Electric transport vehicle and associated process

Abstract

The invention relates to a vehicle capable of transporting a driver and a load, comprising in particular: an accelerator configured to generate an accelerator signal (S); a mass measurement device (91) configured to determine a mass associated with the vehicle (M) dependent on the mass of said load when a load is transported by said vehicle; a speed measurement device (96) configured to measure a speed associated with the vehicle (Vv); a control element (10) configured to determine a motor setpoint (Cm) as a function of said mass associated with the vehicle, said accelerator signal, and the speed associated with the vehicle, and then transmit said motor setpoint to said at least one electric motor. Figure to be published for the abstract: Figure 2

Description

Title of the invention: Electric transport vehicle and associated method. Technical field of the invention

[0001] The present invention relates to the technical field of electric vehicles, and more particularly to vehicles capable of carrying a heavy load. State of the art

[0002] Vehicles capable of transporting a driver and a heavy load are known. A heavy load is defined as a load exceeding 100 kg.

[0003] A vehicle of this type generally includes an electric motor configured to drive the wheels of said vehicle so as to move said vehicle at a speed and acceleration at a time t.

[0004] A vehicle of this type also includes an electrical energy storage unit configured to supply electricity to the electric motor. Finally, a vehicle of this type includes an accelerator configured to generate an accelerator signal.

[0005] During operation, when an accelerator signal is given, the vehicle behaves differently depending on the load it is carrying. Indeed, acceleration will be greater if the vehicle is empty than if it is carrying a heavy load. The vehicle's behavior is therefore difficult for the driver to predict.

[0006] Furthermore, the driver physically feels the effect of the acceleration. This sensation can, under certain conditions, prove dangerous, particularly by surprising the driver in the event of sudden acceleration when the vehicle is moving unladen. This sensation can also cause frustration for the driver when the vehicle is moving with a heavy load and the acceleration is much lower than when unladen.

[0007] This technical problem is directly related to the specificity of this type of vehicle, in particular, the fact that the vehicle firstly has an electric motor, and secondly is intended to transport heavy loads.

[0008] Faced with this situation, the invention aims to provide an electric vehicle that is safer, more comfortable and more intuitive to drive, while controlling the energy consumption of said vehicle. Summary of the invention

[0009] According to a first aspect, the invention relates to a vehicle capable of transporting a driver and a load comprising: • at least one electric motor configured to drive at least one wheel of said vehicle so as to move said vehicle at a speed and acceleration at a time t; • an electrical energy storage system configured to supply electricity to said at least one electric motor; • an accelerator configured to generate an accelerator signal; the vehicle being characterized in that it comprises: • a mass measurement device configured to determine a mass associated with the vehicle that is dependent on the mass of said load when a load is transported by said vehicle, • a speed measuring device configured to measure a speed associated with the vehicle, • a control unit configured to determine a motor setpoint based on said mass associated with the vehicle, said accelerator signal, and the speed associated with the vehicle, and then transmit said motor setpoint to said at least one electric motor.

[0010] The control unit, by generating a motor command based on the vehicle's mass and speed, regulates acceleration so that the acceleration level of an unladen vehicle is moderately higher than the acceleration level of a laden vehicle. This makes the vehicle's behavior more predictable for the driver, firstly by preventing sudden accelerations when the vehicle is traveling with a light load, and secondly by reducing the difference in acceleration between traveling with a heavy load and traveling with a light load. Consequently, the driver experiences similar driving sensations whether the vehicle is traveling with a heavy or light load. The driver nevertheless perceives a slight difference that allows them to be aware of whether the vehicle is traveling unladen or laden.The driver, aware that the vehicle is loaded, will avoid sudden changes of direction that could cause it to roll over. Thanks to this dual advantage of smoothing acceleration and maintaining a sense of load, the vehicle is safer, more comfortable, and more intuitive to drive. Furthermore, limiting acceleration overperformance when the vehicle is empty or lightly loaded saves electrical energy, which can then be redistributed later when the vehicle is carrying a heavy load. The control system allows for better distribution of electrical energy consumption according to the vehicle's weight. In doing so, the control system raises awareness and guides the driver towards adopting eco-driving practices.

[0011] According to one embodiment, the accelerator is a pedal-operated generator configured to: • charge the electrical energy storage unit and / or supply electricity to at least one electric motor, • generate the accelerator signal.

[0012] One advantage is to allow the accumulator to be charged and / or to generate an accelerator signal by the driver's pedaling.

[0013] According to one embodiment, the mass measurement device is configured to determine a mass associated with the vehicle that also depends on the mass of the driver.

[0014] One advantage is to improve the efficiency of the control unit by taking into account an additional variable mass. Indeed, the driver's mass can vary from one driver to another and therefore influence the vehicle's acceleration.

[0015] According to one embodiment, the vehicle includes a presence detector configured to detect the presence of a driver inside the vehicle, and includes a trigger configured to trigger the determination of said mass associated with the vehicle when said presence detector detects the presence of a driver inside said vehicle.

[0016] One advantage is to ensure that the mass of the driver is taken into account in determining the mass associated with the vehicle.

[0017] According to one embodiment, on the one hand, the vehicle includes a slope measuring device configured to measure the angle of the slope on which said vehicle is located, and on the other hand, the control element is configured to determine said engine setpoint as a function of the mass associated with the vehicle, the accelerator signal, and possibly the speed associated with the vehicle, and said measured angle of the slope.

[0018] One advantage is to improve the efficiency of the control unit by taking into account an additional variable, namely the angle of the slope on which the vehicle is located. Indeed, the angle of the slope can influence the performance, and in particular the acceleration, of the vehicle for a constant value of the intensity of the electric current to be delivered to the electric motor.

[0019] According to one embodiment, on the one hand, the vehicle includes a wind measurement device configured to measure the force exerted by the wind on said vehicle, and on the other hand, the control element is configured to determine said engine setpoint as a function of the mass associated with the vehicle, the accelerator signal, and possibly the speed associated with the vehicle, possibly the angle of the slope, and said force exerted by the measured wind.

[0020] One advantage is to improve the efficiency of the control unit by taking into account an additional variable, namely the force exerted by the wind on the vehicle. Indeed, the force exerted by the wind can influence the performance, and in particular the acceleration, of the vehicle for a constant value of the electric current delivered to the electric motor.

[0021] According to another aspect, the invention relates to a method for controlling the engine of a vehicle capable of transporting a driver and a load, said vehicle comprising: • at least one electric motor configured to drive at least one wheel of said vehicle so as to move said vehicle at a speed and acceleration at a time t; • an electrical energy storage system configured to supply electricity to said at least one electric motor; the process being characterized in that it comprises the following steps: • a) determine a mass associated with the vehicle dependent on the mass of said load when a load is transported by said vehicle, as the first variable; • b) generate an accelerator signal, as a second variable; • c) determine a speed associated with the vehicle, as a third variable • d) determine a motor setpoint based on said variables, • e) transmit said motor command to said at least one electric motor.

[0022] One advantage of the method is that, by generating a motor command based on the mass and speed of the vehicle, it allows the acceleration to be regulated so that the acceleration level of the vehicle moving unloaded is moderately higher than the acceleration level of the vehicle moving with a load. The vehicle's behavior is thus more predictable for the driver, firstly, by avoiding sudden accelerations when the vehicle is moving with a light load, and secondly, by reducing the difference in acceleration between moving with a heavy load and moving with a light load. The driver therefore experiences similar driving sensations, whether the vehicle is moving with a heavy or light load.The driver, however, feels a slight difference that allows them to be aware of whether the vehicle is empty or loaded. Being aware that the vehicle is loaded, the driver will avoid sudden changes of direction that could risk tipping the vehicle over. Thanks to this dual advantage of smoother acceleration and maintaining a sense of load, the vehicle is safer, more comfortable, and more intuitive to drive.

[0023] According to one embodiment, the process comprises the step: h) adjust the value of the motor electric current intensity according to said motor setpoint.

[0024] One advantage is to allow the use of commercially available motors equipped with a pre-actuator.

[0025] According to one embodiment, the process comprises the step: a') determine a mass associated with the vehicle also dependent on the mass of the driver.

