Operation method for vehicle, control unit, and vehicle that can be driven by muscle power and additional motor power

Abstract

To provide an operation method for a vehicle, a control unit, and a vehicle that can be driven by muscle power and additional motor power.SOLUTION: The present invention relates to an operation method for a vehicle (1) that can be driven by muscle power and additional motor power, in particular, an electric bicycle, an e-bike, a Pedelec, an S-Pedelec, and a motor drive unit (3) for the similar vehicles, including: step (S1) of (i) determining whether an obstacle (51) within a travel path (50) of the vehicle (1) is located close to the vehicle (1) and / or how close the obstacle is located; step (S2) of (ii) conditionally adapting an operation state of the motor drive unit (3) in accordance with the result of the determination (S1); and step (S3) of (iii) driving the vehicle by the motor drive unit (3) in the adapted operation state. The present invention also relates to an appropriate control unit (10), and the vehicle (1).SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an operating method and a control unit for a vehicle that can be driven by muscle power and additionally by motor power, and to the corresponding vehicle itself.

Background Art

[0002] In conventional vehicles that can be driven by muscle power and additionally by motor power, the assist by the motor drive unit is controlled or adjusted based on at most measurements related to torque, rotational speed, and / or the slope of the ground. In this case, obstacles that appear in an obstacle course and need to be overcome are not considered in the operating method of the motor drive unit.

Summary of the Invention

Means for Solving the Problems

[0003] In contrast, the operating method according to the invention for the motor drive unit of a vehicle that can be driven by muscle power and additionally by motor power has the advantage that obstacles that appear in an obstacle course can be overcome relatively easily and reliably. This is achieved by the present invention providing an operating method for the motor drive unit of a vehicle that can be driven by muscle power and additionally by motor power, especially for electric bicycles, e-bikes, pedelecs, S-pedelecs, and the like, and this operating method comprises at least - determining whether an obstacle in the vehicle's travel path is next to the vehicle and / or how it is next to the vehicle; - conditionally adapting the operating state of the motor drive unit according to the result of the determination; - driving the vehicle by the motor drive unit in the adapted operating state.

[0004] Thus, by adapting the assist by the motor drive unit according to the obstacles, any obstacle in the obstacle course can be overcome more easily and reliably than in the conventional case. The cited claims show preferred variants of the present invention.

[0005] In one preferred embodiment of the operating method according to the present invention, when determining the presence of an obstacle, (i) In particular, the lift or floating of the front wheels of the vehicle via the acceleration signal for vertical acceleration, (ii) Strong pulling on the vehicle's steering grip, (iii) Rapid transitions of the vehicle's posture, particularly from a flat or horizontal posture to an oblique posture. (iv) Extension of the damper and / or front fork springs, (v) For example, changes in tire pressure via a tire pressure sensor, (vi) Change in front wheel speed when the front wheels hit an obstacle while going over it. The presence of an obstacle is recognized when it is detected.

[0006] In connection with this, if any obstacles are identified, additionally (vii) In particular, a strong negative speed gradient at the rear wheel via a rotation speed sensor at the rear wheel, and / or (viii) One or more violent swings in an inertial sensor device It may be advantageous if the presence of an obstacle is recognized when it is detected.

[0007] In another alternative or additional embodiment of the operating method according to the present invention, when conditionally adapting the operating state of the motor drive unit, (a) Increase in motor torque, that is, the torque of the motor drive unit, (b) Increase in the assist coefficient as the ratio of the torque of the motor drive unit to the torque provided by the driver's muscle strength, (c) Extension of the duration of the motor drive unit after the driver has finished pedaling, and / or (d) Definition of thresholds for immediately permissible speed reduction and / or rotational speed reduction or its gradient. It will take place.

[0008] In another advantageous exemplary embodiment of the operating method according to the present invention, during conditional adaptation of the operating state of the motor drive unit, the control is adapted, adjusted, and performed so as not to abruptly decrease in the vehicle's speed and / or the rotational speed of the vehicle's rear wheels when the rear wheels hit an obstacle.

