Steering a vehicle in the saddle

Abstract

A vehicle (105) comprises a pedal crank (120) for propelling the vehicle (105) by a person (110). A method (200) for controlling such a vehicle (105) comprises steps of scanning a sensor (315) of the vehicle (105); determining a rocking motion of the person (110) based on the scanning; and controlling a driving behavior of the vehicle (105) with respect to the determined rocking motion.

Description

The present invention relates to control of a vehicle driven by a person by means of a crank. In particular, the invention relates to the control of the vehicle as a function of an operation in the step.A bicycle comprises a crank by means of which it can be driven. Typically, the crank has pedals for feet of a person and acts on a chain which in turn acts on a drive wheel of the bicycle. Often, the chain is part of a shiftable reduction gear. A person driving the bicycle by means of the crank can do this with different techniques or in different sequences of movements. For example, in the sprint or driving up an uphill, the person can lift from a saddle of the bicycle in order to use as much of his entire weight as possible for providing a torque at the crank. This type of actuation is known as a cradle step.DE 10 2023 105 183 A1 proposes determining a weighing step on the basis of pulsating yaw and roll angles on a vehicle.DE 10 2023 105 185 A1 shows a control of a transmission of a vehicle depending on a posture of a driver in which he is standing on pedals.It is an object of the present invention to provide an improved technique for controlling a crank driven vehicle at the step of a person. The invention achieves this object by means of the subject matter of the independent claims. Dependent claims represent preferred embodiments.A vehicle includes a crank for driving the vehicle by a person. A method for controlling such a vehicle comprises steps of sensing a sensor of the vehicle; determining a weight step of the person based on the sensing; and controlling a driving behavior of the vehicle with respect to the determined weight step.The vehicle can in particular comprise a single-lane vehicle which can be driven either exclusively or partially with muscle power via the pedal crank. Thus, the vehicle can comprise a bicycle or a pedelec or e-bike. A load wheel or a tandem can also be included in the vehicle. The vehicle can also have more than two wheels or more than one track. With some vehicles, it is also possible to transport more than two persons, wherein pedal cranks are provided for at least one person, but usually for a plurality of the persons.It has been recognized that a modern vehicle of the aforementioned type has various actuators which can be used to control the driving behavior. Optionally, a plurality of actuators can also be used for controlling the driving behavior. The driving behavior of the vehicle can thereby be influenced within wide limits. For determining the weight step, an already existing or a dedicated sensor may be used.A swing walk may be characterized in that the person has left a seating of the vehicle and continues to actuate the pedal crank. A weight of the person can essentially rest on pedals which are attached to the crank and via which the person actuates the crank with his feet. Usually, the person can hold himself on the vehicle with his hands, wherein a smaller part of his weight can be supported via the hands. If the feet are lying unsecured on the pedals, the person can exert a torque on the crank which can be limited by the weight of the person. If the feet are connected to the pedals in a traction-proof manner, for example by the feet plugging into special shoes which are fastened to the pedals by means of straps or a separable coupling ("click closure"), the torque which can be produced can be increased by the person stepping down a pedal running downward and at the same time pulling up an pedal running upward.The cradle step is usually adopted to generate a high driving torque. Exemplary driving states in which a weighing step is expedient comprise a sprint or driving uphill. In the rocker pedal, the person always steps into the pedals, moves the crank in a uniform direction and provides torque for driving.The rocker pedal is to be distinguished from a standing posture in which the person is also standing on the pedals, but without twisting them substantially to provide torque. In the standing posture, a pedal is usually located at the front and a rear. The person can take the standing posture, for example, to move his own center of gravity forward or rearward when driving a sharp gradient, to cushion down bumps with their legs, to prepare a jump, or to prepare for landing after a jump.Preferably, a force, a torque and / or a movement is sensed on the vehicle. The determined size can be introduced into the vehicle by the person. In particular, the size can act between the person and the vehicle. The cradle step can be recognized on the basis of different forces, torques or movements, wherein a plurality of indicators of the presence