Method for driving two-wheeler

Abstract

To provide a particularly simple and inexpensive method usable for determining very accurate motion variables of a two-wheeler and highly precisely controlling a drive unit and / or an antilock brake system.SOLUTION: The method includes: detecting particularly three-dimensional rotation rates of a two-wheeler 1 by a rotation rate sensor 21; detecting acceleration values of the two-wheeler 1 by an acceleration sensor 22; estimating a motion state of the two-wheeler 1 based on the detected rotation rates, the motion state including estimated values for estimated acceleration values, an estimated speed and an estimated distance covered; performing first correction of the estimated motion state based on the detected acceleration values; determining an instantaneous steering angle of the two-wheeler 1 based on the corrected estimated motion state; and actuating a drive unit 12 and / or an antilock brake system 13 of the two-wheeler 1 as a function of the determined instantaneous steering angle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a method for driving a two-wheeled vehicle and to a two-wheeled vehicle.

Background Art

[0002] Two-wheeled vehicles equipped with a drive unit and an antilock braking system are known. Here, the control of the drive unit and the antilock braking system is often at least partly carried out in response to motion variables such as the speed of the two-wheeled vehicle. Such motion variables are usually detected by a sensor system of the two-wheeled vehicle. Furthermore, sensor systems capable of detecting motion variables such as the speed, travel distance, acceleration, and rotational speed of a two-wheeled vehicle are also known. Here, particularly in the case of a bicycle, the detection of speed is often carried out by a so-called Reed sensor. In that case, usually, a magnet is fixed to the wheel of the bicycle. By means of a magnet sensor fixed to the frame of the bicycle, a pulse for each rotation of the wheel is detected, and the speed of the bicycle is determined based on the frequency of the pulses and the wheel circumference. At that time, for reasons of cost, simplicity, and weight, often only one single-pulse sensor with only one magnet on the wheel is used. However, this often results in a low degree of accuracy, particularly at low speeds. It is also known to increase the accuracy by means of a multi-pulse sensor, but this also increases complexity, cost, and weight.

Summary of the Invention

[0003] In contrast to the above, the method according to the present invention having the features of claim 1 can be used to determine very precise motion variables of a two-wheeled vehicle and to control a drive unit and / or anti-lock braking system with high precision, and is characterized in particular by a simple and inexpensive method. In particular, high precision can be achieved even at very low speeds. According to the present invention, this is achieved by a method for driving a two-wheeled vehicle, the two-wheeled vehicle comprising a drive unit, preferably an anti-lock braking system, and a sensor system. Preferably, the drive unit is an electric motor. The sensor system comprises a rotational speed sensor, an acceleration sensor, and a wheel rotation speed sensor. Here, the wheel rotation speed sensor is particularly a rotation sensor and is configured to detect at least one measurement pulse for each rotation of the two-wheeled vehicle's wheels. Preferably, the wheel rotation speed sensor is a single-pulse reed sensor having a precision magnet fixed to the wheel and rotating with the wheel, and a receiver that detects exactly one measurement pulse in particular as the magnet passes.

[0004] Here, this method is, - A step of detecting the rotational speed of a two-wheeled vehicle, particularly in three dimensions, using a rotational speed sensor. - The step of detecting the acceleration value of the motorcycle using an acceleration sensor, - A step of estimating the motion state of a two-wheeled vehicle based on the detected rotational speed, wherein the motion state includes estimated values ​​for estimated acceleration, estimated speed, and estimated distance traveled. - A step of performing a first correction to the estimated motion state based on the detected acceleration value, - A step of determining the instantaneous steering angle of the motorcycle based on the corrected estimated motion state, - A step of operating the drive unit and / or antilock braking system in accordance with the determined instantaneous steering angle. Includes.

[0005] In particular, the determined or calculated values ​​of each parameter, namely estimated acceleration, estimated velocity, and estimated distance traveled, are considered estimates. In other words, numerical values, preferably with corresponding units of measurement, are considered estimates. Specifically, the motion state includes one separate estimate for each of these types of parameters. In particular, the estimates can be iteratively optimized in this manner, and the desired parameters can be determined based on them.

[0006] Preferably, a rotational speed sensor detects the three-dimensional rotational speed, and the three-dimensional rotational speed includes, respectively, the rotational speed around the longitudinal axis aligned in particular with the direction of travel, the vertical height axis, and the pitch axis perpendicular to the longitudinal and height axes.

