Sensor device for detecting the wheel speed of a vehicle and a sensor system

Abstract

The present invention relates to a sensor device 1 for detecting the wheel speed of a vehicle 2, a sensor system 6, a wheel 11, a device 15 for detecting the speed of a vehicle 2, a device 17 for controlling a propulsion component 18 of a vehicle 2, a vehicle 2, a method for determining the wheel speed of a vehicle 2, a method for detecting the speed of a vehicle 2 and a method for controlling a propulsion component 18 of a vehicle 2.

Description

[0001] The present invention relates to a sensor device for detecting the wheel speed of a vehicle, a sensor system, a wheel, a device for detecting the speed of a vehicle, a device for controlling a propulsion component of a vehicle, a vehicle, a method for determining the wheel speed of a vehicle, a method for detecting the speed of a vehicle and a method for controlling a propulsion component of a vehicle.

[0002] US patent 6296072 B1 discloses a system that incorporates a permanent magnet on a valve of an e-bike. The system determines the speed of the e-bike via a sensor magnet and a motor controller.

[0003] The present invention is based on the objective of providing a sensor device for detecting the wheel speed of a vehicle that is improved upon the prior art. This objective is achieved by the objects with the features of the independent claims.

[0004] The present invention relates in a first aspect to a sensor device for detecting the wheel speed of a vehicle, comprising a sensor.

[0005] The sensor device can be a technical unit comprising one or more sensors for measuring and monitoring specific physical parameters. In addition to the sensor, the sensor device can include signal conditioning, a processing unit, a communication interface, a power supply, and / or a housing.

[0006] A sensor can be a device that detects certain physical properties in its environment. The sensor can convert the detected information into a signal. The signal can either be displayed directly or transmitted electronically for further processing. A sensor can consist of a single sensor or multiple sensors.

[0007] Signal conditioning can be an electronic circuit or software that amplifies, filters, converts, and / or otherwise processes the raw sensor signal to make it usable for further processing. This may include an amplifier, a filter, and an analog-to-digital converter. The processing unit can be a microcontroller, a microprocessor, or a dedicated signal processor that analyzes the processed signals. The processing unit may also include algorithms for data analysis and processing. The communication interface can enable the transmission of measured and processed data to other systems or users. This can be done via a wired connection, such as USB or Ethernet, or a wireless connection, such as Wi-Fi or Bluetooth. The power supply can provide the energy necessary for operation.This can include a battery, a rechargeable battery, a power supply, or another energy source.

[0008] Wheel speed can refer to the number of revolutions of the vehicle's wheel. Wheel speed can be determined based on angular velocity or angular acceleration.

[0009] The vehicle can be any wheeled vehicle. This includes cars, trucks, and similar vehicles. Two-wheelers and three-wheelers can also be considered vehicles, such as bicycles, e-bikes, pedelecs, or cargo bikes. These can be equipped with an additional motor or powered purely by muscle power.

[0010] The sensor of the sensor device is designed to detect a variation in the electrical conductivity of an impeller component. The sensor is further designed to be positioned on or in a component of the vehicle in such a way that the variation in electrical conductivity can be detected.

[0011] The electrical conductivity of a material is a physical quantity that indicates how well the material can conduct electric current. It describes the material's ability to transport electrical current. A high electrical conductivity value indicates that the material conducts current well, while a low value indicates poor conductivity. The electrical conductivity of an object can depend on the material and the object's shape.

[0012] A variation can be a change, alteration, or deviation. That is, a variation in electrical conductivity can be a change in electrical conductivity that is detectable by the sensor. This could, for example, be a change in electrical conductivity across a region of the impeller component. In other words, a variation in electrical conductivity can be understood as a situation where, compared to a previous region of the impeller component, the electrical conductivity in a subsequent region is higher or lower. Therefore, the electrical conductivity can vary across a given region of the impeller component, and consequently, the impeller component can exhibit a variation in electrical conductivity.

[0013] A wheel component can be a part of the wheel. Possible components include a rim, a spoke, a tire, and / or an inner tube.

[0014] The sensor is designed to detect variations in electrical conductivity. It can detect changes in electrical conductivity. A sensor for capacitance measurement, induction measurement, or optical measurement is conceivable. Generally, the sensor can measure variations in electrical conductivity without contact, meaning without direct contact with the impeller component. An example process for detecting changes in electrical conductivity using a sensor could be as follows: The sensor can be initially calibrated to a known electrical conductivity. This ensures that the initial values ​​are known and that changes relative to these values ​​can be measured. Subsequently, the sensor can continuously measure the electrical conductivity. This can be done using capacitive, inductive, or optical measurement.

[0015] The measured data can be processed. A change in the detected values ​​can indicate a change in electrical conductivity. The sensor can output the measured value as an analog or digital signal. This signal can be used for further processing or display.

[0016] The capacitance of a system can be measured, which can change due to variations in the conductivity of the surrounding medium. For electrically conductive materials, an inductive method is also conceivable. The inductance can change due to the electrical conductivity of the object being measured.

[0017] It is possible to use an optical sensor to measure conductivity. These sensors can shine light through the material and measure the amount of absorbed or reflected light. This measurement can depend on the conductivity.

[0018] In other words, when the impeller component passes through the sensor's detection range and a variation in electrical conductivity is present within that range, the sensor detects the variation. When the area of ​​the impeller component that caused the variation in electrical conductivity leaves the detection range, the sensor detects another variation. Due to the impeller's rotation, the variation in electrical conductivity is detected again with the next revolution. This allows the impeller's movement, and thus its rotational speed, to be measured.

