Electric automobile

Abstract

To increase the running properties and travel safety of an electric automobile, particularly an electric two-wheel vehicle having a steering manual handlebar (1).SOLUTION: The present invention relates to an electric automobile including a steering manual handlebar (1) having a throttle lever (4) for controlling a rotation number (n) and / or rotational torque (M) of at least one electrically driven motor and a separate lever (6) for adjusting the rotation number (n) and / or the rotational torque (M) of at least one electrically driven motor in at least one first operation range (A). Particularly for increasing the running properties and travel safety in motor brake operation, an automobile is arranged so that regenerative operation is possible in at least one second operation area (R) and regenerative output or regenerative torque (MR) of the at least one electrically driven motor can be adjusted and / or limited by the separate lever (6) in the at least one second operation area (R).SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an electric vehicle, in particular an electric two-wheeler, having a manual handlebar for steering with a throttle lever for controlling the rotational speed and / or torque of at least one electric drive motor and a disconnect lever for adjusting the rotational speed and / or torque of the at least one electric drive motor in at least one first operating range.The present invention also relates to a method for operating an electric vehicle, in particular an electric two-wheeler, steered via a manual handlebar, in which the rotational speed and / or torque of the electric drive motor is controlled via the throttle lever and adjusted via the disconnect lever. [Background technology]

[0002] Internal combustion engine motorcycles and other vehicles steered (i.e., controlled by a steering wheel) via manual handlebars typically have a throttle lever on the right side of the handlebar to control engine speed, a brake lever located on the right side of the handlebar to operate the front brake, and a disconnect lever (also known as a clutch lever) located on the left side of the handlebar to operate a disconnect clutch in the drivetrain. The left-side disconnect lever is typically used on internal combustion engine motorcycles to engage or disengage the disconnect clutch in the drivetrain and to regulate starting torque.

[0003] On so-called off-road bikes, or dirt bikes, sometimes in difficult off-road situations the throttle lever is held at full throttle and power is adjusted via a slip clutch, because in off-road situations the driver needs to hold on, and in many cases there is no way for the driver to turn the throttle lever.

[0004] Electric motorcycles do not have a clutch, so there is no way to reduce power via a clutch lever. The same applies to regeneration.

[0005] Even if an electric motorcycle does not have a separation lever, it is advantageous for off-road riding safety and riding performance, particularly in an electrically operated off-road motorcycle, to be able to easily and quickly reduce the power output and driving torque of the electric drive unit via the left separation lever without the driver having to loosen his or her grip to perform a rotational movement with his or her wrist.

[0006] US Patent Application Publication No. 2011 / 048832 discloses a control device for a steering-wheel-controlled electric vehicle, which has a throttle lever located on the right side of the steering wheel for controlling the motor speed. The throttle lever controls the amount of electrical energy supplied from the battery to the electric motor. The steering-wheel-controlled vehicle also has a separation lever located on the left side of the steering wheel, which allows the driver to adjust the electric motor's driving speed by pulling the separation lever depending on the lever position. However, there is no provision for adjusting regeneration via the left separation lever. Therefore, the regeneration output can only be changed (as usual) via the throttle lever, which has the disadvantage that a stable driver position is not guaranteed. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] US Patent Application Publication No. 2011 / 048832 Summary of the Invention [Problem to be solved by the invention]

[0008] An object of the present invention is to improve the driving performance and driving safety (particularly in motor braking operation) of a steering-controlled automobile, and to enable easy adjustment of regenerative output or regenerative torque during regenerative braking. [Means for solving the problem]

[0009] According to the present invention, this problem is solved in that the vehicle is capable of regenerative operation in at least one second operating range, and in the at least one second operating range the regenerative power or regenerative torque of the at least one electric drive motor can be adjusted and / or limited by means of a separating lever.

[0010] This makes it possible to easily adjust the regenerative output or regenerative torque during regenerative braking.