[0009] Alternatively, or in addition, based on another variant of the operating method according to the present invention, it is advantageous that, when conditionally adapting the operating state of the motor drive unit, the higher the detected lift or lift of the vehicle's front wheels, and / or the stronger the detected change in the vehicle's attitude, the more strongly the adapted control of the motor drive unit and the driver's assistance are specified.

[0010] Furthermore, in addition to or instead of the above, it is conceivable that the vehicle be driven by the motor drive unit in a suitable operating state immediately, directly, and / or without any time lag after the presence of an obstacle is recognized.

[0011] On the other hand, it is also conceivable that the motor drive unit may drive the vehicle in a suitable operating state, with a time lag after the presence of an obstacle is recognized, and this time lag is particularly (A) Depending on the speed of the vehicle and / or the rotation speed of the vehicle's wheels, and / or (B) When the time lag expires (B1) The front wheels of the vehicle are on an obstacle. (B2) The front wheels of the vehicle are going over an obstacle, and / or (B3) The rear wheels of the vehicle have reached an obstacle. It will be adjusted accordingly.

[0012] The present invention further relates to a control unit for a motor drive unit for a vehicle that can be driven by muscle power and additionally by motor power, especially for electric bicycles, e-bikes, pedelecs, S-pedelecs, and the like. This control unit is adapted to execute, instruct, and / or control or regulate the method of operation according to the present invention for the motor drive unit of a vehicle that can be driven by muscle power and additionally by motor power, and has such means.

[0013] The subject of the present invention is further a vehicle itself that can be driven by muscle power and additionally by motor power, especially an electric bicycle, e-bike, pedelec, S-pedelec, and the like, formed by comprising at least one wheel, a motor drive unit for driving at least one wheel, and a control unit arranged based on the present invention for controlling the motor drive unit.

[0014] Embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Brief Description of the Drawings

[0015] [Figure 1] FIG. 1 is a schematic view of an example of a vehicle according to the present invention in the form of an electric bicycle in which a first embodiment of the present invention is realized. [Figure 2] FIG. 2A is a schematic view of an obstacle course illustrating an aspect of the method of operation according to the present invention. FIG. 2B is a graph of sensor measurement values illustrating an aspect of the method of operation according to the present invention. [Figure 3] FIG. 3A is a schematic view of an obstacle course illustrating an aspect of the method of operation according to the present invention. FIG. 3B is a graph of sensor measurement values illustrating an aspect of the method of operation according to the present invention. [Figure 4] FIG. 4A is a schematic view of an obstacle course illustrating an aspect of the method of operation according to the present invention. FIG. 4B is a graph of sensor measurement values illustrating an aspect of the method of operation according to the present invention. [Figure 5] FIG. 5 is a schematic view of another example of a vehicle according to the present invention in the form of an electric bicycle focused on the realization of the method of operation according to the present invention.

Best Mode for Carrying Out the Invention

[0016] Hereinafter, exemplary embodiments and technical backgrounds of the present invention will be described in detail with reference to FIGS. 1 to 5. The same, equivalent, and elements and components that act the same or equivalently are denoted by the same reference numerals. The detailed description thereof will not be repeated every time an element and component denoted by a reference numeral appears.

[0017] The features shown and further characteristics can be separated from each other in any form and can be arbitrarily combined with each other without departing from the core of the present invention. First, FIG. 1 schematically shows an example of a vehicle 1 according to the present invention in the form of an electric bicycle 1 in which a first embodiment of the present invention is realized.

[0018] The vehicle 1 includes, as an electric bicycle, a frame 12 in which a front wheel 9-1, a rear wheel 9-2, and a crank drive 2 having two cranks 7 and 8 with pedals 7-1 and 8-1 are arranged. An electric drive unit 3, which may also be called a motor drive unit and / or an electric motor, is incorporated in the crank drive 2. A gearshift 6 is arranged on the rear wheel 9-2.

[0019] The drive torque provided by the driver and / or the electric drive unit 3 is transmitted from a chain ring 4 as a drive element in the crank drive 2 to a sprocket of the gearshift 6 via a chain 5.