[0019] The vehicle component can be a vehicle frame, for example a bicycle frame, a brake housing, and / or a drive motor housing. In particular, the component can be the housing of a mid-drive motor of a bicycle, such as an e-bike or pedelec.

[0020] In general, any vehicle component that allows the sensor to detect variations in electrical conductivity is suitable. This includes, in particular, a bicycle wheel stay, such as a chainstay or seat stay, a bicycle fork, or a bicycle seat stay. By arranging the sensor on or within a vehicle component, a sufficient distance can be achieved between the wheel component exhibiting the variation in electrical conductivity and the sensor. Specifically, a sufficiently small distance can be ensured to allow for the detection of the variation in electrical conductivity. Positioning the sensor within the vehicle component also allows for cable routing that is not in contact with the environment and is therefore less susceptible to environmental influences or contact damage.

[0021] By integrating the sensor into the housing of the vehicle's drive motor, cable routing can be minimized. For example, separate wiring outside the drive motor housing connecting the drive motor and the sensor may be unnecessary. This reduces complexity, minimizes cable routing, and lowers maintenance requirements. This is particularly true when the drive motor is a mid-mounted motor, as it is positioned close to the wheel component.

[0022] If the sensor is located within the vehicle's brake housing, sufficient distance between the sensor and the wheel component can be ensured. Particularly for small variations in electrical conductivity, this arrangement, due to the short distance between the sensor and the wheel component exhibiting the variation, can enable good detection.

[0023] The sensor can be positioned so that an active surface of the sensor faces the impeller component exhibiting the variation in electrical conductivity. This ensures that the variation in electrical conductivity can be detected by the sensor.

[0024] It is conceivable that the variation in electrical conductivity is adapted to the sensor, a sensor is selected depending on the variation to be detected, and / or a sensor is selected depending on its arrangement on the vehicle component. This would ensure effective adaptation and optimal coordination of the sensor, the variation in electrical conductivity, and the arrangement.

[0025] It is conceivable that the sensor is designed to detect a change in electrical conductivity when a threshold is exceeded. This threshold may depend on the material of the impeller component that exhibits the variation in electrical conductivity. The threshold may also depend on the specific sensor used and / or its placement on the vehicle component.

[0026] By using a threshold value, edge detection is possible, allowing the detection of variations in electrical conductivity to be adapted to the magnitude of the variation. In other words, with a small variation in electrical conductivity, the detected variation can also be small, ensuring that edge detection via a threshold value guarantees the detection of the variation. Furthermore, this allows the distance between the sensor and the impeller component exhibiting the variation in electrical conductivity to be adjusted. This enables a greater distance between the sensor and impeller component while still ensuring the detectability of the variation in electrical conductivity.

[0027] It is possible for the sensor device to generate a binary value based on the detected variation in electrical conductivity. For example, detecting an increase in electrical conductivity could be assigned a binary value of 1, and detecting a decrease in electrical conductivity a binary value of 0. Alternatively, the reverse assignment is also conceivable. The binary value can facilitate the clear detection of a change in electrical conductivity. This makes determining the wheel speed based on the binary value technically straightforward.

[0028] The proposed sensor device can determine wheel movement and wheel speed. This allows for the detection of general vehicle movement, down to precise measurement of wheel speed. The sensor device is versatile, so integrating it into, for example, a motor housing reduces the required wiring. Furthermore, the proposed sensor device does not require a permanent magnet. This reduces costs and eliminates the imbalance caused by a permanent magnet. The sensor device can be integrated into the motor housing of an e-bike or pedelec. The sensor device can increase tamper resistance. Additionally, by determining the wheel speed, the device can synchronize a motor to that speed.The ability to position the sensor on or within a vehicle component and to measure electrical conductivity reduces system complexity and susceptibility to errors. Furthermore, it can lower costs and reduce integration and assembly efforts.

[0029] In other words, the proposed sensor device, by positioning the sensor on or within the vehicle component, enables the detection of variations in the electrical conductivity of a component of the wheel. This allows the wheel rotational speed of the wheel, and thus the vehicle's speed and / or acceleration, to be determined. The detected change in electrical conductivity allows for the determination of the vehicle's state. This state can include the wheel angle, angular velocity, and angular acceleration.

[0030] According to one embodiment, the sensor can be an inductive proximity sensor.

[0031] The inductive proximity sensor can detect the presence of a metallic object using induction, without direct contact with it.

[0032] The inductive proximity sensor can have a transmitter coil that is operated with an alternating voltage, in particular a high-frequency alternating voltage. This allows an alternating electromagnetic field to be generated around the coil.

[0033] The inductive proximity sensor can include a magnetic core, such as a ferrite core, allowing the alternating electromagnetic field to be directed towards an active area. The alternating electromagnetic field can therefore only act on an active area of ​​the sensor within this active range. This active range, also called the switching range, can be at least partially varied depending on the sensor design and its control system. The sensor control system can influence the active range. For example, it can include sensitivity settings and signal amplification. The switching range can depend on the type of metal used for the magnetic core and the coil material, the coil diameter, and the mounting method, such as flush or non-flush mounting of the sensor.

[0034] The alternating voltage can be generated via a resonant circuit, which can be excited by an oscillator. When the metallic object is in the active area, the electromagnetic field generated by the coil is altered. This change causes a change in impedance within the coil. A comparator can be driven by a predefined impedance change, and an output signal can be generated via a power amplifier.