[0026] One advantage is to improve the efficiency of the motor control method by taking into account an additional variable mass. Indeed, the mass of the driver can vary from one driver to another and therefore influence the acceleration obtained.

[0027] According to one embodiment, step a) comprises the following substep: al) determine said mass associated with the vehicle when said vehicle is stationary.

[0028] One advantage is to allow for savings in electrical energy by limiting the number of measurements of the mass associated with the vehicle.

[0029] According to one embodiment, step a) comprises the following substep: a2) determine the said mass associated with the vehicle when the vehicle is in motion: • measuring a mass associated with the moving vehicle, • correcting the measurement in order to compensate for the kinetic and dynamic effects related to the movement of said vehicle and impacting the measurement.

[0030] One advantage is to allow the determination of the mass associated with the moving vehicle. Description of the figures

[0031] Other features and advantages of the invention will become apparent from the detailed description below of particular embodiments of the invention, given by way of example, but not limitation, with reference to the accompanying drawings which illustrate: [Fig.1] is a schematic view of one embodiment of the vehicle that is the subject of the invention; [Fig.2] is a schematic view of one embodiment of the engine control system of the vehicle that is the subject of the invention. Detailed description

[0032] According to a first aspect, with reference to [Fig. 1], the invention relates to a vehicle 1 capable of transporting a driver and capable of transporting a load. The load may be in the form of one or more objects.

[0033] According to one embodiment, the vehicle 1 is capable of transporting a maximum mass load of 300 kg.

[0034] In alternative embodiments, the vehicle 1 is capable of transporting a maximum mass load of 100 kg, 150 kg, 200 kg, 250 kg, 350 kg, or any other maximum mass compatible with the vehicle 1.

[0035] According to one embodiment, the vehicle 1 comprises a platform intended to receive at least part of the load. The platform includes, for example, lateral edges.

[0036] According to an embodiment illustrated in [Fig.1], the platform comprises side walls 2 and a roof 3.

[0037] According to one embodiment, one or more removable elements can be mounted on the platform. In this example of embodiment, the removable element(s) are considered to be part of the load.

[0038] According to one embodiment, the removable element(s) include removable side panels.

[0039] According to one embodiment, the element(s) include a removable roof.

[0040] According to one embodiment, the element(s) comprise lateral edges removable.

[0041] One advantage is to allow the mounting / dismounting of walls, a roof and / or side edges on the platform.

[0042] According to one embodiment, the vehicle 1 has roof bars designed to support at least part of the load. The roof bars consist of two longitudinal bars connected by crossbars. Each bar is equipped with at least two mounting plates. These plates are attached to the roof of the vehicle 1. When the vehicle 1 does not have roof bars, the platform can preferably support the entire load.

[0043] With reference to [Fig.2], the vehicle 1 includes at least one electric motor 4 configured to drive at least one wheel 5 of the vehicle 1 so as to move said vehicle at a speed and acceleration at a time t.

[0044] Acceleration can have a positive value and induce an increase in the speed of vehicle 1. This will be referred to as "positive acceleration".

[0045] Acceleration can also have a negative value and induce a reduction in the speed of vehicle 1. This is referred to as "negative acceleration", or even "deceleration".

[0046] The at least one electric motor 4 is preferably an alternating current (AC) motor. The at least one AC electric motor 4 may be a synchronous or asynchronous motor. When the at least one electric motor 4 is AC, said at least one electric motor may be equipped with a converter configured to convert a direct current (DC) motor current Im into an alternating current (AC) motor current. This is particularly the case when the at least one electric motor 4 is powered by the electrical energy storage unit 7. In the following description, the values ​​of the motor current Im are the values ​​of the DC current input to said converter. The at least one electric motor 4 can, therefore, be powered by a motor current Im with an intensity between 0 A and 400 A.The higher the value of the electric current Im, the greater the mechanical torque transmitted by the at least one electric motor 4 to the wheel(s) 5. An increase in the electric current Im therefore induces a positive acceleration of vehicle 1. The greater this increase, the greater the positive acceleration. Conversely, a decrease in the electric current Im induces a negative acceleration of vehicle 1. The greater this decrease, the greater the negative acceleration. During braking, it is also possible to reverse the direction of the electric current from the at least one electric motor 4 and use said electric motor as a generator. The measured electric current Im will then be negative.The electric current intensity Im can, for example, be between -200 A and 0 A. When operating as an electric power generator, the electric motor 4 can be configured to charge the electric energy accumulator 7 described later. This is called "regenerative braking".

[0047] Each electric motor 4 can also be equipped with a reducer arranged between the motor shaft and the wheel or wheels it drives.

[0048] According to one embodiment, with reference to [Fig.1], the vehicle 1 comprises two wheels 5 driven by at least one electric motor 4. These are referred to as "drive wheels".

[0049] According to one embodiment, the vehicle 1 comprises a single electric motor 4 capable of driving the two wheels 5.

[0050] According to one embodiment, the vehicle 1 comprises two electric motors 4, each capable of driving one, respectively, the other wheel 5.

[0051] According to one embodiment, the vehicle 1 includes an electric motor 4 capable of driving a single wheel 5. This is, in particular, the case for a tricycle with a single drive wheel.

[0052] According to a preferred embodiment, the wheel or wheels 5 are arranged at the rear of the vehicle 1, as shown in [Fig. 1]. The vehicle 1 comprises, for example, a rear running gear including the wheel or wheels 5.

[0053] In an alternative embodiment not shown, the wheel or wheels 5 are arranged at the front of the vehicle 1. The vehicle 1 includes, for example, a front running gear comprising the wheel or wheels 5.

[0054] According to one embodiment, the vehicle 1 comprises a plurality of free wheels 6. By "free" means that the free wheels 6 are not driven by at least one electric motor 4.

[0055] The free wheels 6 are preferably arranged at the front of the vehicle 1, as shown schematically in [Fig. 1]. The front running gear of the vehicle 1 includes, for example, the free wheels 6.

[0056] In an alternative embodiment not shown, the free wheels 6 are arranged at the rear of the vehicle 1. In this case, the rear running gear of the vehicle 1 includes, for example, the free wheels 6.

[0057] In another embodiment, the vehicle 1 has four wheels 5 driven by at least one electric motor 4, two of the wheels 5 being arranged at the front of said vehicle 1, and the other two wheels 5 being arranged at the rear of said vehicle 1.

[0058] According to one embodiment, the vehicle 1 comprises a single electric motor 4 capable of driving the four wheels 5.

[0059] According to one embodiment, the vehicle 1 comprises two electric motors 4, a first electric motor 4 being able to drive the two front wheels 5 and a second electric motor 4 being able to drive the two rear wheels 5.

[0060] According to one embodiment, the vehicle 1 comprises four electric motors 4, each capable of driving one of the wheels 5.

[0061] With reference to [Fig.2], the vehicle 1 includes an electrical energy accumulator 7 configured to supply at least one electric motor 4 with electricity.

[0062] According to one embodiment, the electrical energy accumulator 7 comprises at least one battery.

[0063] According to one embodiment, the electrical energy accumulator 7 comprises at least one supercapacitor.

[0064] According to other embodiments, the electrical energy accumulator 7 comprises a combination of batteries and / or a combination of supercapacitors.

[0065] With reference to [Fig.2], vehicle 1 may include a pedal-powered generator 8.

[0066] According to one embodiment, the pedal-powered generator 8 can be configured to charge the electrical energy accumulator 7.

[0067] One advantage is to allow the vehicle 1 to increase its range while limiting the size and mass of the electric energy storage unit 7. Vehicle 1 is thus lighter than a traditional electric vehicle, but also more environmentally friendly, as it requires less potentially polluting material for its manufacture, less electrical energy to move, because it is lighter, and less electrical energy from the electrical grid for its recharging.

[0068] Another advantage is that it raises the driver's awareness of the energy requirements of vehicle 1. Indeed, the driver is active and must exert continuous effort to keep vehicle 1 moving. They then become aware of the energy requirements of vehicle 1 and tend to limit themselves to strictly necessary journeys in order to conserve energy. Vehicle 1 therefore tends to be used more efficiently than a traditional electric vehicle and thus consumes even less electrical energy.