[0011] The disconnect toggle lever can be used to reduce drive power as well as reduce regeneration power.

[0012] The separate toggle lever can be used to limit drive power as well as regenerative power.

[0013] The term "regeneration" refers to the recovery of energy during the deceleration process of a vehicle. The regenerative torque is the braking torque available during regenerative braking. The regenerative power is derived from the regenerative torque and the rotational speed of the electric drive motor.

[0014] It is preferably provided that the regenerative power or torque can be reduced and / or limited by pulling the disconnect lever.

[0015] In an alternative embodiment of the present invention, the regenerative power or torque is maximum in a first toggle lever position of the separating lever, which is assigned to the minimum deflection, and minimum in a second toggle lever position of the separating lever, which is assigned to the maximum deflection, and preferably the regenerative power or torque is adjustable in continuous or discrete steps in intermediate positions between the first and second toggle lever positions.

[0016] In another embodiment of the present invention, the regenerative power or torque can also be adjusted by operating the throttle lever. Preferably, the regenerative power or torque is maximum at a first lever rotation position of the throttle lever, which is assigned to the smallest deflection, and is minimum at a second lever rotation position of the throttle lever, which is assigned to the largest deflection. Advantageously, the regenerative power or torque can be adjusted continuously or in discrete steps at intermediate positions between the first and second lever rotation positions.

[0017] In particular in electric motorcycles in which the drive power as well as the regenerative power is set solely via the throttle lever (so-called "one-pedal" adjustment), it is particularly advantageous to be able to quickly reduce the regenerative power or torque via an easily operated disconnecting lever without moving the throttle lever, whereby (when the vehicle is operated regeneratively in at least one second operating range) the regenerative power or torque of the at least one electric drive motor is adjusted by the disconnecting lever, in that the regenerative power or torque is reduced and / or limited by pulling the disconnecting lever.

[0018] In a variant embodiment of the invention, the regenerative power or torque as well as the drive power or torque are adjusted by operating the throttle lever, such that a rated regenerative power or torque or a rated drive power or torque is preset by means of the throttle lever. Starting from a predefined rated regenerative power or a predefined rated regenerative torque or a rated drive power or torque, it is advantageously possible to reduce the regenerative power or torque or the drive power or torque of the at least one electric drive motor to an expected regenerative power or torque or to reduce and / or limit it to zero by means of the decoupling lever.

[0019] The present invention further provides that the effective slip value of at least one rear wheel of the vehicle is compared with a predefined target slip value, and if the target slip value is exceeded, rear wheel slip adjustment is performed by reducing and / or limiting the regenerative power or torque or the drive power or torque (starting from the expected regenerative power or torque or the expected drive power or torque) until the effective slip value corresponds to the target slip value. If the expected regenerative torque or torque exceeds the slip limit at the rear wheel, the rotation speed of the drive motor is reduced and / or limited. The reduction in the rotation speed of the electric drive motor results in a significant reduction in the power regenerated by the electric drive motor or provided for drive. This improves the vehicle's driving performance and traction, thereby increasing the operating range. [Brief explanation of the drawings]

[0020] The invention will now be described in more detail with reference to the following non-limiting drawings, which show, in schematic form:

[0021] [Figure 1] 1 is a handlebar for a motor vehicle according to the present invention; [Figure 2] 1 is a diagram showing the rotational torque versus rotational speed of the vehicle. [Figure 3] This involves the driver intervening to adjust wheel torque. DETAILED DESCRIPTION OF THE INVENTION

[0022] FIG. 1 shows a schematic diagram of a handlebar 1 for an electrically operated vehicle that is controlled by a handle (i.e., steered via the handlebar 1), such as an electric two-wheeler, three-wheeler, or four-wheeler. This type of handlebar 1 may consist of one or more straight or curved tubes and generally has a throttle lever 4 on a first side 2 (e.g., on the right side as viewed in the direction of travel) by means of which the rotation speed and / or torque of a drive motor is adjusted. Furthermore, a brake lever 5, for example, configured as a toggle lever, for operating, for example, a front wheel brake, is arranged on a second side 3, which is arranged opposite the first side 2 with respect to the vehicle longitudinal axis 10, and is configured as a separating lever 6, for example, as a toggle lever, which is configured as a clutch lever for opening a separating clutch in a drive train in the case of a controlled by a handle vehicle provided with an internal combustion engine and a gearbox.

