CN117337249A - Method for controlling an electric drive motor for an electric motorcycle, controller and motorcycle system - Google Patents

Abstract

The invention relates to a method for actuating an electric drive motor (104) for an electric motor vehicle (102). The method comprises the following steps: receiving a deflection value (108) that shows a current deflection of a throttle handle (109) of the electric motorcycle (102) and a speed value (112, 120, 122) that shows a current speed of the electric motorcycle (102); dividing a range of deflection values comprising possible deflection values for the throttle handle (109) into a regeneration range (208) and a drive range (210) using the speed values (112, 120, 122) and an allocation rule (214) which allocates the deflection value range (206) to different speed values (112, 120, 122) to different divisions in the regeneration range and the drive range; determining a torque setpoint from the deflection value (108), wherein a drive torque value is determined as the torque setpoint when the deflection value (108) is located in the drive range, and wherein a regeneration torque value is determined as the torque setpoint when the deflection value (108) is located in the regeneration range; and generating a control signal (115) for controlling the electric drive motor (104) based on the torque setpoint.

Description

Method for controlling an electric drive motor for an electric motorcycle, controller and motorcycle system

Technical Field

The present invention relates to a method for controlling an electric drive motor for an electric motorcycle. Furthermore, the invention relates to a controller, a computer program and a computer readable medium for implementing such a method, and a motorcycle system equipped with such a controller.

Background

Modern motorcycles can be equipped with an anti-lock system which monitors the wheel peripheral speed of one or more wheels of the motorcycle and modulates the hydraulic brake pressure in accordance with the wheel peripheral speed.

In addition to this, there is a combined braking function for motorcycles based on braking pressure, which is able to adapt the front wheel speed and the rear wheel speed to each other automatically in case of strong braking.

In the case of an electric motorcycle equipped with an electric drive motor, the throttle grip can be used not only for accelerating the electric motorcycle but also for additionally braking the electric motorcycle. For example, the electric drive motor can generate a regenerative torque when the throttle handle is in its initial position. The regenerative torque is generally not or only in a limited range modulated by the driver.

Disclosure of Invention

Against this background, a method for actuating an electric drive motor for an electric motor vehicle, a corresponding controller, a corresponding motorcycle system, a corresponding computer program and a corresponding computer-readable medium according to the independent claims are proposed by means of the solutions presented herein. Advantageous developments and improvements of the proposed solution emerge from the description and are described in the dependent claims.

THE ADVANTAGES OF THE PRESENT INVENTION

The embodiment of the invention can realize simple and comfortable control of the electric motorcycle. In particular, it is possible to realize that the throttle lever of an electric motorcycle can be used not only for the targeted acceleration of the electric motorcycle, but also for the targeted braking of the electric motorcycle, if necessary, until the electric motorcycle is brought to a standstill. The electric brake function of this type can be designed such that the electric motor car can also be braked reliably and comfortably without actuating the hydraulic brake system. Furthermore, one or more driver assistance functions that increase the driving safety, the driving comfort and/or the energy efficiency can be achieved by merely actuating the electric drive motor without additional hardware components being added for this purpose.

A first aspect of the invention relates to a computer-implemented method for steering an electric drive motor for an electric motorcycle. The method at least comprises the following steps: receiving a deflection value provided in the case of using a throttle handle sensor and a speed value provided in the case of using a speed sensor, the deflection value displaying a current deflection of a throttle handle of the electric motorcycle, the speed value displaying a current speed of the electric motorcycle; dividing a deflection value range including possible deflection values for the throttle handle into a regeneration range and a drive range using a speed value and an allocation rule, which allocates different divisions of the deflection value range into the regeneration range and the drive range to different speed values; determining a torque setpoint from the deflection value, wherein the drive torque value is determined to be the torque setpoint when the deflection value is in the drive range, and wherein the regeneration torque value is determined to be the torque setpoint when the deflection value is in the regeneration range; and generating a control signal for operating the electric drive motor based on the torque rating.

The method can be automatically implemented by a processor, for example a processor of a controller of an electric motorcycle.

In general, an electric motorcycle can be understood as a motorcycle having an electric drive motor or a combination of an electric drive motor and an internal combustion motor. The electric drive motor can be used not only as a motor, but also as a generator, for example in order to feed electric energy back into the drive battery of an electric motor car, which can also be referred to as regeneration.

The electric motor car can be a single track vehicle or a multi track vehicle. For example, the electric motorcycle may be an electric scooter or an electric bicycle. But electric motorcycles in the form of four-wheeled vehicles (also called quadricycles) or water motorcycles (also called motorboats) similar to motorcycles can also be considered.

The throttle lever can be understood as an operating element that can be actuated by the driver of the electric motorcycle, by actuating which the speed of the electric motorcycle can be controlled. For example, the throttle handle can be fitted at the handlebar of an electric motorcycle. The throttle handle can be embodied, for example, as a rotary handle. In this case, the deflection value can, for example, display the current angle of rotation of the throttle handle. However, depending on the type of electric motorcycle, the throttle grip can also be fitted at other points of the electric motorcycle and/or be implemented in a different manner, for example as a throttle lever or a throttle pedal.