[0069] According to one embodiment, the pedal generator 8 is configured to supply electricity to at least one electric motor 4. This supply of electricity to at least one electric motor 4 can be carried out independently, or in combination, with the supply of electricity to at least one electric motor 4 by the electrical energy storage unit 7.

[0070] Vehicle 1 includes an accelerator configured to generate an accelerator signal S.

[0071] In one embodiment, the accelerator function can be implemented by the pedal generator 8. In this case, the pedal generator 8 is configured to generate an accelerator signal S.

[0072] According to a preferred embodiment, the accelerator signal S is, for example, in the form of a measurement of the rotational speed of the pedals Vr. This will be referred to hereafter as the "accelerator signal S in speed". The pedal generator 8 can then be equipped with a tachometer configured to measure the rotational speed of the pedals Vr, an optical or magnetic rotational speed sensor, or any other rotational speed sensor suitable to those skilled in the art.

[0073] In one embodiment, the measurement of the rotation speed of the pedals Vr can be expressed in revolutions per minute.

[0074] In one embodiment, the pedal rotation speed Vr can be expressed as a percentage. This percentage can, for example, vary between 0% and 100%. The value 0% can correspond to a pedal rotation speed Vr of 0 rpm, i.e., when the pedals are at rest. The value 100% can correspond to a pedal rotation speed Vr equal to or greater than a maximum rotation speed threshold value Vrmax. This maximum rotation speed threshold value Vrmax can, for example, be set at 113 rpm.

[0075] In other embodiments, the measurement of the rotation speed of the pedals Vr can be expressed in any other form suitable to a person skilled in the art.

[0076] According to one embodiment, the accelerator signal S is, for example, in the form of an induced electric current Ig generated by the pedal generator when the driver rotates the pedals. Indeed, the higher the rotational speed of the pedals, the higher the intensity of the induced electric current Ig. Thus, an increase in the intensity of the induced electric current Ig corresponds to an increase in the rotational speed of the pedals. Conversely, a decrease in the intensity of the induced electric current Ig corresponds to a decrease in the rotational speed of the pedals. This will be referred to hereafter as the "accelerator signal S in intensity."

[0077] To improve driver comfort, pedaling resistance can be increased by increasing the intensity of the induced electric current Ig. This resistance helps prevent the user from pedaling too fast without any resistance. However, the amount of effort the driver must exert on the pedals is generally completely independent of the mass of the vehicle M. In other words, the amount of effort will be the same regardless of the total mass of vehicle 1. The amount of effort required may, however, vary depending on the speed of vehicle 1.In practice, the value of the intensity of the induced electric current Ig can be regulated above a minimum threshold value Imin so that the driver always feels resistance to pedaling, and below a maximum threshold value Imax beyond which the resistance to pedaling would be too great to be maintained for several minutes without being perceived as uncomfortable by the driver.

[0078] In one embodiment, the accelerator function can be implemented by an accelerator trigger. In this case, the vehicle 1 may include an accelerator trigger.

[0079] When only the throttle trigger implements the throttle function, said throttle trigger can be configured to generate the throttle signal S.

[0080] In a preferred embodiment, the accelerator function can be implemented by the pedal generator, and a secondary acceleration function can be implemented by the accelerator trigger. The latter can then be configured to generate a secondary accelerator signal S'. The secondary accelerator signal S' can be expressed as a percentage. This percentage can, for example, vary between 0% and 100%. The value 0% can correspond to the trigger in an initial position, that is, when no force is applied to the trigger. The value 100% can correspond to the trigger in a position fully depressed. In an alternative embodiment, the accelerator trigger can be configured to generate the accelerator signal S instead of the pedal generator 8. The accelerator signal S is also expressed as a percentage according to the same operation as that described for the secondary accelerator signal S'.

[0081] In one embodiment, the accelerator function can be implemented by an accelerator pedal. In this case, the vehicle 1 may include an accelerator pedal. In this case, only the accelerator pedal implements the accelerator function, said accelerator pedal being configured to generate the accelerator signal S.

[0082] With reference to [Fig.2], vehicle 1 includes a mass measuring device 1 configured to determine a mass associated with vehicle M. The measurement of the mass associated with vehicle M can be expressed in kilograms.

[0083] The mass associated with the vehicle M is a function of the mass of the load Mch, when a load is transported by the vehicle 1. In one embodiment, the mass associated with the vehicle M is also a function of the mass of the driver Mco.

[0084] The determination of the mass associated with vehicle M may vary depending on the chosen embodiment. It is important that the mass associated with vehicle M be determined based on the mass of the load Mch, given that this dimension varies over time. Indeed, the mass of the load can vary widely from 0 kg when no load is transported by vehicle 1, to 300 kg for the heaviest loads in the preferred embodiment.

[0085] According to one embodiment, the mass associated with the vehicle M is equal to the sum of the mass of the empty vehicle Mvv and the mass of the load Mch.

[0086] According to one embodiment, the mass associated with the vehicle M is equal to the mass of the load Mch.

[0087] One advantage is to simplify the calculation of the mass associated with the vehicle M. Indeed, the mass of the vehicle when empty Mvv is generally constant over time, it can generally be neglected in favor of the mass of the load which is variable over time.

[0088] According to one embodiment, the mass associated with the vehicle M is equal to the sum of a partial mass of the empty vehicle Mpvv and the mass of the load Mch.

[0089] One advantage is to allow the determination of a mass associated with the vehicle by means of a partial mass, but constant over time, even when a measurement of the whole mass of the vehicle unladen Mvv is impossible.

[0090] It may also be advisable for the mass associated with the vehicle M to be determined based on the mass of the driver Mco, given that this dimension also varies over time. Indeed, two different drivers can have different masses, sometimes differing by several tens of kilograms.

[0091] According to one embodiment, the mass associated with the vehicle M is equal to the sum of the mass of the vehicle empty Mvv, the mass of the driver Mco, and the mass of the load Mch.

[0092] According to one embodiment, the mass associated with the vehicle M is equal to the sum of the mass of the driver Mco and the mass of the load Mch.

[0093] One advantage is to simplify the calculation of the mass associated with the vehicle M. Indeed, the mass of the vehicle when empty Mvv is generally constant over time, it can generally be neglected in favor of the masses which vary over time.

[0094] According to one embodiment, the mass associated with the vehicle M is equal to the sum of a partial mass of the empty vehicle Mpvv, the mass of the driver Mco and the mass of the load Mch.

[0095] One advantage is to allow the determination of a mass associated with the vehicle by means of a mass constant over time, even when a measurement of the whole mass of the vehicle unladen Mvv is impossible.

[0096] According to one embodiment, the vehicle 1 comprises a chassis.

[0097] According to one embodiment, the mass measurement device 91 comprises at less a strain gauge arranged to allow the determination of the mass associated with vehicle M.

[0098] The strain gauge is, for example, arranged and / or configured to measure a mass associated with the vehicle M equal to a sum of a partial mass of the empty vehicle Mpvv, a mass of the driver Mco and a mass of the load Mch.

[0099] According to one embodiment, the vehicle 1 comprises at least two running gear.

[0100] According to one embodiment, the mass measurement device 91 may include a strain gauge on the rear axle.

[0101] According to one embodiment, the mass measurement device 91 may include at least one strain gauge per running gear.

[0102] The strain gauge(s) are then arranged to allow the determination of the mass associated with the vehicle M. The strain gauge(s) are, for example, configured to measure a mass associated with the vehicle M, which is, for example, equal to the sum of a partial mass of the empty vehicle Mpvv, the mass of the driver Mco and the mass of the load Mch.

[0103] According to one embodiment, the vehicle 1 may include a suspension by wheel 5, and by free wheel 6 when said vehicle includes free wheels 6.

[0104] In this case, the mass measuring device 91 may include, on the suspension of at least one of the wheels 5 arranged at the rear of the vehicle 1, or of at least one of the free wheels 6 arranged at the rear of the vehicle 1, a sensor for the deflection of said Suspension. This suspension sinking sensor can be configured to measure suspension sinking. The mass measuring device 91 can then be configured to determine the mass associated with vehicle M based on the suspension sinking and one or more suspension characteristics. In particular, a suspension characteristic could be its stiffness. Another characteristic could, for example, be the suspension's inclination relative to a vertical axis.

