Method for controlling the operation of an electric drive motor for an electric motorcycle, a control device, and a motorcycle system

Abstract

The present invention relates to a method for controlling the operation of an electric drive motor (104) for an electric motorcycle (102). The method includes receiving a displacement value (108) indicative of a current displacement of a throttle grip (109) of an electric motorcycle (102) and a speed value (112, 120, 122) indicative of a current speed of the electric motorcycle (102); partitioning a displacement value range having possible displacement values ​​for the throttle grip (109) into a regenerative region and a drive region, the partition being determined by the speed values ​​(112, 120, 122) and an allocation rule, which is assigned to each of the different speed values ​​(112, 120, 122). and an allocation rule for allocating different sections of the displacement value range to a regeneration region and a driving region, respectively; determining a torque target value in response to the displacement value (108), and when the displacement value (108) is within the driving region, determining a driving moment value as the torque target value, and when the displacement value (108) is within the regeneration region, determining a regenerative moment value as the torque target value; and generating a control signal (115) for controlling the operation of an electric drive motor (104) based on the torque target value.

Description

[Technical Field]

[0001] The present invention relates to a method for controlling the operation of an electric drive motor for an electric motorcycle, and further to a control device, a computer program and a computer-readable medium for implementing such a method, as well as a motorcycle system equipped with such a control device. [Background technology]

[0002] Modern motorcycles may be equipped with anti-lock systems which monitor the peripheral wheel speed of one or more wheels of the motorcycle and adjust hydraulic brake pressure in response to the peripheral wheel speed.

[0003] Furthermore, there exist brake pressure-based combination brake functions for motorcycles, which can automatically match the front and rear wheel speeds to each other during heavy braking.

[0004] In the case of electric motorcycles equipped with an electric drive motor, the throttle grip can be used both to accelerate the electric motorcycle and for additional braking. For example, the electric drive motor can generate a regenerative moment when the throttle grip is in its initial position. The regenerative moment is usually not adjustable by the rider or can only be adjusted to a very limited extent. Summary of the Invention [Problem to be solved by the invention]

[0005] Against this background, the approach presented here provides a method for controlling the operation of an electric drive motor for an electric motorcycle according to the independent claims, a corresponding control device, a corresponding motorcycle system, a corresponding computer program and a corresponding computer-readable medium. Advantageous developments and improvements of the approach presented here can be seen from the description and are set forth in the dependent claims. [Effects of the Invention]

[0006] The embodiments of the present invention enable easy and comfortable control of an electric motorcycle. In particular, the throttle grip of the electric motorcycle can be used not only to accelerate the electric motorcycle in a targeted manner, but also to brake it in a targeted manner, even to a standstill. This type of electric braking function can be designed so that the electric motorcycle can be braked reliably and comfortably without operating the hydraulic brake system. In addition, one or more driver assistance functions that improve driving safety, driving comfort, and / or energy efficiency can be realized by simply controlling the operation of the electric drive motor, without the need for additional hardware components to be retrofitted for this purpose.

[0007] A first aspect of the present invention relates to a computer-implemented method for controlling the operation of an electric drive motor for an electric motorcycle, the method including at least the following steps: receiving a displacement value indicative of a current displacement of a throttle grip of the electric motorcycle, provided by a throttle grip sensor, and a speed value indicative of a current speed of the electric motorcycle, provided by a speed sensor; dividing a displacement value range having possible displacement values ​​for the throttle grip into a regeneration region and a driving region using the speed value and an allocation rule that assigns different speed values ​​to different sections of the displacement value range into the regeneration region and the driving region, respectively; determining a torque target value according to the displacement value, and determining a driving moment value as the torque target value when the displacement value is within the driving region, and determining a regeneration moment value as the torque target value when the displacement value is within the regeneration region; and generating a control signal for controlling the operation of the electric drive motor based on the torque target value.

[0008] The method may be performed automatically by a processor, for example a processor of a control device of an electric motorcycle.

[0009] An electric motorcycle can generally be understood as a motorcycle having an electric drive motor or a combination of an electric drive motor and an internal combustion engine, which not only functions as a motor but can also function as a generator, for example to recover electrical energy to power the electric motorcycle's drive battery, sometimes referred to as regeneration.

[0010] An electric motorcycle can be a single-track or multi-track vehicle. For example, the electric motorcycle can be an electric scooter or an electric bicycle. However, electric motorcycles in the form of four-wheeled motorcycle-like vehicles (also called quads) or personal watercraft (also called jet skis) are also contemplated.

[0011] A throttle grip may be understood as an operating element that can be operated by the rider of the electric motorcycle, and by operating the operating element, the speed of the electric motorcycle can be controlled. For example, the throttle grip can be attached to the handlebars of the electric motorcycle. The throttle grip can be configured as, for example, a twist grip. In this case, the displacement value can indicate, for example, the current rotation angle of the throttle grip. Depending on the type of electric motorcycle, however, the throttle grip can also be attached to another location on the electric motorcycle and / or configured differently, for example, as a throttle lever or a throttle pedal.

[0012] The displacement value may be provided by a suitable throttle grip sensor that measures the current displacement of the throttle grip and / or may be determined from sensor data provided by the throttle grip sensor, which may be configured as, for example, a potentiometer, an inductive sensor, or a capacitive sensor.

[0013] The speed value may be provided by a speed sensor that measures the current speed of the electric motorcycle and / or may be determined from sensor data provided by the speed sensor. The speed value may indicate, for example, the wheel circumferential speed and / or wheel rotation speed of the front and / or rear wheels of the electric motorcycle or may be determined from the wheel circumferential speed and / or wheel rotation speed. Accordingly, the speed sensor may be, for example, a wheel rotation speed sensor. However, speed sensors in the form of radar or lidar sensors or positioning sensors for satellite-aided positioning of the motorcycle are also possible.