The deflection value can be provided by a suitable throttle handle sensor for measuring the current deflection of the throttle handle and/or can be determined from sensor data provided by the throttle handle sensor. The throttle grip sensor can be embodied, for example, as a potentiometer, an inductive sensor or a capacitive sensor.

The speed value can be provided by a speed sensor for measuring the current speed of the electric motorcycle and/or can be determined from sensor data provided by the speed sensor. The speed value can, for example, display the wheel peripheral speed and/or the wheel rotational speed of the front wheel and/or the rear wheel of the electric motor car or can be determined therefrom. In response thereto, the speed sensor may be, for example, a wheel rotation speed sensor. However, a speed sensor in the form of a radar sensor or a lidar sensor or a positioning sensor for positioning the motorcycle in a satellite-assisted manner is also possible.

The allocation rules can be stored in the controller of the electric motor car, for example in the form of one or more mathematical functions and/or in the form of a look-up table.

For example, the allocation rule can comprise one or more characteristics which allocate different limits for the regeneration range and/or the drive range to different speed values.

By means of the allocation rule, different speeds or different speed ranges can be allocated drive ranges or regeneration ranges of different sizes. However, it is also possible that the driving range is constant over a determined speed range. Alternatively or additionally, the regeneration range can be constant over a determined speed range.

For example, the allocation rule can comprise an upper zero line defining the lower limit of the driving range according to the speed of the electric motorcycle. Additionally or alternatively, the allocation rule can comprise a lower zero line defining an upper limit of the regeneration range according to the speed of the electric motorcycle.

The deflection values located on the upper zero line or the lower zero line can be assigned a torque setpoint value of zero.

The upper and lower zero lines can differ from each other in their curved run. For example, it is possible that the upper zero line and the lower zero line start from the same origin and otherwise do not have a common intersection point.

The deflection value range limited upwards by the upper zero line and downwards by the lower zero line can correspond to a neutral range in which the electric motorcycle should roll, i.e. should not be significantly accelerated by the electric drive motor, nor should it be significantly braked by the electric drive motor (see below).

The drive torque value can be, for example, a positive value or equal to zero. The regenerative torque value can be, for example, a negative value or equal to zero.

The magnitude of the drive torque value can be determined, for example, from the distance between the drive torque value and the upper and/or lower limit of the drive range or from the ratio of this distance to the total distance between the upper and lower limit of the drive range.

The magnitude of the regenerative torque value can be determined, for example, from the distance between the regenerative torque value and the upper and/or lower limit of the regeneration range or from the ratio of this distance to the total distance between the upper and lower limit of the regeneration range.

By actuating the electric drive motor by means of the control signal, the torque produced by the electric drive motor can be brought close to the torque setpoint.

It is possible to analyze the deflection value taking into account the maximum allowable speed of the electric motorcycle. For example, the torque rating can be changed independently of the deflection value when the electric motorcycle reaches or exceeds the maximum allowable speed. It is possible, for example, to brake the electric motor vehicle to the highest permissible speed by corresponding actuation of the electric drive motor, independently of the deflection value.

In short, the solution described here and in the following enables an electric braking function, wherein the throttle grip can be used not only for modulating the drive torque, i.e. the positive torque, but also for modulating the regenerative torque, i.e. the negative torque. In other words, depending on the current speed of the electric motorcycle, the regenerative torque can be generated and the value of the regenerative torque can be changed by: the throttle handle is deflected to a more or less intense degree beyond its initial position.

This has the following effect: in order to brake an electric motorcycle safely, it is not necessarily necessary to additionally operate the (hydraulic) brake system manually. In this way, the driving comfort can be significantly improved compared to conventional solutions without such an electric brake function.

In addition, according to various embodiments of the present invention, a function for automatic torque control can be implemented.

For example, based on the solutions described here and below, the conventional brake pressure-based braking (auxiliary) function is replaced at least in part by a corresponding torque-based braking (auxiliary) function, namely an electric braking (auxiliary) function. This has the following advantages: the use of corresponding brake pressure sensors can be dispensed with entirely or at least partially, which reduces the production costs.

A second aspect of the invention relates to a controller. The controller comprises a processor configured for implementing a method according to an embodiment of the first aspect of the invention. The features of the method according to an embodiment of the first aspect of the invention can also be features of the controller and vice versa.

The controller may include hardware modules and/or software modules. In addition to the processor, the controller may include a memory and a data communication interface for data communication with the peripheral devices.

A third aspect of the invention relates to a motorcycle system. The motorcycle system comprises an electric drive motor for driving the electric motorcycle, a throttle handle sensor for providing a deflection value, a speed sensor for providing a speed value, which shows a current deflection of the throttle handle of the electric motorcycle, and a controller according to an embodiment of the second aspect of the invention, which speed value shows a current speed of the electric motorcycle. Such a motorcycle system enables control of the speed of an electric motorcycle in a safe, comfortable and/or energy efficient manner.

A fourth aspect of the invention relates to a computer program. The computer program comprises instructions which, when executed by a processor, cause the processor to carry out a method according to an embodiment of the first aspect of the invention.

A fifth aspect of the invention relates to a computer readable medium on which a computer program according to an embodiment of the fourth aspect of the invention is stored. The computer readable medium may be volatile or nonvolatile data storage. For example, the computer-readable medium may be a hard disk, USB memory device, RAM memory, ROM memory, EPROM memory, or Flash memory. The computer readable medium may also be a data communication network, such as the internet or a data Cloud (Cloud), enabling the downloading of the program code.