of the cradle step can also be combined with one another. This allows improved reliable detection. In one embodiment, a degree to which an indicator of a weighing step is present can be determined, wherein the weighing step can be assumed if the degree exceeds a predetermined threshold value.The weight entry can be determined purely qualitatively or additionally also quantitatively. In one embodiment, a frequency and / or amplitude of the step is determined. In this case, a frequency of a recurring movement of the crank can correspond to a recurring movement or load of the vehicle. A force or moment curve can also have the same frequency. Amplitudes of the sampled quantities can be determined individually. The larger the amplitude, the stronger an engagement of an actuator can be controlled. It is preferred that the control of the actuator takes place as a function of the frequency and / or amplitude. In some cases, a phase-shifted, in particular an anticyclic, actuation of the actuator may be controlled in order to control the driving behavior.The aim of controlling the driving behavior is generally to improve a driving behavior of the vehicle in the road step, for example stability, traction or lane fidelity. Furthermore, it is possible to attempt to improve the introduction or transmission of force or torque by the person in order to provide a drive torque which can be used in an improved manner for conversion into propulsion of the vehicle.A driving situation is preferably determined; the driving behavior being controlled as a function of the determined driving situation. For example, in a first exemplary driving situation, the vehicle may travel on a gradually increasing gradient. The person does not change an engaged gear step and at some time changes to the step of weighing in order not to fall below a minimum speed. The person can be supported by making it easier to maintain the minimum speed, for example by controlling a drive machine.In a second exemplary driving situation, the person can suddenly decide to accelerate as much as possible, for example in order to leave a dangerous situation. The person then changes to the step of weighing, which he can maintain even at an increased speed. Under certain circumstances, the person changes a gear ratio engaged in a transmission in order to further increase the travel speed of the vehicle. The change of the gear stage can be detected by means of a sensor or on the basis of a corresponding transition in the frequency of a scanned profile. Here, the person can be assisted, for example, by keeping the vehicle in his lane better and reducing oscillation of the direction of travel. Particularly preferably, damping of a movable suspension of a wheel of the vehicle can be reinforced, so that the chassis becomes more rigid and a greater part of a torque introduced by the person is available for propulsion.According to another aspect of the present invention, a control device for a vehicle having a crank for driving the vehicle by a person comprises: a sensor for sensing a predetermined quantity on the vehicle; a processing device configured to determine a weight step of the person on the basis of the sensing; and an actuator for controlling a driving behavior of the vehicle with respect to the determined weight step. The predetermined quantity may act on the vehicle and may include, for example, a force or an acceleration. The variable can also describe a state of the vehicle with respect to a surrounding area, for example a position, an orientation, a speed or an acceleration. The variable can also act on the vehicle itself and relate, for example, to an introduced force or acceleration, a steering angle or another internal variable.The control device and in particular the processing device can be configured to execute a method described herein wholly or partly. For this purpose, the processing device can be electronically embodied and comprise a programmable microcomputer or microcontroller, and the method can be present in the form of a computer program product having program code means. The computer program product can also be stored on a computer-readable data carrier. Features or advantages of the method can be transferred to the device or vice versa.In accordance with yet another aspect of the present invention, a vehicle includes a control device described herein. The vehicle may be driven at least partially by muscle power of an on-board person and may in particular comprise a bicycle, an e-bike or pedelec, a load wheel, a tandem or a multi-person wheel.The vehicle may include a chassis and a wheel, the wheel being movably supported relative to the chassis. The wheel can be movable at least partially in the vertical direction in order to increase driving comfort or to improve contact of the wheel with a ground. The chassis may comprise a frame or a self-supporting chassis. The wheel may comprise a drive wheel or a non-driven wheel, which may also be called a wheel. The wheel can in particular comprise a front wheel or a rear wheel. The wheel may be steerable or