[0014] The allocation rules may be stored in the control device of the electric motorcycle, for example in the form of one or more mathematical functions and / or in the form of a look-up table.

[0015] For example, the allocation rule may have one or more characteristic lines which respectively assign different limits for the recuperation range and / or the drive range to different speed values.

[0016] The allocation rule may allocate differently sized drive ranges or differently sized regeneration ranges to different speeds or different speed ranges. However, it is also possible for the drive ranges to be constant within a given speed range. Alternatively or additionally, the regeneration range may be constant within a given speed range.

[0017] For example, the allocation rule may have an upper zero line that defines a lower limit of the driving range depending on the speed of the electric motorcycle. Additionally or alternatively, the allocation rule may have a lower zero line that defines an upper limit of the regeneration range depending on the speed of the electric motorcycle.

[0018] A torque target value of zero may be assigned to a displacement value lying on the upper or lower zero line, respectively.

[0019] The upper and lower zero lines may have different extensions, for example, the upper and lower zero lines may start from the same origin and have no other common intersection points.

[0020] The displacement value range bounded above by the upper zero line and below by the lower zero line can correspond to a neutral region in which the electric motorcycle should roll, i.e., should not be appreciably accelerated or appreciably braked by the electric drive motor (see below).

[0021] The drive moment value may for example be a positive value or equal to zero, and the regenerative moment value may for example be a negative value or equal to zero.

[0022] The numerical value of the drive moment value can be determined, for example, as a function of the distance of the drive moment value to the upper and / or lower limit of the drive area or from the ratio of this distance to the total distance between the upper and lower limits of the drive area.

[0023] The numerical value of the regenerative moment value can be determined, for example, as a function of the distance of the regenerative moment value to the upper and / or lower limits of the regenerative region or from the ratio of this distance to the total distance between the upper and lower limits of the regenerative region.

[0024] By controlling the operation of the electric drive motor using the control signal, the torque generated by the electric drive motor can be made to approach a torque target value.

[0025] The displacement value can be evaluated taking into account the maximum permitted speed of the electric motorcycle. For example, the torque target value can be changed independently of the displacement value when the electric motorcycle reaches or exceeds the maximum permitted speed. For example, the electric motorcycle can be braked to the maximum permitted speed independently of the displacement value by correspondingly controlling the operation of the electric drive motor.

[0026] In summary, the approach described here and below allows the realization of an electric braking function in which the throttle grip can be used both to regulate the driving moment, i.e., positive torque, and also to regulate the regenerative moment, i.e., negative torque. In other words, the regenerative moment can be generated or its value changed by more or less strongly displacing the throttle grip out of its initial position, depending on the current speed of the electric motorcycle.

[0027] This has the advantage that an additional manual (hydraulic) brake system is not necessarily required to brake the electric motorcycle reliably, and thus riding comfort can be significantly improved compared to conventional solutions without such an electric braking function.

[0028] Additionally, features for automatic torque control are possible according to different embodiments of the present invention.

[0029] For example, based on the approach described here and below, conventional brake pressure-based brake (assist) functions can be at least partially replaced by corresponding torque-based, i.e., electrical, brake (assist) functions, which makes it possible to completely or at least partially dispense with the use of corresponding brake pressure sensors, which has the advantage of reducing production costs.

[0030] A second aspect of the present invention relates to a control device comprising a processor, the processor being configured to perform a method according to an embodiment of the first aspect of the present invention, and features of the method according to an embodiment of the first aspect of the present invention are also features of the control device and vice versa.

[0031] The control device may include hardware and / or software modules. In addition to the processor, the control device may include a storage device and a data communication interface for data communication with peripheral devices.

[0032] A third aspect of the present invention relates to a motorcycle system including an electric drive motor for driving an electric motorcycle, a throttle grip sensor for providing a displacement value indicative of a current displacement of a throttle grip of the electric motorcycle, a speed sensor for providing a speed value indicative of a current speed of the electric motorcycle, and a control device according to an embodiment of the second aspect of the present invention. Such a motorcycle system allows for reliable, comfortable, and / or energy-efficient control of the speed of the electric motorcycle.

[0033] A fourth aspect of the invention relates to a computer program comprising instructions that cause a processor to perform a method according to an embodiment of the first aspect of the invention when the computer program is executed by the processor.

[0034] A fifth aspect of the present invention relates to a computer-readable medium having stored thereon a computer program according to an embodiment of the fourth aspect of the present invention. The computer-readable medium may be a volatile or non-volatile data storage device. For example, the computer-readable medium may be a hard disk, a USB memory device, RAM, ROM, EPROM, or flash memory. The computer-readable medium may also be a data communication network, such as the Internet or a data cloud, that allows downloading of the program code.

[0035] Features of the method according to an embodiment of the first aspect of the invention may also be features of the computer program and / or computer readable medium, and vice versa.

[0036] The ideas for the embodiments of the present invention may be considered to be based, inter alia, on the ideas and realizations described below.

[0037] According to one embodiment, the displacement range is divided so that the drive range decreases with increasing speed of the electric motorcycle and / or the regeneration range increases with increasing speed of the electric motorcycle, so that the regeneration moment can be metered better at higher speeds, whereas the metering of the drive moment can be less precise at higher speeds due to increased running resistance.

[0038] According to one embodiment, the displacement value range is additionally divided into neutral regions using a speed value and an allocation rule. The allocation rule assigns different divisions of the displacement value range to different speed values: the regeneration region, the drive region, and the neutral region. When the displacement value is within the neutral region, the torque target value is set to a predetermined minimum value. Similar to the drive region or the regeneration region, the neutral region can vary in size depending on the speed of the electric motorcycle. However, the neutral region can also be constant within a given speed range. For example, the minimum value can be zero or a very small numerical value. It is expedient for the neutral region to gradually narrow toward lower speeds, for example, from approximately 20 km / h, depending on the electric motorcycle type or the permitted maximum speed. When the displacement value is within the neutral region, the torque target value can be set to a predetermined minimum value, regardless of the distance of the displacement value to the upper and / or lower limits of the neutral region. According to this embodiment, the electric motorcycle can be brought into a rolling state by operating the throttle grip, i.e., a dynamic running state in which the electric motorcycle is neither actively accelerated nor actively braked.