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 the computer readable medium and vice versa.

The ideas regarding embodiments of the present invention can be primarily considered based on the ideas and insights described below.

According to one embodiment, the deflection value range is divided such that the driving range becomes smaller as the speed of the electric motorcycle increases and/or the regeneration range becomes larger as the speed of the electric motorcycle increases. In this way, at higher speeds, the regenerative torque can be better metered, whereas at higher speeds, the fineness of the metering of the drive torque may be smaller due to the increased driving resistance.

According to one embodiment, the deflection value range is additionally divided into the neutral range using the speed values and the allocation rule. The allocation rule here allocates different divisions of the deflection value range into the regeneration range, the drive range and the neutral range to different speed values. If the deflection value is in the neutral range, the torque setpoint value is set to a predefined minimum value. The size of the neutral zone can be different, depending on the speed of the electric motorcycle, similar to the drive range or regeneration range. However, it is also possible that the neutral region is constant over a defined speed range. For example, the minimum value can be zero or a very small value in magnitude. Expediently, the neutral zone becomes smaller and smaller in the direction towards smaller speeds, depending on the type of electric motorcycle or the highest speed allowed, for example from about 20 km/h. If the deflection value lies in the neutral range, the torque setpoint value can be set to a predefined minimum value independently of the distance of the deflection value from the upper limit and/or the lower limit of the neutral range. With this embodiment, the electric motorcycle can be rolled by manipulating the throttle handle, that is, the electric motorcycle can be brought into a driving dynamic state in which neither the electric motorcycle is actively accelerated nor braked.

According to one embodiment, the neutral range includes deflection values between an upper limit of the regeneration range and a lower limit of the drive range. In other words, the neutral range can lie between the regeneration range and the drive range. This has the following effect: the neutral zone is always traversed when changing between the drive range and the regeneration range. In this way, adverse effects on driving comfort, which may occur when changing directly between the drive range and the regeneration range, can be avoided.

It is possible that at least one of the above three ranges, the regeneration range, the drive range and the neutral range, includes only one deflection value or does not include a deflection value, depending on the current speed of the electric motorcycle.

According to one embodiment, the lower limit of the regeneration range corresponds to a deflection of 0% of the throttle handle, independently of the speed value. Additionally or alternatively, the upper limit of the drive range corresponds to 100% deflection of the throttle handle, independently of the speed value. In this way, the initial or final position of the throttle lever can be used as a fixed reference for modulating the drive torque or the regeneration torque, which has a favorable effect on the operating comfort.

According to one embodiment, the determination of the drive torque value comprises: determining a first pitch by subtracting a minimum deflection value in the driving range from the deflection value; determining a drive torque factor by dividing the first spacing by a second spacing between a minimum deflection value and a maximum deflection value in the drive range; the drive torque value is determined by multiplying the drive torque factor by a predefined maximum drive torque value. The second pitch can be determined, for example, by subtracting a minimum deflection value from a maximum deflection value in the drive range. In this way, for a given speed of the electric motorcycle, the driving torque corresponding to the current deflection of the throttle handle can be calculated efficiently and accurately.

According to one embodiment, the determination of the regenerative torque value includes: determining a third pitch by subtracting the deflection value from the maximum deflection value in the regeneration range; calculating a regenerative torque factor by dividing the third pitch by a fourth pitch between a minimum deflection value and a maximum deflection value in the regenerative range; the regeneration torque value is determined by multiplying the regeneration torque factor by a predefined maximum regeneration torque value. The fourth pitch can be determined, for example, by subtracting the minimum deflection value from the maximum deflection value in the regeneration range. The fourth pitch can also simply be equal to the magnitude of the maximum deflection value if the minimum deflection value is equal to zero. In this way, for a given speed of the electric motorcycle, a regenerative torque corresponding to the current deflection of the throttle handle can be efficiently and accurately calculated.

In the above, the "minimum deflection value" can be understood as the lower limit of the region concerned, respectively, and the "maximum deflection value" can be understood as the upper limit of the region concerned, respectively.

According to one embodiment, furthermore, the holding torque value is determined as a function of the speed value and/or the current rotational speed of the electric drive motor when a brake assist function for holding the electric motor vehicle in a stationary state is activated. In this case, a control signal is generated on the basis of the holding torque value in order to control the electric drive motor in such a way that the electric motor vehicle is held in a stationary state. The holding torque value can be, for example, a control variable in a control circuit in which the current speed of the electric motor vehicle and/or the current rotational speed of the electric drive motor is used as control variable. The holding torque value can be used to adjust 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 depending on whether the throttle handle is in an initial position, i.e. whether the deflection value shows a deflection value of 0% of the throttle handle, or depending on whether the electric motor car is stationary, i.e. whether the speed value exceeds a determined minimum value or is equal to zero. With this embodiment, the electric motorcycle can be automatically held in a stationary state without the need to operate the (hydraulic) brake system. Such an electric brake assist function that can be engaged when needed can be used, for example, as a hill start assist device.

