A method for determining the influence of a person's position on steering moment and the vehicle.

Abstract

The present invention relates to a method for determining at least one influence value that characterizes the influence of the relative position between a vehicle and a person using the vehicle on the steering moment currently acting on the steering of the vehicle. [Solution] To determine at least one influence value that characterizes the influence of the relative position between the vehicle 1 and the person P using the vehicle on the steering moment acting on the vehicle's steering 24, an electronic computer 17 is used to determine at least one position value. The position value characterizes a measured quantity that is affected by the relative position between the person using the vehicle and the vehicle, as detected by a sensor device 25. The influence value is determined according to the position value.

Description

[Technical Field]

[0001] This invention relates to a method for determining the influence of the relative position between a vehicle and the person using the vehicle on the steering moment acting on the vehicle's steering. Furthermore, this invention relates to a vehicle. [Background technology]

[0002] US2022 / 0126833A1 discloses a method for receiving road friction coefficient information indicating estimated road friction values ​​for multiple areas surrounding a vehicle. US10773725B1 provides a known method for obtaining an image of a roadway located in front of a vehicle using sensors on a vehicle. US2018 / 0037234A1 provides a known method for estimating the friction coefficient of a vehicle's wheels against a surface below. Furthermore, DE102009002245A1 discloses a method for determining the friction coefficient between a vehicle's tires and a roadway. EP2290318B1 discloses an inclined vehicle. In addition, DE102019210807A1 discloses a steering system for a vehicle having at least one sensor for determining a steering moment. In addition, WO2020 / 202262A1 discloses a driver assistance system for a vehicle. Furthermore, a control system for motorbikes (motorrad) is known from DE102018202019A1. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] US2022 / 0126833A1 [Patent Document 2] US10773725B1 [Patent Document 3] US2018 / 0037234A1 [Patent Document 4] DE102009002245A1 [Patent Document 5] EP2290318B1 [Patent Document 6] DE102019210807A1 [Patent Document 7] WO2020 / 202262A1 [Patent Document 8] DE102018202019A1 [Overview of the project] [Problems that the invention aims to solve]

[0004] The object of the present invention is to provide a method and a vehicle that enable particularly advantageous vehicle operation. [Means for solving the problem]

[0005] This problem is solved by the method having the features described in claim 1 and the vehicle having the features described in claim 9, according to the present invention. Advantageous embodiments of the present invention are subject to the dependent claims.

[0006] A first aspect of the present invention relates to a method for determining the influence of the relative position between a vehicle and, in particular, a person currently using the vehicle on the steering moment currently acting on the steering of the vehicle. For example, the person is the driver of the vehicle. As a result, the person uses the vehicle, in particular now, for example, as follows: The person drives the vehicle, in particular driving it forward. Wherever the term “driver” is used below, unless otherwise specified, it is understood to mean the person using the vehicle, in particular now. For example, the person is sitting inside and / or on the vehicle and uses the vehicle, in particular now. For example, the person is sitting in or on the seating arrangement of the vehicle.

[0007] This method is performed using an electronic computer. More specifically, the electronic computer is the vehicle's electronic computer, i.e., a component of the vehicle. Using the electronic computer, at least one position value is determined. The position value characterizes, describes, or indicates a measured quantity detected, i.e., measured, in particular using either an electrical sensor and / or an electronic sensor. The measured quantity is influenced by the relative position between the vehicle and, in particular, the person currently using the vehicle. In other words, relative position is the position of the person currently using the vehicle relative to the vehicle, i.e., relative to the vehicle. When the term "person" is used below, it is understood to mean relative position unless otherwise specified. Relative position is, in particular, the posture (Art und Weise), also called simply (Art), of how the person sits, in or on the aforementioned seating arrangement of the vehicle, in particular now.

[0008] The measured quantity and its relative position are detected, i.e., measured, using a sensor device. For example, an electronic computer receives a signal, particularly an electrical signal, that characterizes the relative position detected using the sensor device. In this case, for example, the electronic computer determines the position value by receiving the signal, particularly because the signal contains a position value. Furthermore, it is also conceivable that the electronic computer calculates, in particular, the position value in response to or from the signal. For example, a sensor device provides a signal. More specifically, the signal is a measurement signal that characterizes the measured quantity. Therefore, the signal is detected using a sensor device. The signal may be a raw signal. Or, the signal may be a signal that has already been processed (verarbeitetes) and / or processed and / or adjusted, for example, by filtering (bearbeitet) or adjustment (aufbereitet).

[0009] In this method, an electronic computer is used to determine the influence value according to the position value. The influence value characterizes the influence, or effect, of the relative position between the person currently using the vehicle and the steering moment currently acting on the steering. The influence value is determined using an electronic computer according to the position value, for example, by using the position value as the influence value. Furthermore, it is conceivable to determine the influence value according to the position value using an electronic computer, to determine the influence value from the position value using an electronic computer, or to perform calculations. As a result, for example, the influence value will be a different value from the position value, and in particular, this will be the case with respect to each unit of the position value and the influence value.

[0010] The present invention is based on the recognition that the relative position between a vehicle and a person, particularly during vehicle operation, can have a significant influence, or effect, on the steering moment, especially the steering moment currently acting on the steering. The present invention makes it possible to consider this influence particularly advantageously by determining an influence value according to the measured relative position. This means determining the influence using the relative position measured with a sensor device. This establishes a prerequisite for enabling the vehicle to be operated particularly advantageously, particularly according to the influence value. In other words, the present method, for example, operates, particularly controls or adjusts, at least one of the vehicle's, particularly electrical and / or electronic components, according to the influence value. This makes it possible to consider, or to take into account, the relative position between the person and the vehicle, particularly the current relative position, during operation, thus enabling particularly advantageous operation of the vehicle. From the viewpoint of steering moment, relative position is an influence on steering moment. Therefore, the method of the present invention makes it possible to consider the influence of relative position on steering moment, particularly during vehicle operation. In particular, the influence values ​​characterize, describe, or define the steering moment component, i.e., the torque that affects the steering moment, such as dynamic or static torque. Thereafter, the present invention establishes prerequisites for making a vehicle particularly advantageous to operate. The background of the present invention is that, in particular, the relative position between the vehicle and the person using the vehicle, and therefore, for example, the movement of the person relative to the vehicle, and therefore a change in position also referred to as a change of position and / or a shift in the person's weight, can generate torque components, i.e., steering moment components, such as dynamic or static steering moment components. In order to enable particularly advantageous operation of the vehicle, it is advantageous to take into account the influence of relative position, and therefore, for example, the aforementioned change of position and / or shift in weight, on the steering moment. This is made possible by the present invention.

[0011] The detection of the measured quantity by a sensor device is not necessarily a component of the method of the present invention. A component of the method of the present invention is that an electronic computer device determines the position value, and therefore, considering the measured quantity, determines the influence value, and thus the influence of the relative position on the steering moment.

[0012] In order to particularly favorably determine the influence value, and therefore the influence of relative position on steering moment, in one embodiment of the present invention, a sensor device is used to detect, i.e., measure, a quantity. For example, the sensor device is at least one sensor or strictly one (only one) sensor, or includes the same. The sensor is used to measure, i.e., detect, a quantity affected by relative position. This makes it possible to particularly favorably determine the relative position. This makes it possible to particularly favorably determine the influence value. This establishes a basis for making the vehicle particularly favorably operable.

[0013] In particular, by determining the influence value, and therefore, for example, by considering the influence value when operating a vehicle, and thus the relative position, it is possible to consider the non-neutral relative position between the vehicle and the person. In other words, the relative position between the person and the vehicle, especially the current relative position, can be a so-called neutral seating position or a so-called non-neutral seating position. In particular, when the current relative position is a neutral seating position, the influence of the relative position on the steering moment is very small, or even zero. However, in particular when the current relative position is a so-called non-neutral seating position, the relative position can have a very large influence on the steering moment that is different from zero. This method makes it possible to consider this influence particularly well. As a result, particularly advantageous vehicle operation can be achieved. In particular, the influence value is, or describes, the steering moment component attributable to the relative position as described above. The steering moment component is, in particular, the current component in the current steering moment. In very particular, this steering moment component attributable to the relative position can be subtracted from the steering moment, for example, by subtraction. As a result, it is possible to determine the quantity that characterizes the torque currently acting on the steering, excluding the steering moment component caused by the relative position.