[0039] According to one embodiment, the neutral zone has a displacement value between the upper limit of the regeneration zone and the lower limit of the drive zone. In other words, the neutral zone can be located between the regeneration zone and the drive zone. This has the effect that the neutral zone is always crossed when switching between the drive zone and the regeneration zone. This avoids negative effects on driving comfort that may occur when switching directly between the drive zone and the regeneration zone.

[0040] At least one of the three aforementioned regions, the regeneration region, the drive region, and the neutral region, may have only one displacement value or no displacement value, depending on the current speed of the electric motorcycle.

[0041] According to one embodiment, the lower limit of the regeneration range corresponds to a throttle grip displacement of 0%, regardless of the speed value. Additionally or alternatively, the upper limit of the drive range can correspond to a throttle grip displacement of 100%, regardless of the speed value. In this way, the initial or final throttle grip position can be used as a fixed reference for adjusting the drive torque or regeneration torque, which is advantageous for operating comfort.

[0042] According to one embodiment, determining the driving moment value includes: determining a first interval by subtracting the minimum displacement value in the driving range from the displacement value; determining a driving moment coefficient by dividing the first interval by a second interval between the minimum displacement value and the maximum displacement value in the driving range; and determining the driving moment value by multiplying the driving moment coefficient by a predetermined maximum driving moment value. The second interval can be determined, for example, by subtracting the minimum displacement value from the maximum displacement value in the driving range. In this way, the driving moment corresponding to the current displacement of the throttle grip can be calculated efficiently and precisely for a given speed of the electric motorcycle.

[0043] According to one embodiment, determining the regenerative moment value includes: determining a third interval by subtracting the displacement value from the maximum displacement value in the regenerative region; determining a regenerative moment coefficient by dividing the third interval by a fourth interval between the minimum displacement value in the regenerative region and the maximum displacement value; and determining the regenerative moment value by multiplying the regenerative moment coefficient by a predetermined maximum regenerative moment value. The fourth interval can be determined, for example, by subtracting the minimum displacement value from the maximum displacement value in the regenerative region. If the minimum displacement value is equal to zero, the fourth interval can simply be equal to the numerical value of the maximum displacement value. In this way, the regenerative moment corresponding to the current displacement of the throttle grip can be efficiently and precisely calculated for a given speed of the electric motorcycle.

[0044] In the above, the "smallest displacement value" can be understood as the lower limit of the corresponding region, and the "largest displacement value" as the upper limit, respectively.

[0045] According to one embodiment, when a brake assist function for holding the electric motorcycle stationary is activated, a holding moment value is determined depending on the speed value and / or the current rotational speed of the electric drive motor. A control signal is then generated based on the holding moment value to control the operation of the electric drive motor so that the electric motorcycle is stationary. The holding moment value can be, for example, a manipulated variable in a closed-loop control circuit in which the current speed of the electric motorcycle and / or the current rotational speed of the electric drive motor are used as controlled variables. The holding moment value can be used to close-loop control the current speed of the electric motorcycle and / or the current rotational speed of the electric drive motor to zero. The brake assist function can be activated depending on whether one or more activation conditions are met, for example, whether the throttle grip is in its initial position, i.e., the displacement value indicates a 0% throttle grip displacement, or whether the electric motorcycle is stationary, i.e., the speed value is below a predetermined minimum value or equal to zero. This embodiment allows the electric motorcycle to be held stationary automatically and without the need to operate the (hydraulic) brake system. Such an electric brake assist function that can be switched on when required can be used, for example, as a hill start aid.

[0046] According to one embodiment, the system further receives a front wheel speed value, provided by a first wheel speed sensor and indicating the current speed of the front wheel of the electric motorcycle, and a rear wheel speed value, provided by a second wheel speed sensor and indicating the current speed of the rear wheel of the electric motorcycle. A slip value is then determined by forming a difference between the front wheel speed value and the rear wheel speed value, and a slip deviation between the slip value and a target slip value is determined. A control signal is then generated based on the slip deviation to control the operation of the electric drive motor so that the slip deviation is reduced. The front wheel speed value or the rear wheel speed value may indicate the peripheral speed and / or rotational speed of the front wheel or the rear wheel. This embodiment allows for the implementation of an electric slip limiting function, i.e., not based on brake pressure, such as an electric anti-lock function and / or an electric combination brake function. This improves riding comfort and / or riding safety, particularly during heavy braking, heavy acceleration, and / or on slippery roads, compared to electric motorcycles without such an electric slip limiting function. The electric braking function (see above) can be used in combination with one or more electric slip limiting and / or electric brake assist functions.

[0047] When emergency braking is permitted, the speed of the rear wheels may be automatically adapted to that of the front wheels, for example by an electric combination brake function, so that slippage at the rear wheels corresponds at least approximately to slippage at the front wheels.

[0048] Alternatively, the slip target value may be set according to the maximum allowable slip of the rear wheels by the electric anti-lock function, so that a highly effective ABS function can be achieved by simply adjusting the torque generated by the electric drive motor accordingly.

[0049] According to one embodiment, a torque limit value is determined depending on the slip deviation. The torque limit value and the torque target value are then compared with each other. If the torque target value is numerically greater than the torque limit value, the torque limit value is limited to the torque target value. The torque limit value can be positive or negative, i.e., it can relate to the driving torque or the regenerative torque. The torque limit value can be determined, for example, by an electronic anti-lock function, depending on the static friction limit of the electric motorcycle's tires for the road, which should not be exceeded as much as possible. This prevents excessive slip at the rear wheel. In particular, this prevents the rear wheel from locking or spinning.