[0035] The inductive proximity sensor is comparatively robust against environmental influences such as dust, dirt, moisture, vibration, and temperature. This ensures versatile and long-lasting use. Furthermore, the inductive proximity sensor offers a fast response time for detecting variations in electrical conductivity. Therefore, the sensor can be used reliably even at high rotational speeds. The inductive proximity sensor allows for straightforward commissioning, as no complex calibration is required.

[0036] Another aspect concerns a sensor system. The sensor system comprises a sensor device as described above and an impeller component, wherein the impeller component exhibits a variation in electrical conductivity along a circumferential direction.

[0037] The sensor device can include one or more sensors. Therefore, the sensor system can also include one or more sensors.

[0038] The impeller component exhibits a variation in electrical conductivity along its circumference. The circumferential direction can be parallel to the direction of rotation of the impeller.

[0039] The variation in electrical conductivity can be configured such that the impeller component exhibits a region of relatively high, constant electrical conductivity and a region of relatively low electrical conductivity, with the regions following one another circumferentially. A change in electrical conductivity can be generated by the transition from a region of low electrical conductivity to a region of high electrical conductivity. Conversely, this also applies when the transition occurs from a region of high to a region of low electrical conductivity.

[0040] Relatively high and relatively low can be understood as the ratio of the electrical conductivity of the two areas to each other. In other words, there are two areas along a circumferential direction, one of which has an electrical conductivity that differs from that of the other. One area may have a higher electrical conductivity compared to the other, or conversely, one area may have a lower electrical conductivity compared to the other. Thus, the term "relative" can be understood as the ratio between the two areas. Put another way, the impeller component can have areas with different electrical conductivities.

[0041] It is conceivable that the impeller component has exactly one continuous region of high electrical conductivity and exactly one continuous region of low electrical conductivity along a circumferential direction. In this case, the sensor can detect two changes in electrical conductivity. These can occur when transitioning from a region of low to a region of high electrical conductivity and vice versa. It is also conceivable that the two regions have the same circumferential extent. In this case, the sensor can detect the variation in electrical conductivity every 180 degrees of rotation. This represents a simple and cost-effective design, as the impeller component has only two regions with different electrical conductivities along its circumference.

[0042] It is also conceivable that the areas of high and low electrical conductivity alternate repeatedly along the circumference. Specifically, a configuration could be as follows: a first area of ​​high electrical conductivity, followed by a first area of ​​low electrical conductivity, followed by a second area of ​​high electrical conductivity, followed by a second area of ​​low electrical conductivity, and then repeating with the first area of ​​high electrical conductivity. It is also possible that the areas of high and / or low electrical conductivity have the same extent along one circumferential direction and / or are equidistant. In the described case of two areas of high and two areas of low electrical conductivity, the sensor can detect four variations in electrical conductivity per revolution of the impeller.If the areas are equidistant and have defects, the sensor can detect a variation in electrical conductivity with each 90-degree rotation.

[0043] The areas with high or low electrical conductivity can exhibit different conductivities. That is, the two areas with low electrical conductivity can each have a different electrical conductivity. The same can apply to the areas with high electrical conductivity. In other words, the electrical conductivity can be arbitrary insofar as the direction of the change in electrical conductivity from one area to another is relevant. The magnitude of the change in electrical conductivity can, as mentioned above, depend on the specific sensor, the arrangement, and the implementation of the variation in electrical conductivity. The variation in electrical conductivity can be large enough to be detectable by the sensor for the given setup.The variation in electrical conductivity can be large, which ensures reliable detection.

[0044] The arrangement with multiple alternating areas of varying conductivity can be adapted to any desired number of repetitions. The number of repetitions of the alternating arrangement determines the number of variations in electrical conductivity detected by the sensor. This ensures reliable detection, as the impeller component exhibits multiple alternating areas of different electrical conductivity per revolution. A high number of detected variations allows for a more accurate determination of the impeller speed, particularly when the impeller speed changes between two measurement points. Furthermore, the proposed sensor system can at least reduce the imbalance caused by the permanent magnet in the prior art.

[0045] In another embodiment, the impeller component can have a variation in material thickness along the circumferential direction.

[0046] Material thickness can refer to the thickness of a material within the wheel component. Changes in material thickness can affect electrical conductivity. It's conceivable that variations in material thickness might include a recess in the wheel component, such as a cutout in the wheel rim. Specifically, the recess could be a valve hole in the wheel rim. Using the valve hole to detect variations requires no additional components or manufacturing modifications to the wheel. Recesses can be understood as changes in material thickness or, more generally, as variations in material thickness. These changes in material thickness can be arbitrarily shaped along the circumference. There can be a single change in material thickness. A change in material thickness means that there can be two areas of different material thicknesses along the circumference.Furthermore, a variety of changes to the material thickness are also conceivable.

[0047] The shape of the recess can influence the sensor's placement on or within the propulsion component. Likewise, the sensor's placement on or within the propulsion component can influence the recess's shape. For example, if the sensor is positioned on or within the chainstay, its active surface may be oriented perpendicular to the rotational axis of the wheel component. In this case, the variation in material thickness on one side of the wheel component, such as the rim, facing the sensor, may be shaped accordingly. This can enable the sensor to reliably detect variations in electrical conductivity.