[0014] Since a person can be the driver of a vehicle, and since a person sits in or on the aforementioned seating arrangement of the vehicle, the relative position is also referred to as the driver's position. The background to the present invention is that simulations and measurements have shown that the influence of the driver's position on the steering moment is significant, particularly during or in lateral dynamic operations, and therefore should be excluded from calculations. The present invention makes this possible, because the method according to the present invention determines an influence value, i.e., a steering moment component, based on a position value or measurement that characterizes the current driver's position. The steering moment component is required or acts on steering, for example, due to the current driver's position, and is not introduced into steering by, for example, a person introducing a steering moment component, also referred to as a steering moment component, into steering through their arm.

[0015] A vehicle driver typically controls the lateral dynamics of the vehicle, and consequently the trajectory the vehicle is currently traveling on or over, by steering. The driver adjusts the steering moment through a steering handpiece designed, for example, a handle lever or steering wheel. In doing so, the driver applies a steering moment or a torque that affects the steering moment to the steering handpiece through their arm. However, especially when the vehicle is configured as a single-track two-wheeled vehicle, particularly a motorbike, the lateral dynamics can also be affected, albeit to a lesser extent than the force or torque applied to the steering, by the relative position between the vehicle and the driver, i.e., by the shift in the driver's center of gravity.

[0016] Assuming a person sits in or on the seating area of ​​a vehicle, the seating area is offset, particularly shifted, in the lateral direction, i.e., in the vehicle's lateral direction, with respect to the vehicle's vertical direction, also called the vertical axis. The vehicle's vertical direction passes through, for example, the vehicle's center of mass, also called simply the center of gravity. In particular, the angle r of the person's upper body leanBy adjusting [object] relative to the vehicle vertical direction of the vehicle, also referred to as the vertical axis, center of gravity movement is achieved in or on that plane of the vehicle, also referred to as the y-z plane. In this case, said plane is a plane spanned by the vehicle lateral direction (y-direction) and the vehicle vertical direction (z-direction). The offset in the vehicle vertical direction of the vehicle of the seating point, which extends in the lateral direction, and thus in the vehicle lateral direction of the vehicle, preferably passes through the center of gravity of the vehicle, and most preferably extends in a straight line, is designated r offs . If the seating point is not offset, that is to say shifted, in the vehicle lateral direction relative to the vehicle vertical direction, the lateral offset, that is to say the vehicle lateral offset r offs is zero. In other words, in this case the seating point lies on the vehicle vertical direction, also referred to as the vertical axis or vehicle vertical axis. The vehicle lateral direction extends along an imaginary straight line, and is also referred to as the lateral axis or vehicle lateral axis. However, if the seating point is offset, that is to say shifted, along the vehicle lateral direction, that is to say the lateral axis, relative to the vehicle vertical direction, that is to say the vertical axis, the lateral offset r offs has a value different from zero. Said angle r lean lies in the aforementioned y-z plane, that is to say it is an angle viewed in this plane. When viewed in this plane, if the upper body of the person currently particularly using the vehicle is not tilted in the lateral direction, that is to say the vehicle lateral direction, relative to the vehicle vertical axis, that is to say relative to the vertical axis, the angle r lean is zero. However, when viewed in this plane, if the upper body of the person currently particularly using the vehicle is tilted in the lateral direction, that is to say the vehicle lateral direction, relative to the vehicle vertical axis, that is to say relative to the vertical axis, the angle r lean has a value different from zero, particularly in the unit of "degrees". If the lateral offset r offs has a value different from zero, and / or the angle r, also referred to as the relative upper body angle lean has a value different from zero, in particular, the current relative position between the person and the vehicle is a non-neutral seating position, also referred to as a non-neutral driver seating position or non-neutral position. If the lateral offset r offs is zero, and in particular simultaneously the relative angle r lean is also zero, the current relative position is the aforementioned neutral seating position, also referred to as a neutral driver seating position or neutral position.

[0017] In particular, when the vehicle is a two-wheeled vehicle with a single track, the driver of the vehicle can navigate the same curve in either the neutral driver seating position or the non-neutral driver seating position. However, the driver needs to apply different steering moments, i.e., different torques or forces, to the steering through their arms. The following description will only include drivers who are understood to be female drivers of the vehicle. In the neutral seating position, for example, the driver needs to apply M to follow the curve. neutral This refers to the torque applied. This means that, in the neutral seated position, the driver applies torque M through their arm to the steering handpiece in order to follow the curve, that is, to steer the vehicle and thereby drive along the curve. neutral Add the following: In a non-neutral seating position, the driver must follow the same curve. non_neutral The torque shown is applied. In other words, in a non-neutral seating position, the driver applies torque M to the steering handpiece via their arm in order to follow the same curve, that is, to steer the vehicle and thereby drive along the same curve. non_neutral Multiply by M. In this case, M non_neutral is r offs and r lean It depends on [something]. Therefore, the following holds true.

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[0018] According to equation (1) below, M non_neutral dM is the steering moment component required due to the non-neutral driver seating position. riderpos Only M neutral It is different.

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[0019] Comprehensive simulation studies show that in the normal driving range, dM riderpos is, r offs and r lean This shows that it depends almost linearly.

[0020] In one characteristic form, the measured seating position (r offs , r lean dM for ) riderpos is, r offs and r lean It depends on the following relationship and can be determined by it.

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[0021] The constants above are C roffs and C rlean These are indicated by the simulation data, for example. The simulation data includes a description of the entire system, including, for example, the vehicle, the cargo which may have additional loads added to it, and the person using the vehicle. For all combinations of the vehicle, the state of the vehicle's cargo, and the weight of the person using the vehicle, the constant C mentioned above is used. roffs and C rlean This can be calculated and, for example, stored in a lookup table and / or characteristic map according to the simulation data. For example, interpolation can be used to calculate the constant C for combinations of vehicle, cargo, and passenger weights that are not explicitly included in the lookup table because they are not explicitly simulated. roffs and C rlean It is possible to find, and in particular to estimate, this.

[0022] Furthermore, dM riderpos This reveals the steering moment components, i.e., the influence values, and the values ​​that characterize those influence values.

[0023] dM riderpos of, r offs and r lean A further characteristic form that can describe the nonlinear dependence on is to store a two-dimensional lookup table. In a two-dimensional lookup table, pairs of values ​​(r offs_i ,r lean_i ) and the steering moment component dM caused by the non-neutral driver seating positionriderpos_i (r offs_i ,r lean_i ) is stored. Using interpolation, the pair of measured values ​​(r offs ,r lean ) Value dM riderpos (r offs ,r lean ) can be read.

[0024] In very general terms, the steering moment required when cornering depends on the speed v and the angle of inclination φ of the motorbike required for cornering. That is, M non_neutral M neutral , and therefore dM riderpos However, it depends on v and φ.

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[0025] Steering moment component dM riderpos For more accurate modeling, r offs and r lean In addition, v and φ are also taken into consideration.

[0026] In a further characteristic form, the steering moment component dM riderpos (r offs ,r lean The quantities C(v,φ) are determined according to equation (4). Here, the quantity C roffs and C rlean This depends on the speed v of the motorbike and the inclination angle φ, and can be calculated according to equation (5).

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[0027] constant c0 roffs , cv roffs , cφ roffs , c0 rlean , cv rlean , and cφ rlean This can be identified, for example, with the help of simulation data.

[0028] The simulation data includes a description of the entire system consisting of a motorbike, cargo with optionally additionally added load, and a rider. For all combinations of motorbike, load state, and rider weight resulting therefrom, the constant c0 roffs , cv roffs , cφ roffs , c0 rlean , cv rlean , and cφ rlean can be obtained and stored in a lookup table according to the simulation data. Using an interpolation method, the constants c0 roffs , cv roffs , cφ roffs , c0 rlean , cv rlean , and cφ rlean can also be estimated for combinations of motorbike, load state, and rider weight that are not explicitly simulated.