non-steerable mounted on the chassis.A damping element can be provided between the chassis and the wheel, wherein the actuator acts on the damping element. The damping element can operate, for example, hydraulically, pneumatically or mechanically, as a friction damper. The actuator may control a damping force in the pull stage and / or the compression stage. The compression stage may control a damping force that counteracts an approach of the wheel to the chassis. Conversely, the rebound stage may control a damping force that counteracts removal of the wheel from the chassis. The drawing and compression stages can be controlled jointly or separately from one another.A spring element can be provided between the chassis and the wheel, wherein the actuator acts on the spring element. The spring element can be designed mechanically, for example in the form of a helical or leaf spring, or else as a fluid spring element, for example as a gas spring. The actuator may control a spring rate of the spring member. The spring rate determines which force is required to deflect or compress the spring element. The spring rate can be constant over a spring travel or a profile of the spring rate over the spring travel can be variable, wherein a variable spring characteristic curve can be referred to. The actuator may control the spring rate at a point or in its course. For this purpose, for example, an effective lever of a deflection for connecting the wheel to the chassis can be changed. The actuator can also control a prestress of the spring element. As a result, for example, a variable loading and / or different weights of drivers can be compensated.A powertrain of the vehicle may include a controllable transmission; wherein the actuator acts on a gear reduction of the transmission. The drive train can act on a drive wheel and the pedal crank or a drive engine can be provided as a torque source. In one embodiment, torques of both the pedal crank and the drive engine can be transmitted by means of the transmission. In another embodiment, the transmission lies only in the torque train of the pedal crank or only in the torque train of the drive motor. The controller may include changing a gear ratio. Thus, an operating speed of the torque source can be changed. The transmission may be controlled in stages or continuously. Exemplary continuously variable transmissions include a belt transmission with variable diameter pulleys or a continuously variable planetary transmission with frictional engagement between balls and cone surfaces.In another embodiment, the vehicle includes an engine, wherein the actuator controls a torque that contributes the engine to propulsion to affect drivability. The drive machine can in particular comprise an electric machine which is fed, for example, from an electrochemical energy store. The drive machine can be controlled, for example, to contribute more torque to the drive of the vehicle in the swing entry, so that the person can reduce or end the swing entry. The drive machine can also be controlled periodically in order to smooth a torque which is effective on the drive wheel and which pulsates with the contact point. For this purpose, the torque delivered can pulse at the same frequency as a torque provided by the person, and the torques can be shifted with respect to one another in such a way that the most uniform torque possible is produced at the drive wheel.The invention will now be described in more detail with reference to the accompanying figures, in which: FIG. 1 is a diagram showing a vehicle driven by a driver; FIG. 2 shows a flow diagram of a method; and FIG. 3 shows a vehicle with a control deviceis.FIG. 1 shows a system 100 that includes a vehicle 105 having a person 110, which is also driver 110 of the vehicle 105 by way of example. The vehicle 105 includes a powertrain 115 including a crank 120 with pedals 125 and a drive wheel 130. The drive train 115 comprises a shiftable transmission 135, for example in the form of a derailleur. Feet of the driver 110 rest on the pedals 125 so that he can provide with his legs a torque on the crank 120 that serves to propel the vehicle 105.Hands of the driver 110 may rest on a handlebar 140, via which the driver 110 may steer the vehicle 110 and / or hold on the vehicle 110. During travel, the rider 110 typically sits on a saddle 145 or corresponding seating.If the driver 110 wishes to provide a high torque for driving the vehicle 110, he can execute a swing step, as is illustrated in FIG. 1. In the process, it rises from the saddle 145, so that essentially only its hands and feet still have contact with the vehicle 110. By omitting a vertical support force of the saddle 145 on the driver's torso 110, the latter can use a greater part of his body weight in order to periodically move the pedals 125 downward and thus provide increased torque at the pedal crank 120. If the feet are connected to the pedals 125 in a traction-proof manner, for example by the driver 110 wearing shoes which can be connected to the pedals 125 by means of couplings, the driver 110 