[0105] In one embodiment, the mass measuring device 91 may also include, on the suspension of at least one of the wheels 5 arranged at the front of the vehicle 1, or of at least one of the free wheels 6 arranged at the front of the vehicle 1, a suspension compression sensor

[0106] According to alternative embodiments, the mass measuring device 91 includes any other suitable measuring means to allow the determination of the mass associated with the vehicle M.

[0107] According to one embodiment, the mass measuring device 91 is configured to determine a mass associated with the vehicle M sequentially.

[0108] One advantage is to limit the electrical energy consumption of the mass measurement device 91.

[0109] According to one embodiment, the mass measuring device 91 is configured to determine the mass associated with vehicle M at a time tm when vehicle 1 is loaded and the driver is on board vehicle 1. Mass measurements are carried out sequentially to allow the determination of the mass associated with vehicle M.

[0110] One advantage is to limit the electrical energy consumption of the mass measurement device 91 by considering that the mass of the load Mch and the mass of the conductor Mco are constant when the vehicle is in motion. These energy-saving considerations are all the more important in the case of a pedal-powered electric vehicle of the type of that of the invention, since it is difficult to increase the battery capacity at will, the said vehicle having to remain light, that is to say with an unladen mass of less than 400 kg, preferably around 350 kg to within 20 kg.

[0111] According to one embodiment, the vehicle 1 may include a presence detector 92. The presence detector is, for example, configured to detect the presence of a driver inside the vehicle 1. The mass measuring device 91 and the presence detector 92 may be part of an instrumentation system 9, as shown in [Fig.2].

[0112] According to one embodiment, the presence detector 92 is configured to detect an event, such as the activation of a piece of equipment in the vehicle 1, for example, the locking of a seat belt, the movement of a seat, a operation of a window, unlocking of a handbrake, or any other event which allows the presence of a driver to be deduced on board the vehicle 1.

[0113] The presence detector 92 is, for example, configured to detect the presence of a driver inside the vehicle 1 in response to the detection of at least one event, or in response to the detection of a combination of several events, or in response to a particular sequence of events detected according to a particular chronology.

[0114] According to one embodiment, the vehicle 1 may include a trigger 93 configured to trigger the determination of said mass associated with the vehicle M when the presence detector 92 detects the presence of a driver inside the vehicle 1. The trigger 93 may be part of the instrumentation system 9, as shown in [Fig. 2]. The trigger 93 includes, for example, an electronic board. This board may incorporate a microprocessor. In this case, the trigger may include software stored in memory. The software may then be configured, when executed by the microprocessor, to: • receive a signal indicating the presence of a driver inside vehicle 1, emitted by the presence detector 92, • trigger the determination of the mass associated with vehicle M when said driver presence detection signal is received.

[0115] In some embodiments, the vehicle 1 may include additional devices configured to determine additional parameters.

[0116] The vehicle 1 may include, in particular, a speed measuring device 96 configured to measure a vehicle-associated speed Vv. The speed measuring device 96 may be part of the instrumentation system 9, as shown in [Fig. 2]. "Vehicle-associated speed Vv" means any speed related to the forward-to-backward movement of the vehicle 1. Thus, the rotational speed of the wheels 5, 6 is a vehicle-associated speed Vv. Similarly, the rotational speed of at least one electric motor 4, or of the possible gearbox associated with said or each of said electric motors, is a vehicle-associated speed Vv. Likewise, the forward-to-backward movement speed of the vehicle 1 is a vehicle-associated speed Vv.

[0117] In one embodiment, the speed measuring device 96 may be equipped with one or more tachometers. In one embodiment, a tachometer may be arranged at one or more of the at least one electric motor(s) 4. In one embodiment, a tachometer may be arranged at one or more gearboxes associated with said electric motor(s). In one embodiment, a tachometer may be arranged at one or more drive wheels 5, and / or one or more free wheels 6. The speed measuring device 96 may then be configured to determine the vehicle's speed Vv based on the measurement taken by the tachometer. In alternative embodiments, the speed measuring device 96 may include an optical or magnetic rotational speed sensor, or any other speed measuring means suitable to a person skilled in the art.

[0118] In one embodiment, the speed measurement associated with the vehicle Vv can be expressed in km / h. This may be the case in particular when the speed associated with the vehicle Vv corresponds to the speed of movement of the vehicle 1 in the front-to-back direction.

[0119] In one embodiment, the speed measurement associated with the vehicle Vv can be expressed in rpm. This may be the case in particular when the speed associated with the vehicle Vv corresponds to the rotational speed of a drive wheel 5, a free wheel 6, at least one electric motor 4, or an optional associated gearbox.

[0120] In one embodiment, the speed measurement associated with the vehicle Vv can be expressed as a percentage. This percentage can, for example, vary between 0% and 100%. The value 0% can, for example, correspond to a speed associated with the vehicle Vv equal to 0 km / h, that is, when the vehicle 1 is stationary. The value 100% can correspond to a speed associated with the vehicle Vv equal to, or greater than, a maximum speed threshold value Vvmax. This maximum speed threshold value Vvmax can, for example, be chosen to be 45 km / h.

[0121] In other embodiments, the measurement of the speed associated with the vehicle Vv may be expressed in any other form suitable to a person skilled in the art.

[0122] The vehicle 1 may also include a slope measuring device 94 configured to determine the angle of the slope P on which the vehicle 1 is located. To do this, the slope measuring device 94 may include an accelerometer or any other device suitable for determining the angle of the slope P on which the vehicle 1 is located. The slope measuring device 94 may be part of the instrumentation system 9, as shown in [Fig.2].

[0123] The vehicle 1 may further include a wind measuring device 95 configured to determine the force Fv exerted by the wind on the vehicle 1. To this end, the wind measuring device 95 may include one or more pressure sensors. These sensors may be arranged at the front, and / or rear, and / or sides of the vehicle 1. In one embodiment, the wind measuring device 95 may include one or more strain gauges. These strain gauges may be arranged on one or more front and / or rear and / or side walls so as to measure the deformation of said wall(s) under the effect of the wind. In alternative embodiments, the wind measuring device 95 may include any other device suitable to those skilled in the art and enabling the determination of the force exerted by the wind on the vehicle 1. The wind measurement device 95 can be part of the instrumentation system 9, as shown in [Fig.2].

[0124] In practice and as shown in [Fig.2], at least one motor 4 can be equipped with a pre-actuator 41.

[0125] The pre-actuator 41 may, in particular, be in the form of an electronic control board integrated into at least one electric motor 4. Indeed, many commercially available electric motors are supplied with an integrated electronic control board.

[0126] The pre-actuator 41 can be configured to adjust the motor current intensity value according to a motor setpoint Cm. To do this, the pre-actuator 41 can then be configured to: • determine, as a function of a motor setpoint Cm, the value of the electric current intensity Im to be delivered to at least one electric motor 4, • deliver to said at least one electric motor an electric motor current Im of intensity equal to said determined value.

[0127] In one embodiment, the motor setpoint Cm can be a motor torque setpoint corresponding to the desired motor torque value. The motor setpoint Cm can then be expressed in Nm

[0128] In one embodiment, the motor setpoint Cm can be a motor speed setpoint corresponding to the desired motor rotational speed. The motor setpoint Cm can then be expressed in rpm.

[0129] In one embodiment, the motor setpoint Cm can be a vehicle speed setpoint corresponding to the desired vehicle speed in the forward-rear direction. The motor setpoint Cm can then be expressed in km / h or m / s.

[0130] In one embodiment, the pre-actuator 41 can integrate the function of converting the direct motor electric current Im into alternating motor electric current.

[0131] With reference to [Fig.2], the vehicle 1 includes a control unit 10. The latter may be in the form of an electronic card located away from the engine.

[0132] The control unit 10 is configured to determine the motor setpoint Cm as a function of: • of the mass associated with vehicle M, • of the accelerator signal S, • possibly the speed associated with the vehicle Vv, • possibly, from the secondary accelerator signal S', • possibly the angle of the slope P, • possibly the force Fv exerted by the wind.