[0050] According to one embodiment, a correction value is determined depending on a speed value. Then, a corrected torque target value is determined by correcting the torque target value using the correction value. A control signal is then generated based on the corrected torque target value. The correction value can be, for example, a coefficient between 0 and 1 by which the torque target value is multiplied, where the correction value can increase as the speed value increases. In this way, jerky braking and / or acceleration of the electric motorcycle can be avoided, especially at slow speeds.

[0051] The different torque demands required by the control device's different torque-based control functions, such as an electric brake (assist) function, an electric anti-lock function or an electric combination brake function, can be coordinated by the control device in a suitable manner, for example by selecting a specific torque demand from the different torque demands.

[0052] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail with reference to the accompanying drawings. Neither the drawings nor the description should be construed as limiting the present invention. [Brief explanation of the drawings]

[0053] [Figure 1] 1 illustrates a motorcycle system according to one embodiment of the present invention. [Figure 2]FIG. 2 is a diagram illustrating a control device shown in FIG. [Figure 3] FIG. 3 shows various modules of the control device shown in FIG. 2. [Figure 4] FIG. 3 shows various modules of the control device shown in FIG. 2. [Figure 5] FIG. 3 shows various modules of the control device shown in FIG. 2. [Figure 6] 4 is a graph illustrating allocation rules used in a method according to an embodiment of the present invention; [Figure 7] FIG. 2 is a block diagram of a controller implementing steps of a method according to one embodiment of the present invention. [Figure 8] 1 is a flowchart of a method according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0054] The drawings are only schematic and are not to scale. The same reference numerals refer to the same or identically functioning features in the figures.

[0055] Figure 1 shows a motorcycle system 100 for an electric motorcycle 102. The motorcycle system 100 includes an electric drive motor 104 for driving the electric motorcycle 102, a throttle grip sensor 106 for providing a displacement value 108 indicative of the current displacement of a throttle grip 109, a speed sensor 110 for providing a speed value 112 indicative of the current speed of the electric motorcycle 102, and a controller 114 for operating the electric drive motor 104 via a control signal 115, which is generated by processing the displacement value 108 together with the speed value 112 in a manner described in more detail below with reference to Figures 2 to 8.

[0056] In this example, the electric motorcycle 102 is a single-track vehicle with one front wheel 116 and one rear wheel 118 driven by an electric drive motor 104. The direction of action of the torque generated by the electric drive motor 104 is marked by a double arrow.

[0057] The throttle grip 109 is configured here as a twist grip, alternatively the throttle grip 109 may be configured as a throttle lever or a throttle pedal.

[0058] The speed sensor 110 may be configured, for example, to measure the wheel rotation rate of the front wheel 116 and / or the rear wheel 118 and determine the speed value 112 from the wheel rotation rate.

[0059] For example, the speed sensor 110 may have a first wheel rotation speed sensor 110a that measures the wheel rotation speed of the front wheel 116 and a second wheel rotation speed sensor 110b that measures the wheel rotation speed of the rear wheel 118, and may provide, in addition to or instead of the speed value 112, a front wheel speed value 120 that is indicative of the current speed of the front wheel 116, provided using the first wheel rotation speed sensor 110a, and a rear wheel speed value 122 that is indicative of the current speed of the rear wheel 118, provided using the second wheel rotation speed sensor 110b.

[0060] FIG. 2 illustrates possible components of the controller 114.

[0061] The control device 114 may include a memory device 200 for storing a computer program and a processor 202 for executing the computer program, and the method for controlling the operation of the electric drive motor 104 may be implemented by executing the computer program by the processor 202, as described below.

[0062] The modules of the controller 114 described below may be hardware and / or software modules.

[0063] The method steps described below are illustrated by a flow chart in FIG.

[0064] In this example, in step S10, the displacement values ​​108 and the speed values ​​112 are received in a conversion module 204. In the conversion module 204, the displacement values ​​108 and the speed values ​​112 are converted into torque target values ​​205.

[0065] The conversion module 204 may be configured to determine the torque target value 205 additionally based on the front wheel speed value 120 and / or the rear wheel speed value 122 .

[0066] In step S20, the conversion module 204 divides the displacement value range 206, which has possible displacement values ​​between 0% and 100%, into, for example, a regeneration region 208, a driving region 210, and a neutral region 212 depending on the current speed of the electric motorcycle 102.

[0067] The division of this displacement value range 206 into a regeneration region 208, a drive region 210 and a neutral region 212 is variable depending on the speed value 112 and is performed according to an allocation rule 214 that assigns different segments of the displacement value range 206 to different speeds or speed ranges of the electric motorcycle 102 (see also FIG. 6 ).

[0068] The allocation rules 214 may be stored in the storage device 200 in the form of, for example, a mathematical function or a look-up table.

[0069] 2, the neutral region 212 is exemplarily located between the regenerative region 208 and the drive region 210. The neutral region 212 here has a displacement value between the upper limit of the regenerative region 208 and the lower limit of the drive region 210. However, other positions and / or divisions of the neutral region 212 are also possible.

[0070] In this case, the lower limit of the regenerative region 208 corresponds to 0% displacement, and the upper limit of the actuation region 210 corresponds to 100% displacement.

[0071] In step S30, the conversion module 204 converts the displacement value 108 as the torque target value 205 into a (positive) driving moment value 205a when the displacement value 108 is within the driving region 210, and conversely, into a (negative) regenerative moment value 205b when the displacement value 108 is within the regenerative region 208.