can additionally assist the movement of a pedal 125 upwards by pulling upwards his foot resting thereon. The torque which can be provided at the pedal crank 120 can thereby be further increased.The cradle step can be carried out for various reasons and not in any case the provision of a maximum torque is the primary motivation for this. For example, the driver 110 may temporarily release the seating position to promote blood circulation to the seating surface thereof. In this case, he can continue to drive with medium use of the body, so that the vehicle 105 can follow a planned driving line without any difficulties. A roll angle, i.e. an inclination of the vehicle 105 about its longitudinal axis, can be substantially unchanged in this case.If the driver 110 in the rocker pedal causes a large torque, the vehicle 105 can then enter into an oscillation about its longitudinal axis, which can result from the off-center feeding of force via the pedals 125. By holding the driver 110 firmly on the steering arm 140, an oscillating steering movement can additionally be initiated, which can cause an oscillating change in direction of the vehicle 105 about a vertical axis. In other words, the vehicle 105 may describe serpentines. Such an oscillation can also be observed when driving around a curve or during a maneuver such as a lane change. Driving stability, traction, or lane fidelity of the vehicle 105 may be impaired by the oscillation.In the swing walk, oscillating forces or torques can act on the vehicle 105 at various points. For example, an oscillating force may act between a foot of the person 110 and the crank 120. As a result, an oscillating torque can be introduced into the transmission 135, converted there and ultimately provided to the drive wheel 130. The introduced force may also act about a longitudinal axis of the vehicle 105. A force oscillating about the longitudinal axis of the vehicle 105 can likewise act between a hand of the driver 110 and the steering arm 140. An oscillating force introduced into the vehicle 105 may be propagated or translated by various portions of the vehicle 105.It is proposed to determine that the driver 110 is performing a swing pedal and to control the driving behavior of the vehicle 105 depending on the swing pedal to improve driving comfort, driving safety, controllability, or efficiency.FIG. 2 shows a flow chart of a method 200 for controlling a vehicle 105, which can be driven by a person 110, in particular a driver 110, by means of a crank 120. The method 200 may be performed by a suitable controller onboard the vehicle 105.In a step 205, a sensor on board the vehicle 105 may be sensed. The sensor may be configured to sense a position, location, motion, force, or torque on the vehicle 105. On the basis of the scanning, it can be recognized in a step 210 that the person 110 is carrying out a weighing step. Optionally, a type, degree, or other characteristic of the walk-on can be determined. The cradle step may be exhibited as pulsation or oscillation of a sensed variable. Multiple sampled quantities may be subject to oscillations that may have the same frequencies. The frequencies can correspond in particular to a stepping frequency of the person 110. In this case, the oscillations can be phase-shifted with respect to one another. The weight step can be determined on the basis of a characteristic relationship between oscillations of different sensed variables.In a step 215, a driving situation can be determined. The driving situation of the vehicle 105 can be determined, for example, on the basis of a driving speed, an engaged gear stage, a frequency of the oscillation of a sensed variable, the amplitude of the oscillation, an average value of the variable, the strength of an introduced torque, the degree of an inclination or a gradient of a driven-on underlying surface or the actuation of a brake of the vehicle 105. Optionally, a development of one or more parameters over a predetermined time can be taken into account. It can thus be recognized, for example, that a slope gradually increases over a considered time range and a stepping frequency has decreased in proportion thereto.By actuating an actuator, a driving behavior of the vehicle 105 can be controlled. The control can be carried out in such a way that the vehicle 105 drives in a more improved manner in the step of weighing, for example with regard to safety or stability. Alternatively, the control can be effected in such a way that the driver 110 is relieved of load, so that he can set the swing entry again as much as possible. In the following, various control interventions in the driving behavior are proposed by means of different actuators. It should be noted that a plurality of the control interventions can also take place parallel to one another. In particular, different control interventions can be matched to one another, for example with regard to a strength, a direction or a point in time of an intervention.In a step 220, damping of a wheel movably suspended from the vehicle 105 can be controlled. For this purpose, a