[0029] dM riderpos of r offs , r lean A further characteristic embodiment capable of describing the non-linear dependence on v and φ is to store a four-dimensional lookup table. In the four-dimensional lookup table, for four sets of values (r offs_i , r lean_i , v _i , φ _i ), the steering moment component dM caused by the non-neutral driver seating position riderpos_i (r offs_i , r lean_i , v _i , φ _i ) is stored. Using an interpolation method, the value dM for four sets of measured values (r offs , r lean , v, φ) riderpos (r offs , r lean , v, φ) can be read out.

[0030] The aforementioned steering moment currently acting on the steering of the vehicle is also referred to as steering torque. This also acts, for example, around the steering shaft.

[0031] The vehicle comprises, for example, at least one vehicle wheel, or strictly one vehicle wheel. In particular, if the vehicle is configured as a two-wheeled vehicle on a single track, the vehicle comprises at least two vehicle wheels, or strictly two vehicle wheels. The vehicle wheel is a ground contact element that can or causes the vehicle to be supported, or to be supported, on the ground in a downward direction perpendicular to the vehicle, particularly during the method. In particular, the following is possible: that is, the method is performed when the vehicle is running, and the vehicle is run along the ground and supported on the ground in a downward direction perpendicular to the vehicle, via the ground contact element. In this case, the ground contact element rolls on the ground, particularly directly. The ground is also called the surface and is composed of the surface. The vehicle wheel is also simply called a wheel. In particular, for example, the vehicle wheel comprises a rim and a tire that is specially constructed separately from the rim, stretched over the rim, and therefore supported by the rim. For example, the tire is made of rubber. In particular, the vehicle wheel is held in a component of the vehicle so as to be rotatable with respect to the component of the vehicle, about a wheel rotation axis. In particular, during this method, the vehicle wheels roll on the ground, especially directly, and in doing so rotate relative to a component around the vehicle's axis of rotation. In particular, the component is a steering element of the vehicle's steering, configured as, for example, a fork, especially a front fork. The steering element is held on the chassis so as to be rotatable relative to the chassis of the vehicle, which is configured as a frame, especially a lattice frame, around a pivot axis, also referred to as the steering axis. In this case, the vehicle wheels, configured as, for example, the front wheels, are the steering element and are rotatable together with the chassis around the steering axis.

[0032] A vehicle can be steered by turning a steering element, and thus a vehicle wheel, relative to a chassis about a steering axis. That is, this enables the vehicle to travel around curves, change traveling direction, and change lanes or change traveling trajectory. For example, a user of the vehicle turns the steering element and, via the steering element, turns the vehicle wheel relative to the chassis about the steering axis, thereby steering the vehicle, that is, causing the motor vehicle to travel around curves, change traveling direction, and change lanes or change traveling trajectory. For this purpose, the person applies a force or torque to the steering element via their arms, particularly while the person is seated in or on a seat device. As a result, a steering moment that currently acts on steering is generated. For example, the steering element is the aforementioned steering handwheel.

[0033] The torque that a person can exert or exerts on the steering element via their arms, and thus on steering, that is, the torque that can be introduced or is introduced into steering, is also referred to as a human moment or human torque. Thus, for example, the steering moment is a torque acting about the steering axis. This acts on steering, for example, when a person applies a human moment, particularly with their arms or hands, to steering, in particular to the steering element, and to steering via the steering element. For example, in particular r offs and r lean , particularly when both are zero at the same time, the steering moment is the human moment. Furthermore, it can be considered that the steering moment results from the human moment. The steering moment is attributable to the human moment, particularly when the steering moment is the human moment, that is when r offs and r lean , particularly when both are zero at the same time, are attributable to the human moment. Furthermore, the steering moment, particularly when r offs and / or r lean is not equal to zero, may result from the human moment and a steering moment component resulting from the relative position. In this case, the steering moment is composed at least of the human moment and the steering moment component resulting from the relative position. This is because the person adopts a non-neutral seating position that affects the steering moment. r offs and r leanHowever, especially when it is zero, the relative position does not affect the steering moment.

[0034] Therefore, for example, the steering moment that a person applies to steering through their arm and thus introduces into steering is the aforementioned human torque.

[0035] In a further embodiment of the present invention, a vehicle sensor device is used as at least part of the sensor device to enable particularly advantageous detection of relative position and thus to determine particularly advantageously the influence of the relative position on the steering moment.

[0036] A further embodiment is characterized by using a sensor device positioned on a person as at least part of the sensor device. This allows for particularly advantageous measurement of relative position.

[0037] In a further embodiment of the present invention, particularly advantageously, and especially for a person, in order to detect relative position in a particularly comfortable and easy manner, a sensor device is used as at least part of the sensor device, which is positioned on at least one piece of clothing of a person. In this case, the person wears and therefore holds the piece of clothing on their body during the method.

[0038] In order to enable particularly advantageous operation of the vehicle, in a further embodiment of the present invention, particularly preferably, an electronic computer, which is a component of the vehicle, is used to determine at least one real torque value that characterizes, i.e., indicates or describes, the current steering moment acting on the steering of the vehicle. In this case, the real torque value is determined using the electronic computer, by determining the real torque value using the electronic computer according to the influence value. In this case, preferably, at least one component of the vehicle is operated according to the real torque value.

[0039] For example, a detection device, particularly in a vehicle, is used to detect the steering, specifically the steering moment currently acting on it. In this case, for example, the detection device supplies an electrical detection device signal. In this case, for example, an electronic computer receives the detection device signal. The detection device signal characterizes the steering moment detected using the detection device. As a result, for example, the detection device signal includes the actual torque value. By receiving the detection device signal, the electronic computer can determine the actual torque value. Furthermore, it is conceivable that the electronic computer receives the detection device signal and calculates the actual torque value in accordance with the received signal.

[0040] In order to enable particularly advantageous vehicle operation, in a further embodiment, an electronic computer is used to determine at least one particular current quantity that characterizes the current friction between the aforementioned vehicle wheels and the current ground constituting the ground, for example, on which the vehicle wheels are currently supported downward in the vehicle vertical direction. This quantity includes, for example, at least one actual friction value and / or at least one friction value class that characterizes the current friction. Alternatively, the quantity is an actual friction value that characterizes the current friction, or the quantity is a friction value class that characterizes the current friction. In particular, the friction characterized by the quantity is the friction between the vehicle wheels, particularly the contact point or contact area of ​​the vehicle wheels, and the ground area of ​​the ground. In this case, the vehicle wheels are in particular direct contact with the ground at the contact point or contact area. In particular, the ground area extends over a ground plane also referred to as the road surface. This plane may, for example, be inclined with respect to the vertical or extend vertically.

[0041] This method uses an electronic computer to determine at least one real angle value. The real angle value characterizes the vehicle's current roll angle. Roll is understood as the motion of the vehicle around its longitudinal axis, also called the longitudinal axis or vehicle longitudinal axis. In this case, the roll angle is the angle at which the vehicle rolls, particularly at present, relative to an initial position called the neutral position; that is, the angle at which it tilts around the vehicle's longitudinal axis, also simply called the longitudinal axis. Basically, the following are possible: The current roll angle, and therefore the real angle value, is zero, and as a result, the vehicle is in the aforementioned initial position. Or, however, the current roll angle may be a value other than zero, and this value indicates that the vehicle is currently tilted around the longitudinal axis, particularly in the lateral direction, and as a result, the vehicle is, for example, currently in a tilted position different from the neutral position when viewed around the longitudinal axis, and as a result, the real angle value is a value other than zero. For example, the current roll angle is detected using the vehicle's electronic computer. Furthermore, it is conceivable that the current roll angle could be detected using the vehicle's detection device, and that the actual angle value would characterize the current roll angle detected by the detection device.