[0020] Furthermore, a control unit 10 connected to the electric drive unit 3 is arranged on the handle of the vehicle 1. Furthermore, a battery 11 used for supplying current to the electric drive unit 3 is formed inside or on the surface of the frame 12.

[0021] The frame 12 further incorporates a crank bearing 13 or a bottom bracket bearing having a crank case 14 and a crank shaft 15. The crank drive 2 and motor drive unit 3, which include a crankshaft 15, cranks 7 and 8, and pedals 7-1 and 8-1, are components of the drive unit 80 of the vehicle 1, which is positioned on top of the crankshaft 1.

[0022] For novel control and / or adjustment of the motor drive unit 3, it is advantageous to have a sensor configuration 20 equipped with (possibly various) sensors 21-24 for capturing measurement values.

[0023] Sensors 21 and 22 are formed on the front wheel 9-1 or the rear wheel 9-2, and can, for example, measure the rotational speed of each wheel. The sensor 23 is mounted on the handlebars and can capture, for example, the speed of the vehicle 1, the tilt of the vehicle 1 or generally its attitude and / or orientation in space, the vertical acceleration of the vehicle 1, and / or the tensile and / or compressive forces applied by the driver to the handlebars.

[0024] Sensor 24 is mounted in the area of ​​the drive unit and can be configured as a gyro sensor capable of recognizing, for example, the lifting and / or pitching of the front wheels. Alternatively, or in addition to that, the rotational speed of the crankshaft 15 of the muscle-driven and / or motor-driven units 3 can be measured, respectively.

[0025] Capturing the tilt and / or position of the pedal axle is also a possibility. Figures 2A to 4B illustrate the operation method according to the present invention, using the situation or state (1) to (5) of the vehicle 1 on the obstacle course 50 or road 50 where obstacles 51 may be present in the schematic diagrams of the obstacle course in Figures 2A, 3A, and 4A, and using graphs 210, 220, 230, 310, 320, and 410, in particular, for the measured values ​​of the sensor and its equivalents.

[0026] In graphs 210, 220, 230, 310, 320, and 410, the x-coordinates 211, 221, 231, 311, 321, and 411 show the time t. In this regard, the state or condition (1) to (5) of vehicle 1 on obstacle course 50 corresponds to the corresponding point in time in the progression of graphs 210, 220, 230, 310, 320, and 410.

[0027] In graphs 210 and 310, vertical coordinates 212 and 312 show, schematically, as a function of time t, the values ​​of the vertical component gz of the acceleration of vehicle 1 at the front wheel 9-1, i.e., the acceleration in the z direction and / or perpendicular to the ground, respectively.

[0028] In graphs 220 and 320, vertical coordinates 222 and 322 show the approximate values ​​of the rotation rate, and the pitching of vehicle 1 as a function of time t is represented by the change in these values ​​over time.

[0029] The vertical coordinate 232 of Graph 230 schematically shows the value of the vertical component Fz of the force applied by the driver to the steering wheel of vehicle 1 as a tensile or compressive force. This represents, for example, the pulling up of the front wheel 9-1 in front of or beside the obstacle 51, and the re-landing of the front wheel 9-1 on or behind the obstacle 51.

[0030] Orbits 213, 223, 233, 313, 323, 413, and 414 roughly represent the changes in their respective measured quantities over time. In Figure 4B, to illustrate how vehicle 1 has behaved up to that point based on track 414 and how it will behave according to the present invention based on track 413, the vertical coordinate 412 of graph 410 may show the approximate values ​​of the motor rotation speed n, wheel rotation speed N, or velocity v of vehicle 1.

[0031] Figure 5 is a schematic diagram of another example of a vehicle 1 according to the present invention, which is an electric bicycle 1 that focuses on realizing the operating method according to the present invention. In one embodiment of the present invention, for this purpose, the operational coupling between the sensors 21-24 of the sensor configuration 20 and the control unit 10 via control lines, supply lines, and / or capture lines 25-1 is essential.