[0007] In other words, in this method, the rotational speed sensor detects the rotational speed, particularly in three dimensions, and based on this, the overall motion state of the motorcycle is estimated, including further motion variables such as estimated speed and estimated distance traveled. This estimated motion state is then corrected based on acceleration values ​​additionally obtained by the acceleration sensor, particularly based on a comparison of the estimated acceleration value with the actual acceleration value. In particular, the estimated acceleration value can be corrected directly based on existing measured acceleration values. Simultaneously, preferably based on this correction step, further motion variables of the motion state, such as estimated speed and estimated distance traveled, are corrected. Then, based on the corrected motion state, the instantaneous steering angle of the motorcycle can be determined.

[0008] Here, the steering angle can be considered as the angle between the longitudinal direction of the motorcycle and the front wheel of the motorcycle, projected onto a plane perpendicular to the height axis above the ground.

[0009] Preferably, the steering angle is always determined as an absolute value. This means that turning the wheels to the left or right results in a specific positive value for the steering angle, respectively.

[0010] Therefore, this method is characterized by its ability to determine particularly broad and accurate motion variables related to the motion of a bicycle using a relatively simple and inexpensive sensor configuration. In particular, it eliminates the need for complex and expensive sensor systems to detect steering angles accurately and precisely even at low speeds, which is especially advantageous for use with bicycles.

[0011] Therefore, the use of precise and high-precision steering angles allows for particularly accurate operation of the drive unit and / or anti-lock braking system, which is optimally suited to a variety of conditions. In particular, it can be precisely adapted when driving on curves with a small radius and / or when braking at low speeds, for example, to avoid dangerous driving situations.

[0012] It should be noted that, in the case of operation corresponding to the steering angle, a motorcycle may consist only of a drive unit and without an anti-lock braking system.

[0013] The dependent claims include preferred forms of the present invention.

[0014] Preferably, this method further includes the step of adapting the drive torque of the drive unit when operating the drive unit in accordance with a determined instantaneous steering angle. This is particularly advantageous when the two-wheeled vehicle is an electric bicycle, where the drive unit is provided to generate a drive torque used to assist the human-powered pedaling force by the electric bicycle driver. In other words, here, assistance in accordance with the steering angle may be provided. By adapting the drive torque in accordance with the instantaneous steering angle, it is particularly reliable to avoid a decrease in controllability or a dangerous situation that would occur due to a drive torque that is not suited to the current driving operation, such as a curve or turning operation. In this regard, this method is particularly advantageous in the case of high steering angles, for example, 10° or more, where a reduction in the maximum allowable drive torque occurs.

[0015] Particularly preferably, the drive torque is adapted based on a look-up table, which includes a predetermined drive torque curve corresponding to the steering angle. This allows steering angle-dependent assist to be provided particularly easily and inexpensively.

[0016] Preferably, the look-up table is configured such that the drive torque curve remains constant up to a predetermined maximum steering angle, preferably up to 10°. At steering angles greater than the predetermined maximum steering angle, the drive torque curve preferably depends linearly on the steering angle, such that the drive torque decreases as the steering angle increases. This provides particularly advantageous and comfortable driving performance, enabling maximum driving performance at small steering angles and ensuring a reduction in drive torque at larger steering angles to avoid dangerous driving situations.

[0017] More preferably, the method further includes the step of determining the instantaneous gradient of the road on which the motorcycle is located. The drive torque is then further adapted according to the determined gradient. In particular, the drive torque is adapted according to the gradient such that, for example, a predetermined minimum drive torque is provided on a steep uphill gradient on which the motorcycle is climbing. This prevents the steering angle-dependent assist from reducing the drive torque to such an extent that it hinders comfortable riding on steep gradients.

[0018] Preferably, this method further includes the step of adapting the brake pressure in the motorcycle's preferably hydraulic brake system when operating the antilock brake system in response to an instantaneous steering angle. Advantageously, here, during antilock brake operation, the brake pressure, particularly the maximum brake pressure, is adapted to decrease when the steering angle is large or increasing. This means that the steering angle is further taken into consideration when adjusting the brake pressure by the antilock brake system, in order to enable particularly efficient and simultaneously safe braking operation.