[0072] When the displacement value 108 is neither within the driving region 210 nor within the regenerative region 208, i.e., within the neutral region 212, the conversion module 204 may set the torque target value 205 to, for example, a predetermined minimum value, such as zero, in step S30.

[0073] In step S40, the torque target value 205, which may be equal to the driving moment value 205a, the regenerative moment value 205b or a predetermined minimum value, is finally converted into the control signal 115 by the control signal generating module 216.

[0074] This type of electric braking function allows the rider to brake the electric motorcycle 102 to a stop using the electric drive motor 104 without operating a brake lever.

[0075] An electric brake assist function may additionally be integrated into the control device 114, which can automatically hold the electric motorcycle 102 stationary if desired, for example when the electric motorcycle 102 is parked on a slope.

[0076] For this purpose, the conversion module 204 can additionally receive, in step S10, for example, the current motor speed 218 of the electric drive motor 104 and convert it, in optional step S50, into a corresponding holding torque value 220 for holding the electric motorcycle 102 stationary. The holding torque value 220 can be determined in step S50, for example, with the goal of closed-loop control of the motor speed 218 to zero (see also FIG. 7).

[0077] In step S40, the control signal 115 may then be generated based on the torque target values ​​205, 205a, 205b and / or the holding moment value 220.

[0078] For example, the control signal generation module 216 can generate the control signal 115 from the torque setpoints 205, 205a, 205b or from the holding moment value 220 in order to hold the electric motorcycle 102 stationary, depending on the respective numerical values ​​and / or the respective signs of the torque setpoints 205, 205a, 205b and the holding moment value 220. Alternatively, the torque setpoints 205, 205a, 205b and the holding moment value 220 can be calculated in a suitable manner in conjunction with one another, and the control signal 115 can be generated from the result of this calculation.

[0079] When a motorcycle is traveling at 0 km / h on an incline, the rider usually has to apply the brake lever to prevent the motorcycle from rolling over. By combining the electric braking function with the electric brake assist function described above, the electric motorcycle 102 can be automatically held stationary without the rider having to apply the brake lever, which significantly improves comfort and energy efficiency.

[0080] FIG. 3 shows one possible way of determining the driving moment value 205a or the regenerative moment value 205b in step S30 (see also FIG. 6).

[0081] The drive moment value 205a may be determined, for example, by subtracting the smallest displacement value 304 in the drive region 210 from the received displacement value 108 in a subtraction module 300 to calculate a first interval 302, and by subtracting the smallest displacement value 304 in the drive region 210 from the largest displacement value 308 in the drive region 210 to calculate a second interval 306.

[0082] A division module 310 may then divide the first interval 302 by the second interval 306 to calculate a drive moment coefficient 312 .

[0083] Finally, a multiplication module 314 may multiply the driving moment coefficient 312 by a predetermined maximum driving moment value 316 to calculate the driving moment value 205a.

[0084] Similarly, the regenerative moment value 205b may be determined, for example, by subtracting the displacement value 108 from the maximum displacement value 320 in the regenerative region 208 in a subtraction module 300 to calculate a third interval 318, and by subtracting the minimum displacement value 324 in the regenerative region 208 from the maximum displacement value 320 in the regenerative region 208 to calculate a fourth interval 322.

[0085] The division module 310 may then divide the third interval 318 by the fourth interval 322 to calculate a regenerative moment coefficient 326 .

[0086] Finally, the multiplication module 314 may multiply the regenerative moment coefficient 326 by a predetermined maximum regenerative moment value 328 to calculate the regenerative moment value 205b.

[0087] The aforementioned modules 300 , 310 , 314 may be integrated into the transformation module 204 .

[0088] An electronic slip limiting function may optionally be integrated into the control device 114, which automatically reduces the deviation between the speed of the rear wheels 118 and the speed of the front wheels 116. Figure 4 shows the basic functioning of the electronic slip limiting function.

[0089] To this end, in step S10, additionally, a front wheel speed value 120 and a rear wheel speed value 122 may be received in the slip calculation module 400.

[0090] In optional step S60, a slip value 402 may then be calculated in slip calculation module 400 by forming a difference between front wheel speed value 120 and rear wheel speed value 122.

[0091] Then, in optional step S70, slip value 402 may be compared to target slip value 406 in comparison module 404. A slip deviation 408 may then be calculated, for example, by forming a difference between slip value 402 and target slip value 406.

[0092] Accordingly, finally in step S40, the control signal generation module 216 may generate the control signal 115 based on the torque target values ​​205, 205a, 205b and the slip error 408 such that the slip error 408 is minimized.

[0093] To ensure that the maximum regenerative moment can be achieved, the electric slip limiting function may have an electric anti-lock function by means of a torque limiting module 410 which, in optional step S80, calculates, as a function of the slip deviation 408, a torque limit value 412 that should not be exceeded in order to prevent the driven rear wheels 118 from locking and / or spinning.

[0094] The torque target values ​​205, 205a, 205b may then be compared to the torque limit value 412 within the control signal generation module 216 in optional step S90.

[0095] If the torque target value 205, 205a, 205b is numerically greater than the torque limit value 412, then in step S40, the control signal 115 can be generated based on the torque limit value 412 instead of the torque target value 205, 205a, 205b, so that the electric drive motor 104 generates a torque that is limited according to the torque limit value 412.

[0096] In other words, the electric anti-lock function may be configured to adjust the torque generated by the electric traction motor 104 so that the slip of the rear wheels 118 is limited to a predefined value when the regenerative moment required by the electric braking function exceeds the maximum allowable torque depending on the road friction coefficient. The slip of the rear wheels 118 may then be determined as the difference between the speed of the unbraked front wheels 116 and the speed of the driven rear wheels 118.

[0097] The electric anti-lock function may be configured to limit the slip value, also known as lambda, 402 to a target slip value 406. This may be accomplished, for example, by a PI controller with anti-windup, similar to the controller shown in FIG.