[0032] Further control lines, supply lines, and / or capture lines 25-2, 25-3, and 25-4 appropriately operate and couple between the control unit 10 and the motor drive unit 3, between the control unit 10 and the battery 11, or between the battery 11 and the motor drive unit 3.

[0033] These and further features and characteristics of the present invention will be further explained based on the following description. Traditionally, in the case of electric bicycles and similar devices, the adjustment or control of the motor drive unit is based on measurements of torque, rotational speed, speed, and / or the slope of the ground.

[0034] Herein, the present invention proposes individual adjustments based on the presence of obstacles and / or how any obstacles in the travel path are located nearby. On Trail 50 or Obstacle Course 50, relatively large obstacles 51, such as tree trunks, may appear. Usually, it is relatively easy to land the front wheels 9-1 on or behind the obstacle 51 by applying a tensile force Fz to the handle grips. However, the rear wheels 9-2 must move along the obstacle 51 mainly by motor power and the driver's power.

[0035] If the force is insufficient, it can get stuck and slow down significantly, and in the worst case, lose speed altogether. In particular, this scenario should be prevented by the present invention.

[0036] The core of the present invention lies in recognizing obstacles 51 and controlling the vehicle's motor 3 or motor drive unit 3 so that it can easily overcome obstacles 51. In that case, the obstacle 51 is alone or in combination with the following situations and corresponding signals, for example (i) Acceleration signal gz (especially vertical) that allows us to infer the lift or floating of the front wheel 9-1 of vehicle 1, (ii) The strong (especially vertical) tension Fz of the grip of the steering wheel of vehicle 1, (iii) A rapid change in the posture of vehicle 1, from a flat or horizontal position to an inclined or oblique position, that is, from a horizontal position or a position with a first inclination angle that has been maintained for a certain period of time to another position with a second inclination angle. It can be recognized by.

[0037] Preferably, this is recognized by rotation rate capture. In this case, a swing in the positive direction (front wheel rises high) is recognized first, followed by a swing of approximately the same magnitude in the negative direction (front wheel drops low).

[0038] One or more of these situations and / or signals may be one or more of the following situations, and possibly corresponding measurements, for example. (iv) A strong negative speed gradient and / or rotational gradient at the rear wheels 9-2 of vehicle 1, (v) One or more violent oscillations in the inertial sensor equipment 23 of vehicle 1 (both acceleration signal and rotation rate signal) It can be combined with this.

[0039] For quantitative capture and representation, thresholded and / or time-averaged signals may be used. If the turnover rate exceeds a first threshold and then immediately falls below it, this can be evaluated as a violent swing.

[0040] Vehicle 1 or bicycle 1 is initially traveling along the obstacle course 50 or the road 50 without much obstruction, i.e., in state (1) of Figure 2A. Subsequently, when crossing an obstacle 51, such as a curb on a sidewalk or a tree trunk, the front wheel 9-1 must first be raised over or above the obstacle 51, as shown by condition (2) in Figure 2A.

[0041] This movement should be detected. This can be detected via vibration in an inertial sensor 23, which is mounted on or may be mounted on the handlebars, for example, on the surface or within any part of the vehicle 1 or bicycle 1.

[0042] Unlike the changes in incline when driving on the ground, the upward pull of the handlebars is much faster and more abrupt. In addition, as shown in relation to state (3) in Figure 2A, the landing of the front wheels 9-1 on or behind the obstacle 51 is accompanied by further fluctuations in the values ​​of the inertial sensor device 23.

[0043] The inertial sensor device 23 may consist of or have an acceleration sensor and / or a rotation rate sensor. Alternatively, or in addition to that, force measurement could be considered to recognize strong pulling forces exerted by the driver on the steering wheel or steering grip.

[0044] Various embodiments of attitude recognition, such as LiDAR or radar, are also suitable for this situation. A further criterion is the significant decrease in speed at the rear wheels 9-2 when the rear wheels 9-2 of vehicle 1 subsequently strike the obstacle 51. This is represented by condition (4) in Figure 3A.