[0023] The vehicle can be operated in at least one first operating region A and at least one second operating region R, in which the vehicle is driven, e.g., accelerated, in the first operating region A, and decelerated, e.g., regeneratively braked, in the second operating region R.

[0024] As in internal combustion engine driven, steering wheel controlled vehicles, in the electric vehicle described here too the separating lever 6 is used to reduce or interrupt the motor braking process by the drive or drive motor.

[0025] In the second operating region R, the electric vehicle is braked by the electric drive motor during regenerative operation, and the electric drive motor is operated to generate electricity.

[0026] According to the present invention, the separating lever 6 is configured to separate the regenerative power or the regenerative torque M in at least one deceleration operating range of the electric vehicle. Rcan be adjusted, i.e., reduced and / or limited, by operating, i.e., pulling, the separating lever 6 in the direction of the arrow P in FIG. 1. In the first toggle lever position, shown in the figure, where the deflection is minimal (e.g., zero), which is assigned to the rest position of the separating lever 6, the regenerative power or regenerative torque M R is the preset rated regenerative output or the preset rated regenerative torque M R4 Rated regenerative output or rated regenerative torque M R4 is preset by the driver, for example, via the throttle lever 4 in the case of "one-pedal" adjustment. In this case, the action of the separating lever 6 is performed in the same way as a clutch lever in a motorcycle driven by an internal combustion engine: by pulling the separating lever 6 in the direction of the arrow P, the regenerative power or regenerative torque M R is gradually reduced to zero in direct proportion to the lever movement. R The reduction can be performed in continuous or discrete steps, linearly or according to a predetermined function.

[0027] In another embodiment, the separating lever 6 also operates in the first operating range A in which the vehicle is driven by the electric drive motor, so that the drive power or drive torque M A In at least one acceleration operating range of the vehicle, the driving power or driving torque M A can be adjusted, i.e., reduced and / or limited, by operating, i.e., pulling, the separating lever 6. In a first toggle lever position, which is assigned to the rest position of the separating lever 6, where the deflection of the separating lever 6 is minimum (e.g., zero), the drive power or drive torque M A is a preset rated drive power or rated drive torque M A4 Rated drive power and rated drive torque M A4 is set by the driver via the throttle lever 4. Here too, the mode of action of the separating lever 6 is implemented in the same way as a clutch lever in an internal combustion engine-driven motorcycle: by pulling the separating lever 6 further and further, the drive power or drive torque MA is gradually reduced to zero in direct proportion to the lever movement. A The reduction of may likewise be performed linearly or according to a predetermined function, continuously or in discrete steps.

[0028] 2 shows a diagram of the rotational torque M versus the rotational speed n of the electric drive motor of an electric vehicle. The arrow P0 indicates the decrease in the rotational torque M when the separating lever 6 is operated (in acceleration or deceleration operation).

[0029] In this way, even in an electrically operated, steering-controlled motor vehicle (as in an internal combustion engine motorcycle), when used in extreme off-road conditions, it is possible to adjust the power output via the separating lever 6 (corresponding to the clutch lever in an internal combustion engine motorcycle), while holding the throttle lever 4, for example, at "full throttle" or maximum drive power (in driving operation) and at "zero throttle" or maximum regenerative power (in deceleration operation). This allows the driver to hold on to the handlebar 1 off-road, without having to simultaneously rotate the throttle lever 4 to adjust the power output. Operation of the separating lever 6 can be performed with one or a few fingers without adversely affecting the driver's ability to hold on to the handlebar 1.

