Method and device for stabilizing the flight attitude of a single-track vehicle around its vertical axis and longitudinal axis

Abstract

In order to land a single-track vehicle safely in flight position, according to a method 100, a torque pulse M is introduced by means of an electric drive motor in order to influence a current angle of rotation Φz about the vertical axis and a current angle of rotation Φx about the longitudinal axis of the single-track vehicle.

Description

[0001] The invention relates to a method for stabilizing the flight attitude of a single-track vehicle about its vertical axis and longitudinal axis, a control device, a computer program product, and a computer-readable medium.

[0002] Vehicles with an electric drive motor such as bicycles, e-bikes, pedelecs, e-mountain bikes (eMTBs) or snow bikes are used not only as a means of transport but also for sporting purposes. For example, obstacles or ramps are also negotiated, which can involve jumps with or without a rotation of the vehicle in flight. The controlled execution of jumps requires advanced skills from the rider. One sporting discipline in jumping is the so-called whip. In a whip, the rider rotates the vehicle in the direction of flight, ideally by an angle of rotation of more than 90° around the vertical axis or 90° around the longitudinal axis, or a combination of other angles around the vertical axis and the longitudinal axis.Inadequate jumping technique from the rider due to insufficient balance, insufficient weight shift or insufficient timing can lead to an unstable and uncorrectable flight position during take-off, which can cause the rider to fall upon landing and thus injure themselves.

[0003] WO 2024 / 067 965 A1 describes a method for stabilizing the flight attitude during a jump of a bicycle and a rotation angle about its transverse axis in order to increase the rider's safety during jumps.

[0004] DE 10 2014 216 671 A1 discloses a method and a device for two-wheelers, in particular partially electrically driven bicycles, for detecting jumps and preventing rollovers by generating a counter torque when a wheel lift is detected, which counteracts the rotational movement that leads to the rollover.

[0005] DE 10 2020 109 567 A1 discloses a reporting device for a human-powered vehicle, a reporting system for a human-powered vehicle and a control device for a human-powered vehicle.

[0006] The present invention is based on the objective of preventing a driver from falling while carrying a load after a jump involving rotational movements on a single-track vehicle. This should minimize the risk of injury.

[0007] The object is achieved by a method for stabilizing the flight attitude of a single-track vehicle about its vertical axis or longitudinal axis having the features of claim 1, a control device having the features of claim 10, a computer program product having the features of claim 13, and a computer-readable medium having the features of claim 14.

[0008] Further embodiments are contained in the subclaims and emerge from the following description.

[0009] The invention claims a method, a control device for use on a single-track vehicle with an electric drive motor such as bicycles, e-bikes, pedelecs, e-mountain bikes (eMTBs) or snow bikes, a computer program product and a computer-readable medium.

[0010] To determine the position of the vehicle, the angle of rotation around the vertical axis and longitudinal axis of the vehicle is measured using at least one sensor. This measurement can be continuous, but it can also be triggered by an event. Furthermore, the current acceleration of the vehicle's center of mass, directed perpendicular to the earth's surface, is measured using at least one sensor. This measurement can be continuous, but it can also be triggered by an event. The determined acceleration of the vehicle's center of mass, directed perpendicular to the earth's surface, is compared with an acceleration threshold calculated by multiplying the acceleration due to gravity by a percentage in order to determine whether the vehicle is in a flight attitude after a jump.If the determined angle of rotation around the vertical axis is within or outside a threshold angle interval for the vertical axis, a torque pulse is introduced via the electric drive motor, causing the vehicle to rotate around the vertical axis due to the effect of precession.

[0011] Analogous to the angle of rotation around the vertical axis, the determined angle of rotation around the longitudinal axis is compared with a rotation angle threshold interval for the longitudinal axis. If the determined angle of rotation around the longitudinal axis is within or outside the rotation angle threshold interval for the longitudinal axis, a torque pulse is introduced via the electric drive motor, causing the vehicle to rotate around its longitudinal axis as a result of the effect of precession. The influence on the rotation around the vertical or longitudinal axis of the vehicle depends on the position of the driven wheel. Consequently, the vehicle can be rotated around its vertical or longitudinal axis in flight attitude so that the vehicle can continue to travel mostly in a straight line during landing and cannot tip over or roll over, thus preventing the driver from falling.

