preferably adjust the first or lower limit speed, but generally at least one of the first and second limit speeds vmin, vmax, variably in order to take particular account of the operating conditions of the vehicle.

[0037] In particular, this involves controlling or regulating the first or lower limit speed, i.e. the so-called maximum support speed, from the acceleration of the vehicle 1 and / or from the torque applied by the driver to the output shaft 15, so that in the case of strong accelerations and / or muscular torques the reduction of the motor support occurs earlier, i.e. at lower speeds than in the case of lower accelerations and / or muscular torques.

[0038] Fig. Figure 3 shows, in the form of a graph 30, a curve shape of the motor support as a function of the vehicle speed v, as used in the conventional procedure.

[0039] The abscissa 31 of graph 30 thus represents the speed v of vehicle 1, and the ordinate 32 represents the relative assistance, for example, in the sense of a relative proportion, i.e., normalized to the maximum possible engine torque, of the engine torque actually applied to the output shaft or crankshaft 15 of vehicle 1. The line 33 describes the course of the engine assistance as a function of the vehicle speed v.

[0040] The value 1 therefore describes a situation in which the motor torque applied to the output shaft 15 corresponds to the (maximum) generated / generable motor torque. The value 0 describes the situation without motor assistance.

[0041] The course of track 33 shows that up to a first and lower limit speed vmin of about 24 km / h, the motor assistance is at its maximum, and from reaching the first and lower limit speed to the second and higher limit speed vmax, each with a value of 27.5 km / h, it decreases linearly to the value 0.

[0042] Since this approach is perceived as too abrupt by a user or driver in various operating scenarios, the invention proposes a procedure in the manner described above in which the first and lower limit speed vmin is variably set depending on various operating parameters.

[0043] This situation is in the Fig. Figure 2 illustrates various graph-like patterns of engine support depending on the vehicle speed v.

[0044] Analogous to the representation according to Fig. 3 is again the speed v of vehicle 1 on the abscissa 21 of graph 20 and the relative engine support on the ordinate 22.

[0045] Tracks 23, 23-1 and 23-2 show different forms of engine assistance as a function of vehicle speed v.

[0046] In this case, track 23 corresponds to the course according to track 33 of the conventional procedure, as is the case in connection with Fig. 3 is described. That is, vmin = 24 km / h and vmax = 27.5 km / h with a linearly decreasing motor assistance curve between the first and second limit speeds vmin and vmax.

[0047] In the event of particularly strong acceleration and / or particularly high muscular torque applied to the crankshaft 15 by the rider or user, the value of the first and lower limiting speed is shifted to lower speeds, specifically to vmin,1 = 20 km / h. This means that, in practice, the reduction of the relative motor assistance from value 1 to value 0 begins earlier, i.e., at a lower limiting speed. The flatter curve shown in graph 23-1 clearly indicates that the reduction is less abrupt.

[0048] In contrast, at lower accelerations and / or lower muscular torques applied by the user or driver to the crankshaft 15 as output shaft, a reduction can occur "later", i.e. at a higher first limiting speed vmin.

[0049] This situation is described in graph 20 with track 23-2, where the first and lower limiting speed vmin,2 is approximately 26 km / h. Although the linearly decreasing curve is significantly steeper according to track 23-2, this is not perceived as jerky by a user or driver due to the low acceleration of vehicle 1 and / or the lower applied muscular torque.

[0050] These and other features and properties of the present invention are further explained in the following sections: With eBikes, exceeding a predetermined maximum support speed, which is set at 25 km / h across the EU, can generally lead to an unpleasant feeling for the user or rider, as if they were driving against a wall, due to the motor support being reduced.

[0051] This is partly due to psychological factors, namely that the user or rider is accustomed to the motor assistance and perceives their own pedaling effort more strongly above 25 km / h.

[0052] Additionally, this is technically related to the fact that, below the maximum support speed of 25 km / h, the user or rider can accelerate relatively strongly and / or with little effort due to the motor support.