[0030] This allows the regenerative power and / or drive power to be reduced by operating the disconnect lever 6 without moving the throttle lever 4. This allows the behavior of the clutch lever in a steering-wheel-controlled electric vehicle to be imitated in a steering-wheel-controlled electric vehicle.

[0031] For better riding performance, many steering-controlled vehicles, such as motorcycles, also use the so-called "one-pedal" adjustment.

[0032] In this case, regeneration is performed by slightly deflecting the throttle lever 4.

[0033] For example, the brakes (e.g., front brakes) operated via the brake lever 5 can act purely hydraulically or can provide a portion of the regenerative power. In the latter case, the braking power is "blended" so that there is a continuous transition between regeneration and hydraulic braking at the rear wheel. This requires a linear sensor at the brake lever 5 to determine the position of the brake lever 5 or the braking force at the brake lever 5.

[0034] However, if the ground is slippery or when cornering or leaning, the rear wheel or wheels can transmit less braking power (regenerative power). Nevertheless, rear wheel slip regulation can be employed to always utilize the maximum possible regeneration (in view of maximum operating range and good driving characteristics).

[0035] In this case, at least one ABS sensor (ABS = Anti-lock Brake System) that may be provided can be used as an encoder at the rear wheel. The control device stores different target slip values ​​depending on various driving conditions (speed, deceleration, corner angle, road surface condition, etc.). If the target slip value is exceeded, regeneration is reduced until the target slip value is reached. As an alternative to the ABS sensor, the speed gradient of the drive motor relative to the vehicle speed can also be used. This is particularly advantageous when the rear wheels of steering-controlled electric vehicles are belt-driven.

[0036] This adjustment can also be used when accelerating.

[0037] Drive power or drive torque M via the separating lever 6 A Or regenerative output or regenerative torque M R By manually adjusting the maximum frame for rear wheel slip adjustment, the position of the throttle lever 4 predefines the maximum frame for adjustment by the separation lever 6.

[0038] Rear wheel slip adjustment is based on the regenerative output or regenerative torque M of the electric drive motor.R Or drive power or drive torque M A This can be achieved through output regulation (MPPT: maximum power point tracking function).

[0039] The expected regenerative output or expected regenerative torque M R6 is pre-set by the driver via the throttle lever 4 and / or the disconnect lever 6. The expected regenerative torque M R6 When the slip limit at the rear wheels is exceeded, the rotational speed of the electric drive motor decreases, and the power regenerated by the electric drive motor is significantly reduced.

[0040] As soon as this effect is detected by the control device, the regenerative torque M R The expected regenerative torque M R6 is limited.

[0041] Here, the regenerative torque M R is gradually increased, and a new cycle begins.

[0042] FIG. 3 shows the relationship between the drive torque M at at least one drive wheel of a vehicle in a first operating region A during acceleration or driving and in a second operating region R during deceleration or regeneration. A Or regenerative torque M R The adjustment of the rated regenerative torque M is shown in the figure. R4 or rated drive torque M A4 is given in advance. The rated regenerative torque M R4 or rated drive torque M A4 is the expected regenerative torque M, which represents the maximum frame for rear wheel slip adjustment. R6 or expected driving torque M A6 is reduced to.

[0043] Expected regenerative torque M R6 and expected driving torque M A6 The rated regenerative torque M R4 or rated drive torque MA4 As an alternative to the reduction of the regenerative torque M R By separating the lever 6, the maximum regenerative torque M Rmax or the driving torque M A Maximum drive torque M via the separation lever 6 Amax It is possible to limit the maximum regenerative torque M Rmax or maximum driving torque M Amax In extreme cases, it can be zero. Rated regenerative torque M R4 or rated drive torque M A4 Unlike the case of lowering the throttle lever 4, the limit is set to a defined lower limit position S4 Rmax Below and / or the defined upper limit position S4 Amax It only works in the above cases.