According to one embodiment, furthermore, a front wheel speed value provided in the case of using the first wheel speed sensor, which displays a current speed of a front wheel of the electric motorcycle, and a rear wheel speed value provided in the case of using the second wheel speed sensor, which displays a current speed of a rear wheel of the electric motorcycle, are received. Then, a slip value is determined by forming a difference composed of the front wheel speed value and the rear wheel speed value, and a slip deviation between the slip value and a slip rated value is determined. In this case, the control signal is generated on the basis of the slip deviation in order to control the electric drive motor in such a way that the slip deviation is reduced. The front wheel speed value or the rear wheel speed value can indicate the peripheral speed and/or the rotational speed of the front wheel or the rear wheel. This embodiment enables an electric slip limiting function, i.e. a slip limiting function not based on the brake pressure, for example in the form of an electric antilock function and/or an electric combination brake function. In this way, the driving comfort and/or the driving safety can be improved compared to an electric motor vehicle without this type of electric slip limiting function, in particular in the case of strong braking, in the case of strong acceleration and/or on slippery traffic lanes. The electric brake function (see above) can be used in combination with one or more electric slip limiting functions and/or electric brake assist functions.

When an emergency braking situation is identified, the speed of the rear wheels can be automatically adapted to the speed of the front wheels, for example by means of a combination braking function. Thus, the slip at the rear wheel corresponds at least almost to the slip at the front wheel.

On the other hand, the slip setpoint can be set by the antilock function as a function of the maximum permissible slip of the rear wheel. Therefore, an efficient ABS function can be realized by modulating only the torque generated by the electric drive motor correspondingly.

According to one embodiment, the torque limit value is determined from the slip deviation. The torque limit value and the torque rating value are then compared to each other. In this case, the torque setpoint is limited to a torque limit value when the torque setpoint is greater in magnitude than the torque limit value. The torque limit value can be positive or negative, i.e. it refers to the drive torque or the regeneration torque. For example, by the electric antilock function, a torque limit value can be specified according to a static friction limit to which a tire of an electric motorcycle should not be exceeded as much as possible with respect to a lane of the electric motorcycle. Thus, excessive slip at the rear wheel can be avoided. In particular, locking or slipping of the rear wheel can thus be prevented.

According to one embodiment, the correction value is determined from the speed value. The corrected torque setpoint is then determined by correcting the torque setpoint using the correction value. In this case, the control signal is generated on the basis of the corrected torque setpoint value. The correction value can be, for example, a factor between 0 and 1, by which the torque setpoint value can be multiplied, wherein the correction value can be increased as the speed value increases. In this way, abrupt braking and/or acceleration of the electric motor car can be avoided, especially in the case of walking speeds.

The different torque requirements determined by the different torque-based control functions of the controller, such as an electric brake (auxiliary) function, an electric antilock function or an electric combination brake function, can be coordinated by the controller in a suitable manner, for example by selecting a determined torque requirement from the different torque requirements.

Drawings

Embodiments of the present invention are described below with reference to the accompanying drawings, wherein neither the drawings nor the description should be construed as limiting the invention.

Fig. 1 shows a motorcycle system according to an embodiment of the invention.

Fig. 2 shows the controller of fig. 1.

Fig. 3 shows different modules of the controller in fig. 2.

Fig. 4 shows different modules of the controller in fig. 2.

Fig. 5 shows different modules of the controller in fig. 2.

Fig. 6 shows a graph for explaining allocation rules used in a method according to an embodiment of the present invention.

Fig. 7 shows a block circuit diagram of a regulator for implementing the steps of the method according to one embodiment of the invention.

Fig. 8 shows a flow chart of a method according to an embodiment of the invention.

The figures are merely schematic and not to scale. The same reference numerals in the drawings denote the same or features having the same effects.

Detailed Description

Fig. 1 shows a motorcycle system 100 for an electric motorcycle 102. The motorcycle system 100 comprises an electric drive motor 104 for driving the electric motorcycle 102, a throttle grip sensor 106 for providing a deflection value 108, which shows the current deflection of the throttle grip 109, a speed sensor 110 for providing a speed value 112, which shows the current speed of the electric motorcycle 102, and a controller 114 for controlling the electric drive motor 104 by means of a control signal 115, which is generated in the method described in more detail below with reference to fig. 2 to 8 by processing the deflection value 108 together with the speed value 112.

In this example, the electric motorcycle 102 is a single track vehicle having front wheels 116 and rear wheels 118 that are driven by the electric drive motor 104. The direction of action of the torque generated by the electric drive motor 104 is marked by means of double arrows.

The throttle handle 109 is embodied here as a twist handle. Alternatively, the throttle lever 109 can also be embodied as a throttle lever or a throttle pedal.

The speed sensor 110 can be configured, for example, for measuring the wheel rotational speed of the front wheels 116 and/or the rear wheels 118 and determining the speed value 112 therefrom.

For example, the speed sensor 110 can include a first wheel speed sensor 110a for measuring the wheel speed of the front wheel 116 and a second wheel speed sensor 110b for measuring the wheel speed of the rear wheel 118, and can provide, in addition to or in place of the speed value 112, a front wheel speed value 120 provided in the case of using the first wheel speed sensor 110a and a rear wheel speed value 122 provided in the case of using the second wheel speed sensor 110b, the front wheel speed value displaying the current speed of the front wheel 116, the rear wheel speed value displaying the current speed of the rear wheel 118.

Fig. 2 shows possible components of the controller 114.