[0012] The term single-track vehicle refers to all vehicles whose drive wheels are on one plane. The term electric drive motor refers to all drives that convert electrical power into mechanical power, such as DC motors, AC motors, three-phase motors or similar. A drivable wheel can be designed, for example, as a drive wheel, a flywheel, a flywheel or similar and can be on the same plane as the drive wheels of the vehicle or be implemented by them. The drivable wheel can have or have no ground contact. The vehicle can have a pedal crank unit or an electric drive system, for example consisting of at least one electric drive motor and at least one electrical storage device such as batteries, accumulators, fuel cells or capacitors.The vehicle can be powered either purely by muscle power or purely by electricity, or in hybrid mode, by both muscle power and electricity. The vehicle can be configured as a bicycle, e-bike, pedelec, e-mountain bike (eMTB), or snowbike, for example.

[0013] In a first step of the method, the current acceleration of the vehicle's center of mass, directed perpendicular to the Earth's surface, is determined using sensors. The acceleration directed perpendicular to the Earth's surface changes when the vehicle transitions from a jump to a flight attitude. A jump is a movement of the vehicle's center of mass as the distance perpendicular to the Earth's surface increases. The jump is initiated as a result of a change in momentum or acceleration of the vehicle perpendicular to the Earth's surface. The vehicle can be moving on the Earth's surface or stationary. During a jump, at least one drive wheel of the vehicle can be in contact with the Earth's surface. For example, a vehicle jump can be initiated by driving over an upward elevation in the form of a hill.When all of the vehicle's drive wheels are not in contact with the Earth's surface, the vehicle is in a flight attitude. The movement of the vehicle's center of mass in flight attitude can be described by a trajectory such as a parabola or ballistic curve. During the flight attitude, the acceleration of the vehicle's center of mass perpendicular to the Earth's surface changes so that this acceleration acts against the acceleration due to gravity, causing the vehicle to be in a state of near weightlessness. The current acceleration of the vehicle's center of mass perpendicular to the Earth's surface can be determined in all coordinate directions using linear acceleration sensors, for example. The sensors can be installed directly on the vehicle or be part of an external unit, such as a mobile device such as a smartphone, smartwatch, fitness tracker, or other device.

[0014] Additionally, a jump or attitude can be detected via the vehicle's suspension. For example, sensors can use a change in suspension travel or a change in the force acting on the suspension to determine a jump or attitude.

[0015] It is also possible to use other accelerations from the vehicle that are not perpendicular to the Earth's surface or that are not related to the vehicle's center of mass. Any acceleration that allows conclusions to be drawn about its proportionality to the acceleration due to gravity can be used.

[0016] It is also possible to use, for example, a gravitational acceleration with a gravitational constant instead of the acceleration due to gravity in order to draw conclusions about the acceleration due to gravity or the acceleration due to gravity in a gravitational field.

[0017] In the second step of the procedure, the current acceleration of the vehicle's center of mass, directed perpendicular to the Earth's surface, is compared with an acceleration threshold calculated by multiplying the acceleration due to gravity by a percentage value to determine whether the vehicle is in a flight attitude after a jump. The acceleration threshold is a multiple of the acceleration due to gravity and is defined by the percentage value, since the acceleration due to gravity has a constant value of 9.81 m / s. 2is assumed. The percentage value is user-configurable. For example, percentages of 0.3, 0.5, or other similar values ​​are suitable for determining a flight attitude. If the acceleration of the vehicle's center of mass perpendicular to the Earth's surface falls below the acceleration threshold, the vehicle is in a flight attitude, which is followed by the third step of the procedure. If the acceleration threshold is exceeded, no flight attitude is present, and the procedure is aborted.