[0048] This design allows for variation in electrical conductivity along the circumference of the impeller component without the need for additional components. Furthermore, the variation in electrical conductivity can be inherent to the impeller component. Thus, the variation in electrical conductivity can be permanent, since the permanent magnet, as described in the prior art, can be lost. This would render the system inoperable.

[0049] In another embodiment, the impeller component can have an electrically conductive element along the circumferential direction, wherein the electrically conductive element is connected to the impeller component.

[0050] The electrically conductive element can be a metallic object. It can also be a multitude of electrically conductive elements. The electrically conductive element can be shaped in such a way that its electrical conductivity is detectable by the sensor. That is, the electrically conductive element can exhibit variations in electrical conductivity.

[0051] The electrically conductive element can be, for example, a metal plate. The choice of electrically conductive element can influence the detectability of the variation. A metal plate, due to its uniform and sufficiently large structure, allows for consistent measurement of electrical conductivity.

[0052] "Connected" can be understood as "arranged" or "arranged." It can refer to a connection on a surface of the impeller component. It can also refer to a connection within the impeller component's material. A connection can be achieved through various methods, such as gluing, soldering, screwing, welding, plug connections, and / or crimp connections. "Connected" can also mean that the impeller component itself is designed as an electrically conductive element. This is conceivable, for example, in the case of a hose valve.

[0053] The electrically conductive element can be connected to the impeller component in such a way that one surface of the electrically conductive element is perpendicular to the active surface of the sensor. This allows for the generation of uniform eddy currents within the electrically conductive element and achieves high measurement accuracy. Generally, the arrangement of the electrically conductive element can depend on the sensor's position on the vehicle. This arrangement can therefore influence the detectability of variations in electrical conductivity.

[0054] Other orientations are also conceivable, whereby the orientation of the electrically conductive element relative to the active surface of the sensor can be taken into account. For example, the electrically conductive element can be arranged on a rim, a tube, or a tire casing.

[0055] The electrically conductive element can have an electrical conductivity that differs from that of one or all of the wheel components. For example, the electrically conductive element can be located on a metallic rim that also has electrical conductivity. In this case, it is conceivable that the electrically conductive element has an electrical conductivity that differs detectably from that of the rim. It is also conceivable that the electrically conductive element and the metallic rim have the same electrical conductivity, and that the placement of the electrically conductive element on the rim causes a detectable change in the electrical conductivity. This can be achieved, for example, by reducing the distance between the electrically conductive element and the sensor.Thus, the electrically conductive element can have an identical or different electrical conductivity than the impeller component.

[0056] It is also conceivable that the electrically conductive element forms the only detectable electrical conductivity along the circumference of the impeller component. For example, all impeller components could be made of a non-electrically conductive material, with only one electrically conductive element arranged along the circumference of an impeller component. This means that as the electrically conductive element enters the sensor's active area, a variation in electrical conductivity can be measured, and as the electrically conductive element exits, a further variation in electrical conductivity can be measured.

[0057] A variety of electrically conductive elements can be arranged accordingly along the circumferential direction to provide a variety of variations in electrical conductivity.

[0058] It is conceivable that the electrically conductive element is a coil, particularly one with an iron core. This can generate a strong change in the magnetic field and thus strong induced eddy currents. The impedance change in the inductive proximity sensor can be amplified. This leads to high detection accuracy of the inductive sensor and a greater measuring distance. Therefore, the inductive proximity sensor and the element exhibiting the variation in electrical conductivity can act as a transmitter and receiver coil, respectively. A high number of coil windings can enhance the detectability of the electrically conductive element, firstly by increasing the generated impedance change in the sensor coil and secondly by increasing the active range due to the higher number of sensor coil windings.

[0059] It is conceivable that the wheel component encompasses the rim and that the electrically conductive element is located on the rim. This arrangement is structurally simple to implement. The rim has no contact with a surface and possesses a stable structure. It is conceivable that the electrically conductive element is located on the side of the rim facing the inner tube. This can reduce the risk of the electrically conductive element becoming detached and thus lost. It is also conceivable that the electrically conductive element is located on the side of the rim opposite the inner tube. This can prevent interaction of the electrically conductive element within a rim-inner tube connection. This can lead to protection against damage, particularly to the inner tube. Furthermore, this arrangement represents a structurally simple design.It is also conceivable that the electrically conductive element is arranged on a flank of the rim and / or a base of the rim. The rim flanks are perpendicular or nearly perpendicular to the rim base. It is also conceivable that the rim base and the rim flanks form a U-shaped configuration.

[0060] The arrangement of the electrically conductive element on the rim base and / or rim flange can depend on the rim design. It is also conceivable that one electrically conductive element is positioned on each of the opposing rim flanges. This can result in high detectability of variations in electrical conductivity for a sensor located in a brake housing, since the brakes and rim flanges can be oriented perpendicular or nearly perpendicular to each other. Particularly for a vehicle with drum brakes, an arrangement of the electrically conductive element that prevents contact with the brake shoes is conceivable.

[0061] It is conceivable that the rim has a recess in which the electrically conductive element is located. It is also conceivable that the rim has multiple recesses along its circumference. This prevents the electrically conductive element from interacting with the rim-tube-tire connection. In particular, this protects the tube from potential damage. Furthermore, this allows for precise manufacturing, reducing the likelihood of the electrically conductive element being lost or becoming detached. Additionally, this arrangement reduces the influence of imbalance, as the electrically conductive element can be completely contained within the rim.For example, the recess can be formed during the creation of a rim profile, allowing the electrically conductive element to be positioned in this recess in a subsequent or later manufacturing step. This shaping can ensure a robust connection between the wheel component and the electrically conductive element.