[0133] To achieve this, the control unit 10 can, in particular, be configured to: • Determine an acceleration setpoint Ca as a function of: • the mass associated with the vehicle M, • the accelerator signal S, • the speed associated with the vehicle Vv, • possibly, from the secondary accelerator signal S', • possibly the angle of the slope P, • possibly the force Fv exerted by the wind, • determine the setpoint Cm as a function of the acceleration setpoint Ca.

[0134] In an embodiment, the control element 10 can be configured to determine the motor setpoint Cm directly without intermediate determination of the acceleration setpoint Ca.

[0135] The control unit 10 is also configured to transmit the motor setpoint Cm to at least one electric motor 4. In practice, the control unit 10 can transmit the motor setpoint Cm to the pre-actuator 41 equipping at least one motor 4. To do this, the control unit 10 and the pre-actuator 41 can be connected by a CAN (Controller Area Network) type data bus. In alternative embodiments, the control unit 10 and the pre-actuator 41 can be connected by any other connection method suitable to those skilled in the art, in particular wired or wireless connections.

[0136] The control unit 10 can then be configured to determine: • a first acceleration coefficient Col depending on the mass associated with the vehicle M, and • a second acceleration coefficient Co2 depending on the accelerator signal S, and possibly on the secondary accelerator signal S', and • possibly, a third acceleration coefficient Co3 depending on the slope angle P, • possibly, a fourth acceleration coefficient Co4 depending on the force Fv exerted by the wind, • a maximum acceleration instruction Camax dependent on the speed associated with the vehicle Vv.

[0137] To determine the acceleration setpoint Ca, the control unit can multiply the maximum acceleration setpoint Camax by the acceleration coefficients.

[0138] The first acceleration coefficient Col, which depends on the mass associated with the vehicle M, can preferably be determined by a linear method. The value of the first acceleration coefficient Co1 can then: • be equal to 100% when the mass associated with the vehicle M is equal to or less than a predetermined minimum mass Mmin, • be equal to 70% when the mass associated with the vehicle M is equal to or greater than a predetermined maximum mass Mmax, • take an intermediate value determined linearly when the mass associated with the vehicle M is between the predetermined minimum mass Mmin and the predetermined maximum mass Mmax.

[0139] In a first embodiment example the accelerator signal S is an accelerator signal S in velocity.

[0140] For example, at cruising speed, that is, when the driver seeks to maintain speed but does not wish to accelerate, the driver's pedaling is imperfect and the rotational speed of the pedals is irregular. Nevertheless, this rotational speed is generally within a given range of values.

[0141] Thus, in the case of an accelerator signal S in speed, at cruising speed, the measured variation in the rotational speed of the AVr pedals remains within a given nominal range. For example, this given nominal range may be from -10 rpm to 10 rpm. Alternatively, this given nominal range may be from -10% to 10%. Therefore, when the control unit 10 measures a variation in the rotational speed of the AVr pedals within this nominal range, the control unit 10 can then determine that the value of the second acceleration coefficient Co2 is zero, i.e., equal to 0. Indeed, the vehicle may, in certain cases, undergo slight accelerations or decelerations, for example, due to the incline of a slope or the force exerted by the wind on the vehicle.

[0142] In practice, signal filters can be used to remove slight variations in pedal rotation speed Vr from the accelerator signal S. Once smoothed, only the value 0 of the accelerator signal S is associated with a second zero acceleration coefficient Co2.

[0143] In one embodiment, the second acceleration coefficient Co2 is considered zero as long as the rotational speed of the pedals does not exceed a certain threshold value Vrmin. Different threshold values ​​may exist depending on the vehicle speed Vv. For example: • For a vehicle speed value (Vv) between 0 km / h and 5 km / h, the threshold value (Vrmin) can be equal to 0 rpm. • For a vehicle speed value (Vv) between 6 km / h and 20 km / h, the threshold value (Vrmin) can be equal to 30 rpm. • For a vehicle speed value (Vv) between 21 km / h and 40 km / h, the threshold value (Vrmin) can be equal to 50 rpm. • for a vehicle speed value Vv between 41 km / h and 45 km / h, the threshold value Vrmin can be equal to 70 rpm.

[0144] When the driver wishes to accelerate positively, said driver can momentarily and significantly increase the rotation speed of the pedals.

[0145] As with the first acceleration coefficient Col, the second acceleration coefficient Co2, which depends on the measured pedal rotation speed Vr, can also be determined by a linear method. The value of the second acceleration coefficient Co2 can then be: • be equal to 100% when the pedal rotation speed Vr is greater than or equal to a predetermined maximum pedal rotation speed Vrmax, • be equal to 0% when the pedal rotation speed Vr is less than or equal to a predetermined minimum pedal rotation speed Vrmin, • take an intermediate value determined linearly when the rotation speed of the pedals Vr is between the predetermined minimum rotation speed of the pedals Vrmin and the predetermined maximum rotation speed of the pedals Vrmax.

[0146] Alternatively, the value of this acceleration coefficient may: • be equal to 100% when the pedal rotation speed Vr is greater than or equal to a predetermined maximum pedal rotation speed variation AVrmax, • be equal to 0% when the variation in pedal rotation speed AVr is less than or equal to a predetermined minimum variation in pedal rotation speed AVrmin, • take an intermediate value determined linearly when the variation in the rotation speed of the pedals AVr is between the variation in the predetermined minimum rotation speed of the pedals AVrmin and the variation in the predetermined maximum rotation speed of the pedals AVrmax.

[0147] When the vehicle has an accelerator trigger configured to generate a secondary acceleration signal S', the latter can be used to increase the acceleration coefficient associated with the accelerator signal S. For example, for a secondary acceleration signal S' of 100%, the acceleration coefficient can be increased by 50%. Also, for a secondary acceleration signal S' of 50%, the acceleration coefficient can be increased by 20%. This acceleration increase can be particularly useful when the driver must, by For example, starting vehicle 1 on an incline, or when it is about to cross an obstacle such as a curb.

[0148] In another embodiment, the second acceleration coefficient Co2, which depends on the measured rotation speed of the pedals Vr, can also be determined by a step method.

[0149] Thus, when the control unit 10 measures a change in the rotational speed of the AVr pedals within a first range of rotational speeds, said control unit determines a first value Co21 of the second acceleration coefficient Co2. This is referred to as a first acceleration stage. Similarly, when the control unit 10 measures a change in the rotational speed of the AVr pedals within a second range of rotational speeds, said control unit determines a second value Co22 of the second acceleration coefficient Co2. This is referred to as a second acceleration stage. Likewise, it is possible to provide one or more additional stages. For each stage, the corresponding value of the second acceleration coefficient Co2 is multiplied by the maximum acceleration setpoint Camax to determine the acceleration setpoint Ca.

[0150] In a preferred example of realizing a first bearing, the first interval of rotational speeds may be from 10 rpm to 20 rpm, or alternatively from 10% to 20%, and the first value Co21 of the second acceleration coefficient Co2 may be equal to 50%.

[0151] In a preferred example of realizing a second bearing, the second range of rotational speeds may be from 20 rpm to 30 rpm, or alternatively from 20% to 30%, and the second value Co22 of the second acceleration coefficient Co2 may be equal to 70%.

[0152] In a preferred embodiment of a third bearing, the third interval of rotational speeds may be from 30 rpm to 40 rpm, or alternatively from 30% to 40%, and the third value Co23 of the second acceleration coefficient Co2 may be equal to 85%.

[0153] In a preferred example of the realization of a fourth stage, the fourth interval of rotational speeds may be from 40 rpm to 50 rpm, or alternatively from 40% to 50%, and the value Co24 of the second acceleration coefficient Co2 may be equal to 100%.

[0154] A similar logic can be adopted for the first acceleration coefficient Col, which depends on the mass associated with the vehicle M. For example: • a first mass level associated with the vehicle M between 0 kg and 100 kg can be associated with a first value Coll of the first acceleration coefficient Col equal to 100%. • a second mass level associated with the vehicle M between 100 kg and 250 kg can be associated with a second value Col2 of the first acceleration coefficient Col equal to 96%. • a third mass level associated with the vehicle M, between 250 kg and 400 kg, can be associated with a third value Col3 of the first acceleration coefficient Col equal to 88%, • a fourth mass level associated with the vehicle M between 400 kg and above 400 kg can be associated with a fourth value Col4 of the first acceleration coefficient Col equal to 70%.