[0018] In the third step of the process, sensors are used to determine the current angle of rotation around the vehicle's longitudinal axis. A rotation angle around the longitudinal axis refers to the angle at which the vehicle's center of mass is rotated around its longitudinal axis, i.e., when it performs a rolling motion in the driving dynamics sense. The angle of rotation around the longitudinal axis can be influenced, for example, by the driver shifting their weight in a flight attitude. A positive angle of rotation corresponds to a clockwise rotation, whereas a negative angle of rotation corresponds to a counterclockwise rotation. The angle of rotation around the longitudinal axis can be determined, for example, using linear acceleration sensors in all coordinate directions, or using at least one tilt angle sensor, or using at least one yaw rate sensor.

[0019] In the fourth step of the method, a comparison is made between the current rotation angle about the longitudinal axis and at least one rotation angle threshold interval for the vehicle's longitudinal axis. The rotation angle threshold interval for the longitudinal axis includes all rotation angles the vehicle can assume in a flight attitude after a jump, so that rotations about the vertical axis can be caused due to the effect of precession. A rotation angle threshold interval for the longitudinal axis can, for example, cover the following ranges [-10°, 10°], [-45°, 45°], [-90°, 90°] or other suitable ranges. For example, a rotation angle threshold interval for the longitudinal axis of [1°, 45°] means that a rotation about the vertical axis is only initiated due to the effect of precession for positive rotation angles about the longitudinal axis.If the current rotation angle for the longitudinal axis is within the rotation angle threshold interval for the longitudinal axis, the fifth step of the procedure follows. Otherwise, the procedure is aborted.

[0020] In the fifth step of the process, sensors are used to determine the current angle of rotation around the vehicle's vertical axis. A rotation angle around the vertical axis refers to the angle at which the vehicle's center of mass rotates around its vertical axis, i.e., when it performs a yaw motion in the driving dynamics sense. The rotation angle around the vertical axis can be determined, for example, using linear acceleration sensors in all coordinate directions, or with at least one tilt angle sensor, or with at least one yaw rate sensor.

[0021] In the sixth step of the method, a comparison is made between the current angle of rotation about the vertical axis and at least one angle of rotation threshold interval for the vertical axis of the vehicle. If the angle of rotation about the vertical axis in a flight attitude after a jump lies outside the angle of rotation threshold interval, the effect of precession is induced by a torque pulse on the drivable wheel using an electric drive motor, which initiates a rotation about the vertical axis depending on the angle of rotation about the longitudinal axis. During the rotation, a rotation angle of 0° about the vertical axis is aimed for, which corresponds to constant travel on a straight path. This is intended to prevent the driver from falling when the vehicle lands. This is because the vehicle can continue to travel predominantly in a straight line after landing and cannot tip over or roll over.For example, a rotation angle threshold interval for the vertical axis can cover the following ranges: [-10°, 10°], [0°, 10°], [-10°, 0°], [-45°, 45°], [0°, 45°], [-45°, 0°], [-90°, 90°], [0°, 90°], [-90°, 0°], [-120°, 120°], [0°, 120°], [-120°, 0°], or other suitable ranges. For example, a rotation angle threshold interval for the vertical axis of [0°, 45°] results in the initiation of a torque pulse when the rotation angle around the vertical axis exceeds 45° to achieve a rotation angle around the vertical axis of 0°. If the current rotation angle around the vertical axis is outside the rotation angle threshold interval for the vertical axis and the current rotation angle around the vertical axis is not equal to 0°, the seventh step of the procedure follows. Otherwise, the procedure is aborted.

[0022] It is also possible to initiate a rotation around the vertical axis until the current rotation angle around the vertical axis is outside the rotation angle threshold interval for the vertical axis.

[0023] It is also possible to initiate a rotation around the vertical axis for a specific period of time until the current rotation angle around the vertical axis falls outside the rotation angle threshold interval for the vertical axis or until the specified period of time is exceeded. If the rotation angle falls outside the rotation angle threshold interval or the specified period of time is exceeded, a rotation around the vertical axis of 0° can then be attempted.