[0053] For example, from 24 km / h the motor assistance begins to be linearly reduced or cut off, which is reduced to zero or has dropped off completely at 27.5 km / h, for example.

[0054] This relatively abrupt reduction, for example in the sense of a ramp, leads to a potentially negatively perceived change in the temporal state.

[0055] Acceleration. In extreme cases, this can feel as if the driver or user is being actively braked.

[0056] The idea of ​​the inventive function intervenes in the above-mentioned technical contexts: Depending on the acceleration of the vehicle or bicycle, the motor assistance is reduced earlier than with the conventional 24 km / h. The higher the acceleration of the vehicle / bicycle, the lower the speed at which the reduction begins. - This results in a more harmonious achievement of the final speed; the acceleration does not decrease so suddenly when reaching the 25 km / h mark. - Nevertheless, the same final speed is achieved. If necessary, the ramp may even begin only at higher vehicle speeds above 24 km / h, with negligible acceleration, so that higher final speeds are potentially possible with engine assistance.

[0057] The reduction in speed can be understood as a compromise between the legally permitted maximum speed and the smoothest possible reduction in speed.

[0058] At high accelerations, the speed is reduced earlier, i.e. at lower speeds, for example proportionally to the acceleration and / or from at least 20 km / h.

[0059] This results in advantages such as a smaller negative change in acceleration over time and a smoother cut-off of the motor assistance, thus preventing the feeling of hitting a wall. It is important to note that the disturbing sensation of hitting a wall is more pronounced the more torque is applied by the rider. Therefore, the advantages achieved according to the invention are greater with powerful assistance motors and especially during acceleration on inclines.

[0060] At low accelerations, the reduction can begin later, for example proportionally to the acceleration and / or at the latest from a certain predetermined vehicle speed.

[0061] The advantage of this is that motor assistance is effective up to higher speeds.

[0062] Furthermore, higher top speeds are conceivable depending on the specific operating point. For example, an average top speed increase of 1 km / h or 4% is conceivable without violating the legal framework.

[0063] Fig. Figure 4 shows a diagram of an alternative course of engine support as a function of vehicle speed v and the respective vehicle acceleration. In contrast to Fig. 2. However, this refers to the motor assistance provided by a speed pedelec or S-pedelec, which provides motor assistance to the rider in addition to the pedaling force up to 45 km / h or generates or provides a supporting motor torque up to a vehicle speed of 45 km / h.

[0064] According to the representation Fig.In Figure 2, the abscissa 41 represents the speed v of the vehicle 1, and the ordinate 42 represents the relative motor assistance. The relative motor assistance specifically represents the motor torque generated by the vehicle's electric motor for propelling the vehicle in relation to the rider's applied torque, which results from the rider's pedaling force and is advantageously determined in the area of ​​the vehicle's crankshaft.

[0065] The curve or track 43 represents a control of the engine torque with a first limit speed 44 and a second limit speed 45. At a current and, in particular, detected speed of the vehicle 47, an increasing acceleration is detected, whereby the detected acceleration exceeds a threshold value. Subsequently, the first limit speed 44 is adjusted or set depending on the detected acceleration of the vehicle, resulting in curves 43-1 or 43-2 depending on the resulting speed of the vehicle. The adjustment of the first limit speed preferably takes place for a predetermined time period.Afterwards, the first limiting speed is preferably reset or changed back to the original value of the first limiting speed 44, whereby the motor torque is advantageously generated continuously during the settings or adjustments.

[0066] The curve, or track 43, represents the unaccelerated or low-accelerated state and exhibits a linear decrease in motor assistance between 25 km / h and 45 km / h. This decrease in motor assistance, and the resulting reduction in power output starting as early as 25 km / h, can be used for product differentiation, but may also be necessary to guarantee the long-term reliability of the drive system or the electric motor.

[0067] The curves or tracks 43-1 and 43-2 each represent a change or setting of the first limit speed depending on the detected acceleration of the vehicle. Advantageously, above a certain acceleration threshold, the first limit speed is increased with increasing acceleration, while the second limit speed in this configuration remains unchanged and, for example, represents a legally permissible maximum speed of 45 km / h.