damping element may be provided, which is mounted between the wheel and a chassis of the vehicle 105. The damping element can be designed hydraulically, for example. The wheel may include a drive wheel 130 or a non-driven wheel. The wheel may refer to a front wheel or a rear wheel of the vehicle 105. The wheel may be steerable or non-steerable. The damping may be controlled with respect to a compression stage that causes a damping force that counteracts an approach of the wheel to the vehicle. The damping may also be controlled with respect to a rebound stage that provides a damping force that counteracts removal of the wheel from the vehicle. The attenuation may be controlled to a predetermined value. In a further embodiment, the amount of a damping force can be controlled cyclically or periodically, in particular with the frequency of the swing step.In a step 225, a suspension of a wheel movably suspended from the vehicle 105 can be controlled. The suspension is usually effected by means of a spring element which is arranged between the wheel and a chassis of the vehicle 105. Also in this case, the wheel may be driven or non-driven, steerable or non-steerable, and mounted to the front or rear of the vehicle 105. In one embodiment, a spring rate of the spring element is controlled. The spring rate can be constant over a spring travel of the spring element or follow a predetermined course. The value or the profile can be controlled by means of a suitable actuator. In a further embodiment, a prestress of the spring element can be controlled. The prestress can represent a force which must act on the spring element in order to bring about an initial change in its length. Starting from this force, the spring rate can indicate which additional force is required for a further deformation of the spring element.In a step 230, the transmission 115 may be controlled to change a reduction ratio. The transmission 115 can be shifted in stages or continuously. In this case, the transmission 115 is preferably located in a torque train between the crank 120 and the drive wheel 130.In a step 235, the amount of torque provided by an engine of the vehicle 110 may be controlled. If the controlled torque is increased, an increased propulsion force can act on the vehicle 105. The torque may be controlled in a predetermined pattern. In one embodiment, the pattern is periodic at the same frequency as the step of the person. Optionally, the profile can be phase shifted with respect to a profile of a torque introduced by the person 110, such that the torque available for propulsion can be more uniform overall.In another embodiment, the torque provided may be controlled to aid in a shift of transmission 115. The shift operation can also be controlled. In this case, a predetermined torque provided can be changed during the duration of the shifting process. Optionally, a torque acting before the shifting operation may be different from a torque acting after the shifting operation.FIG. 3 shows an example vehicle 105 on which control proposed herein may be performed. In particular, the method 200 may be carried out by means of the illustrated vehicle 105.The vehicle 105 may be substantially constructed like the vehicle 105 of FIG. 1. In addition, the vehicle 105 comprises a control device 305 having a processing device 310, at least one sensor 315 and at least one actuator. A sensor 315 is configured to sense a quantity on the vehicle 105 from which a driver 110's step of weighing can be inferred. Preferably, a plurality of sensors 315 are provided, the sensor values of which can be evaluated jointly. A sensor 315 may determine, for example, a force, a torque, a position or a deflection of the vehicle 105 or of one of its elements. Example sensors 315 may include a strain gauge, accelerometer, distance meter, current sensor, rate of rotation (gyroscope), or angle of rotation meter.The processing device 310 may determine the weight step based on one or more sensed quantities. Depending on a specific swing entry, an actuator can be controlled to assist driving with the vehicle 105 in the swing entry or to assist the driver 110 in such a way that the swing entry is less heavily or no longer required at all.In the present case, the vehicle 105 comprises a front spring damper 320 and a rear spring damper 325. A spring damper 320, 325 acts between a wheel 330 and a chassis 335 of the vehicle 105 and comprises a spring element and a damping element which are embodied integrally with one another. The damping element is usually designed as a pneumatic, hydraulic or combined as a hydro-pneumatic element. If a damping element is actuated by moving an associated wheel 330 within a predetermined path toward or away from the chassis 335, a predetermined damping force can counteract the movement. The damping element may include an actuator 340 that influences the damping force, for example, by controlling a flow behavior of a fluid in the damping element.The spring element can comprise a steel spring or can operate with a working fluid, in particular a gas. In this