[0024] For each rotation angle threshold interval, a condition is always specified as to whether the current rotation angle should be within or outside the rotation angle threshold interval. For example, a rotation angle threshold interval of [0°, 45°], where the rotation angles should be within the interval, would be identical to a rotation angle interval of [45°, 360°], where the rotation angles should be outside the interval.

[0025] A rotation angle threshold interval is not to be understood as a global limit that cannot physically be exceeded or undershot. Rather, it is a specific interval defined by a user. All values ​​are to be understood including tolerances.

[0026] In the seventh step of the process, a positive or negative torque pulse is applied to a driven wheel by the electric drive motor. A positive torque pulse causes the driven wheel to rotate clockwise, thus moving forward, whereas a negative torque pulse causes the driven wheel to rotate counterclockwise. A negative torque pulse can be applied by reversing the direction of rotation of the driven wheel via the electric drive motor or by applying a brake. The torque pulse is determined using a calculation model based on the angle of rotation around the longitudinal axis, angle of rotation around the vertical axis, angle of rotation threshold interval for the vertical axis, pulse duration, and wheel speed. The calculation model can be based on physical or mathematical relationships or self-learning neural networks.The calculation model can also be a combination of physical relationships, mathematical relationships, and self-learning neural networks. A positive torque pulse is preferably initiated when a positive rotation around the vertical axis is to occur for positive angles of rotation around the longitudinal axis. A negative torque pulse is preferably initiated when a negative rotation around the vertical axis is to occur for positive angles of rotation around the longitudinal axis. The intensity of the torque pulse depends on the deviation between the current angle of rotation around the vertical axis and the angle of rotation threshold interval for the vertical axis as well as the angle of rotation around the longitudinal axis. The user can define a pulse duration and a motor speed for the introduction of the torque pulse via the electric drive motor. The pulse duration describes the maximum length of time a torque pulse can be introduced via the electric drive motor.The pulse duration for a torque pulse is preferably limited to 500 ms or other suitable values ​​and can be reduced but not increased by the user. The motor speed describes the maximum permissible speed of the electric drive during the initiation of a torque pulse. There are no user-defined speed setting restrictions.

[0027] It is also possible to initiate a rotation around the longitudinal axis instead of a rotation around the vertical axis due to the effect of precession, for example, if the driven wheel is brought into a corresponding position. Furthermore, in the process steps three to seven described above, the term "longitudinal axis" must be interchanged with the term "vertical axis" and vice versa.

[0028] The procedure can be activated by the driver while the vehicle is in motion, either if they desire assistance during the flight position after a jump from the vehicle, or the procedure can be permanently active, so that it is carried out automatically every time the vehicle is in flight position after a jump. The procedure can also be deactivated by the driver if they do not desire assistance during the flight position after a jump from the vehicle.

[0029] It is also possible to combine the method described here for stabilizing the flight attitude of a single-track vehicle about its vertical axis and longitudinal axis with the method from WO 2024 / 067 965 A1 in order to limit the angle of rotation about the transverse axis, for example, to -25° to 25° and thus prevent the driver from rolling over during landing.

[0030] A control device for a single-track vehicle is signal-connectable to an electric drive motor of the vehicle, and the control device comprises means for implementing the method according to the invention. The control device can be embodied, for example, as a control unit (ECU = electronic control unit or ECM = electronic control module).

[0031] The sensor data is transmitted to a control unit on the single-track vehicle. For this purpose, the control unit is connected to the corresponding sensors via a signal-effective connection. A signal-effective connection is such that data and signal exchange is possible between the connection partners. For this purpose, each connection partner has a corresponding interface. The data and signal transmission can be either wired or wireless. The control unit and the corresponding sensors therefore have interfaces that enable such a connection. If the sensor data from the external unit is to be used, data and signals are exchanged between the external unit and the vehicle's control unit, for example, via a radio connection or by means of wired communication.

[0032] If the control unit is used in a single-track vehicle, it is signal-connected to the electric drive motor, allowing the control unit to control the electric drive motor. The control unit can therefore request a positive torque pulse or a negative torque pulse. Furthermore, the control unit can measure the voltage and current from the electric drive. If the electric drive motor is equipped with speed sensors, the control unit can use the sensors to measure the speed and direction of rotation of the electric drive motor. Using the voltage, current, speed, and direction of rotation, the control unit can calculate the torque of the electric drive.