[0155] The acceleration setpoint Ca can then be obtained by multiplying, by the maximum acceleration setpoint value Camax, the acceleration coefficient determined for the mass associated with the vehicle M and the acceleration coefficient determined for the accelerator signal S.

[0156] In the case of an accelerator signal S in intensity, the principle remains the same. The control element 10 can be configured to determine a second acceleration coefficient Co2 as a function of the variation in the value of the intensity Alg of the electric current induced Ig by the pedal generator 8.

[0157] Thus, at cruising speed, the variation in the value of the intensity Alg remains within a given nominal range. Therefore, when the control element 10 measures a variation in the value of the intensity Alg within this nominal range, the control element 10 can then determine that the value of the second acceleration coefficient Co2 is zero, that is to say equal to 0.

[0158] As before, by a linear determination method: • a second acceleration coefficient Co2 with a value equal to 100% can be associated with a variation in the intensity value Alg greater than or equal to a variation in the predetermined maximum intensity value AIgmax, • a second acceleration coefficient Co2 with a value of 0% can be associated with a variation in the intensity value Alg less than or equal to a variation in the predetermined minimum intensity value AIgmin, • a second acceleration coefficient Co2 of intermediate value can be determined linearly when the variation of the value of the intensity Alg is between the variation of the value of the predetermined minimum intensity AIgmin and the variation of the value of the predetermined maximum intensity AIgmax.

[0159] Similarly, in a stepped embodiment, when the control element 10 measures a variation in the value of the intensity Alg: • included in a first range of intensities, said control unit determines a first value Co21 of the second acceleration coefficient Co2. • within a second intensity range, said control device determines a second value Co22 of the second acceleration coefficient Co2, • etc.

[0160] In another embodiment of the control element 10, the positive acceleration setpoint of the vehicle 1 can be determined jointly by linear and step methods. For example, the acceleration coefficient of the accelerator signal S can be determined by a linear method and the acceleration coefficient of the mass associated with the vehicle M can be determined by a step method, or vice versa.

[0161] To reverse the direction of travel of vehicle 1, the vehicle may be equipped with a multi-position selector. For example, the selector may include a first position, "drive," and a second position, "reverse." When the selector is in the "drive" position, the vehicle moves forward. When the selector is in the "reverse" position, the vehicle moves backward. The selector may also include a third position, "neutral," in which the vehicle is freewheeling.

[0162] Also, when the vehicle is operating in "forward" and the driver wishes to accelerate negatively, in other words decelerate, said driver can momentarily reverse the direction of rotation of the pedals.

[0163] Thus, in the case of an accelerator signal S in speed, the control member 10 then measures a negative rotation speed of the pedals Vr corresponding to a reversal of the direction of rotation of the pedal generator 8. The control member 10 then determines a non-zero negative value of the second acceleration coefficient Co2 in a similar way to the positive acceleration.

[0164] Also, in the case of an accelerator signal S in intensity, the control member 10 then measures a variation in the value of the intensity Alg corresponding to a reversal of the direction of rotation of the pedal generator 8. The control member 10 then determines a value of the second negative non-zero acceleration coefficient Co2 in a similar way to the positive acceleration.

[0165] As with positive acceleration, it is also possible to predict a second negative acceleration coefficient Co2 evolving linearly as a function of the mass associated with the vehicle M.

[0166] Similarly, it is also possible to provide for a second negative acceleration coefficient Co2 whose value evolves according to several negative acceleration levels, for example: • a first plateau associated with a second CO2 acceleration coefficient value of -50%, • a second level associated with a second CO2 acceleration coefficient value of -70%, • a third level associated with a second CO2 acceleration coefficient value of -85%, and • a fourth level associated with a second CO2 acceleration coefficient value equal to -100%.

[0167] Also, the second negative acceleration coefficient Co2 of vehicle 1 can be determined jointly by linear and step determination methods.

[0168] Alternatively, the vehicle 1 may include a brake control element independent of the pedal generator 8. The brake control element is configured to generate a negative accelerator signal. This brake control element is preferably arranged near, or on, a steering system of the vehicle 1. The brake control element may be in the form of a lever, a button, or any other form suitable to a person skilled in the art.

[0169] When the driver wishes to accelerate positively, various maximum acceleration setpoint values ​​Camax can be associated with various vehicle speed values ​​Vv. In practice, for a given vehicle speed value Vv, the control unit 10 selects a predetermined non-zero positive maximum acceleration setpoint value Camax. The acceleration setpoint value Ca can then be determined by multiplying this maximum acceleration setpoint value Camax with the first acceleration coefficient Col determined for the vehicle mass M and the second acceleration coefficient Co2 determined for the accelerator signal S, and optionally the secondary acceleration signal S'.

[0170] The maximum Camax acceleration setpoint can be determined by a step method.

[0171] When the control member 10 measures a vehicle-associated speed Vv within a first vehicle-associated speed range Vvl, said control member selects a first predetermined positive non-zero maximum acceleration setpoint value Camax 1.

[0172] Similarly, when the control element 10 measures a vehicle-associated speed Vv that falls within a second vehicle-associated speed range Vv2, said control unit selects a second predetermined non-zero positive maximum acceleration value Camax2.

[0173] The same applies to all the "i" speed intervals associated with vehicle Vvi.

[0174] For example, for a speed associated with the vehicle Vv expressed in km / h, a first speed interval associated with the vehicle Vvl can be from 1 km / h to 5 km / h, a second speed interval associated with the vehicle Vv2 can be from 6 km / h to 20 km / h, a third speed interval associated with the vehicle Vv3 can be from 21 km / h to 40 km / h, a fourth speed interval associated with the vehicle Vv4 can be from 41 km / h to 45 km / h.

[0175] Similarly, for a vehicle-associated speed Vv expressed in %, a first vehicle-associated speed range Vvl can be from 1% to 11%, a second vehicle-associated speed range Vv2 can be from 12% to 44%, a third vehicle-associated speed range Vv3 can be from 45% to 89%, a fourth vehicle-associated speed range Vv4 can be from 90% to 100%.

[0176] The first maximum acceleration setpoint value Camaxl can, for example, be equal to 1.25 m / s². The second maximum acceleration setpoint value Camax2 can, for example, be equal to 2 m / s². The third maximum acceleration setpoint value Camax3 can, for example, be equal to 1.75 m / s². The fourth maximum acceleration setpoint value Camax4 can, for example, be equal to 1.5 m / s².

[0177] The same applies to the predetermined non-zero negative maximum acceleration setpoint(s).

[0178] In one embodiment, the acceleration setpoint value can also be determined as a function of the measured slope angle P. To do this, a third acceleration coefficient Co3 can be determined as a function of the slope angle P. As before, this third acceleration coefficient Co3 can be determined by a linear method, a stepped method, or any other method suitable to those skilled in the art. In particular, the value of this third acceleration coefficient Co3 can, for example, be greater than 1 when the measured slope is positive, i.e., when vehicle 1 is moving uphill. The value of the third acceleration coefficient Co3 can then vary linearly between 1 and 1.3 as a function of the positive slope angle.Conversely, the value of this third acceleration coefficient Co3 can, for example, be less than 1 when the measured slope is negative, i.e., when vehicle 1 is moving downhill. The value of the third acceleration coefficient Co3 can then vary linearly between 1 and 0.7 depending on the value of the negative slope.

[0179] In one embodiment, the acceleration setpoint value can also be determined as a function of the wind force Fv. To do this, a fourth acceleration coefficient Co4 can be determined as a function of the wind force Fv. As before, this fourth acceleration coefficient Co4 can be determined by a linear method, a step method, or any other method suitable to those skilled in the art. In particular, the value of this fourth acceleration coefficient Co4 can, for example, be greater than 1 when the wind force Fv opposes the movement of vehicle 1. The value of the fourth acceleration coefficient Co4 can then vary linearly between 1 and 1.15 as a function of the value of the force Fv. Conversely, the value of this fourth acceleration coefficient Co4 can, for example, be less than 1 when the wind force Fv contributes to the movement of vehicle 1.The value of the fourth acceleration coefficient Co4 can then vary linearly between 1 and 0.95 depending on the value of the force Fv.