[0098] When the electric anti-lock function requires less torque than the electric braking function, the regenerative moment may be limited by torque limit 412 .

[0099] If the driver additionally operates the (hydraulic) rear wheel brake and the rear wheel 118 locks, the electric anti-lock function can, for example, generate a (positive) drive moment by the electric drive motor 104, which counteracts the braking moment generated by the rear wheel brake and allows closed-loop control of the rear wheel 118 back to a stable operating point.

[0100] By combining the electric braking function with the electric anti-lock function and additionally the electric brake assist function, the driver can drive any distance without having to operate the brake lever, while ensuring that the slip of the rear wheel 118 remains within a stable slip range.

[0101] The electric slip limiting function may additionally or alternatively have an electric combination braking function which is configured to match the speed of the rear wheels 118 to the speed of the front wheels 116 by correspondingly controlling the operation of the electric drive motors 104 when the driver recognizes emergency braking, which would normally result in very strong application of the (hydraulic) front wheel brakes.

[0102] The slip estimation may not be very accurate during heavy braking of the front wheels 116. To avoid this problem, the speed of the rear wheels 118 can be closed-loop controlled by an electric combination brake function to follow the speed of the front wheels 116. In this way, the braking distance can be significantly reduced.

[0103] In this case, the electric motorcycle 102 may additionally be equipped with a single-path ABS system based on brake pressure for the front wheel 116 .

[0104] The electric combination brake function may be configured to assist the acceleration process during partial braking.

[0105] For example, when the electric brake function and the electric combination brake function are simultaneously active, a numerically maximum value may be selected from the resulting torque targets 205, 205a, 205b of both functions, possibly limited by the torque limit 412 by the electric anti-lock function.

[0106] As shown in FIG. 5, the torque target values ​​205, 205a, 205b can be additionally modified in a modification module 500 depending on the current speed of the electric motorcycle 102.

[0107] For example, in this case, the regenerative torque value 205b can be reduced numerically in the creep speed range up to approximately 7 km / h, thereby improving driving comfort and driving safety.

[0108] To this end, in optional step S100, the correction module 500 may use the speed value 112, the front wheel speed value 120, and / or the rear wheel speed value 122 to determine a speed-dependent correction value 502. The correction value 502 may be determined according to a suitable correction function 504 that assigns different correction values ​​502 to different speeds. For example, the correction value 502 may be between 0 and 1, or between a value greater than 0 and 1, as shown schematically in FIG. 5.

[0109] The correction function 504 may, for example, first rise linearly and / or exponentially up to a predetermined speed threshold 506, followed by a constant growth. For speeds above the speed threshold 506, the correction value 502 may, for example, always be equal to 1. However, other correction functions are possible.

[0110] In optional step S110, the correction module 500 finally calculates a corrected torque target value 508 from the correction value 502 and the torque target values ​​205, 205a, 205b, for example by multiplying the correction value 502 by the torque target values ​​205, 205a, 205b.

[0111] Accordingly, the control signal generation module 216 may be configured to generate the control signal 115 in step S40 based on the modified torque target 508 instead of the torque target 205, 205a, 205b.

[0112] FIG. 6 graphically illustrates the allocation rules 214 stored within the controller 114.

[0113] For example, the allocation rules 214 may map an upper zero line 600 that defines the lower limit of the driving region 210 and a lower zero line 602 that defines the upper limit of the regenerative region 208, as shown in FIG.

[0114] The upper zero line 600 can be shifted upward toward larger displacement values ​​relative to the lower zero line 602. In this case, the neutral region 212 can be bounded above by the upper zero line 600 and below by the lower zero line 602.

[0115] For displacement values ​​that lie on one of the zero lines 600, 602 depending on the speed, the torque target values ​​205, 205a, 205b may for example be equal to zero.

[0116] 100% drive moment is indicated by the upper horizontal dashed line. 100% regenerative moment is indicated by the lower horizontal dashed line.

[0117] By way of example, different percentage values ​​are entered for the drive moment coefficient 312 and the regenerative moment coefficient 326 for different displacements of the throttle grip 109 at a speed of 20 km / h.

[0118] The two vertical dotted lines indicate the maximum possible speed for the electric motorcycle 102 .

[0119] In order to be able to fully utilize the regenerative potential of the electric drive motor 104, it is necessary to develop an intuitive HMI concept for the driver of the electric motorcycle 102 that allows the driver to better meter the regenerative moment.

[0120] To achieve this, the zero moment demand line may be shifted as a function of speed, as shown in Figure 6. An upper zero line 600 and a lower zero line 602 each correspond to a torque demand of 0 Nm.

[0121] When the throttle grip 109 is at any position between the upper zero line 600 and 100% displacement, in this example a torque demand is generated that corresponds to the relative distance between the throttle grip position, the upper zero line 600 and 100% drive moment. For example, in Figure 6, a throttle grip position of 75% at 20 km / h corresponds to a torque demand of 50% drive moment.

[0122] When the throttle grip 109 is in any position between the lower zero line 602 and 100% regenerative moment, a torque demand is generated in response depending on the relative distance between the throttle grip position, the lower zero line 602 and 100% regenerative moment.

[0123] As soon as the electric motorcycle 102 reaches a speed of 0 km / h, it is expedient if the system only requests a (positive) driving moment value 205a.

[0124] Between the upper zero line 600 and the lower zero line 602, the regenerative torque demand is now equal to zero, which corresponds to the neutral area 212, which the rider can use to transition the electric motorcycle 102 into a free-riding state.

[0125] To obtain a soft behavior of the electric braking function at low speeds, the resulting torque demand may optionally be multiplied by a speed-dependent factor, as previously described with reference to FIG. 5.

[0126] FIG. 7 shows an exemplary controller 700 for implementing an electric brake assist function as previously described, for example, with reference to FIG.