[0042] In this method, at least one actual speed value is determined using an electronic computing device, also called a control device, for example. The actual speed value, also simply called speed, characterizes the current speed of the vehicle. In particular, the vehicle travels along the ground, particularly forward, especially during this method, while the vehicle is supported on the ground via its wheels, with the vehicle facing downward in the vehicle's vertical direction. As a result, the vehicle wheels roll on the ground, particularly directly. In particular, the current speed of the vehicle, and therefore, for example, the actual speed value, is a value other than zero, and particularly greater than zero. As a result, for example, during or in this method, the vehicle is made to travel along the ground at this speed, particularly forward. For example, the current speed of the vehicle is measured using a vehicle detection device. As a result, for example, the actual speed value characterizes, that is, indicates, describes, or defines the current, measured speed. The determined actual angle value belongs to the determined actual speed value, and vice versa. As a result, the determined actual angle value and the determined actual speed value constitute a real value pair. This does not necessarily mean that the electronic computer constructs the aforementioned real-value pairs from the real angle values ​​and real velocity values. In other words, the electronic computer does not necessarily perform specific calculation steps to construct real-value pairs from the real angle values ​​and real velocity values, or specific calculation steps to assign the real angle values ​​and real velocity values ​​to real-value pairs. Rather, the obtained real angle values ​​and obtained real velocity values ​​are basically considered to be the values ​​that constitute the aforementioned real-value pairs. This is particularly important in order to explain this method clearly and understandably, using the term "real-value pair" below.

[0043] In this method, an electronic computer is used to select one of the reference value pairs as belonging to the actual value pair from at least one reference characteristic map obtained for a reference friction value, which includes multiple reference angle values, multiple reference speed values, and multiple reference torque values, according to the actual value pair, that is, according to the actual angle value and the actual speed value. For each reference value pair, which includes exactly one reference angle value and exactly one reference speed value, exactly one reference torque value is assigned. Therefore, the reference characteristic map is, for example, a map of at least three dimensions or exactly three dimensions. This represents, so to speak, a reference torque value across the reference angle value and reference speed value. It is also conceivable that multiple reference value pairs may be assigned to each reference torque value. Furthermore, the same reference angle value may be part of multiple reference value pairs. Furthermore, the same reference speed value may be part of multiple reference value pairs. The characteristic that each reference value pair contains exactly one reference angle value and exactly one reference velocity value, and in particular the characteristic that exactly one of the reference value pairs is selected as the value pair belonging to the actual value pair, does not necessarily mean that the reference value pair, i.e., the reference angle value and the reference velocity value, is actually stored and included in the reference characteristic map as a reference value pair. Rather, the term "reference value pair" is used only to make this method clear and easy to understand below. Therefore, the characteristic of selecting one of the reference value pairs particularly strictly according to the actual value pair, i.e., according to the actual velocity value and the actual angle value, should be understood as meaning selecting one particularly strictly reference angle value and one particularly strictly reference velocity value according to the actual value pair, i.e., according to the actual velocity value and the actual angle value. In this case, the selected reference angle value and the selected reference velocity value belong to the obtained actual value pair, i.e., the obtained actual angle value and the obtained actual velocity value, and constitute, for example, a mere virtual reference value pair.

[0044] The reference torque values ​​assigned to the selected reference value pair are determined using an electronic computer, specifically by reading them from a reference characteristic map, also simply called a characteristic map. This means that, using an electronic computer, one of the reference torques is determined precisely according to the selected reference angle value and the selected reference speed value.

[0045] The calculated reference torque value is compared with the actual torque value using an electronic computer. In other words, a comparison is made between the calculated reference torque value and the calculated actual torque value using an electronic computer.

[0046] An electronic computer is used to determine a quantity based on a comparison between a reference torque value and an actual torque value. Preferably, in this method, an electronic computer is used to operate, in particular control or adjust, at least one component of the vehicle, i.e., at least one function of the vehicle, according to the determined quantity.

[0047] This invention is based, in particular, on the following findings and considerations. Specifically, for numerous vehicle systems and driver assistance systems, information regarding the friction value or friction value class present between the vehicle wheels and the ground, especially at the contact surface between the vehicle wheels and the ground, is important. This is especially true for vehicle systems and driver assistance systems related to vehicle dynamics. In existing applications, the friction value or current friction value class currently available is usually estimated using measured inertia, often including, for example, the vehicle's acceleration and / or yaw rate (Drehraten). However, this usually fails to provide information on the maximum available friction value or friction value class currently available. Instead, assumptions are often made, or this is estimated, for example, in anti-lock braking systems (ABS), by intentionally exceeding the maximum transmittable tire force (limit range). Further background is that the kinematics of cornering, as well as the kinematics of steering (also called the steering system), and the forces during cornering and the torque in the steering system (also simply called the moment) are fundamentally different for a single-track two-wheeled vehicle, such as a motorbike, compared to, for example, a passenger car. Therefore, methods known from the prior art that do not rely on sensing the surrounding environment cannot be applied to, for example, estimating the maximum friction value for a single-track two-wheeled vehicle. In contrast, the present invention particularly utilizes measurement to determine the steering moment acting on the steering (steering system) acting around the aforementioned steering axis.

[0048] A further starting point of this invention is the lack of information regarding the current and preferably the maximum possible friction value at the contact surface between the vehicle wheels, particularly the tires, and the ground in today's mass-produced vehicles, such as mass-produced motorcycles, which are simply configured on a single track. This is because there has been no method to determine this quantity, especially during normal driving, also known as road driving. However, this friction value between the vehicle wheels and the ground, especially the maximum possible friction value, can represent a quantity that can be used to improve existing safety and support systems, as well as future safety and support systems, compared to conventional solutions. In this case, what this invention enables is to determine, and especially continuously estimate, the quantity between the vehicle wheels and the ground, and therefore the current friction. Preferably, the quantity determined using this method is used to characterize, that is, show, describe, or define the current maximum possible friction value, or the class of current maximum possible friction values, between the vehicle wheels and the ground. In this case, the present invention uses steering moment, i.e., actual torque value, and in particular, when the vehicle is preferably a single-track two-wheeled vehicle, it utilizes at least one or more two-wheeled vehicle-specific characteristics. The amount obtained by the method according to the present invention can be supplied, for example, to at least one or more other functions of the vehicle. As a result, for example, depending on the obtained amount, at least one other function, and therefore, for example, the aforementioned component, can be operated. In particular, the component or function is, for example, a warning function and / or intervention function used to stabilize the current running state of the vehicle. An exemplary situation is typically cornering on a test course that always has similar inclined position structure / course. If, on one day, the friction value or friction value class between the tire and the road, i.e., between the vehicle wheel and the ground, decreases, depending on this friction value or friction value class, the inclined position that is normally traveled may not be acceptable.In particular, when a friction value that has decreased compared to the normal friction value, or in particular a friction value class that has decreased compared to the normal friction value class, the decreased friction value and the decreased friction value class are determined as quantities, or determined using a method for determining quantities. For example, a tactile and / or optical and / or acoustically perceptible instruction signal is output in particular so that the vehicle's movement can be assisted, for example by reducing the driving speed, and / or so as to warn the driver of the vehicle, by at least one system of the vehicle configured as a driver assist system. The instruction signal communicates the determined quantity to the driver. In particular, for example, the instruction signal is output using an electrically operated, very particularly electronic, playback device of the vehicle. Thus, for example, the playback device may be the component described above.