[0062] It is conceivable that the wheel component comprises a casing, and the electrically conductive element is located on the casing. The casing may include a carcass. The casing can be understood as the wheel component that protects the inner tube from direct contact with the ground and provides a covering for the tube and a connection to the rim. The casing may be connected to the rim in such a way that the inner tube can be positioned within a cavity formed by the rim and the casing. The casing may be made of rubber or a rubber compound.

[0063] This ensures good durability and ease of attachment of the electrically conductive element to the impeller component. Depending on the sensor's orientation, placing the electrically conductive element on the casing can ensure a sufficiently small distance between the element and the sensor. It is also possible to position the electrically conductive element within the casing.

[0064] It is also conceivable that the electrically conductive element is located on the inside of the sheath. This inside can be the side of the sheath facing the hose or in contact with the hose. This would prevent the loss of the electrically conductive element and also protect it from external damage.

[0065] It is also conceivable that the electrically conductive element is located within the tire casing. This could also mean that the electrically conductive element is located within the tire carcass. This arrangement would result in good detectability, as the distance between the sensor and the electrically conductive element is sufficiently small. Furthermore, the electrically conductive element has no effect on the rim-tube-tire connection.

[0066] It is conceivable that the impeller component comprises a hose, with the electrically conductive element attached to the hose. The electrically conductive element could be located on a radially outer surface of the hose. An arrangement is conceivable that replaces the electrically conductive element with each hose replacement. This could ensure the continued functionality of the sensor system.

[0067] The electrically conductive element can include a valve in the hose. No other unused components are required for this. This can reduce costs and prevent any impact on the structural integrity of the impeller.

[0068] It is also conceivable that the electrically conductive element comprises one or a multitude of spokes.

[0069] In general, the arrangements described here can ensure a distance between the electrically conductive element and the sensor, so that the electrically conductive element is within the active area of ​​the sensor and thus the variation in electrical conductivity can be detected.

[0070] In another embodiment, the electrically conductive element can include an NFC chip.

[0071] An NFC chip, also called an NFC tag, can consist of a coil and a memory module. The coil acts as an electrically conductive element. When the coil is detected, the data stored in the memory module can be read. This allows additional data to be transmitted when the sensor detects a device. In the case of an NFC tag, the sensor can function as an NFC reader to access the information stored in the tag's memory. This data can include information such as torque, rotational speed, temperature, and / or tire pressure of the wheel.

[0072] Another aspect concerns a wheel comprising a rim, a tube and a tire, whereby the wheel exhibits a variation in electrical conductivity along a circumferential direction.

[0073] Depending on the sensor's placement, one of the wheel components—that is, the rim, tire, and / or inner tube—may exhibit a variation in electrical conductivity. It is also conceivable that the wheel comprises one or more spokes, and that one or more of these spokes exhibit the variation in electrical conductivity.

[0074] Another aspect concerns a device for detecting the speed of a vehicle, comprising a sensor system and a control unit as described above, wherein the control unit is configured to determine the speed of the vehicle based on a detected change in electrical conductivity.

[0075] A speed detection device can convert the variation in electrical conductivity detected by the sensor of the sensor system into a vehicle speed using the control unit. The control unit can receive and process the data transmitted by the sensor for this purpose.

[0076] The detected change in electrical conductivity can be directly converted into a velocity by the control unit. It is also conceivable that, for example, the control unit could determine the vehicle's acceleration based on the detected change in electrical conductivity and, based on the acceleration, determine the vehicle's velocity. The device enables the determination of the vehicle's additional velocity and acceleration states.

[0077] Speed ​​detection also enables the identification of changes in speed. This speed detection can be used for further, related applications. For example, a driver can be alerted to a speeding violation via a display device that communicates with the control unit.

[0078] Another aspect concerns a device for controlling a propulsion component of a vehicle, comprising a speed detection device and a control unit, wherein the control unit is configured to control the propulsion component based on a speed determined by the control unit.

[0079] The propulsion component can be, for example, the vehicle's engine, transmission, braking system, chassis, and / or steering system. Generally, the propulsion component can be any component of the vehicle that affects or can affect the vehicle's movement.

[0080] The device for controlling the propulsion component can thus, based on the speed determined by the control unit, control the propulsion component in such a way as to achieve the desired result. This control can be effected via an actuator and, for example, result in the vehicle braking. For instance, if a speed limit is detected, the control unit can control the motor so that no additional power is supplied. In this way, the vehicle can be slowed down by rolling and air resistance. It is also conceivable that the control unit could control the vehicle's braking system in such a way that braking occurs and the speed is actively and selectively reduced.

[0081] Controlling can also mean regulating. Regulating can be a dynamic process involving continuous measurement and adjustment. This could, for example, be a comparison of an actual value with a target value. Controlling can be the setting of a specific value that is adjusted independently of continuous measurements or adjustments.

[0082] The described device can enable control and thus active influence on the vehicle. This can be used to ensure compliance with speed limits, especially for e-bikes or pedelecs. The device can therefore represent an effective means of ensuring speed limits are observed.

[0083] Another aspect concerns a vehicle comprising a sensor system as described above, at least one wheel as described above, and a device for controlling a locomotion component of the vehicle.

[0084] Advantages and features described for the devices also apply to the method and vice versa. These are therefore described only once.