[0019] Particularly preferably, the brake pressure adaptation includes adjusting the pressure gradient of the brake pressure, i.e., the change in brake pressure over time, especially during anti-lock braking operation. Particularly preferably, here the sensitivity coefficient of the pressure gradient and / or the maximum pressure is adjusted. This makes it possible to particularly fine-tune the anti-lock braking operation to the current driving conditions of the motorcycle.

[0020] Preferably, adjusting the brake pressure further includes controlling tire slip during braking of the motorcycle. This allows for further anti-lock brake control that is optimally adapted to the ground and the current driving conditions of the motorcycle.

[0021] More preferably, this method further includes the step of determining the instantaneous speed of the motorcycle and / or the distance traveled by the motorcycle based on the corrected motion state. Preferably, here the operation of the drive unit and / or antilock braking system may further be performed in accordance with the determined instantaneous speed of the motorcycle and / or the distance traveled by the motorcycle.

[0022] Preferably, this method further includes the step of performing a second correction of the motion state based on measurement pulses detected by a wheel rotation speed sensor. Preferably, the second correction is performed each time a measurement pulse detected by the wheel rotation speed sensor occurs. This makes particularly accurate data available whenever such measurement pulses occur, which can be used to optimize the motion state, thus enabling particularly high accuracy in determining the motion variables.

[0023] Particularly preferably, the second correction is performed based on the formula y2 = [x5,old + 2πr]. Here, y2 is a correction value related to the distance traveled by the two-wheeled vehicle, x5,old is an old, i.e., temporally previous value related to the distance traveled by the two-wheeled vehicle, and r is the radius of the wheel of the two-wheeled vehicle. Here, particularly, y2 is the estimated travel distance in the motion state. In other words, at each time point when the measurement pulse of the wheel rotation speed sensor occurs, the estimated travel distance in the motion state is replaced by the accurate measurement value by the wheel rotation speed sensor. [[ID=~1]] [[ID=~2]]

[0024] [[ID=~3]] Preferably, based on the corrected motion state, one or more of the motion variables of the two-wheeled vehicle, i.e., the roll angle, pitch angle, and longitudinal acceleration, are determined. Thereby, particularly accurate information regarding the current forward motion of the two-wheeled vehicle can be obtained. [[ID=~5]] [[ID=~6]]

[0025] [[ID=~7]] More preferably, the first correction is performed using an extended Kalman filter. Thereby, particularly efficient and accurate correction of the motion state can be easily performed. [[ID=~9]] [[ID=~10]]

[0026] [[ID=~11]] Preferably, the evaluation of the motion state of the two-wheeled vehicle is [[ID=~13]] [[ID=~14]]

Number

Number

Number

[0027] [[ID=~35]] Particularly, here, the input vector u is the system equation [[ID=~37]] [[ID=~38]]

Number

number

[0028] Preferably, the estimation of the motion state of the two-wheeled vehicle is done using the system equation.

number

[0029] More preferably, the estimation of the motion state of the two-wheeled vehicle is further performed based on the following equation.

number

[0030] Here,

number

[0031] Preferably, the method further includes the step of making a decision to stop the motorcycle based on the estimated state of motion. Preferably, here further, a total of three riding modes may be distinguished: stopped, riding, and transitioning. Preferably, the riding mode may be determined based on a predetermined threshold, such as an estimated speed. This makes it possible to obtain information about the current state of motion of the motorcycle particularly easily and uniquely. Furthermore, the determined riding state, such as stopped, may be used to carry out further optimization of the method to improve the accuracy of determining the state of motion.

[0032] More preferably, this method is -When no measurement pulse is detected by the wheel rotation speed sensor for at least a predetermined period of time, or when the vehicle is determined to stop, the state vector x and the system equation

number

number

number

[0033] This is when the wheel rotation speed sensor does not detect a measurement pulse when the vehicle is stopped or for other reasons, and the state vector x and system equation

number

[0034] Preferably, the steering angle δ is determined by the yaw rate of the motorcycle.

number

number

[0035] In particular, the wheelbase corresponds to the distance between the two wheel hubs or axles of a two-wheeled vehicle. Preferably, the calculation of this equation is intended to be performed such that the expression in the denominator does not become zero, thereby avoiding the occurrence of numerical problems. Preferably, for this purpose, the minimum speed determined using the longitudinal speed x4 is used. Preferably, the steering angle calculation is performed only while the movement of the two-wheeled vehicle is identified, and not in particular when the stopping of the two-wheeled vehicle is identified.