The controller 114 can include a memory 200 for storing a computer program and a processor 202 for implementing the computer program, wherein the method for operating the electric drive motor 104 as described below can be implemented by the processor 202 implementing the computer program.

The modules of the controller 114 described below can be hardware modules and/or software modules.

The method steps described hereinafter are illustrated in fig. 8 by a flowchart.

In this example, in step S10, the deflection value 108 and the speed value 112 are received in a conversion module 204, in which they are converted into a torque setpoint 205.

The conversion module 204 can be configured to determine the torque rating 205 additionally based on the front wheel speed value 120 and/or the rear wheel speed value 122.

In step S20, the conversion module 204 divides the deflection value range 206 having possible deflection values between 0% and 100% into, for example, a regeneration range 208, a drive range 210, and a neutral range 212, depending on the current speed of the electric motorcycle 102.

The division of the deflection value range 206 into the regeneration range 208, the drive range 210 and the neutral range 212 can vary depending on the speed value 112 and can be made in accordance with an allocation rule 214 that allocates different divisions of the deflection value range 206 to different speeds or speed ranges of the electric motor car 102 (see also fig. 6).

The allocation rules 214 can be stored in the memory 200, for example, in the form of a mathematical function or a look-up table.

The neutral range 212 is exemplarily disposed between the regeneration range 208 and the drive range 210 in fig. 2. That is, here, the neutral range 212 includes deflection values between the upper limit of the regeneration range 208 and the lower limit of the drive range 210. However, other locations and/or divisions (Aufteilung) of the neutral range 212 are also possible.

Here, the lower limit of the regeneration range 208 corresponds to 0% deflection, and the upper limit of the drive range 210 corresponds to 100% deflection.

In step S30, the conversion module 204 converts the deflection value 108 into a (positive) drive torque value 205a as the torque setpoint 205 when the deflection value 108 is in the drive range 210, and conversely converts the deflection value into a (negative) regenerative torque value 205b when the deflection value 108 is in the regenerative range 208.

If the deviation value 108 is located neither in the drive range 210 nor in the regeneration range 208, i.e. in the neutral range 212, the conversion module 204 can set the torque setpoint 205, for example, to a predefined minimum value, for example, to zero in step S30.

In step S40, the torque setpoint 205, which can be equal to the drive torque value 205a, the regeneration torque value 205b or a predefined minimum value, is finally converted into the control signal 115 by the control signal generation module 216.

This type of electric braking function enables the driver to brake the electric motorcycle 102 to a stationary state by means of the electric drive motor 104 without operating the brake lever.

Additionally, an electric brake assist function can be integrated into the controller 114, for example, by means of which the electric motorcycle 102 can be automatically held in a stationary state as desired when the electric motorcycle 102 is parked on a slope.

For this purpose, the conversion module 204 can additionally receive the current motor speed 218 of the electric drive motor 104 in step S10, for example, and convert it in an optional step S50 into a corresponding holding torque value 220, which is used to hold the electric motor vehicle 102 in a stationary state. The holding torque value 220 can be determined in step S50, for example, with the following objectives: the motor speed 218 is adjusted to zero (see also fig. 7).

Then, in step S40, the control signal 115 can be generated based on the torque ratings 205, 205a, 205b and/or the holding torque value 220.

For example, depending on the respective magnitudes and/or the respective signs of the torque ratings 205, 205a, 205b and the holding torque value 220, the control signal generation module 216 can generate the control signal 115 either from the torque ratings 205, 205a, 205b or from the holding torque value 220 in order to hold the electric motorcycle 102 in a stationary state. Alternatively, the torque setpoint values 205, 205a, 205b and the holding torque value 220 can also be mutually settled (miteinanderrectenwerden) in a suitable manner, wherein the control signal 115 can be generated as a result of this settlement.

If the motorcycle is located on a suitable traffic lane at a speed of 0km/h, the driver must typically operate the brake lever in order to prevent the motorcycle from slipping (wegrollen). In contrast, by combining the electric brake function with the electric brake assist function as described above, the electric motorcycle 102 can be automatically held in a stationary state without the driver having to operate the brake lever. This significantly improves comfort and energy efficiency.

Fig. 3 shows a possible way of determining the drive torque value 205a or the regeneration torque value 205b in step S30 (see also fig. 6).

The drive torque value 205a can be determined, for example, by: in subtraction module 300, a first pitch 302 is calculated by subtracting the minimum deflection value 304 in the drive range 210 from the received deflection value 108, and a second pitch 306 is calculated by subtracting the minimum deflection value 304 in the drive range 210 from the maximum deflection value 308 in the drive range 210.

The drive torque factor 312 can then be calculated in the division module 310 by dividing the first spacing 302 by the second spacing 306.

Finally, the drive torque value 205a can be calculated in the multiplication module 314 by multiplying the drive torque factor 312 by a predefined maximum drive torque value 316.

Similarly, the regenerative torque value 205b can be determined, for example, by: in subtraction module 300, third pitch 318 is calculated by subtracting deflection value 108 from maximum deflection value 320 in regeneration range 208, and fourth pitch 322 is calculated by subtracting minimum deflection value 324 in regeneration range 208 from maximum deflection value 320 in regeneration range 208.