[0045] This can be done by a high-resolution speed sensor or rotational speed sensor, which may be connected to the rear wheel 9-2 via the drivetrain, for example. When these conditions are met, it can be predicted that obstacle 51 will soon appear beside the rear wheel 9-2 and, in some cases, collide with it.

[0046] The motor 3 is controlled according to the sensor value so that the obstacle 51 can be easily overcome and the state (5) in Figure 3A is achieved quickly and reliably. Control may be, for example, a single measure or an arbitrary combination of measures. (a) Increase in motor torque, (b) Increase in the assist coefficient or auxiliary coefficient, i.e., the ratio of motor torque to driver torque, (c) Extension of the duration of motor 3 after pedaling stops, that is, after pedaling has ended, and (d) Definition of thresholds for immediately permissible speed reduction and / or rotational speed reduction or its gradient. It may have.

[0047] In this regard, for example, the increase in torque compared to the situation before the obstacle is important. This can be measured, for example, as follows: the motor torque is, for example, 40 Nm before the obstacle, and then increases to 60 Nm upon reaching the obstacle. It is also possible that the motor torque increases beyond the allowable endurance limit. After the obstacle, for example after a certain period, the motor torque decreases again to 40 Nm. Instead, the assist coefficient or auxiliary coefficient may be temporarily increased from 100% to 200%. The duration may be extended, for example, so that assistance continues for the length of the road that reaches the legal limit of 2 m.

[0048] With respect to measure (d), the control may be implemented so as not to cause a sudden drop or fall in speed and / or rotational speed (e.g., a sharp and sudden drop in rotational speed) when, for example, the rear wheel 9-2 hits an obstacle 51.

[0049] This is illustrated in relation to Figure 4 and the states (4) and (5) shown therein. The greater the change in attitude when the recognized front wheel 9-1 is lifted and / or reaches state (3) in state (2), the stronger or greater the proposed motor control and / or assist measures by the motor drive unit 3 can be performed.

[0050] In order to maintain sufficient momentum to overcome the obstacle 51, motor control may be performed immediately or in a timely manner after the recognition of state (2) and / or the obstacle 51. Instead, the assist adjustment or assist change may be activated only when state (3) is reached, that is, when the front wheel 9-1 lands again on or behind the obstacle 51, or conversely, at the same time as state (4) is reached, that is, when the rear wheel 9-2 reaches the obstacle 51, that is, at the very moment or as soon as the assisting torque is needed. [Explanation of Symbols]

[0051] 1. Vehicle / Bicycle 2 Crank Drive 3. Motor drive unit / Electric drive unit / Motor 4 chainrings 5 chains 6 gear shift 7 Crank 8 cranks 7-1, 8-1 pedals 9-1 Front Wheel 9-2 Rear wheel 10 Control Unit 11 batteries 12 frames 13 Crank bearings 14 Crankcase 15 Crankshaft 20 Sensor Configurations 21 sensors 22 Rotation speed sensor / sensor 23 Inertial Sensor Equipment / Sensors 24 sensors 25-1 Relief line 25-2 Relief line 25-3 Relief line 25-4 Relief line 50 Running paths / obstacle courses / trails 51 Obstacles 80 Drive Unit 210 Graphs 211 Horizontal coordinate 212 Vertical coordinates 213 orbit 220 Graphs 221 horizontal coordinate 222 Vertical coordinates 223 orbit 230 Graphs 231 Horizontal coordinate 232 Vertical coordinates 233 orbit 310 Graphs 311 Horizontal coordinate 312 Vertical coordinates 313 orbit 320 Graphs 321 horizontal coordinate 322 Vertical coordinates 323 orbit 410 Graphs 411 Horizontal coordinate 412 Vertical coordinates 413 orbit 414 orbit (1) State (2) State (3) State (4) State (5) Condition

Claims

1. 1. A method of operating a motor drive (3) for a vehicle (1) that can be driven by muscle power and additionally by motor power, comprising: - determining (S1) whether and / or how close an obstacle (51) in the path (50) of said vehicle (1) is to said vehicle (1); a step (S2) of conditionally adapting the operating state of said motor drive (3) depending on the result of said determination (S1); - driving (S3) the vehicle (1) by means of the motor drive (3) in the adapted operating state; A method of operation having the following steps:

2. The operating method described in claim 1, wherein the drivable vehicle (1) is an electric bicycle, e-bike, pedelec, S-pedelec, and the like.