[0068] Track 43 therefore represents the curve of the relative engine assistance, which represents the generated engine torque, for vehicle accelerations a less than or equal to the threshold a. Tracks 43-1 and 43-2 represent curves of the relative engine assistance for detected accelerations greater than the threshold a at a speed 47 greater than the original first limiting speed.

[0069] Lanes 43-1 and 43-2 represent an increase in the area under the engine assistance curve compared to lane 43. More generally, such an increase can also be achieved using other methods. For example, instead of the first limiting speed, other points on the ramp can be shifted to higher speeds depending on the vehicle's acceleration and / or the driver's torque.

Claims

[1] Operating method for the propulsion (80) of a vehicle (1) powered by muscle power and additionally by motor power, bicycle, electric bicycle, e-bike, pedelec and / or S-pedelec, in which - a motor torque generated by the drive (80) and applicable and / or applied to an output shaft (15) of the vehicle (1) is controlled and / or regulated as a function of a speed of the vehicle (1) in the range between a first and lower limit speed (vmin) and a second and higher limit speed (vmax) with a monotonically decreasing curve with the speed of the vehicle (1) and - at least one of the first limiting speeds (vmin) and the second limiting speeds (vmax) is variably adjustable and / or is variably set. [2] Operating method according to claim 1, wherein - a first operating parameter of the vehicle (1) is recorded and a value of the recorded operating parameter is used as the basis for a variable setting of the first limit speed (vmin) and the second limit speed (vmax) and / or - a variable setting is based on user input and / or user request, especially manual input. [3] Operating method according to claim 2, in which the operating parameter of the vehicle (1) is / are the acceleration of the vehicle (1) and / or the muscular torque applied by the driver to the output shaft (15) of the vehicle (1). [4] Operating method according to one of the preceding claims, wherein the first and lower limit speed (vmin) is set as a function of an acceleration of the vehicle (1) and / or as a function of a torque applied by a driver muscularly to the output shaft (15) of the vehicle (1). [5] Operating method according to one of the preceding claims, wherein the first and lower limiting speed (vmin) is increased as the acceleration of the vehicle decreases. [6] Operating method according to any one of claims 1 to 4, wherein the first and lower limiting speed (vmin) is increased for decreasing muscular torques applied by a driver to the output shaft (15). [7] Operating method according to any one of claims 1 to 4, wherein the first and lower limiting speed (vmin) is increased as the vehicle accelerates. [8] Operating method according to one of claims 1 to 4, wherein the first and lower limiting speed (vmin) is increased for increasing muscular torques applied by a driver to the output shaft (15). [9] Operating method according to one of the preceding claims, in which the motor torque generated by the drive (80) and applied to the output shaft (15) of the vehicle (1) is controlled and / or regulated in the range between the first limiting speed (vmin) and the second limiting speed (vmax) with a linear, sectionally linear and / or strictly monotonically decreasing profile with the speed of the vehicle (1). [10] Operating method according to one of the preceding claims, wherein the motor torque that can be applied and / or is applied to the output shaft (15) of the vehicle (1) by the drive (80) is determined by a proportion of a maximum torque that can be generated by an underlying motor (3) and / or applied to the output shaft (50) and / or by a gain factor with respect to the muscular torque that can be applied and / or is applied by a driver, in particular at any given time. [11] Control unit (100) for the drive (80) of a vehicle (1) that can be driven by muscle power and additionally by motor power, a bicycle, electric bicycle, eBikes, pedelecs and / or S-Pedelecs, which is set up to execute, run, initiate and / or control an operating method according to one of claims 1 to 10 and / or to be used in such a method. [12] Vehicle (1), bicycle, electric bicycle, eBike, pedelec and / or S-Pedelec, which can be propelled by muscle power and additionally by motor power, with a drive (80) and a control unit (100) according to claim 11, which is configured to control the drive (80).

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