[0036] Furthermore, the present invention provides a motorcycle comprising a drive unit, an anti-lock braking system, and a sensor system having a rotational speed sensor, an acceleration sensor, and a wheel rotation speed sensor. The motorcycle further includes a control device configured to implement the method for driving the motorcycle described above. The control device is further configured to controllably operate the drive unit and the anti-lock braking system. Preferably, the wheel rotation speed sensor is a single-pulse lead sensor having exactly one magnet fixed to the wheel and rotating with the wheel. Here, the motorcycle is characterized by the ability to determine motion variables with high temporal resolution and high precision, particularly with a simple and inexpensive sensor system structure. Based on these motion variables, particularly accurate and optimally adapted operation of the drive unit and / or anti-lock braking system can be achieved.

[0037] Preferably, the two-wheeled vehicle is configured as an electrically driven, particularly and / or drivable bicycle, which may also be specifically called an electric bicycle.

[0038] The present invention will be described below with reference to exemplary embodiments, along with the drawings. In the drawings, functionally identical components are represented by the same reference numerals. [Brief explanation of the drawing]

[0039] [Figure 1] This is a simplified schematic diagram of a motorcycle comprising a sensor system and a control device for carrying out a method according to a preferred exemplary embodiment of the present invention. [Figure 2] This is a different viewpoint of the motorcycle in Figure 1, intended to explain the steering angle. [Figure 3] This is a view of the motorcycle from a different perspective, illustrating the tilted posture shown in Figure 1. [Figure 4] This is a simplified schematic diagram illustrating an implementation of a preferred exemplary embodiment of the present invention. [Figure 5] This is a simplified schematic diagram of a lookup table used when carrying out a method according to a preferred exemplary embodiment of the present invention. [Modes for carrying out the invention]

[0040] Figure 1 shows a simplified schematic diagram of a motorcycle 1 comprising a sensor system 2 and a control device 20 for carrying out a method for determining the motion variables of the motorcycle 1 according to a preferred exemplary embodiment of the present invention.

[0041] The two-wheeled vehicle 1 is an electric bicycle and has a drive unit 12 in the area of ​​the bottom bracket, which allows the pedaling force generated by the human power of the driver of the two-wheeled vehicle 1 to be electrically assisted by the drive unit 12. Here, the drive unit 12 is supplied with electrical energy from an electrical energy storage device 14.

[0042] Furthermore, the motorcycle 1 includes an anti-lock braking system 13 configured to operate the hydraulic brake system 15 of the motorcycle 1. Here, the anti-lock braking system 13 is operable in anti-lock braking operation, in which the anti-lock braking system 13 adjusts the hydraulic brake pressure in the hydraulic brake system 15 to prevent the wheels 11 from locking during braking. The anti-lock braking system 13 is in particular connected to a control device 20 and is operable by the control device 20.

[0043] The control device 20 is located on the handlebars of the motorcycle 1 and may be, for example, part of the on-board computer.

[0044] Sensor system 2 includes multiple sensors. Specifically, sensor system 2 includes a rotational speed sensor 21 and an acceleration sensor 22, both of which are integrated into the control device 20.

[0045] The rotational speed sensor 21 detects the three-dimensional rotational speed of the moving motorcycle 1. Here, the rotational speed around the axes x, y, and z shown in Figure 1 (see also Figures 2 and 3) is detected.

[0046] Here, the x-axis is parallel to the longitudinal axis L (see Figure 2) of the motorcycle 1, which is parallel to the direction of travel A when the motorcycle 1 is traveling in a straight line. The z-axis corresponds to the vertical height axis H (see Figure 3), which is parallel to the direction of gravity of the Earth's gravitational field (not shown). The y-axis is perpendicular to both the x-axis and the z-axis. The y-axis can also be called the pitch axis. Furthermore, the z-axis may also be called the yaw axis.

[0047] The acceleration sensor 22 detects the acceleration values ​​of the motorcycle 1, preferably a total of three acceleration values ​​along each axis x, y, and z.