[0180] In one embodiment, the control element 10 can take into account the power delivered by at least one electric motor 4 at a time t as an indicator of the speed associated with the vehicle Vv. To do this, the vehicle 1 can include a power measuring device configured to measure the power delivered by at least one electric motor 4 at a time t.

[0181] In one embodiment, the measurement of the power delivered by at least one electric motor 4 at a time t can be expressed in watts, as a percentage, or in any other form suitable to a person skilled in the art.

[0182] The control unit 10 can then be configured to determine the maximum acceleration setpoint Camax as a function of the power delivered by at least one electric motor 4 at a time t.

[0183] In practice, for a given value of power delivered by at least one electric motor 4, the control unit 10 selects a predetermined non-zero positive maximum acceleration setpoint value Camax.

[0184] Once the acceleration setpoint Ca is determined, the control unit 10 can, for example, calculate the motor setpoint Cm according to conventional calculation formulas. The pre-actuator 41 can then convert the motor setpoint Cm into the value of the motor electric current intensity Im.

[0185] For example, for a driver of 75 kg, and a zero load, and a vehicle 1 moving at an initial speed of 15 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 62 A, for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0186] For a driver of 75 kg, and a load of 100 kg, and a vehicle 1 moving at an initial speed of 15 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 74 A, for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0187] For a driver of 75 kg, and a load of 300 kg, and a vehicle 1 moving at an initial speed of 15 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 101 A for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0188] Similarly, for a 75 kg driver, and a zero load, and a vehicle 1 moving at an initial speed of 30 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 126 A, for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0189] For a driver of 75 kg, and a load of 100 kg, and a vehicle 1 moving at an initial speed of 30 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 152 A, for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0190] For a driver of 75 kg, and a load of 300 kg, and a vehicle 1 moving at an initial speed of 30 km / h, the value of the electric motor current intensity Im to be delivered to at least one electric motor 4 can be determined to be equal to 208 A for a motor setpoint Cm calculated on the basis of an acceleration setpoint value Ca equal to 1 m / s2.

[0191] With reference to [Fig. 2], the vehicle 1 may further include a curve detector 97 configured to generate a detection signal D when it detects that the vehicle is moving along a curve. The curve detector 97 may be part of the instrumentation system 9, as shown in [Fig. 2].

[0192] The turn detector 97 may be in the form of a motion sensor of the vehicle steering system 1, an accelerometer or in any other form suitable for generating the detection signal D.

[0193] The control unit 10 can then be configured to correct the acceleration setpoint value Ca so as to make it equal to a predetermined acceleration limit value adapted to the mass associated with the vehicle M, when said control unit receives the generated detection signal D.

[0194] For example, when the mass associated with vehicle M corresponds to the case of a driver of 75 kg, and a load of 300 kg, the limiting value of acceleration can be equal to 1.2 m / s2 when vehicle 1 moves along a curve.

[0195] Thus, if the value of the acceleration setpoint determined by the control unit 10 is greater than the limit value of acceleration, and the vehicle 1 is moving along a curve, the control unit 10 corrects the value of the acceleration setpoint Ca so as to make it equal to the predetermined limit value of acceleration, regardless of the higher accelerator signal.

[0196] In the embodiment, in which the motor setpoint Cm is determined directly, without intermediate determination of the acceleration setpoint Ca, the control element 10 can in particular be configured to determine: • a first torque coefficient Ccl as a function of the mass associated with the vehicle M, in a manner analogous to the determination of the first acceleration coefficient Col described previously, • a second torque coefficient Cc2 as a function of the accelerator signal S, and possibly the secondary accelerator signal S', in a manner analogous to the determination of the second acceleration coefficient Co2 previously described, • possibly, a third torque coefficient Cc3 as a function of the slope angle P, in a manner analogous to the determination of the third acceleration coefficient Co3 described previously, • possibly, a fourth torque coefficient Cc4 as a function of the force Fv exerted by the wind, in a manner analogous to the determination of the fourth acceleration coefficient Co4 described previously, • a maximum torque setpoint value Ccmax, in a manner analogous to the determination of the maximum acceleration setpoint Camax previously described.

[0197] The control unit 10 can then calculate the motor torque setpoint by multiplying the maximum torque setpoint value Ccmax by the previously determined torque coefficients.

[0198] According to another aspect, the invention relates to a method for controlling the engine of a vehicle 1 capable of transporting a driver and a load as described above. The method according to the invention comprises the following steps: • a) determine a mass associated with the vehicle M depending on the mass of said load Mch when a load is transported by said vehicle as the first variable, • b) generate an accelerator signal S as a second variable, • c) determine a speed associated with the vehicle (Vv) as a third variable, • d) determine a motor setpoint Cm as a function of said variables, • e) transmit said motor instruction to at least one electric motor.

[0199] Step a) of determining the mass associated with the vehicle M can be implemented by the mass measuring device 91 described above, or by any other device suitable for implementing such a step.

[0200] According to one embodiment, the process may include the step: • a') determine a mass associated with the vehicle M that also depends on the conductor mass Mco.

[0201] Thus, the mass associated with the vehicle M is determined as a function of the mass of the driver Mco, and when a load is transported by the vehicle 1, as a function of the mass of said load Mch.

[0202] Preferably, and in order to limit the electrical energy consumption required to carry out step a), the determination of the mass associated with vehicle M can be performed sequentially. For example, step a) may include the substep: • al) determine the mass associated with vehicle M when vehicle 1 is at rest.

[0203] In this sequential determination embodiment, it may be important to ensure that the driver is present in vehicle 1 before determining the mass associated with vehicle M. Thus, step a1) may include the following substeps: • al 1) detect the presence of a driver inside vehicle 1, • al2) trigger the determination of the mass associated with vehicle M when said presence is detected.

[0204] Furthermore, the mass associated with vehicle M can be determined at any time, and in particular when vehicle 1 is in motion. To do this, step a) may include the substep: • a2) Determine the mass associated with vehicle M when vehicle 1 is in movement.

[0205] When the mass associated with vehicle M is measured in motion, this measurement may be affected by the kinetic and dynamic effects of vehicle 1. Thus, step a2) may include the following substeps: • a21) measure a mass associated with the moving vehicle Mvem, • a22) correct the measurement to compensate for kinetic and dynamics related to the movement of vehicle 1 and impacting the measurement.

[0206] Step b) of generating the accelerator signal S can be implemented by the pedal generator 8 described above, or by any other suitable device The person skilled in the art. Step b) of generating the setpoint can be implemented after step a) when the mass associated with vehicle M is determined for vehicle 1 at rest. Step b) of generating the setpoint can be implemented either before, simultaneously with, or after step a) when the mass associated with vehicle M is determined for vehicle 1 in motion.

[0207] Step c) can be carried out by the speed measuring device 96 described above or by any other means suitable to a person skilled in the art. Step c) can be carried out before, after, or simultaneously with step a) and / or step b).

[0208] Step c) of the process may also include the substep: • cl) determine a power delivered by at least one electric motor 4 at a time t.

[0209] Step cl) can be implemented by the power measurement device described above or by any other means suitable to a person skilled in the art.

[0210] In one embodiment, the process may also include the step: • f) determine the angle of the slope P on which vehicle 1 is located, as the fourth variable.

[0211] Step f) can be implemented by the slope measurement device 94 described above or by any other means suitable to a person skilled in the art. Step f) can be implemented before, after, or simultaneously with steps a) and / or b) and / or c). Step f) is implemented before steps d) and e) so that in step d) the additional variable is taken into account in determining the motor setpoint Cm. Thus, in step d) the determination of the motor setpoint Cm is carried out as a function of the mass associated with the vehicle M, the accelerator signal S, possibly the speed associated with the vehicle Vv or alternatively the power delivered by at least one electric motor 4 at a time t, and the angle of the slope P on which the vehicle 1 is located.