[0049] The method according to the present invention will be further described below based on one embodiment. For example, the driver of a vehicle configured as a single-track two-wheeled vehicle supports a plurality of torques acting on the steering system (steering) by torques applied to the steering system (steering) by the driver, also called driver steering moments, when the vehicle is traveling on a curve and the method according to the present invention is implemented, which are torques acting on the steering system as the steering moment or torques that result in steering moments acting on the steering. The latter can act directly as torque or can arise from a force acting under the corresponding lever arm. For example, preferably a vehicle configured as a single-track two-wheeled vehicle travels on a curve at a first travel speed and a first roll angle. At this time, for example, the friction between the vehicle wheels and the ground constituting the curve has a first actual value, and for example, when the vehicle travels on the curve, either temporally preceding the first curve or following the first curve, it travels on the second curve at an equivalent first roll angle and an equivalent first travel speed. However, if the friction between the vehicle wheels and the ground has a second actual value that differs from the first actual value, the driver will apply a different steering moment to the steering system when navigating the second curve compared to when navigating the first curve. As a result, the steering moment will have, for example, a first actual torque value when navigating the first curve, and a second actual torque value that differs from the first actual torque value when navigating the second curve. In other words, the present invention makes maximum use of the fact that the steering moment changes, or must change, when the friction value or actual friction value differs, even if the roll angle and travel speed are the same. This is because the individual torques acting on the steering system, or the torque component or steering moment component of the steering moment, and in this case, the so-called tire torsional moment T zThis is because it changes when the friction value is different. The tire torsional moment is caused by the deformation of the tire, for example, when a vehicle configured as a single-track two-wheeled vehicle travels on an inclined position. In other words, it occurs especially when the roll angle or actual angle value is different from zero. Although the curved driving is basically the same, different steering moments are set by different friction values ​​or at different friction values. That is, such effects acting on the steering system are utilized in the method of the present invention configured as friction value identification or friction value determination, in particular by determining the actual torque value, for example, by measuring, i.e., detecting the steering moment with a steering moment sensor of the vehicle.

[0050] The basis for friction value identification according to the present invention is at least one reference characteristic map, also called a steering moment characteristic map. The reference characteristic map constitutes a known friction value in the form of a reference friction value, for example, configured as a high friction value for steady-state curve driving or circular driving. For this friction value, a reference characteristic map is obtained in the form of a reference torque value, which is the steering moment to be set, with respect to the driving speed in the form of a reference speed value and the roll angle in the form of a reference angle value. The reference characteristic map is, for example, M KF_μ It can be expressed as (v,φ), where v is the travel speed, φ is the roll angle, and M KF_μ represents the steering moment. The reference characteristic map may be stored, for example, in an electrical or electronic data storage device, in particular in an electronic computer. The reference characteristic map may consist of measured signals, for example, known friction values, tire pressure (also called tire pressure), etc., recorded for steady and / or quasi-steady circular or curved driving, and / or identified, in particular calculated, with the help of a verified simulation environment, under predetermined test conditions.

[0051] In order to determine the amount of friction between the vehicle wheels, particularly their tires, and the ground, and consequently the current, and especially maximum possible, friction, in one embodiment of the present invention, an electronic computer is used to determine at least one first initial value that characterizes at least one dynamic steering moment component acting on the steering system (steering) and at least one static steering moment component acting on the steering, in order to determine the actual torque value using an electronic computer. Thus, the first initial value is, for example, the sum of at least one dynamic steering moment component acting on the steering and the static steering moment component acting on the steering, or describes the sum. In particular, the at least one first initial value describes or characterizes the static steering moment component and, in particular, a plurality of, especially all, dynamic steering moment components acting on the steering. In this way, the static steering moment component and at least one dynamic steering moment component, in particular a plurality of dynamic steering moment components, give rise to the first initial value as a sum. In addition, for example, in order to determine the actual torque value using an electronic computer, the electronic computer is used to determine at least one second initial value that characterizes only the at least one dynamic steering moment component acting on the steering, in relation to at least one dynamic steering moment component acting on the steering and the static steering moment component acting on the steering. To determine the actual torque value, the electronic computer is used to determine the actual torque value by subtracting the second initial value from the first initial value, depending on the initial value.

[0052] In order to enable the determination of actual torque values, and thus consequently quantities, from initial values ​​with particular advantage, in a further embodiment of the present invention, a second initial value is calculated using an electronic computer in accordance with the rotational speed of the vehicle's wheels and / or at least one further vehicle wheel, and / or the vehicle's roll rate, and / or the vehicle's roll acceleration, and / or the vehicle's yaw acceleration, and / or the vehicle's steering angle rate, and / or, in particular, the deceleration acting in the longitudinal direction of the vehicle, i.e., the negative acceleration of the vehicle, and / or the pressure in at least one wheel brake of the vehicle, and / or the gyro moment, also referred to as the vehicle's gyro torque. For example, the rotational speed of the vehicle's wheels is detected using a rotational speed sensor. The vehicle's roll rate is the first time derivative of the roll angle, and the vehicle's roll acceleration is the second time derivative of the roll angle, i.e., the first time derivative of the roll rate. The yaw acceleration is, in particular, the first derivative of the vehicle's yaw angle acting around the vehicle's vertical direction. The vehicle's deceleration results from, for example, the braking of the vehicle. Wheel brakes are, for example, assigned to the wheels of a vehicle and configured to brake the wheels of the vehicle, and therefore the vehicle. Thus, wheel brakes configured as friction brakes, for example, are the service brakes of a vehicle.

[0053] A further background to the present invention is that, in particular, steady curve driving and / or circular driving occur rarely or never in actual road traffic. Therefore, to determine quantities, particularly continuously, and thus, for example, particularly in order to perform continuous friction value classification / friction identification, the dynamic steering moment component is calculated, particularly by subtracting a second initial value from the first initial value, from a first initial value obtained by measurement, i.e., detection. In particular, the static value is obtained, particularly by calculation, and very particularly by estimation, by subtracting the second initial value from the first initial value. In this case, the static value characterizes, i.e., describes, indicates or defines the static steering moment component in relation to at least one dynamic steering moment component and at least one static steering moment component. The static value is, for example, M stationaer It is represented as follows: In this case, for example, the first initial value is Mmess It is represented as and the second initial value is M dynamisch It is represented as follows: Therefore, for example, M stationaer M stationaer =M mess -M dynamisch This is the case. Especially M dynamisch That is, the second initial value is the sum of multiple individual dynamic steering moment components, or characterizes or describes it. For example, a sensor device is used to detect, i.e., measure, the current steering moment in particular. This allows for the determination of the first initial value. For this purpose, for example, the sensor device supplies a particular electrical moment signal that characterizes the measured steering moment and, in that case, the first initial value. An electronic computer can receive the moment signal and thereby determine the first initial value. Furthermore, it is also conceivable that an electronic computer receives the moment signal and determines the first initial value from or in response to this moment signal. For example, the moment signal is a sensor device signal or a part of or further from a sensor device signal.

[0054] The actual torque value is determined by subtracting the second initial value from the first initial value, as described above, depending on the initial value. For example, the static value (M stationaer The value ) is used as the actual torque value. The actual torque value is compared with the reference torque value read from the reference characteristic map, with respect to the measured travel speed and the roll angle, also known as the inclination angle, i.e., the actual speed value and the actual angle value. For example, the actual speed value is determined by measuring the travel speed. For example, the travel speed and / or roll angle can be measured using the vehicle's sensor device.

[0055] In particular, when comparing a reference torque value with an actual torque value, or by this comparison, the difference between the reference torque value and the actual torque value is determined, or specifically calculated. If this difference is, for example, zero, then, for example, the quantity, in particular the actual friction value, is the reference friction value from which the reference characteristic map was determined, or includes it. For example, if the actual torque value is greater than the reference torque value, for example, the difference, for example, exceeds a settable or preset threshold, then it can be estimated that the quantity, in particular the actual friction value, is smaller than the reference friction value. However, if, for example, the actual torque value is smaller than the reference torque value, for example, the difference exceeds a threshold and / or further thresholds, then it can be estimated that the quantity, in particular the actual friction value, is greater than the reference friction value. This allows, advantageously, the actual friction value to be determined, particularly during vehicle operation. Therefore, for example, the reference friction value can be understood as a reference quantity that may include at least one reference value and / or at least one reference class, or the reference quantity is a reference value, or the reference quantity is a reference class.