The regenerative torque factor 326 can then be calculated in the division module 310 by dividing the third pitch 318 by the fourth pitch 322.

Finally, the regenerative torque value 205b can be calculated in the multiplication module 314 by multiplying the regenerative torque factor 326 by a predefined maximum regenerative torque value 328.

The above-mentioned modules 300, 310, 314 can be integrated into the conversion module 204.

Alternatively, an electric slip limiting function can be integrated into the controller 114, by means of which the deviation between the speed of the rear wheels 118 and the speed of the front wheels 116 can be automatically reduced. Fig. 4 shows a principle mode of operation of the electric slip limiting function.

For this purpose, in step S10, the front wheel speed value 120 and the rear wheel speed value 122 can additionally be received in the slip calculation module 400.

Then, in optional step S60, a slip value 402 can be calculated in the slip calculation module 400 by forming a difference consisting of the front wheel speed value 120 and the rear wheel speed value 122.

Then, in an optional step S70, the slip value 402 can be compared with a slip rating 406 in a comparison module 404. In this case, the slip deviation 408 can be calculated, for example, by forming a difference between the slip value 402 and the slip setpoint value 406.

In response thereto, finally, in step S40, the control signal 115 can be generated in the control signal generation module 216 on the basis of the torque setpoint values 205, 205a, 205b and the slip deviation 408 in such a way that the slip deviation 408 is minimized.

In order to be able to safely achieve the maximum regenerative torque, the electric slip limiting function can comprise an electric anti-lock function with a torque limiting module 410, which calculates in an optional step S80 a torque limit value 412 from the slip deviation 408, which torque limit value should not be exceeded in order to prevent locking and/or slipping of the driven rear wheel 118.

In this case, the torque setpoint values 205, 205a, 205b can be compared with the torque limit value 412 in the control signal generation module 216 in an optional step S90.

If the torque setpoint value 205, 205a, 205b is greater in magnitude than the torque limit value 412, then in step S40 the control signal 115 is generated not based on the torque setpoint value 205, 205a, 205b but on the torque limit value 412, so that the electric drive motor 104 generates a torque which is limited in accordance with the torque limit value 412.

In other words, the electric anti-lock function can be configured to modulate the torque generated by the electric drive motor 104 such that slip of the rear wheels 118 is limited to a predefined value when the regenerative torque required by the electric brake function exceeds in magnitude the maximum allowable torque according to the coefficient of friction of the roadway. Here, the slip of the rear wheels 118 can be determined as a difference consisting of the speed of the front wheels 116 that are not braked and the speed of the rear wheels 118 that are driven.

The electric anti-lock function can be configured to limit the slip value 402 (also referred to as lambda) to a slip rating 406. This can be achieved, for example, by a PI regulator with Anti-saturation (Anti-Windup) similar to the regulator shown in fig. 7.

When the torque required for the electric antilock function is less than the torque required for the electric brake function, the regenerative torque can be limited by the torque limit value 412.

When the driver additionally actuates the (hydraulic) rear wheel brake and locks the rear wheel 118, a (positive) drive torque can also be generated by the drive motor 104 by means of the electric antilock function, for example, in order to counteract the braking torque generated by the rear wheel actuator and to set the rear wheel 118 again to a stable operating point.

By combining the electric brake function with the electric anti-lock function and additionally with the electric brake assist function, the driver can travel through any road section without having to actuate the brake lever, wherein a slip of the rear wheel 118 is ensured to move in a stable slip range.

In addition to or instead of the electric antilock function, the electric slip limiting function can comprise an electric corporation stop function, which is configured to adapt the speed of the rear wheels 118 to the speed of the front wheels 116 by corresponding actuation of the electric drive motor 104 in the event of an emergency brake being detected, in which case the driver typically actuates the (hydraulic) front wheel brake very strongly.

In the case of a strong braking of the front wheels 116, the accuracy of the slip estimation may be small. To circumvent this problem, the speed of the rear wheels 118 can be adjusted by an electric corporation braking function such that the speed of the rear wheels follows the speed of the front wheels 116. In this way, the braking path can be significantly shortened.

In this case, the electric motor car 102 can additionally be equipped with a single-channel ABS system for the front wheels 116 based on the brake pressure.

The electric corporation brake function can also be configured to assist the acceleration process in the case of partial braking.

If both the electric braking function and the electric corporation brake are active, the value that is greatest in terms of magnitude can be selected, for example, from the resulting torque setpoint values 205, 205a, 205b of the two functions, if necessary limited to the torque limit value 412 by the electric antilock function.

As shown in fig. 5, it is possible to additionally correct the torque ratings 205, 205a, 205b in the correction module 500 according to the current speed of the electric motorcycle 102.

For example, the regenerative torque value 205b can be reduced in magnitude in the walking speed range up to more than 7 km/h. Thereby, driving comfort and driving safety can be improved.

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

The correction function 504 can, for example, initially increase linearly and/or exponentially up to a determined speed threshold 506, and then remain constant. For speeds exceeding the speed threshold 506, the correction value 502 can always be equal to 1. However, other correction functions are also possible.

In an optional step S110, the correction module 500 finally calculates a corrected torque setpoint 508 from the correction value 502 and the torque ratings 205, 205a, 205b, for example by multiplying the correction value 502 with the torque ratings 205, 205a, 205 b.