[0127] In this example, the controller 700 comprises a low-pass filter 702 which provides the motor speed 218 from the motor speed signal 703 to be filtered, a control deviation block 704 in which the control deviation between the motor speed 218 and the setpoint speed is calculated, a P component 706 and an I component 708 which process the control deviation, and a manipulated variable limiting block 710 in which the manipulated variable to be limited, determined from the outputs of the P component 706 and the I component 708, is limited and from which the holding moment value 220 is derived as the limited manipulated variable.

[0128] The manipulated variable to be limited and the limited manipulated variable can additionally be processed in the anti-windup block 712, for example by forming a difference between both manipulated variables.

[0129] The output of the anti-windup block 712 enters the I component 708 where it can be processed along with the control error.

[0130] The controller 700 may be activated, for example, whenever the speed of the electric motorcycle 102 approaches or equals 0 km / h, the rider does not operate the throttle grip 109, and the electric brake assist function is turned on. The controller 700 then performs closed-loop control to keep the speed of the electric motorcycle 102 at 0 km / h.

[0131] Conversely, the controller 700 can be deactivated again whenever the torque target value 205, 205a, 205b, 508 is numerically greater than the current holding moment value 220 and the displacement of the throttle grip 109 exceeds a predetermined displacement threshold.

[0132] The electric anti-lock function and the electric combination brake function may each be implemented in the control unit 114 by a separate controller, similar to the controller 700 shown in FIG.

[0133] Finally, it should be noted that the word "comprises, comprises, etc." does not exclude other elements or steps, and the word "indefinite article, etc." does not exclude a plurality. Reference signs in the claims are not to be regarded as limiting. [Explanation of symbols]

[0134] 100 Motorcycle System 102 Electric Motorcycle 104 Drive motor 106 Throttle grip sensor 108 quantiles 109 Throttle Grip 110 Speed ​​sensor 110a First wheel rotation speed sensor 110b Second wheel rotation speed sensor 112 Speed ​​Value 114 Control device 115 Control Signal 116 front wheel 118 rear wheel 120 Front Wheel Speed ​​Value 122 Rear wheel speed value 200 Storage device 202 processors 204 Conversion Module 205 Torque target value 205a Driving moment value 205b Regenerative moment value 206 quantile range 208 Regeneration area 210 Drive Area 212 Neutral Territory 214 Allocation Rules 216 Control signal generation module 218 Motor RPM 220 Holding moment value 300 Subtraction Module 302 First Interval 304 Minimum quantile 306 Second Interval 308 Largest quantile 310 Division Module 312 Driving moment coefficient 314 Multiplication Module 316 Maximum driving moment value 318 Third Interval 320 Maximum quantile 322 Fourth Interval 324 Minimum quantile 326 Regenerative moment coefficient 328 Maximum regenerative moment value 400 Slip Calculation Module 402 Slip Value 404 Compare Module 406 Slip target value 408 Slip deviation 410 Torque Limiting Module 412 Torque Limit 500 Correction Module 502 Modifier 504 Correction Function 506 Speed ​​Threshold 508 Corrected torque target 600 Upper Zero Line 602 Lower Zero Line 700 Controller 702 Low-pass filter 703 Motor rotation speed signal 704 Control deviation block 706 P component 708 I component 710 Operation amount limit block 712 Anti-windup block S10 Step S20 Step S30 Step S40 Step S50 Step S60 Step S70 Step S80 Step S90 Step S100 Step S110 Step

Claims

1. A method of controlling the operation of an electric drive motor (104) for an electric motorcycle (102), the method comprising: receiving a displacement value (108) indicative of a current displacement of a throttle grip (109) of said electric motorcycle (102) provided using a throttle grip sensor (106) and a speed value (112, 120, 122) indicative of a current speed of said electric motorcycle (102) provided using a speed sensor (110, 110a, 110b); partitioning a displacement value range (206) having possible displacement values ​​for said throttle grip (109) into a regenerative region (208) and an actuation region (210), said partitioning being performed using said speed values ​​(112, 120, 122) and an allocation rule (214) for respectively allocating different speed values ​​(112, 120, 122) different portions of said displacement value range (206) into said regenerative region (208) and said actuation region (210); A torque target value (205, 205a, 205b) is determined according to the displacement value (108), and when the displacement value (108) is within the driving region (210), a driving moment value (205a) is determined as the torque target value (205), and when the displacement value (108) is within the regenerative region (208), a regenerative moment value (205b) is determined as the torque target value (205); and generating a control signal (115) for controlling the operation of the electric drive motor (104) based on the torque target value (205, 205a, 205b); partitioning the displacement value range (206) into an additional neutral region (212) using the speed values ​​(112, 120, 122) and the allocation rule (214), the allocation rule (214) assigning different partitions of the displacement value range (206) into the regenerative region (208), the actuation region (210) and the neutral region (212) to different speed values ​​(112, 120, 122); When the displacement value (108) is within the neutral region (212), the torque target value (205, 205a, 205b) is set to a predetermined minimum value.