[0056] In a further embodiment of the present invention, in order to determine the quantity particularly favorably, a vehicle sensor device is used to detect the torque acting on the steering, particularly the steering moment. The actual torque value is then determined according to the detected torque. As already described, for example, the sensor device supplies an electrical moment signal. The electrical moment signal characterizes the torque acting on the steering, particularly the steering moment, detected using the sensor device. An electronic computer receives the moment signal, for example. The electronic computer then calculates, in particular, the actual torque value according to the received moment signal. This allows the actual torque value to be determined particularly favorably. As a result, the quantity can be determined particularly favorably.

[0057] In a further embodiment of the present invention, in order to determine the quantity particularly favorably, a first initial value is determined in accordance with the torque detected by a sensor device, particularly using an electronic computing device. For example, the first initial value characterizes the torque detected by the sensor device, particularly such that the moment signal includes the first initial value. Therefore, for example, the electronic computing device determines the first initial value by receiving the moment signal. Furthermore, it is conceivable that the electronic computing device receives the moment signal and determines the first initial value in accordance with this moment signal. The actual torque value is determined from the initial values, for example, by subtracting a second initial value from the first initial value, and is particularly calculated and therefore estimated. This allows for particularly favorable determination of the actual torque value and quantity.

[0058] M dynamisch In other words, the second initial value is composed of, for example, individual, multiple dynamic steering moment components. To put it another way, the second initial value characterizes or describes multiple dynamic steering moment components. The dynamic steering moment components are calculated, for example, according to particularly measured driving behavior characteristics, such as wheel rotation speed, roll rate, roll acceleration, yaw acceleration, steering angle rate, deceleration, wheel brake pressure, etc., and, for example, according to particularly known vehicle parameters, such as the mass inertia (Massentraegheit) and steering head angle of the vehicle wheels configured as front wheels. The particularly measured driving behavior characteristics are filtered in advance, for example, according to the signal quality of each of them. Furthermore, it is conceivable to filter the torque, particularly the steering moment, measured using a sensor device, and as a result, determine the actual torque value according to the filtered torque, particularly the steering moment.

[0059] One of the important dynamic steering moment components is generated in the vehicle's roll rate, also known as φ, and the wheel rotation speed ω. VR The gyroscopic moment M of a vehicle wheel that rotates dyn_gyro This can be done. Gyro moment M dyn_gyro It is calculated as follows:

number

number

[0060] Furthermore, one of the multiple dynamic steering moment components is consequently generated from the vehicle's roll acceleration, denoted as φ, and M dyn_ddphi The steering moment component can be expressed as follows: This dynamic steering torque component M is generated by the roll acceleration. dyn_ddphi This can be obtained, for example, by the following linear relationship.

number

number

[0061] In order to enable the actual torque value, and therefore the quantity, to be determined particularly favorably, at least one or more correction terms M are added. korr The actual torque value can be determined, in particular by calculation, according to the following: For example, according to a first initial value, which is configured as a measured value and in particular by measuring torque, especially steering moment, and according to a second initial value, for example, the second initial value (M dynamisch ) and at least one correction term M korr By subtracting this from the first initial value, we obtain the static value M. station It is conceivable to determine, in particular, calculate, the first initial value. The first initial value is obtained, for example, by a sensor device measuring the torque acting on the steering, particularly the steering moment. For example, the first initial value is the measured value that characterizes the measured torque, and therefore the moment, and in this case, is a component of the moment signal. Correction term M korr This is, for example, a correction torque, also called a correction value. This correction torque is applied in addition to the second initial value, specifically to the first initial value (M mess It is subtracted from the actual torque value or M. station The results are as follows:

number

number

number

[0062] A sensor device for detecting a measured quantity is, for example, at least one sensor that detects a measured quantity or a relative position, or includes such a sensor. For example, the sensor is a force sensor and / or a pressure sensor. Using the sensor, for example, the load on a seating device, particularly caused by a person, can be detected. In this case, the relative position can be advantageously determined by detecting the load on the seating device. In particular, the position value can be the load on the seating device, or can be used to characterize it.

[0063] The method according to the present invention basically assumes normal driving, also known as road driving, along a roadway configured as a road, for example. In this case, a pronounced hang-off or hang-on driving style is not common. However, for drivers driving in such a driving style, the driver's position relative to the vehicle, and therefore, for example, the movement of the upper body and / or the upper body position of the person using the vehicle and / or the weight shift of the person using the vehicle, are detected, in particular, for example, M Fahrer It is advantageous to calculate and consider the influence value shown. For example, influence value M Fahrer This is done by subtracting it from the first initial value. M Fahrer The influence values ​​shown describe or define the influence of position, and therefore, for example, the influence of the movement of a person using the vehicle on the steering moment. For example, a static moment M stationaer The following applies to this matter.

number

[0064] As explained above, for example, M can be added from the first initial value. korr This allows for subtraction. This makes it possible to determine the actual torque value, and consequently the quantity, particularly favorably.

[0065] Static steering moment component, i.e., static value M stationaer For highly dynamic driving conditions where a high accuracy in determining, and especially in estimation, the friction value identification can not necessarily or easily be achieved, for example, friction value identification can be temporarily suspended, particularly through driving condition classification, until a vehicle driving condition suitable for friction value identification is recognized again. For example, measured driving behavior characteristic signals or driving behavior characteristic quantities are used for driving condition classification, which can be achieved through threshold-based methods. For example, friction value identification can be suspended only when the vehicle is driving in a straight line, and, in some cases, at very slight inclination positions or roll angles below the limits. The method has also been described in relation to the person using the vehicle, such as the driver who drives and thus controls the vehicle. However, the method according to the present invention does not consider the steering moment, and therefore, for example, the first initial value M. mess However, it can also be applied exclusively to autonomous vehicles, such as autonomous vehicles, especially single-track two-wheeled vehicles, where the steering moment is set automatically by the vehicle's system, and / or to assisted and / or semi-autonomous vehicles, where the steering moment consists of a steering moment set by the vehicle's system and a steering moment set by a human.

[0066] Finally, it has been shown that this method is particularly advantageous when the vehicle is configured as a single-track two-wheeled vehicle, especially a single-track motorcycle (Kraftrad) or motorbike. In particular, in such a single-track two-wheeled vehicle, the actual torque value, and consequently the quantity, can be determined with particular advantage by this method.

[0067] A second aspect of the present invention relates to a vehicle configured to carry out the method according to the first aspect of the present invention. Advantages and favorable embodiments of the first aspect of the present invention can be considered advantages and favorable embodiments of the second aspect of the present invention, and vice versa.

[0068] Furthermore, for example, it is conceivable to use a second reference characteristic map, which is provided in addition to the reference characteristic map. In this case, for example, depending on the actual value pair, a second reference characteristic map is obtained for a second reference friction value different from the reference friction value, and from the second reference characteristic map which includes multiple second reference angle values, multiple second reference speed values, and multiple second reference torque values, one of the second reference value pairs is selected as the second value pair belonging to the actual value pair, and one of the second reference torques is assigned to each second reference value pair which includes exactly one second reference angle value and exactly one second reference speed value. This is done, for example, using an electronic computer. The second reference torque value assigned to the selected second reference value pair is determined using the electronic computer. The determined second reference torque value is compared with the determined actual torque value using the electronic computer. At that time, a quantity is determined according to the comparison of the second reference torque value with the actual torque value. For example, if the actual torque value lies between the first reference torque value and the second reference torque value, the quantity can be determined, for example, from the first and second reference friction values, particularly by interpolation, and specifically calculated, and therefore estimated. Thus, for example, the current actual friction value or current friction, particularly the quantity, can be determined, for example, by interpolation between the two closest friction values. This means, for example, selecting the two reference torque values ​​closest to the actual torque value, particularly those read from the reference characteristic map, and selecting the actual torque value to lie between the selected reference torque values. In this case, for example, the quantity or actual friction value is determined from the reference friction values, particularly by interpolation. A reference characteristic map has been obtained for this reference friction value, and the closest reference torque value is read from this reference characteristic map.