[0085] The same applies to a method for determining the wheel speed of a vehicle. The method comprises the step of detecting a change in electrical conductivity and the step of determining a wheel speed based on the detected change in electrical conductivity.

[0086] This also applies to a method for detecting the speed of a vehicle. The method comprises the step of determining the wheel speed of the vehicle using the method described above and the step of determining the vehicle's speed based on the determined wheel speed.

[0087] This also applies to a method for controlling a vehicle's propulsion component based on a determined speed. The method comprises the step of determining the vehicle's speed using the method described above and the step of controlling the vehicle's propulsion component based on the determined speed. Fig. Figure 1 schematically shows a sensor system according to one embodiment; Fig. 2 schematically shows a sensor system according to a further embodiment; Fig. Figures 3 to 8 show a schematic cross-section through an impeller according to various embodiments; Fig. Figure 9a shows a schematic cross-section through a wheel with an NFC tag; Fig. Figure 9b shows a schematic view of an NFC tag; Fig. Figure 10 schematically shows a side view of a running wheel; Fig. Figure 11 schematically shows an e-bike; Fig. Figure 12 schematically shows a device for controlling a locomotion component; and Fig. Figure 13 schematically shows a method for controlling a propulsion component of a vehicle.

[0088] Fig. Figure 1 schematically shows a sensor system 6 according to one embodiment. The sensor system 6 comprises a sensor device 1 for detecting the wheel speed of a vehicle 2 and a wheel component 4. The sensor device 1 includes a sensor 3. The wheel component 4 is, in this case, a rim 12. The rim 12 exhibits a variation in electrical conductivity along a circumferential direction 7. Examples of the variations in electrical conductivity are shown in the following. Fig. 3 to 9b shown.

[0089] Sensor 3 is designed as an inductive proximity sensor and is configured to detect variations in the electrical conductivity of the rim 12. Furthermore, sensor 3 is configured to be positioned on or in a vehicle component (not shown) such that these variations in electrical conductivity can be detected. For this purpose, sensor 3 is positioned such that an active surface 20 of sensor 3 is directed towards the wheel component 4 exhibiting the variation in electrical conductivity, i.e., the rim 12. This ensures that the variation in electrical conductivity can be detected by sensor 3. The rim 12 is thus located within an active area of ​​sensor 3.

[0090] The variation in electrical conductivity is shaped such that the rim 12 has two regions 21, 22. The two regions 21, 22 follow each other in the circumferential direction 7, as shown in Fig. Figure 1 shows that one area, 21, has a lower electrical conductivity compared to the second area, 22.

[0091] As the wheel component 4 rotates along the circumferential direction 7, the sensor 3 continuously detects the electrical conductivity of the two areas 21 and 22 of the rim 12. The inductive proximity sensor 3 generates an electromagnetic field that permeates the rim 12. This induces eddy currents in an area of ​​the rim that lies within the detection range of the sensor 3. A counter-magnetic field is generated, which draws energy from an oscillator that generates an alternating electromagnetic field via a resonant circuit. This energy draw causes a change in the impedance of the coil, and if this change exceeds a predefined threshold, a variation in electrical conductivity is inferred.

[0092] In this case, sensor 3 detects that the rim 12 with the area 21 of low electrical conductivity is located within the sensor's active area. Due to the constant electrical conductivity in the first area 21 of the rim 12 and the constant distance of the first area 21 to sensor 3, the impedance change is zero.

[0093] As the rim 12 continues to rotate, the second section 22 of the rim 12 enters the active area. Due to the change in electrical conductivity, the coil experiences an impedance change while the distance between sensor 3 and rim 12 remains constant. The higher, but constant, electrical conductivity in the second section 22 induces stronger eddy currents, which increase the generated opposing field and counteract the magnetic field of sensor 3. This leads to a higher resistance and a decrease in the coil's inductance. As a result, the coil's impedance increases, causing a change in its impedance. This change can be converted into a signal by the inductive proximity sensor 3 after detection.

[0094] As the rim 12 continues to rotate, a further change in electrical conductivity occurs within the active area of ​​the sensor 3. This occurs when the electrical conductivity changes from a higher level in the second area 22 back to a lower level in the first area 21. This change between areas 21 and 22 is detected by the inductive proximity sensor 3 through a decrease in impedance and thus a change in the impedance of the coil.

[0095] The rotation of the rim 12 is determined based on the recurring impedance changes and known dimensions of the area. Knowing the dimensions of the wheel 11, which encompasses the rim 12, allows the speed of the wheel 11, and thus of the vehicle 2, to be calculated.

[0096] Fig. Figure 2 schematically shows a sensor system 6 according to a further embodiment, wherein in comparison to Fig. 1 only the dimensions of areas 21, 22 of different electrical conductivity were changed.

[0097] In Fig. 2. The two areas 21, 22 of the rim 12 have the same extent along a circumferential direction 7. Both areas extend 180 degrees along the circumferential direction 7. With each rotation of the rim 12 by 180 degrees, a change in the impedance of the coil is detected, and thus a variation in the electrical conductivity is detected.

[0098] The Fig. Figures 3 to 9b show different embodiments of the variation in electrical conductivity. These embodiments can be combined, particularly since more than one inductive proximity sensor 3 is conceivable, and thus different arrangements or configurations of the variation in electrical conductivity can be combined.

[0099] The section view is available in all Fig. Figures 3 to 9a are identical, so this will be explained once and for the individual figures only the different forms of variation in electrical conductivity will be discussed.