3. In the case of the determination (S1) of the obstacle (51), (i) lifting or lifting of the front wheels (9-1) of the vehicle (1) via an acceleration signal, in particular for vertical acceleration; (ii) a strong pull on the handle grip of the vehicle (1); (iii) rapid changes in the position of the vehicle (1), especially from a flat or horizontal position to an oblique position; (iv) damper and / or front fork spring extension; (v) changes in tire pressure; and / or (vi) the change in the speed of the front wheels (9-1) when they hit an obstacle (51) during climbing; (vii) a strong negative speed gradient at the rear wheels (9-2), in particular via the rotational speed sensor (22) at said rear wheels (9-2); (viii) one or more violent vibrations in the inertial sensor device (23); The presence of an obstacle (51) is recognized when The method of claim 1 .

4. During the conditional adaptation (S2) of the operating state of the motor drive (3), (a) increasing the motor torque; (b) increasing the assist coefficient as the ratio of the torque of the motor drive (3) to the torque of the driver provided by muscle force; (c) extending the duration of the motor drive unit (3) after the rider has stopped pedaling; (d) specifying thresholds for immediately permitted speed and / or rotational speed reductions or their gradients; The method of claim 1 , wherein:

5. 2. The method of claim 1, wherein the extension of the period of motor assistance is performed depending on the position of the pedals (7-1, 8-1), thereby ensuring that the pedals (7-1, 8-1) do not get caught on the obstacle (51).

6. 2. The operating method according to claim 1, wherein during the conditional adaptation (S2) of the operating state of the motor drive (3), the control is adapted and adjusted and performed in such a way that the speed of the vehicle (1) and / or the rotational speed of the rear wheels (9-2) of the vehicle (1) do not drop abruptly when the rear wheels (9-2) hit an obstacle (51).

7. 2. The operating method according to claim 1, wherein during the conditional adaptation (S2) of the operating state of the motor drive (3), the higher the detected lift or lift of the front wheels (9-1) of the vehicle (1) and / or the stronger the detected change in attitude of the vehicle (1), the stronger the adapted control of the motor drive (3) and the stronger the assistance of the driver is specified.

8. 2. The operating method according to claim 1, wherein the driving (S3) of the vehicle (1) by the motor drive (3) in the adapted operating state is performed immediately, directly in time and / or without a time lag after the recognition of the presence of an obstacle (51).

9. the driving (S3) of the vehicle (1) by the motor drive (3) in the adapted operating state is performed with a time lag after the recognition of the presence of an obstacle (51); and - the time lag is (A) depending on the speed of the vehicle (1) and / or the number of rotations of the wheels (9-1, 9-2) of the vehicle (1), (B) At the expiration of the time lag, (B1) The front wheel (9-1) of the vehicle (1) is on the obstacle (51), (B2) The front wheel (9-1) of the vehicle (1) is climbing over the obstacle (51). (B3) The rear wheel (9-2) of the vehicle (1) has reached the obstacle (51). It is adjusted so that The method of claim 1 .

10. A control unit (10) for a motor drive (3) for a vehicle (1) that can be driven by muscle power and additionally by motor power, the control unit (10) being adapted and having means for carrying out, commanding and / or controlling or regulating the method according to any one of claims 1 to 8.

11. A control unit (10) as described in claim 10, wherein the drivable vehicle (1) is an electric bicycle, e-bike, pedelec, S-pedelec, and the like.

12. at least one wheel (9-1, 9-2); a motor drive (3) for driving said at least one wheel (9-1, 9-2); - a control unit (10) according to claim 10 for controlling the motor drive (3), A vehicle (1) that can be driven by muscle power and additionally by motor power.

13. A vehicle (1) as described in claim 12, wherein the drivable vehicle (1) is an electric bicycle, e-bike, pedelec, S-pedelec, and the like.

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