[0048] Furthermore, the sensor system 2 includes a single-pulse type wheel rotation speed sensor 23 configured as a rotation sensor to detect exactly one measurement pulse for each rotation of the wheel 11 of the two-wheeled vehicle 1. For this purpose, the wheel rotation speed sensor is configured to detect exactly one measurement pulse for each rotation of the wheel 11, for example, each time a magnet 23a fixed to the spokes of the wheel 11 passes over it. Thus, the rotation speed of the wheel 11 can be determined based on the measurement pulses detected by the wheel rotation speed sensor 23.

[0049] Here, the instantaneous speed, distance traveled, and instantaneous steering angle δ of the motorcycle 1 are determined by method 50 as the motion variables of the motorcycle 1.

[0050] The steering angle δ is shown in Figure 2. Here, Figure 2 shows a diagram of the motorcycle 1 along the z-axis. As can be seen from Figure 2, the steering angle δ corresponds to the angle between the longitudinal axis L and the front wheel 11. The steering angle δ is zero when driving in a straight line, and increases as the radius of the curve traveled by the motorcycle 1 decreases.

[0051] When motorcycle 1 is traveling around a curve, motorcycle 1 assumes a tilted position as shown in Figure 3. Here, Figure 3 schematically shows the tilt angle β of motorcycle 1. The tilt angle β is, in this case, the angle at which motorcycle 1 is tilted from the height axis H.

[0052] The implementation of method 50 for driving motorcycle 2 by determining the motion variables of motorcycle 1 will be described below with reference to Figure 4.

[0053] In method 50, first, the rotational speed sensor 21 detects the three-dimensional rotational speed of the motorcycle 1 51. Simultaneously, the acceleration sensor 22 detects the acceleration value of the motorcycle 1 52. Next, the motion state of the motorcycle 1 is estimated 53 based on the detected three-dimensional rotational speed.

[0054] Here, the motion state of the motorcycle 1 includes estimated values ​​for estimated acceleration, estimated velocity, and even estimated distance traveled. More specifically, the motion state is estimated by a state vector having parameters such as roll angle, pitch angle, longitudinal acceleration, longitudinal velocity, and distance traveled. In particular, the roll angle corresponds here to the tilt angle β, i.e., the deflection or rotation of the motorcycle 1 around the longitudinal axis H. Preferably, the pitch angle corresponds to the deflection or rotation of the motorcycle 1 around the y-axis (i.e., lateral to the longitudinal axis H).

[0055] Subsequently, a system equation is constructed that specifically represents the time evolution of the state vector, based on the state vector and an input vector having a three-dimensional rotation velocity.

[0056] Next, the motion state of the motorcycle 1 is estimated by calculating the integral of the system equations. This yields the estimated motion variables of the motorcycle 1.

[0057] Next, motion state correction steps 54 and 55 are performed. First, a first motion state correction 54 is performed based on the acceleration value actually detected by the acceleration sensor 22.

[0058] Furthermore, a second correction 55 of the motion state is performed each time a measurement pulse from the wheel rotation speed sensor 23 is detected. Specifically, the motion state is corrected here based on the actual distance traveled as determined by the wheel rotation speed sensor 23. Because the geometric relationship of the measurement pulses across the circumference of the wheel 11 allows for the actual distance traveled to be determined with great precision, the second correction 55 allows for a particularly precise correction step of the motion state.

[0059] Next, based on the corrected motion state, the steering angle δ of the motorcycle 1 can be determined 57.

[0060] Method 50 may be implemented in a modified form (not shown) that further takes into account the stopping of the motorcycle 1. In this case, the decision to stop the motorcycle 1 is also made based on the estimated state of motion.

[0061] When it is determined that the motorcycle 1 has stopped, the state vector and system equations can be reduced to the initial two states. This prevents the estimated motion variables from drifting over time, as there are no measurement pulses available for the second correction 55. As soon as it is determined that the motorcycle 1 is moving forward again, or as soon as a measurement pulse is detected again by the wheel rotation speed sensor 23, the state vector and system equations are expanded back to their original state before reduction, and then the precise identification of all motion variables becomes possible again.

[0062] As an alternative to the stopping of the two-wheeled vehicle 1, the state vector and state equation can also be reduced to the initial two states by using the absence of measurement pulses from the wheel rotation speed sensor 23.