[0100] The wheel 11 in the Fig. Figures 3 to 9a are a schematic representation of a wheel 11 of an e-bike 2.

[0101] The Fig. Figures 3 to 9a show a cross-section through the wheel 11 comprising a rim 12, an inner tube 13, and a tire 14. The rim 12 comprises a rim base 12a and a rim flange 12b. The rim flange 12b is located on opposite sides of the rim base 12a. The rim base 12a thus forms the connection between the rim flanges 12b and consequently provides structure to the wheel 11. The inner tube 13 is positioned between an inner surface 30 of the tire and the rim 12 such that, when inflated, the inner tube 13 presses the tire 14 against the rim flange 12b and thus secures it.

[0102] Fig. Figure 3 shows a schematic cross-section through a wheel 11 according to one embodiment, wherein the rim 12, as a wheel component 4, has a variation in material thickness 8 along the circumferential direction 7. In this case, the material thickness 8 is the thickness of a rim flank 12b. This thickness changes along the circumferential direction 7, so that the coil of the inductive proximity sensor 3 experiences a change in impedance when the rotating rim 12 passes through the active area of ​​the sensor 3.

[0103] In Fig. Figure 4 shows the schematic cross-section through the impeller 11 according to a further embodiment.

[0104] In this embodiment, the rim flange 12b has a constant material thickness 8. For this purpose, an electrically conductive element 9 in the form of a metal plate 9 is arranged on an outer surface 29 of the rim flange 12b. When the metal plate 9 is within the active range of the inductive proximity sensor 3, this is detected by the sensor, and a variation in electrical conductivity is recorded. The same occurs when the metal plate 9 leaves the active range of the inductive proximity sensor 3. The metal plate 9 is connected to the outer surface 29 of the rim flange 12b at a contact side 28.

[0105] A sensor 3 in the Fig. 3 and Fig. 4 is oriented such that the active surface 20 runs as parallel as possible to a surface of the metal plate opposite the contact side 28. This orientation generates a strong impedance change and thus effective detectability of the metal plate 9, since a large area of ​​the metal plate 9 is penetrated by the inductive proximity sensor. For this arrangement, the sensor device 1 is located in a housing (not shown) of a brake system of the e-bike 2.

[0106] Fig. Figure 5 shows an embodiment in which the electrically conductive element 9 is arranged at the rim base 12a.

[0107] The electrically conductive element 9 is a metal plate 9. Compared to Fig. 4. The metal plate 9 can be identical but rotated by 90 degrees. This rotation of the metal plate 9 changes the arrangement of the inductive proximity sensor 3 according to the Fig. 3 and Fig. 4 is less effective at detecting the variation because the area penetrated by the inductive proximity sensor 3 is smaller. Therefore, for such an arrangement of the electrically conductive element 9, as in Fig. 3, a 90-degree rotated arrangement of the inductive proximity sensor 3 is more effective. This would realign the active surface 20 and the surface of the electrically conductive element 9 opposite the contact side 28 parallel to each other. The sensor device 1, comprising the inductive proximity sensor 3, is arranged in a mid-motor housing of the e-bike 2 (not shown).

[0108] This arrangement of the inductive proximity sensor 3 is based on the further Fig. 6 and Fig. 7 transferable.

[0109] In the Fig. 6 is the electrically conductive element 9 on a different impeller component 4 than in the Fig. 4 and Fig. 5. The electrically conductive element 9 is arranged as a metal plate 9 in the casing 14. This arrangement results in a small measuring distance between the metal plate 9 and the sensor 3 in the mid-motor housing and ensures good detection of the variation in electrical conductivity.

[0110] Fig. Figure 7 shows an electrically conductive element 9 in the form of a metal plate 9, which is arranged on the hose 13.

[0111] In Fig. Figure 8 shows a recess 27 in the rim 12 and an electrically conductive element 9 is arranged in the recess 27.

[0112] The recess 27 alone would already provide a variation in material thickness 8, making the variation in electrical conductivity detectable. The use of an electrically conductive element 9 amplifies the impedance change and thus the detectability of the variation in electrical conductivity.

[0113] In Fig. 9a shows an arrangement that corresponds to the one in Fig. 4 shown corresponds to the electrically conductive element 9 in Fig. 9a is an NFC chip 10.

[0114] Fig. Figure 9b shows a schematic view of an NFC chip 10. The NFC chip 10 comprises a coil 23 and a memory 24. For this arrangement, the sensor 3 is designed as an NFC reader, and by detecting the variation in electrical conductivity, the NFC chip 10 additionally transmits the information stored on the memory 24 to the NFC reader. Fig. Figure 10 shows a schematic side view of a wheel 11 comprising a rim 12, a tire 14, a tube 13 and a multitude of spokes 26. Fig. Figure 11 schematically shows an e-bike 2 comprising a device for controlling 17 a propulsion component 18 of the e-bike 2.

[0115] The e-bike 2 comprises a mid-drive motor 18a, which is arranged in a mid-drive motor housing 25. The control device 17 is also arranged in the mid-drive motor housing 25. With reference to the Fig. 12, the control device 17 comprises a speed detection device 15, which includes a control unit 16 and a sensor system 6. The control device 17 also comprises a control unit 19, as shown in Fig. 11 shown.

[0116] The sensor system 6 in Fig. 12 comprises a sensor 3 and a wheel component 4. The sensor 3 detects a variation in the electrical conductivity of a wheel component 4. Based on the sensor signal, a wheel rotation speed of the wheel 11 is determined, and based on this, the control unit 16 determines a speed of the e-bike 2.