[0033] If the control device is used in a single-track vehicle, it is additionally connected to at least one sensor in a signal-effective manner. The control device receives data from the sensors, for example, on acceleration, yaw rate, angle of rotation and, if applicable, spring force or spring travel of the vehicle's suspension. For example, the control device can be connected to an acceleration sensor or yaw rate sensor, to an inclination angle sensor and / or to a mobile device, and, if applicable, to a displacement sensor for determining the spring travel or a force sensor for determining the spring force. If the control device is connected to the mobile device, the mobile device can receive data and signals from the mobile device that the sensors present in the mobile device detect.For example, the control device can use the rotation angle data, the acceleration data, the speed data, the barometer data, the GPS data or similar data of the mobile device.

[0034] The control device can be connected to a brake of the single-track vehicle via a signal. If the control device is used in a single-track vehicle, it is connected to the brake via a signal, so that the control device can control the brake and thus request braking intervention.

[0035] A computer program product comprises instructions which, when the program is executed by the control device already described, cause the control device to carry out the method already described.

[0036] A computer-readable medium comprises instructions that, when executed by the previously described control device, cause it to carry out the previously described method. The computer-readable medium can be embodied, for example, as a data storage device or as a downloadable data stream.

[0037] Embodiments of the invention are illustrated in the figures. In detail: Fig. 1 a schematic representation of a single-track vehicle according to an embodiment, Fig. 2 a schematic representation of a single-track vehicle from Fig. 1 in a flight position after a jump with rotational movement Fig. 3 a representation of a procedure for a rotation around the vertical axis in a flight attitude from Fig. 2. Fig. 4 a representation of a modified procedure from the procedure flow Fig. 3 Fig. 5 a representation of a process sequence from a combination of the process flow diagram from Fig. 3 and process flow diagram from Fig. 4 Fig. 6 a representation of a process sequence for a rotation about the longitudinal axis based on the process sequence of Fig. 3

[0038] Fig. 1 shows a schematic representation of a single-track vehicle 1 according to one exemplary embodiment. The single-track vehicle 1 is designed as an e-bike or pedelec, or in particular as an eMTB. The single-track vehicle 1 has an electric drive system 2 with a pedal crank unit and an electric drive motor 3, which can be arranged, for example, in the region of the bottom bracket. The electric drive system 2 has an electrical storage unit 5 connected to the electric drive motor 3. Furthermore, the electric drive motor of the electric drive system 2 is connected to a drivable wheel 4. The electrical storage unit 5 can supply the electric drive motor 3 with electrical energy (motor operation) or can be supplied with electrical energy by means of the electric drive motor 3 (generator operation).The single-track vehicle 1 can therefore be driven either purely by muscle power or purely electrically, or both by muscle power and electrically. The single-track vehicle 1 has a brake 6, which may, for example, have an ABS system. A drivable wheel 4 of the single-track vehicle 1 can be braked by means of the brake 6. The single-track vehicle 1 has a control device 8, which is signal-connected to the electric drive system 2, more precisely to the electric drive motor 3. Furthermore, the control device 8 is signal-connected to the brake 6. The control device 8 can therefore control both the brake 6 and the electric drive system 2 as well as the electric drive motor 3.

[0039] In addition, the single-track vehicle 1 has several sensors that are connected to the control device 8 for signal transmission. The single-track vehicle 1 has an acceleration sensor 7 that is configured to determine the current accelerations in all three coordinate directions of the single-track vehicle 1. The acceleration sensor 7 transmits these values ​​to the control device 8, so that, based on the acceleration values, it can be determined whether the single-track vehicle 1 is in a jump or in a flight attitude. As an alternative to the acceleration sensor 7, yaw rate sensors or inclination angle sensors can be provided, which can be connected to the control device 8. Furthermore, a mobile terminal 9, for example a smartphone, is connected to the control device 8 for signal transmission.The current accelerations in all three coordinate directions as well as the angles of rotation around the vertical axis and longitudinal axis of the single-track vehicle 1 can also be determined via this mobile terminal 9 and transmitted to the control device.