[0063] Therefore, the motion state, corrected once or twice, provides a particularly accurate estimate of the motion variables of the motorcycle 1. In particular, based on the corrected motion state, a desired motion variable, such as speed, can be read at any point and used, for example, in a further system or method of the motorcycle 1. Furthermore, since method 50 is particularly based on measurements from the rotational speed sensor 21 and acceleration sensor 22, which can provide accurate and reliable measurements even at low speeds, the motion variables of the motorcycle 1 can be accurately determined by method 50 even at very low speeds.

[0064] The determined motion variables, in particular the steering angle δ, are used in the motorcycle 1 for the operation 58 of the drive unit 12 and the anti-lock brake system 13, as described below.

[0065] Here, the operation 58 of the drive unit 12 is performed such that the drive torque generated by the drive unit 12 is adapted according to the determined instantaneous steering angle δ. Here, the adaptation of the drive torque is performed based on the lookup table 30.

[0066] The lookup table 30 is shown in Figure 5. Here, the lookup table 30 is shown in the form of a graph showing the drive torque 32 with respect to the steering angle 31. Here, the steering angle δ at the axle 33 is 0°.

[0067] Here, the lookup table 30 includes a predetermined drive torque curve 35 that determines the drive torque to be set according to the determined steering angle δ. Here, the drive torque curve 35 is symmetrical with respect to a steering angle of 0°.

[0068] As can be seen from Figure 5, the drive torque curve 35 is constant within region C, allowing the maximum possible drive torque to be utilized. Region C extends to the maximum steering angle δ of 10°, represented by the dashed lines 36.

[0069] When the steering angle δ exceeds 10°, i.e., when steering in both the left and right directions, region B begins. In region B, the drive torque curve 35 has a linear dependence on the steering angle δ. This means that as the steering angle δ increases, the maximum drive torque decreases proportionally. When the steering angle δ is greater than or equal to the steering angle δ at point 37 (for example, a steering angle δ of 45°), the maximum possible drive torque is set to zero. This means that beyond a steering angle δ of at least 45°, the drive unit 12 can no longer generate any drive torque at all.

[0070] Furthermore, the drive torque of the drive unit 12 may be adapted according to the instantaneous gradient of the road on which the motorcycle 1 is located. The gradient may be determined, for example, by directly using the sensor system 2 and / or based on the calculated motion state of the motorcycle 2. Preferably, thereafter, when a predetermined gradient is exceeded, the drive unit 12 is provided with a minimum drive torque to enable comfortable electric assist riding for the rider.

[0071] Furthermore, in the method 50 for driving the motorcycle 1, the anti-lock braking system 13 is operated 58 in accordance with a determined instantaneous steering angle δ. Here, the pressure gradient of the brake pressure generated by the anti-lock braking system 13 in the hydraulic braking system 15 during anti-lock braking is adapted in accordance with the determined steering angle δ. Here, with respect to optimal braking behavior, it is particularly advantageous if the sensitivity coefficient and maximum pressure of the pressure gradient are adapted during the pressure adjustment performed by the anti-lock braking system 13 in the hydraulic braking system 15 based on the determined instantaneous steering angle δ. Furthermore, during braking of the motorcycle 1, tire slip can be controlled in accordance with the instantaneous steering angle δ.

[0072] Preferably, and in a particularly simple manner, the maximum brake pressure allowed by the hydraulic brake system 15 can be reduced as the steering angle δ increases, for example, in adjusting the brake pressure to avoid dangerous situations on sharp curves. This can prevent excessive braking that could lead to wheel lock or slippage on sharp curves. By using a steering angle δ estimated based on the motion state for the operation 58 of the anti-lock brake system 13, complex and expensive sensor configurations such as tilt sensors can be eliminated, so that anti-lock brake operation optimized for cornering on the motorcycle 1 can be provided by a particularly simple and inexpensive means.