[0117] If the e-bike exceeds 2 in Fig. 11. A prescribed maximum speed is reached by means of the control unit 19, which controls an actuator in a braking system 18b, causing the e-bike 2 to decelerate to a speed below the prescribed maximum speed. The control unit 19 also controls the energy supply to the mid-drive motor 18a in such a way as to prevent the prescribed maximum speed from being exceeded.

[0118] This eliminates the need for complex wiring of the sensor device 1, the control unit 19 and the control unit 16 with the mid-motor 18a, as all are arranged inside the mid-motor housing 25.

[0119] For the implementation arrangement of sensor 3 in Fig. 11 are embodiments of the Fig. 5 to 7 are effective for measuring the variation in electrical conductivity. Fig. Figure 12 shows a device for controlling 17, in a manner related to the Fig. 1 and Fig. 2 identical views.

[0120] The sensor device 1, the control unit 16 and the actuator 19 are communicatively connected to each other, so that a Fig. The procedure shown in section 13 can be carried out.

[0121] Fig. Figure 13 schematically shows a method for controlling a propulsion component 18 of a vehicle 2.

[0122] In a first step S1, a change in electrical conductivity is detected by sensor 3. Based on this detected change, the wheel speed of vehicle 2 is determined in a second step S2. These two steps constitute a procedure for determining the wheel speed of vehicle 2.

[0123] In a subsequent step S3, the control unit 16 determines the speed of vehicle 2 based on the measured wheel speed of vehicle 2. This further process step, together with steps S1 and S2, forms a procedure for speed detection of vehicle 2.

[0124] In step S4, which follows step S3, the propulsion component 18 of vehicle 2 is controlled based on the speed determined in step S3. Steps S1 to S4 constitute the procedure for controlling a propulsion component 18 of vehicle 2. Reference sign 1 Sensor device 2 vehicles, e-bike 3 Sensor 4 Wheel components 5 Components of the vehicle 6 Sensor system 7 Circumferential direction 8 Material thickness 9 electrically conductive element 10 NFC chips 11 Balance bike 12 rim 12a Rim base 12b rim sidewall 13 hose 14 Sheath / Carcass 15 Device for speed detection 16 Control unit 17 Device for control 18 Locomotion component 18a Mid-engine 18b braking system 19 Control unit 20 Active Area 21 Area of ​​the wheel component 22 Area of ​​the wheel component 23. Coil of the NFC chip 24 memory locations of the NFC chip 25 Mid-engine housing 26 spokes 27 recess 28 Contact page 29 Outer side of the rim 30 Inside of the coat S1 Detecting a change in electrical conductivity S2 Determining a wheel speed S3 Determining the vehicle's speed S4 Controlling the vehicle's propulsion component QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 6296072 B1

[0002]

Claims

[1] Sensor device (1) for detecting a wheel rotation speed of a vehicle (2), comprising a sensor (3), wherein the sensor (3) is configured to detect a variation in an electrical conductivity of a wheel component (4) and the sensor (3) is configured to be arranged on or in a component (5) of the vehicle in such a way that the variation in the electrical conductivity is detectable. [2] Sensor device (1) according to claim 1, wherein the sensor (3) is an inductive proximity sensor (3). [3] Sensor system (6) comprising a sensor device (1) according to one of the preceding claims and an impeller component (4), wherein the impeller component (4) has the variation in electrical conductivity along a circumferential direction (7). [4] Sensor system (6) according to claim 3, wherein the impeller component (4) has a variation in material thickness (8) along the circumferential direction (7). [5] Sensor system (6) according to one of claims 3 or 4, wherein the impeller component (4) has an electrically conductive element (9) along the circumferential direction (7), wherein the electrically conductive element (9) is connected to the impeller component (4). [6] Sensor system (6) according to claim 5, wherein the electrically conductive element (9) comprises an NFC chip (10). [7] Wheel (11) comprising a rim (12), a tube (13) and a tire (14), wherein the wheel (11) has a variation in electrical conductivity along a circumferential direction (7). [8] Device (15) for speed detection of a vehicle (2), comprising a sensor system (6) according to one of claims 3 to 6 and a control unit (16), wherein the control unit (16) is configured to determine a speed of the vehicle (2) based on a detected change in electrical conductivity. [9] Device (17) for controlling a propulsion component (18) of a vehicle (2), comprising a device (15) according to claim 8 and a control unit (19), wherein the control unit (19) is configured to control the propulsion component (18) based on a determined speed of the control unit (16). [10] Vehicle (2) comprising a sensor system (6) according to any one of claims 3 to 6, at least one wheel (11) according to claim 7 and a device (17) according to claim 9. [11] Method for determining the wheel speed of a vehicle (2) comprising the steps: Detecting a change (S1) in electrical conductivity; Determining a wheel speed (S2) based on the detected change in electrical conductivity. [12] Method for speed detection of a vehicle (2) comprising the steps: Determining a wheel speed (S2) of the vehicle (2) using the method according to claim 11; Determining a speed (S3) of the vehicle (2) based on the determined wheel speed. [13] Method for controlling a propulsion component (18) of a vehicle (2) based on a determined speed; comprising the steps: Determining a speed (S3) of the vehicle (2) using the method according to claim 12; Controlling the movement component (S4) of the vehicle (2) based on the determined speed.

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