[0044] The driving torque M of at least one driving wheel of the vehicle A Or regenerative torque M R The adjustment of the zero point 0 of is preferably performed so that a smooth transition from pulling to pushing (or vice versa) is achieved. This is because in the diagram shown in FIG. 3, each tangent line t is R4 and rated drive torque M A4 The curve of the extension centered on the zero point 0 of the equation is approximately "horizontal", i.e., approximately parallel to the horizontal axis (position S4 of the throttle lever 4). In the example shown, the angle α between the tangent line t and the horizontal axis (position S4 of the throttle lever 4) is a maximum of approximately 3°.

Claims

1. An electric vehicle having a manual handlebar (1) for steering, the manual handlebar (1) having a throttle lever (4) for controlling the rotation speed (n) and / or the rotation torque (M) of at least one electric drive motor, and a separating lever (6) for adjusting the rotation speed (n) and / or the rotation torque (M) of the at least one electric drive motor in at least one first operating range (A), The electric vehicle is capable of regenerative operation in at least one second operating range (R), and in the at least one second operating range (R), the regenerative output or regenerative torque (M Ｒ ) is adjustable and / or limitable.

2. An electric vehicle as described in claim 1, characterized in that the electric vehicle is an electric two-wheeled vehicle.

3. The regenerative output or the regenerative torque (M Ｒ 2. Electric vehicle according to claim 1, characterized in that the separation lever (6) can be lowered and / or limited by pulling the separation lever (6).

4. In a first toggle lever position of the separating lever (6), which is assigned to a minimum deflection, the regenerative power or the regenerative torque (M Ｒ In a second toggle lever position of the separating lever (6), in which the regenerative power or the regenerative torque (M Ｒ 4. The electric vehicle according to claim 1 or 3, wherein the ratio of the rotational speed of the electric vehicle to the rotational speed of the motor is minimum.

5. The electric vehicle according to claim 4, wherein the regenerative output or the regenerative torque (M R ) is adjustable in continuous or discontinuous steps at an intermediate position between the first toggle lever position and the second toggle lever position.

6. The regenerative output or the regenerative torque (M Ｒ 4. The electric vehicle according to claim 1, wherein the throttle valve (4) can also be adjusted by operating the throttle lever (4).

7. At a first lever rotation position of the throttle lever (4), which is assigned to a minimum deflection, the regenerative output or the regenerative torque (M Ｒ ) is maximum and assigned to the maximum deflection, the regenerative output or the regenerative torque (M Ｒ 7. The electric vehicle according to claim 6, wherein the minimum value of the torque is 0.1 kW.

8. The electric vehicle according to claim 7, wherein the regenerative output or the regenerative torque (M R ) is adjustable in continuous or discontinuous steps at an intermediate position between the first lever rotation position and the second lever rotation position.

9. A method for operating an electric vehicle steered via a manual handlebar (1), in which the rotational speed (n) and / or rotational torque (M) of at least one electric drive motor of said electric vehicle is controlled via a throttle lever (4) and adjusted via a separation lever (6) in at least one first operating range (A), The electric vehicle is regeneratively operated in at least one second operating range (R), and the regenerative output or regenerative torque (M) of the at least one electric drive motor is controlled by the separating lever (6) in the at least one second operating range (R) of the electric vehicle. Ｒ ) is adjusted and / or limited.

10. The method according to claim 9, characterized in that the electric vehicle is an electric two-wheeler.

11. The regenerative output or the regenerative torque (M Ｒ 10. The method according to claim 9, characterized in that the force of the separating lever (6) is reduced and / or limited by pulling the separating lever (6).