Correspondingly, the control signal generation module 216 can be configured to generate the control signal 115 in step S40 not based on the torque nominal values 205, 205a, 205b but based on the corrected torque nominal value 508.

Fig. 6 shows in a graph the allocation rules 214 stored in the controller 114.

For example, as shown in fig. 6, the allocation rule 214 can map an upper zero line 600 that defines the lower limit of the drive range 210 and a lower zero line 602 that defines the upper limit of the regeneration range 208.

The upper neutral line 600 is able to move upward in the direction of the larger deflection value relative to the lower neutral line 602. Here, the neutral range 212 can be limited upward through the upper zero line 600 and downward through the lower zero line 602.

For deflection values that fall on one of the two zero lines 600 as a function of speed, the torque ratings 205, 205a, 205b can be, for example, equal to zero.

The 100% drive torque is indicated by the upper horizontal dashed line. The 100% regenerative torque is indicated by the lower horizontal dashed line.

Illustratively, for different deflections of throttle handle 109, different percentage values are plotted for drive torque factor 312 and regeneration torque factor 326 at a speed of 20 km/h.

The two vertical dotted lines indicate the highest speed possible for the electric motorcycle 102.

In order to be able to fully exploit the regenerative potential of the electric drive motor 104, it is necessary to develop an intuitive HMI solution for the driver of the electric motorcycle 102, by means of which the driver can meter the regenerative torque well.

For this purpose, the zero torque demand line can be moved as a function of speed, as shown in fig. 6. The upper and lower zero lines 600 and 602, respectively, correspond to a torque request of 0 Nm.

In this example, when throttle handle 109 is in a position between upper zero line 600 and 100% deflection, the following torque request is generated: the torque request is related to the relative spacing between the throttle handle position of the upper zero line 600 and the throttle handle position of 100% deflection. For example, in FIG. 6, 75% of the throttle handle position corresponds to a torque request of 50% of the drive torque at 20 km/h.

Conversely, when throttle handle 109 is in a position between lower zero line 602 and 100% regenerative torque, the following torque request is generated: the torque request is related to the relative spacing between the throttle handle position of the lower zero line 602 and the throttle handle position of 100% regenerative torque.

Expediently, the system only requires a (positive) drive torque value 205a if the electric motorcycle 105 reaches a speed of 0 km/h.

Here, between the upper zero line 600 and the lower zero line 602, the regenerative torque requirement is equal to zero, which corresponds to the neutral region 212 that the driver can utilize in order to bring the electric motorcycle 102 into an idle state.

In order to obtain a smooth behaviour of the electric brake function at low speeds, the resulting torque demand can optionally be multiplied by a speed dependent factor, as described above with reference to fig. 5.

Fig. 7 shows an exemplary regulator 700 that implements an electric brake assist function, as described above, for example, with reference to fig. 2.

In this example, the regulator 700 comprises a low-pass filter 702 for providing the motor speed 218 from the motor speed signal 703 to be filtered, a regulating deviation block 704 in which a regulating deviation between the motor speed 218 and the setpoint speed is calculated, a P part 706 and an I part 708 for processing the regulating deviation, and a regulating variable limiting block 710 in which a regulating variable to be limited, which is determined by the outputs of the P part 706 and the I part 708, is limited, and from which the holding torque value 220 is derived as a limited regulating variable.

The manipulated variable to be limited and the limited manipulated variable can additionally be processed in an anti-saturation block 712, for example, by forming a difference composed of the two manipulated variables.

The output of the anti-saturation block 712 can enter the I portion 708 and be processed there along with the adjustment bias.

For example, when the speed of the electric motorcycle 102 approaches 0km/h or equal to 0km/h, the driver does not manipulate the throttle grip 109, and the electric brake assist function is on, the regulator can always be activated. Then, the regulator 700 regulates the speed of the electric motorcycle 102 to 0km/h.

Conversely, when the torque setpoint values 205, 205a, 205b, 208 are greater in magnitude than the current holding torque value 220 and the deflection of the throttle handle 109 exceeds a defined deflection threshold value, the regulator 700 can always be deactivated again.

The electric antilock function and the electric corporation stop function can each be implemented in the controller 114 by an own regulator similar to the regulator 700 shown in fig. 7.

Finally, it is pointed out that terms such as "having," "including," and the like do not exclude additional elements or steps, and that terms such as "a" or "an" do not exclude a plurality. Reference signs in the claims shall not be construed as limiting.

Claims (15)

1. Method for operating an electric drive motor (104) for an electric motorcycle (102), wherein the method comprises:

receiving a deflection value (108) provided in case of using a throttle handle sensor (106) and a speed value (112, 120, 122) provided in case of using a speed sensor (110, 110a, 110 b), the deflection value showing a current deflection of a throttle handle (109) of the electric motorcycle (102), the speed value showing a current speed of the electric motorcycle (102);

dividing a deflection value range (206) comprising possible deflection values for the throttle handle (109) into a regeneration range (208) and a drive range (210) using the speed values (112, 120, 122) and an allocation rule (214), which allocates the deflection value range (206) to different speed values (112, 120, 122) to different divisions in the regeneration range (208) and the drive range (210);

determining a torque nominal value (205, 205a, 205 b) from the deflection value (108), wherein a drive torque value (205 a) is determined as the torque nominal value (205) when the deflection value (108) is located in the drive range (210), and wherein a regeneration torque value (205 b) is determined as the torque nominal value (205) when the deflection value (108) is located in the regeneration range (208); and is also provided with

A control signal (115) is generated based on the torque setpoint (205, 205a, 205 b) for actuating the electric drive motor (104).