[0040] Based on the sensor-determined values, a method for stabilizing a flight attitude around the vertical axis 10 can be Fig. 2 and the longitudinal axis 20 Fig. 2 as described in the procedure in Fig. 3, for a flight attitude according to Fig. 2 is shown.

[0041] Fig. 2 shows a schematic representation of a single-track vehicle 1 from Fig. 1 in a flight position after a jump with a rotational movement. The single-track vehicle 1 has a vertical axis 10 with the corresponding angle of rotation 11 around the vertical axis 10. The angle of rotation 11 is shown in the positive direction of rotation. Likewise, the single-track vehicle 1 has a longitudinal axis 20 with the corresponding angle of rotation 21 around the longitudinal axis 20. The angle of rotation 21 is shown in the positive direction of rotation. Likewise, the single-track vehicle 1 has a transverse axis 30 with the corresponding angle of rotation 31 around the transverse axis 30. The angle of rotation 31 is shown in the positive direction of rotation. All axes, vertical axis 10, longitudinal axis 20, and transverse axis 30, are perpendicular to one another and run through the center of mass 40 of the single-track vehicle 1.The single-track vehicle 1 rotates clockwise around the vertical axis 10 due to the effect of precession, which is caused by a positive torque pulse M on the driven wheel 4 and a positive angle of rotation 21 around the longitudinal axis 20. All directions of rotation of the angles of rotation are to be understood from the perspective of the single-track bicycle.

[0042] Fig. 3 shows a representation of a process sequence for a rotation about the vertical axis 10 from Fig. 2 in a flight attitude of a single-track vehicle 1 from Fig. 1. In the process flow diagram of the process 100 for stabilizing a flight attitude of a single-track vehicle 1 about its vertical axis 10 and longitudinal axis 20 from Fig. 2, the term Start represents the beginning of the procedure and the term Stop represents the end of the procedure.

[0043] In a first step 110 of the method 100, the current acceleration perpendicular to the earth's surface aFg is determined by sensor. In a second step 120, the current acceleration perpendicular to the earth's surface aFg is compared with an acceleration threshold resulting from the multiplication of a gravitational acceleration g by a percentage value k in order to determine whether the single-track vehicle 1 is in a flight attitude after a jump. If the current acceleration perpendicular to the earth's surface aFg is less than or equal to the acceleration threshold, the method 100 continues in a third step 130. Otherwise, the method 100 is terminated. In the third step 130, the current angle of rotation Φx about the longitudinal axis 20 is determined by sensor and, in a fourth step 140, compared with a rotation angle threshold interval Φxs for the longitudinal axis 20.If the current rotation angle Φx is contained in the rotation angle threshold interval Φxs, then the method 100 continues in a fifth step 150. Otherwise, the method 100 is terminated. In the fifth step 150, the current rotation angle Φz about the vertical axis 10 is determined by sensor and, in a sixth step 160, compared with a rotation angle threshold interval Φzs for the vertical axis 10. If the current rotation angle Φz is not contained in the rotation angle threshold interval Φzs and the current rotation angle Φz is not equal to 0°, then the method 100 continues in a seventh step 170. Otherwise, the method 100 is terminated. In the seventh step 170 of the method 100, a torque pulse M is generated from the electric drive motor 3 as a function of the current angle of rotation Φx, the current angle of rotation Φz, the angle of rotation threshold interval Φzs, a pulse duration tmax of a torque pulse M and a motor speed nmax. Fig. 1 is initiated, which terminates method 100. Consequently, a current rotation angle Φz of 0° is targeted by initiating a torque pulse M if the current rotation angle Φz is outside the rotation angle threshold interval Φzs and the current rotation angle Φz is not equal to 0°. Method 100 can preferably be executed multiple times in succession or in a continuous loop. Method 100 can be permanently activated or deactivated, or activated or deactivated at any time.