23. A method for controlling the operation of an electric drive motor for an electric motorcycle, comprising:

2. A method for controlling the operation of an electric drive motor (104) for an electric motorcycle (102), the method comprising: receiving a displacement value (108) indicative of a current displacement of a throttle grip (109) of said electric motorcycle (102) provided using a throttle grip sensor (106) and a speed value (112, 120, 122) indicative of a current speed of said electric motorcycle (102) provided using a speed sensor (110, 110a, 110b); partitioning a displacement value range (206) having possible displacement values ​​for said throttle grip (109) into a regenerative region (208) and an actuation region (210), said partitioning being performed using said speed values ​​(112, 120, 122) and an allocation rule (214) for respectively allocating different speed values ​​(112, 120, 122) different portions of said displacement value range (206) into said regenerative region (208) and said actuation region (210); A torque target value (205, 205a, 205b) is determined according to the displacement value (108), and when the displacement value (108) is within the driving region (210), a driving moment value (205a) is determined as the torque target value (205), and when the displacement value (108) is within the regenerative region (208), a regenerative moment value (205b) is determined as the torque target value (205); and generating a control signal (115) for controlling the operation of the electric drive motor (104) based on the torque target value (205, 205a, 205b); The determination of the driving moment value (205a) is: determining a first interval (302) by subtracting a minimum displacement value (304) in the actuation region (210) from the displacement value (108); determining a drive moment coefficient (312) by dividing the first interval (302) by a second interval (306) between the minimum displacement value (304) and a maximum displacement value (308) in the drive region (210); determining said driving moment value (205a) by multiplying said driving moment coefficient (312) by a predetermined maximum driving moment value (316); A method for controlling the operation of an electric drive motor for an electric motorcycle.

3. A method for controlling the operation of an electric drive motor (104) for an electric motorcycle (102), the method comprising: receiving a displacement value (108) indicative of a current displacement of a throttle grip (109) of said electric motorcycle (102) provided using a throttle grip sensor (106) and a speed value (112, 120, 122) indicative of a current speed of said electric motorcycle (102) provided using a speed sensor (110, 110a, 110b); partitioning a displacement value range (206) having possible displacement values ​​for said throttle grip (109) into a regenerative region (208) and an actuation region (210), said partitioning being performed using said speed values ​​(112, 120, 122) and an allocation rule (214) for respectively allocating different speed values ​​(112, 120, 122) different portions of said displacement value range (206) into said regenerative region (208) and said actuation region (210); A torque target value (205, 205a, 205b) is determined according to the displacement value (108), and when the displacement value (108) is within the driving region (210), a driving moment value (205a) is determined as the torque target value (205), and when the displacement value (108) is within the regenerative region (208), a regenerative moment value (205b) is determined as the torque target value (205); and generating a control signal (115) for controlling the operation of the electric drive motor (104) based on the torque target value (205, 205a, 205b); The determination of the regenerative moment value (205b) is: determining a third interval (318) by subtracting the displacement value (108) from a maximum displacement value (320) in the regenerative region (208); determining a regenerative moment coefficient (326) by dividing the third interval (318) by a fourth interval (322) between a minimum displacement value (324) and the maximum displacement value (320) in the regenerative region (208); determining the regenerative moment value (205b) by multiplying the regenerative moment coefficient (326) by a predetermined maximum regenerative moment value (328); Including, A method for controlling the operation of an electric drive motor for an electric motorcycle.

4. A method as described in any one of claims 1 to 3, wherein the displacement value range (206) is divided so that the driving region (210) shrinks as the speed of the electric motorcycle (102) increases and / or the regeneration region (208) expands as the speed of the electric motorcycle (102) increases.

5. The method of claim 1, wherein the neutral region (212) has a displacement value between an upper limit (320; 602) of the regenerative region (208) and a lower limit (304; 600) of the actuation region (210).

6. the lower limit (324) of the regeneration region (208) corresponds to a displacement of the throttle grip (109) of 0%, regardless of the speed value (112, 120, 122); and / or 6. The method according to claim 1, wherein the upper limit (308) of the driving range (210) corresponds to a displacement of the throttle grip (109) of 100%, independent of the speed value (112, 120, 122).

7. Furthermore, when a brake assistance function for holding the electric motorcycle (102) in a stationary state is activated, a holding moment value (220) is determined depending on the speed value (112, 120, 122) and / or the current rotation speed (218) of the electric drive motor (104); 7. The method according to claim 1, further comprising generating the control signal (115) based on the holding moment value (220) to control the operation of the electric drive motor (104) so ​​that the electric motorcycle (102) is held stationary.

8. further receiving a front wheel speed value (120) indicative of a current speed of a front wheel (116) of said electric motorcycle (102), provided by means of a first wheel speed sensor (110a), and a rear wheel speed value (122) indicative of a current speed of a rear wheel (118) of said electric motorcycle (102), provided by means of a second wheel speed sensor (110b); determining a slip value (402) by forming a difference between the front wheel speed value (120) and the rear wheel speed value (122) and determining a slip deviation (408) between the slip value (402) and a target slip value (406); 8. The method of claim 1, further comprising generating the control signal based on the slip deviation to operate the electric drive motor such that the slip deviation is reduced.

9. determining a torque limit value (412) in response to the slip deviation (408); comparing said torque limit value (412) and said torque target value (205, 205a, 205b) with each other; 9. The method of claim 8, further comprising limiting the torque target value (205, 205a, 205b) to the torque limit value (412) when the torque target value (205, 205a, 205b) is numerically greater than the torque limit value (412). determining a correction value (502) in response to said speed values ​​(112, 120, 122); determining a revised torque target value (508) by modifying the torque target value (205, 205a, 205b) using the correction value (502); The method of any one of claims 1 to 9, further comprising generating the control signal based on the modified torque target.

11. A control device (114) comprising a processor (202), the processor (202) configured to implement a method according to any one of claims 1 to 10.

12. A motorcycle system (100), comprising: An electric drive motor (104) for driving the electric motorcycle (102); a throttle grip sensor (106) providing a displacement value (108) indicative of a current displacement of a throttle grip (109) of the electric motorcycle (102); a speed sensor (110, 110a, 110b) for providing a speed value (112, 120, 122) indicative of a current speed of the electric motorcycle (102); A motorcycle system comprising: a control device (114) according to claim 11.

13. A computer program comprising instructions that cause a processor (202) to perform a method according to any one of claims 1 to 10 when the processor (202) executes the computer program.

14. A computer-readable medium on which the computer program of claim 13 is stored.

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