[0069] Further details of the present invention will become apparent from the following description of preferred embodiments in the accompanying drawings. [Brief explanation of the drawing]

[0070] [Figure 1] This is a schematic side view of a vehicle configured as a two-wheeled vehicle on a single track. [Figure 2] This is a schematic front view of a person using the vehicle. [Modes for carrying out the invention]

[0071] In the diagram, identical or functionally identical elements are given the same reference numeral.

[0072] Figure 1 shows a schematic side view of vehicle 1, which is configured here as a single-track two-wheeled vehicle. In the embodiment shown in Figure 1, vehicle 1 is configured as a single-track motorcycle, more specifically, a single-track motorbike. Vehicle 1 has exactly two vehicle wheels, namely a first vehicle wheel 2 and a second vehicle wheel 3. Vehicle wheels 2 and 3 are arranged consecutively, front to back, in the longitudinal direction of vehicle 1. The longitudinal direction of the vehicle is indicated by a bidirectional arrow 4. In the embodiment shown in Figure 1, vehicle wheel 2 is the front wheel and vehicle wheel 3 is the rear wheel. Vehicle wheels 2 and 3 are also simply referred to as wheels. Vehicle wheels 2 and 3 are the ground elements of vehicle 1. Vehicle 1 is supported or can be supported by the ground 5, also referred to as the ground, which constitutes the ground, in the downward direction in the vehicle vertical direction of vehicle 1 via the ground elements. Referring to Figures 1 and 2, the method of performing actions during the running of vehicle 2, which is configured as an automobile, will be described below. During travel, and therefore during the method, vehicle 2 is driven along the ground (ground 5), while the ground contact elements are supported directly on the ground, downward in the vehicle-vertical direction of vehicle 1. As a result, vehicle wheels 2 and 3 roll directly on the ground (ground 5). The vehicle-vertical direction of vehicle 1 is indicated by the bidirectional arrow 6. Therefore, when vehicle 1 is driven along the ground, with vehicle 1 supported on the ground via the ground contact elements downward in the vehicle-vertical direction of vehicle 1, the ground contact elements roll, in particular, directly on the ground. Vehicle wheels 2 are held by the steering element 8 of vehicle 1 so as to be rotatable about a wheel rotation axis 7. The steering element 8 includes a steering fork 9 and a handle 10, and is held by the frame 11 so as to be rotatable about a pivot axis, also called the steering axis L, relative to the chassis, which is configured as, for example, the frame 11 of vehicle 1. For example, the handle 10 is a handlebar, or the handle 10 is made up of the handlebar of the steering element 8. Therefore, the steering element 8, and together with the steering element 8, the vehicle wheels 2, are pivotable around the steering axis L relative to the frame 11, and thus steerable. In other words, they are capable of steering.This allows a person P, who is currently using the vehicle 1, such as the driver of the vehicle 1 configured as an automobile, to perform maneuvers such as cornering, changing direction, and changing the roadway or trajectory. The vehicle wheels 3 are held on the swing arm 13, also referred to as the rear wheel swing arm of the vehicle 1, so as to be rotatable around the second wheel rotation axis 12. The swing arm 13 itself is held on the frame 11 so as to be rotatable around the pivot axis S. Therefore, the swing arm 13 and the vehicle wheels 3 are held on the frame 11 so as to be rotatable around the pivot axis S. When the vehicle 1 is traveling in a straight line in the longitudinal direction of the vehicle, particularly forward, and at that time particularly along a straight line, the wheel rotation axes 7 and 12 extend parallel to each other. In addition, for example, the pivot axis S is the lateral direction of the vehicle 1. The lateral direction of the vehicle 1 is indicated by a bidirectional arrow 14 and is perpendicular to the plane of the Figure 1. It can be seen that the vehicle's vertical, lateral, and longitudinal directions extend in pairs, perpendicular to each other. The vehicle's lateral direction is also called the y-direction, and the vehicle's vertical direction is also called the z-direction. The vehicle's longitudinal direction is also called the x-direction. The vehicle's lateral and vertical directions extend in a plane, also called the yz-plane, which is perpendicular to the diagrammatic plane of Figure 1. The vehicle's vertical direction is also called the vertical axis or vehicle vertical axis. The vehicle's vertical direction follows a virtual straight line, and in this case, for example, the vehicle's vertical direction passes through the center of mass, also called the center of gravity of vehicle 1.

[0073] Vehicle 1 comprises, for example, a seat 15 held by a frame 11. The seat 15 is also referred to as the seating device of vehicle 1. The seat 15 comprises at least one or strictly one seat portion. Person P, who is currently using vehicle 1, sits on the seat portion. Thus, person P, who is currently using vehicle 1, sits on the seat 15 and therefore sits on vehicle 1, in particular at a so-called seating point. This is understood to mean, in particular, that person P touches the seat 15 at the seating point, especially with their buttocks.

[0074] The steering element 8, and therefore the steering wheel 10, are components of the steering system 24, also referred to as the steering system of the vehicle 1. The vehicle 1 can be steered by the steering system 24. Person P sitting on the seat 15 can grasp, in particular grip, the steering wheel 10 with both hands. As a result, person P can exert force or torque on the steering wheel 10, and therefore on the steering element 8 and the steering system 24 as a whole, through both hands, and therefore through the arms including both hands of person P. As a result, a person torque, also referred to as a person moment, acts in particular around the steering axis L. This person torque allows the steering element 8, in particular the steering system 24, and the vehicle wheels 2 to pivot relative to the frame 11 around the steering axis L, i.e., steer the vehicle 1. This allows person P to make the vehicle 1 travel around curves, change direction, and change trajectory, and thus steer the vehicle 1. To put it another way, in order to steer the vehicle 1, the steering elements 8, in particular the steering element 24, and the vehicle wheels 2, using the steering elements 8, are pivotable relative to the frame 11 around the steering axis L.

[0075] Vehicle 1 is equipped with an electronic computer device 17, also known as a control device. The method is carried out using this device.

[0076] Vehicle 1 is equipped with, for example, a detection device 18. The detection device 18 is, for example, a measurement technique or includes a measurement technique. Using the detection device 18, for example, the vehicle acceleration of vehicle 1 can be detected, for example, in the lateral and / or longitudinal and / or vertical directions of the vehicle. Furthermore, for example, the roll angle of vehicle 1 can be detected using the detection device 18. Furthermore, it is considered that the roll rate can be detected as the time derivative of the roll angle, and / or the roll acceleration can be detected as the second time derivative of the roll angle, i.e., the first time derivative of the roll rate, and / or the yaw acceleration of vehicle 1 can be detected using the detection device 18.

[0077] Vehicle 1 is equipped with a wheel rotation speed sensor (Radardrehzahlsensor) 19, also simply called a rotation speed sensor, located on vehicle wheel 2. The rotation speed of vehicle wheel 2 around the wheel rotation axis 7 can be detected using the wheel rotation speed sensor 19. Furthermore, vehicle 1 is equipped with a wheel rotation speed sensor 20, also simply called a rotation speed sensor, located on vehicle wheel 3. The rotation speed of vehicle wheel 3 around the wheel rotation axis 12 can be detected using the wheel rotation speed sensor 20. For example, each of vehicle wheels 2 and 3 is assigned, for example, a wheel brake. Each wheel brake can be a friction brake. In particular, each wheel brake can be configured as a disc brake. Preferably, each wheel brake is the service brake of vehicle 1. Vehicle 1 can be braked using each service brake. In this case, vehicle 1 may be equipped with, for example, a brake pressure sensor assigned to the wheel brake assigned to vehicle wheel 2. The wheel brake assigned to vehicle wheel 2 is also called the first wheel brake. The aforementioned brake pressure sensor, also called the first brake pressure sensor, can be used to detect the first brake pressure in the first wheel brake. Vehicle 1 may further be equipped with a second brake pressure sensor, also called the second wheel brake, assigned to the vehicle wheel 3. The second brake pressure sensor can be used to detect the brake pressure in the second wheel brake, also called the second pressure. Furthermore, vehicle 1 may be equipped with, for example, a steering moment sensor 23. The steering moment sensor 23 can be used to detect the steering moment currently acting around the steering axis L in the steering 24. The steering moment is the torque acting on the steering 24 (steering system) and can be detected using the steering moment sensor 23. By turning the frame 11 around the steering axis L, and therefore maneuvering the steering element 8 and the vehicle wheel 2, the steering 24, in particular the steering angle around the steering axis L, can be adjusted, or changed. Optionally, vehicle 1 may be equipped with a steering angle sensor. Using a steering angle sensor, it is possible to detect the steering angle around the steering axis L, that is, the individual values ​​of the steering angle.To drive vehicle 1 in a straight line, the steering element 8, and therefore the steering element 24, are in a straight-line position with a steering angle of 0 degrees. Optionally, vehicle 1 is equipped with a steering rate sensor. The steering rate sensor can be used to detect the steering rate of the steering element 8 or the steering element 24. In particular, the steering rate is the time derivative of the steering angle.