[0044] Fig. 4 shows a representation of a modified procedure from the procedure flow Fig. 3. Steps 110, 120, 130, 140, 150 and 170 are identical to the steps in the procedure from Fig. 3, wherein step 160 has been replaced with an alternative, sixth step 161. In the alternative, sixth step 161, it is checked whether the current rotation angle Φz is contained in the rotation angle threshold interval Φzs. If the current rotation angle Φz is contained in the rotation angle threshold interval Φzs, the method 100 continues in the seventh step 170. Otherwise, the method 100 is terminated. Consequently, a torque pulse M is initiated as long as the current rotation angle Φz is within the rotation angle threshold interval Φzs.

[0045] Fig. 5 shows a representation of a process sequence from the combination of the process flow diagram from Fig. 3 and process flow diagram from Fig. 4. Steps 110, 120, 130, 140, 150, 160 and 170 are identical to the steps in the procedure from Fig. 3. The alternative step 161 is identical to the step from the process flow of Fig. 4. An additional step 162 connects step 160 and step 161. In the additional step 162, a time t is compared with a time period ts. If the time t is less than or equal to the time period ts, step 161 is executed. Otherwise, the method 100 is terminated. Consequently, for the time period ts, a rotation angle about the vertical axis 10 can be determined from Fig. 2 by introducing a torque pulse M, as long as the angle of rotation around the vertical axis 10 is Fig. 2 is contained in the rotation angle threshold interval Φzs. If the time t exceeds the time period ts and the current rotation angle Φz is not within the rotation angle threshold interval Φzs and the current rotation angle Φz is not equal to 0°, a current rotation angle Φz of 0° is aimed for by initiating a torque pulse M.

[0046] Fig. 6 shows a representation of a process sequence for a rotation about the longitudinal axis 20 from Fig. 2 based on the procedure from Fig. 3. Steps 110, 120, 130, 150, and 170 are identical to the steps in the procedure of Fig. 3. The alternative, sixth step 161 is identical to the step in the process flow from Fig. 4. In an alternative step 163, it is checked whether the current angle of rotation Φx around the longitudinal axis 20 Fig. 2 is not included in the rotation angle threshold interval Φxs and the current rotation angle Φx around the longitudinal axis 20 from Fig. 2 is not equal to 0°. If the criteria in alternative step 163 are met, the method 100 continues in the seventh step 170. Otherwise, the method 100 is terminated. Consequently, a current rotation angle Φx of 0° is sought by initiating a torque pulse M if the current rotation angle Φx is outside the rotation angle threshold interval Φxs and the current rotation angle Φx is not equal to 0°. Reference symbol 1 single-track vehicle 2 Electric drive system 3 Electric drive motor 4 Driven wheel 5 Electrical storage 6 Brake 7 Accelerometer 8 Control device 9 mobile device 10 Vertical axis 11 angle of rotation 20 Longitudinal axis 21 angle of rotation 30 Transverse axis 31 angle of rotation 40 Center of mass 100 procedures 110 first step 120 second step 130 third step 140 fourth step 150 fifth step 160 sixth step 161 alternative, sixth step 162 Additional step 163 alternative step 170 seventh step Start of procedure Stop end of procedure aFg current acceleration perpendicular to the Earth's surface g acceleration due to gravity k percentage value Φx current angle of rotation Φz current angle of rotation Φxs rotation angle threshold interval Φzs rotation angle threshold interval tmax pulse duration nmax engine speed M torque impulse t time ts duration