case, a compression of the gas in the spring element and a flow of the gas in the damping element can take place in combination. The spring element can comprise a further actuator 345, with which a spring rate and / or a prestress can be controlled. The spring rate may be affected, for example, by changing lever ratios of a linkage that is between the wheel 330 and the spring element or between the spring element and the chassis 335. A prestress of the spring element can be adjusted by means of a preferably self-locking transmission, for example a helical transmission.A further actuator 350 can be provided for actuating the transmission 135. In this case, an engaged gear stage of the transmission 135 can be changed by means of the actuator 350. In the case of a continuously variable transmission 135, a reduction ratio may be controlled accordingly. It should be noted that any controllable gears 135 can be used, for example also those which are not designed as a derailleur, but rather, for example, as a planetary gear, as a hydraulic gear or as a spur gear.Yet another actuator 355 may be provided to control a drive torque provided by an engine 360. The actuator 355 can in particular comprise control electronics for an electric drive machine 360. The control electronics may control an electrical voltage and / or an electrical current through the prime mover 360 to provide a predetermined torque or control it to assume a predetermined speed.Reference numerals denote reference numerals100 System 105 Vehicle 110 Person, driver 115 Drive train 120 Pedal 125 Pedal 130 Drive wheel 135 Transmission 140 Steering rod 145 Seat 200 Method 205 Sensor sensing 210 Rocker pedal detecting 215 Driving situation determining 220 Damping control 225 Suspension control 230 Shift control 235 Assistance control 305 Control device 310 Processing device 315 Sensor 320 Front spring damper 325 Rear spring damper 330 Wheel 335 Chassis 340 Actuator Damping element 345 Actuator Spring element 350 Actuator Transmission 355 Actuator Drive machine 360 Drive machineReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2023 105 183 A1

[0003] DE 10 2023 105 185 A1

[0004]

Claims

Method (200) for controlling a vehicle (105) having a crank (120) for driving the vehicle (105) by a person (110); wherein the method (200) comprises the following steps: - sensing (205) a sensor (315) of the vehicle (105); - determining (210) a weighing step of the person (110) on the basis of the sensing; and - controlling (220-235) a driving behavior of the vehicle (105) with respect to the determined weighing step.Method (200) according to claim 1, wherein the person (110) in the cradle step has left a seat (145) of the vehicle (105) and actuates the pedal crank (120) with its feet.Method (200) according to Claim 1 or 2, wherein a force, a torque and / or a movement on the vehicle (105) is sensed.Method (200) according to one of the preceding claims, wherein a frequency and / or amplitude of the weight step is determined.Method (200) according to one of the preceding claims, wherein a driving situation is determined; and wherein the driving behavior is controlled as a function of the determined driving situation.A control device (305) for a vehicle (105) having a crank (120) for driving the vehicle (105) by a person (110); the control device comprising: - a sensor (315) for sensing a predetermined size on the vehicle (105); - a processing device (310) configured to determine a weight step of the person (110) on the basis of the sensing; and - an actuator (340-355) for controlling a driving behavior of the vehicle (105) with respect to the determined weight step.A vehicle (105) comprising a control device (305) according to claim 6.The vehicle (105) of claim 7, wherein the vehicle (105) comprises a chassis (335) and a wheel (330); wherein the wheel (330) is movably supported relative to the chassis (335); wherein a damping element (320, 325) is provided between the chassis (335) and the wheel (330); and wherein the actuator (340) acts on the damping element (320, 325).The vehicle (105) of claim 7 or 8, wherein the vehicle (105) comprises a chassis (335) and a wheel (330); wherein the wheel (330) is movably supported relative to the chassis (335); wherein a spring member (320, 325) is provided between the chassis (335) and the wheel (330); and wherein the actuator (345) acts on the spring member (320, 325).The vehicle (105) of claim 9, wherein the actuator (345) controls a spring rate of the spring member (320, 325).The vehicle (105) of claim 9 or 10, wherein the actuator (345) controls a biasing of the spring member (320, 325).The vehicle (105) of any of claims 7 to 11, wherein a powertrain of the vehicle (105) comprises a controllable transmission (135); wherein the actuator (350) acts on a gear reduction of the transmission (135).The vehicle (105) of any of claims 7 to 12, wherein the vehicle (105) comprises a prime mover (360); and the actuator (350) controls a torque contributed to propulsion by the prime mover (360).

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