Claims

1. A method for driving a two-wheeled vehicle (1), The aforementioned two-wheeled vehicle (1) includes a drive unit (12) and a sensor system (2), The sensor system (2) includes a rotation speed sensor (21), an acceleration sensor (22), and a wheel rotation speed sensor (23), The wheel rotation speed sensor (23) is configured to detect at least one measurement pulse for each rotation of the wheel (11) of the two-wheeled vehicle (1), This method is The rotational speed sensor (21) is used to detect (51) the rotational speed of the motorcycle (1), particularly in three dimensions. The steps include detecting the acceleration value (52) of the motorcycle (1) using the acceleration sensor (22), A step of estimating (53) the motion state of the two-wheeled vehicle (1) based on the rotational speed detected, wherein the motion state includes estimated values ​​relating to estimated acceleration, estimated speed, and estimated distance traveled. The steps include performing a first correction (54) of the estimated motion state based on the detected acceleration value, Based on the corrected estimated motion state, the step of determining (56) the instantaneous steering angle (δ) of the motorcycle (1), (58) A step of operating the drive unit (12) and / or anti-lock brake system (13) of the motorcycle (1) in accordance with the instantaneous steering angle (δ) determined above. A method that includes this.

2. The method according to claim 1, wherein the step of operating the drive unit (12) (58) includes the step of adjusting the drive torque of the drive unit (12).

3. The method according to claim 2, wherein the drive torque of the drive unit (12) is adapted based on a lookup table (30) that includes a predetermined drive torque curve (35) corresponding to the steering angle.

4. The drive torque curve (35) remains constant up to a predetermined maximum steering angle (36), particularly up to a maximum of 10°. The method according to claim 3, wherein the drive torque curve (35) depends linearly with respect to the steering angle (δ) at a steering angle (δ) greater than the predetermined maximum steering angle (36).

5. The method further includes the step of determining the instantaneous gradient of the road on which the motorcycle (1) is located, The drive torque of the drive unit (12) is further adapted according to the gradient. The method according to any one of claims 2 to 4.

6. The method according to any one of claims 1 to 4, wherein the step of operating the anti-lock brake system (13) (58) includes the step of adjusting the brake pressure in the brake system of the motorcycle (1).

7. The method according to claim 6, wherein adapting the brake pressure includes adjusting the pressure gradient of the brake pressure, in particular the sensitivity coefficient and / or maximum pressure of the pressure gradient.

8. The method according to claim 6, wherein adjusting the brake pressure includes controlling tire slip during braking of the motorcycle (1).

9. The method according to any one of claims 1 to 4, further comprising the step of determining (57) the instantaneous speed of the motorcycle (1) and / or the distance traveled by the motorcycle (1) based on the corrected estimated motion state.

10. The method according to any one of claims 1 to 4, further comprising the step of performing a second correction (55) of the estimated motion state based on the measurement pulse detected by the wheel rotation speed sensor (23).

11. The second correction (55) is performed using a correction value y2 relating to the distance traveled by the motorcycle (1), a previous value x5,old relating to the distance traveled by the motorcycle (1), and the radius r of the wheels (11) of the motorcycle (1), y2=[x5, old+2πr] The method according to claim 5, which is carried out based on the formula.

12. The method according to any one of claims 1 to 4, wherein, based on the corrected estimated motion state, one or more of the motion variables of the two-wheeled vehicle (1), namely roll angle, pitch angle, longitudinal acceleration, and distance traveled, are determined.

13. The method according to any one of claims 1 to 4, wherein the first correction (54) is performed using a nonlinear Kalman filter.

14. The estimation (53) of the motion state of the two-wheeled vehicle (1) is, A state vector having roll angle x1, pitch angle x2, longitudinal acceleration x3, longitudinal velocity x4, and travel distance x5. [Math 1] Along with, input vectors having three-dimensional rotation speeds u1, u2, and u3 [Math 2] Using [Math 3] This is done based on the system equations, The estimation (53) of the motion state of the two-wheeled vehicle (1) is the system equation [Math 4] This is done based on the calculation of the integral, The estimation (53) of the motion state of the two-wheeled vehicle (1) is further determined by the yaw rate of the two-wheeled vehicle (1). [Math 5] Along with using the estimated acceleration value y1 of the two-wheeled vehicle (1), [Math 6] The method according to any one of claims 1 to 4, which is carried out based on the formula.

15. Drive unit (12) and Anti-lock braking system (13) and A sensor system (2) including a rotation speed sensor (21), an acceleration sensor (22), and a wheel rotation speed sensor (23), A control device (20) is configured to controllably operate the drive unit (12) and the anti-lock brake system (13), and is configured to carry out the method described in any one of claims 1 to 4. Two-wheeled vehicles, including electric bicycles.

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