Claims

[1] Method (100) for influencing the behavior of a single-track vehicle (1) with at least one wheel (4) that can be driven by an electric drive motor (3), wherein the single-track vehicle (1) transitions from a driving movement to a flight attitude, wherein the flight attitude is detected by means of sensors, wherein the flight attitude can be influenced by controlling the electric drive motor (3), characterized by that at least by controlling the electric drive motor (3) an angle of rotation (11) about a vertical axis (10) of the single-track vehicle (1) or an angle of rotation (21) about a longitudinal axis (20) of the single-track vehicle (1) or the angle of rotation (11) about the vertical axis (10) of the single-track vehicle (1) and the angle of rotation (21) about the longitudinal axis (20) of the single-track vehicle (1) can be influenced. [2] Method (100) according to claim 1, characterized bythat the angle of rotation (11) about the vertical axis (10) is determined by means of sensors and the determined angle of rotation (11) about the vertical axis (10) is compared with a rotation angle threshold interval (Φzs) for the vertical axis (10), and depending on the comparison, a torque pulse (M) is introduced at at least one drivable wheel (4) by controlling the electric drive motor (3) so that the angle of rotation (11) about the vertical axis (10) changes as required. [3] Method (100) according to claim 1, characterized bythat a rotation angle (21) about the longitudinal axis (20) is determined by means of sensors and the determined rotation angle (21) about the longitudinal axis (20) is compared with a rotation angle threshold interval (Φxs) for the longitudinal axis (20), and depending on the comparison, a torque pulse (M) is introduced at at least one drivable wheel (4) by controlling the electric drive motor (4) so ​​that the rotation angle (21) about the longitudinal axis (20) changes as needed. [4] Method (100) according to claim 3, characterized by that a positive torque pulse (M) or a negative torque pulse (M) is introduced depending on a direction of rotation of the angle of rotation (11) about the vertical axis (10) or a direction of rotation of the angle of rotation (21) about the longitudinal axis (20). [5] Method (100) according to one of the preceding claims, characterized bythat the intensity of the torque pulse (M) depends on the deviation from the determined angle of rotation (11, 21) to the angle of rotation threshold interval (Φzs, Φxs) and the determined angle of rotation (11) about the vertical axis (10) or the determined angle of rotation (21) about the longitudinal axis (20), wherein the intensity of the torque pulse (M) is definable and adjustable over at least one pulse duration and over at least one motor speed (nmax) of the electric drive motor (3). [6] Method (100) according to one of the preceding claims, characterized by that the torque pulse (M) is initiated by means of the electric drive motor (3) and the change in the torque pulse is initiated by means of the electric drive motor (3) or a braking intervention of a brake (6) which acts on the drivable wheel (4). [7] Method (100) according to one of the preceding claims, characterized bythat at least one rotation angle threshold interval (Φzs) for the vertical axis (10) and at least one rotation angle threshold interval (Φxs) for the longitudinal axis (20) can be defined and set. [8] Method (100) according to one of the preceding claims, characterized by that for at least one rotation angle threshold interval (Φzs) for the vertical axis (10) at least one condition is defined as to whether the current rotation angle (11) about the vertical axis (10) lies within or outside the rotation angle threshold interval (Φzs), or for at least one rotation angle threshold interval (Φxs) for the longitudinal axis (20) at least one condition is defined as to whether the current rotation angle (21) about the longitudinal axis (20) lies within or outside the rotation angle threshold interval (Φxs). [9] Method (100) according to claim 1, characterized bythat at least one determined acceleration of a single-track vehicle (1) is compared with at least one acceleration which allows conclusions to be drawn about an acceleration in a gravitational field. [10] Control device (8) for a single-track vehicle (1), characterized by that the control device (8) can be connected to at least one electric drive motor (3) of the single-track vehicle (1) in a signal-effective manner, and wherein the control device (8) comprises means for carrying out the method (100) according to one of claims 1 to 9. [11] Control device (8) for a single-track vehicle (1) according to claim 10, characterized by that the control device (8) can be connected to a brake (6) of the single-track vehicle (1) in a signal-effective manner. [12] Control device (8) for a single-track vehicle (1) according to claim 11, characterized by that the control device (8) activates or deactivates the method (100) according to one of claims 1 to 9. [13] Computer program product comprising instructions which, when the program is executed by a control device (8) according to claims 10, 11 and 12, cause the method (100) according to one of claims 1 to 9 to be carried out. [14] A computer-readable medium comprising instructions which, when executed by a control device (8), cause the control device (8) to carry out the method (100) according to any one of claims 1 to 9.

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