[0212] In one embodiment, the method may also include the step: • g) determine the force Fv exerted by the wind on the vehicle, as a fifth variable.

[0213] Step g) can be implemented by the wind measurement device 95 described above or by any other means suitable to a person skilled in the art. Step g) can be implemented before, after, or simultaneously with step a) and / or step b) and / or step c) and / or step f). Step g) is implemented before steps d) and e) so that in step d) the additional variable is taken into account in determining the engine setpoint Cm. Thus, in step d) the determination of the engine setpoint Cm is carried out as a function of the mass associated with the vehicle M, of the accelerator signal S, possibly of the speed associated with the vehicle Vv or alternatively of the power delivered by at least one electric motor 4 at a time t, possibly of the angle of the slope P on which the vehicle 1 is located, and the force Fv exerted by the wind on said vehicle.

[0214] Step d) may include the following substeps: • dl) determine, as a function of the variables, an acceleration setpoint Ca in such a way as to allow the adjustment of the vehicle's acceleration value so that it falls within the specific acceleration value range, • d2) determine a motor setpoint Cm as a function of the setpoint acceleration Ca.

[0215] Step dl) may include the following substeps: • dl 1) determine, as a function of the mass associated with the vehicle M, a first acceleration coefficient Col, • dl2) determine, as a function of the accelerator signal S, a second acceleration coefficient Co2, • dl3) determine, possibly as a function of the speed associated with the vehicle Vv or the power delivered by at least one electric motor 4 at a time t, a maximum acceleration setpoint value Camax, • dl4) possibly, determine, as a function of the measured slope angle P, a third acceleration coefficient Co3, • dl5) possibly, determine, as a function of the measured wind force Fv, a fourth acceleration coefficient Co4, • dl6) calculate the value of the acceleration setpoint Ca by multiplying the maximum acceleration setpoint value Camax with the first acceleration coefficient Col, the second acceleration coefficient Co2, possibly the third acceleration coefficient Co3, and possibly the fourth acceleration coefficient Co4.

[0216] According to a first embodiment, step dl2) may comprise the substeps: • dl21) measure the rotational speed of the pedals Vr, • dl22) determine from the measured pedal rotation speed Vr, a second acceleration coefficient CO2.

[0217] Alternatively to substeps dl21) and dl22), step dl2) may include the Next steps: • dl21 ') measure the intensity of the electric current induced Ig by the generator at pedals 8, • dl22') determine from the value of the variation in the intensity of the induced electric current Ig measured, a second acceleration coefficient Co2.

[0218] The process may also include the step: • h) adjust the value of the motor electric current intensity Im according to said motor setpoint.

[0219] To this end, step h) may include, in particular, the following substeps: • hl) determine, as a function of the motor setpoint Cm, the value of the electric current intensity Im to be delivered to at least one electric motor 4, • h2) deliver, to said at least one electric motor, an electric current motor Im of intensity equal to the determined value.

[0220] Steps hl) and h2) are preferably implemented by the pre-actuator 41 described above. In alternative embodiments, steps hl) and h2) can be implemented by any other means suitable to those skilled in the art.

[0221] In order to limit the risk of vehicle 1 overturning in curves when said vehicle is carrying a heavy load, the method may include speed limitation steps in curves. In particular, the method may include the following step (i) and substep (d17) of step (d): • i) detect when vehicle 1 is moving along a curve, • dl7) possibly, correct the value of the acceleration setpoint so as to make it equal to a predetermined acceleration limit value adapted to the mass associated with vehicle M.

[0222] To do this, step dl7) may include the following two substeps: • dl71) determine, as a function of the mass associated with vehicle M, a limit acceleration setpoint value for Clim, • dl722) compare the value of the acceleration setpoint Ca with the value Climate control acceleration limit setpoint; • dl73) if the value of the acceleration setpoint Ca is greater than the value For the Clim limit acceleration setpoint, replace the Ca acceleration setpoint value with the Clim limit acceleration setpoint value. • dl74) if the value of the acceleration setpoint Ca has been modified, execute step d2) allowing to determine a motor setpoint Cm as a function of the acceleration setpoint Ca.

[0223] Step i) can be implemented by a turn detector 97 as previously described, or by any other device suitable for such implementation.

[0224] Step i) may be implemented before, after or simultaneously with step a), step b) and / or step c) and / or step f) and / or step g) and / or one or more of the sub- steps dl 1) to dl6). Step i) is implemented before substep dl7) so that in substep dl7) the additional variable is taken into account in the correction of the correction of the value of the acceleration setpoint.

Claims

Demands

1. A vehicle (1) capable of carrying a driver and a load comprising: • at least one electric motor (4) configured to drive at least one wheel (5) of said vehicle so as to move said vehicle at a speed and acceleration at a time t, • an electrical energy storage device (7) configured to supply said at least one electric motor with electricity, • an accelerator configured to generate an accelerator signal (S), characterized in that said vehicle (1) also comprises: • a mass measuring device (91) configured to determine a vehicle-associated mass (M) dependent on the mass of said load when a load is carried by said vehicle, • a speed measuring device (96) configured to measure a vehicle-associated speed (Vv), • a control element (10) configured to determine a motor setpoint (Cm) as a function of said vehicle-associated mass,said accelerator signal, and possibly said speed associated with the vehicle, then transmit said engine command to said at least one electric motor.

2. Vehicle according to claim 1, characterized in that the accelerator is a pedal generator (8) configured to: • charge the electrical energy accumulator (7) and / or supply at least one electric motor (4) with electricity, • generate the accelerator signal (S).

3. Vehicle according to any one of claims 1 or 2, characterized in that the mass measuring device (91) is configured to determine a mass associated with the vehicle (M) that also depends on the mass of the driver.

4. Vehicle according to claim 3, characterized in that it comprises a presence detector configured to detect the presence of a driver inside the vehicle, and a trigger configured to trigger the determination of the mass associated with the vehicle (M) when said presence detector detects the presence of a driver inside said vehicle.

5. Vehicle according to any one of the preceding claims, characterized in that it comprises a slope measuring device (94) configured to measure the angle of the slope (P) on which said vehicle is located and in that the control member (10) is configured to determine said engine setpoint as a function of the mass associated with the vehicle (M), the accelerator signal (S), and optionally the speed associated with the vehicle (Vv), and said measured angle of the slope.

6. Vehicle according to any one of the preceding claims, characterized in that it comprises a wind measuring device (95) configured to measure the force (Fv) exerted by the wind on said vehicle and in that the control member (10) is configured to determine said engine setpoint as a function of the mass associated with the vehicle (M), the accelerator signal (S), and optionally the speed associated with the vehicle (Vv), optionally the angle of the slope (P), and said force exerted by the measured wind.

7. A method for controlling the motor of a vehicle (1) capable of carrying a driver and a load, said vehicle comprising: • at least one electric motor (4) configured to drive at least one wheel (5) of said vehicle so as to move said vehicle at a speed and acceleration at a time t, • an electrical energy storage device (7) configured to supply said at least one electric motor with electricity, characterized in that said method comprises the following steps: • a) determining a mass associated with the vehicle (M) that is dependent on the mass of said load when a load is carried by said vehicle, as the first variable, • b) generating an accelerator signal (S), as the second variable, • c) determine a speed associated with the vehicle (Vv), as a third variable, • d) determine a motor setpoint (Cm) as a function of said variables, • e) transmit said motor setpoint to said at least one electric motor.

8. Method according to claim 7, characterized in that it comprises the step: • h) adjust the value of the motor electric current intensity (Im) according to said motor setpoint (Cm).

9. A method according to any one of claims 7 or 8, characterized in that it comprises the step: • a') determine a mass associated with the vehicle (M) also dependent on the mass of the driver (Mco).

10. Method according to claim 9, characterized in that step a) comprises substep: • al) determine the mass associated with the vehicle (M) when the vehicle (1) is at rest.

11. Method according to claim 9, characterized in that step a) comprises substep: • a2) determine the mass associated with the vehicle (M) when the vehicle (1) is in motion, by: • measuring a mass associated with the moving vehicle, • correcting the measurement so as to compensate for the kinetic and dynamic effects related to the movement of said vehicle and impacting the measurement.

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