12. In a first toggle lever position of the separating lever (6), which is assigned to a minimum deflection, the regenerative power or the regenerative torque (M Ｒ In a second toggle lever position of the separating lever (6), the regenerative power or the regenerative torque (M Ｒ 12. The method according to claim 9 or 11, characterized in that:

13. The method according to claim 12, wherein the regenerative power or the regenerative torque (M R ) is adjusted in continuous or discrete steps at an intermediate position between the first toggle lever position and the second toggle lever position.

14. The regenerative output or the regenerative torque (M Ｒ 12. The method according to claim 9 or 11, characterized in that the throttle valve (4) is also adjusted by operating the throttle lever (4).

15. The method according to claim 14, wherein the rated regenerative power or rated regenerative torque (M R4 ) is preset by the throttle lever (4).

16. At a first lever rotation position of the throttle lever (4), which is assigned to a minimum deflection, the regenerative output or the regenerative torque (M Ｒ At a second lever rotation position of the throttle lever (4), the regenerative output or the regenerative torque (M Ｒ 15. The method of claim 14, wherein:

17. The method according to claim 16, wherein the regenerative output or the regenerative torque (M R ) is adjusted in continuous or discrete steps at an intermediate position between the first lever rotation position and the second lever rotation position.

18. The predefined rated regenerative output or the predefined rated regenerative torque (M Ｒ４ ), and by means of the separating lever (6), the regenerative power or the regenerative torque (M Ｒ ) is the expected regenerative output or expected regenerative torque (M Ｒ６ 16. The method of claim 15, wherein the temperature is reduced to 1000°C.

19. The effective slip value of at least one rear wheel of the electric vehicle is compared with a predefined target slip value, and if the effective slip value exceeds the target slip value, the expected regenerative output or the expected regenerative torque (M Ｒ６ ) and the regenerative output or the regenerative torque (M Ｒ 19. The method of claim 18, wherein rear wheel slip regulation is performed by reducing the rear wheel slip ratio.

20. The electric vehicle is driven in at least one first operating region (A), and the drive power or drive torque (M Ａ 12. The method according to claim 9 or 11, characterized in that:

21. The driving output or the driving torque (M Ａ 21. The method according to claim 20, characterized in that the force of the separating lever (6) is reduced and / or limited by pulling the separating lever (6).

22. In a first toggle lever position of the separating lever (6), which is assigned to a minimum deflection, the drive power or the drive torque (M Ａ In a second toggle lever position of the separating lever (6), the drive power or the drive torque (M Ａ 21. The method of claim 20, wherein:

23. The method according to claim 22, wherein the drive power or drive torque (M A ) is adjusted in continuous or discrete steps at intermediate positions between the first toggle lever position and the second toggle lever position.

24. The driving output or the driving torque (M Ａ 21. The method according to claim 20, characterized in that the throttle lever (4) is also adjusted by operating the throttle lever (4).

25. The method according to claim 24, characterized in that the rated drive power or rated drive torque (M A4 ) is preset by the throttle lever (4).

26. At a first lever rotation position of the throttle lever (4), which is assigned to a minimum deflection, the driving power or the driving torque (M Ａ At a second lever rotation position of the throttle lever (4), the driving power or the driving torque (M Ａ 25. The method of claim 24, wherein:

27. The method according to claim 26, wherein the drive power or drive torque (M A ) is adjusted in continuous or discrete steps at an intermediate position between the first lever rotation position and the second lever rotation position.

28. The predefined rated drive output or the predefined rated drive torque (M Ａ４ ), by means of the separating lever (6), the drive power or the drive torque (M Ａ ) is the expected drive power or expected drive torque (M Ａ６ 26. The method of claim 25, wherein the temperature is reduced to

29. The effective slip value of at least one rear wheel of the electric vehicle is compared with a predefined target slip value, and if the target slip value is exceeded, the expected driving power or the expected driving torque (M Ａ６ ) and then increasing the drive power or the drive torque (M Ａ 29. The method of claim 28, wherein rear wheel slip regulation is performed by reducing the rear wheel slip ratio.

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