2. The method according to claim 1,

wherein the deflection value range (206) is divided such that the drive range (210) becomes smaller as the speed of the electric motorcycle (102) increases and/or the regeneration range (208) becomes larger as the speed of the electric motorcycle (102) increases.

3. The method according to any of the preceding claims,

wherein, using the speed values (112, 120, 122) and the allocation rule (214), the deflection value range (206) is additionally divided into a neutral range (212), wherein the allocation rule (214) allocates the deflection value range (206) to different speed values (112, 120, 122) to different divisions in the regeneration range (208), the drive range (210) and the neutral range (212);

wherein the torque setpoint value (205, 205a, 205 b) is set to a predefined minimum value when the deflection value (108) is located in the neutral range (212).

4. A method according to claim 3,

wherein the neutral range (212) comprises a deflection value between an upper limit (320; 602) of the regeneration range (208) and a lower limit (304; 600) of the drive range (210).

5. The method according to any of the preceding claims,

wherein, independently of the speed values (112, 120, 122), a lower limit (324) of the regeneration range (208) corresponds to a deflection of 0% of the throttle handle (109); and/or

Wherein, independently of the speed values (112, 120, 122), an upper limit (308) of the drive range (210) corresponds to 100% deflection of the throttle handle (109).

6. The method according to any of the preceding claims,

wherein the determination of the drive torque value (205 a) comprises:

-determining a first pitch (302) by subtracting a minimum deflection value (304) in the drive range (210) from the deflection value (108);

determining a drive torque factor (312) by dividing the first spacing (302) by a second spacing (306) between a minimum deflection value (304) and a maximum deflection value (308) in the drive range (210);

the drive torque value (205 a) is determined by multiplying the drive torque factor (312) by a predefined maximum drive torque value (316).

7. The method according to any of the preceding claims,

wherein the determination of the regenerative torque value (205 b) comprises:

determining a third pitch (318) by subtracting the deflection value (108) from a maximum deflection value (320) in the regeneration range (208);

Determining a regenerative torque factor (326) by dividing the third pitch (318) by a fourth pitch (322) between a minimum deflection value (324) and a maximum deflection value (320) in the regenerative range (208);

the regeneration torque value (205 b) is determined by multiplying the regeneration torque factor (326) by a predefined maximum regeneration torque value (328).

8. The method according to any of the preceding claims,

wherein, in addition, a holding torque value (220) is determined as a function of the speed value (112, 120, 122) and/or the current rotational speed (218) of the electric drive motor (104) when a brake assist function for holding the electric motorcycle (102) in a stationary state is activated;

wherein, in addition, the control signal (115) is generated based on the holding torque value (220) in order to control the electric drive motor (104) in such a way that the electric motor car (102) is held in a stationary state.

9. The method according to any of the preceding claims,

wherein, in addition, a front wheel speed value (120) provided in the case of using the first wheel speed sensor (110 a) and a rear wheel speed value (122) provided in the case of using the second wheel speed sensor (110 b) are received, the front wheel speed value showing a current speed of a front wheel (116) of the electric motorcycle (102), the rear wheel speed value showing a current speed of a rear wheel (118) of the electric motorcycle (102);

Wherein a slip value (402) is determined by forming a difference consisting of the front wheel speed value (120) and the rear wheel speed value (122), and a slip deviation (408) between the slip value (402) and a slip setpoint value (406) is determined;

wherein, in addition, the control signal (115) is generated on the basis of the slip deviation (408) in order to control the electric drive motor (104) in such a way that the slip deviation (408) is reduced.

10. The method according to claim 9, wherein the method comprises,

wherein a torque limit value (412) is determined from the slip deviation (408);

wherein the torque limit value (412) and the torque setpoint value (205, 205a, 205 b) are compared to each other;

wherein the torque rating (205, 205a, 205 b) is limited to the torque limit value (412) when the torque rating (205, 205a, 205 b) is greater in magnitude than the torque limit value (412).

11. The method according to any of the preceding claims,

wherein a correction value (502) is determined from the speed values (112, 120, 122);

wherein a corrected torque setpoint value (208) is determined by correcting the torque setpoint value (205, 205a, 205 b) using the correction value (502);

Wherein the control signal (115) is generated based on the corrected torque rating (208).

12. A controller (114) comprising a processor (202) configured for implementing the method according to any of the preceding claims.

13. A motorcycle system (100), the motorcycle system comprising:

an electric drive motor (104) for driving the electric motorcycle (102);

a throttle handle sensor (106) for providing a deflection value (108) that shows a current deflection of a throttle handle (109) of the electric motorcycle (102);

a speed sensor (110, 110a, 110 b) for providing a speed value (112, 120, 122) that shows a current speed of the electric motorcycle (102); and

the controller (114) of claim 12.

14. Computer program comprising instructions which, when executed by a processor (202), cause the processor (202) to implement the method according to any one of claims 1 to 11.

15. Computer readable medium on which a computer program according to claim 14 is stored.