[0078] Person P, who uses Vehicle 1, particularly in the present and especially in the manner, has his upper body indicated by K and is schematically shown in a front view in Figure 1. In particular, Figure 2 shows Person P while Vehicle 1 is traveling around a curve. That is, while Person P is traveling through a curve in Vehicle 1, as a result, Vehicle 1 follows the curve and therefore travels around the curve. In particular, Vehicle 1 travels around a curve in the manner. Person P's head is indicated by H.

[0079] The angle in the yz plane is the angle formed by the upper body K of person P with the vehicle's vertical direction z, also called the vertical axis or vehicle vertical axis, when viewed in the yz plane, and r lean This is expressed as follows. In particular, the imaginary line passing through the center of body K and / or the center of gravity of person P's body and / or dividing the upper body K into two equal halves when viewed in the yz plane is perpendicular to the vehicle and at angle r lean It forms.

[0080] If the upper body K is not tilted relative to the vehicle's vertical direction when viewed in the yz plane, i.e., in the vehicle's lateral direction, then the aforementioned straight line shown by G in Figure 2 coincides with the vehicle's vertical direction z. Therefore, especially relative, angle r lean This becomes zero. In the diagram, the upper body K, i.e., the line G, is inclined with respect to the vehicle's vertical direction z, when viewed in the yz plane, i.e., in the vehicle's lateral direction. As a result, the angle r lean It has a value other than zero.

[0081] The offset between the seating point in the lateral direction, that is, in the lateral direction of vehicle 1, and therefore in the yz plane, and the vehicle vertical z direction passing through the center of mass, which is preferably also called the center of gravity of vehicle 1, and therefore the offset between the seating point and the center of gravity of vehicle 1 in the yz plane, and therefore in the lateral direction of vehicle, is r offsThis is how it is expressed. When the seating point is in the vehicle's vertical direction z, the lateral offset r offs is zero. In the figure, the seating point is offset from the center of gravity of vehicle 1, i.e., from vehicle 1 in the vertical direction z, when viewed in the lateral direction of the vehicle, and therefore in the y·z plane. As a result, the lateral offset r offs It has a value other than zero.

[0082] In the method described above, the influence, i.e., the effect, that the relative position between the vehicle 2 and the person P currently using the vehicle 2 has on the steering moment currently acting on the steering 24 is determined, particularly using the electronic computer 17. This relative position is the seating position of person P currently sitting in the seat 15. lean and r offs If both are zero, the current seating position of person P, who is currently using vehicle 2 and sitting on seat 15, is the so-called neutral seating position. lean has a value other than zero, and / or r offs If both have values ​​other than zero, the relative position between vehicle 2 and person P is a so-called non-neutral seating position.

[0083] The neutral seating position has little to no effect on the steering moment currently acting on the steering 24, particularly its overall effect. However, the non-neutral seating position has a relatively large, or non-negligible, effect on the steering moment currently acting on the steering 24, particularly its overall effect. As a result, it is useful to determine the aforementioned effects of relative position on the steering moment.

[0084] The method uses an electronic computer 17 to determine at least one influence value. This at least one influence value characterizes, i.e., indicates or describes the influence of relative position on the steering moment. To this end, the method uses an electronic computer 17 to determine at least one position value. The position value characterizes a measured quantity. The measured quantity is detected, i.e., measured, particularly using an electrical sensor and / or an electronic sensor, and is affected by the relative position. Depending on the position value, the electronic computer 17 is used to determine the influence value.

[0085] In the embodiment shown in Figure 1, the sensor device indicated by 25 is a component of the vehicle 1, i.e., the sensor device of the vehicle 1. The method uses the sensor device 25 to detect a quantity to be measured. This allows for particularly advantageous measurement of the quantity to be measured and the current relative position. As a result, the influence value, and therefore the influence, can be determined particularly advantageously. In addition, the method operates at least one component of the vehicle 1, and therefore the vehicle 1, in accordance with the influence value. For example, the component is at least one of the wheel brakes and / or driver assist systems and / or driving stability systems or driving stability programs of the vehicle 1, or includes them. [Explanation of Symbols]

[0086] 1 vehicle 2 Vehicle wheels 3. Vehicle wheels 4. Two-way arrow 5 ground 6. Two-way arrow 7 Wheel rotation axle 8 Steering Elements 9 Steering fork 10 handles 11 frames 12 Wheel rotation axles 13 Swingarm 14. Two-way arrow 17 Electronic computing equipment 18 Detection device 23 Steering Moment Sensor 24 Steering 25 Sensor device G straight line H head K upper body L Steering axis P person r lean angle r offs offset S pivot axis y Vehicle lateral direction z vertical direction of the vehicle

Claims

1. A method for determining at least one influence value that characterizes the influence of the relative position between a vehicle (1) and a person (P) using the vehicle (1) on the steering moment currently acting on the steering (24) of the vehicle (1), Using an electronic computer (17), At least one position value is determined, and the position value characterizes a measurement quantity that is affected by the relative position between the person (P) using the vehicle (1) and the vehicle (1), as detected using the sensor device (25). A method for determining the influence value according to the position value.

2. The method according to claim 1, characterized in that the measured amount is detected using the sensor device (25).

3. The method according to claim 2, characterized in that at least a part of the sensor device (25) is the sensor device (25) of the vehicle (1).

4. The method according to claim 2 or 3, characterized in that at least a part of the sensor device (25) is a sensor device placed on the person (P).

5. The method according to any one of claims 2 to 4, characterized in that at least a part of the sensor device (25) is a sensor device placed on at least one piece of clothing of the person (P).

6. The method according to any one of claims 1 to 5, characterized in that the electronic computer (17) is used to determine at least one actual torque value that characterizes the steering moment currently acting on the steering (24) of the vehicle (1), and the electronic computer (17) is used to determine the actual torque value according to the influence value.

7. The method according to claim 6, characterized in that the electronic computer (17) is used to determine at least one quantity that characterizes the current friction between the vehicle wheels (2) of the vehicle (1) and the current ground (5), Using the aforementioned electronic computer (17), Determine at least one actual angle value, which characterizes the current roll angle of the vehicle (2). Determine at least one actual speed value, which characterizes the current travel speed of the vehicle (2), and together with the associated actual angle value, constitute an actual value pair. In accordance with the actual value pair, one reference value pair is selected from among multiple reference value pairs from at least one reference characteristic map obtained for the reference friction value as the value pair belonging to the actual value pair, and the reference characteristic map includes multiple reference angle values, multiple reference speed values ​​and multiple reference torque values, and for each of the multiple reference value pairs that includes only one reference angle value from among the multiple reference angle values ​​and only one reference speed value from among the multiple reference speed values, only one reference torque value from among the multiple reference torque values ​​is assigned. Determine the reference torque value assigned to the selected reference value pair, The obtained reference torque value is compared with the obtained actual torque value, A method characterized by determining the amount in accordance with a comparison between the reference torque value and the actual torque value.

8. The method according to any one of claims 1 to 7, characterized in that the vehicle (1) is configured as a two-wheeled vehicle on a single track.

9. A vehicle (1) configured to carry out the method described in any one of claims 1 to 8.

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