DE102015107738B4 - Two or three wheeler component, two or three wheeler and method - Google Patents

Abstract

Two- or three-wheeler component (401) for a motor-driven two- or three-wheeler (200) with at least one shock absorber device (100) with at least one damper device (1) that can be controlled via at least one control device (60), the damper device (100) having at least one first damper chamber (3) and at least one controllable damping valve (8), wherein the at least one damping valve (8) is assigned at least one magnetic field generating device (11), which is used to generate and control a magnetic field in at least one damping channel (7) of the damping valve (8). , and that a magnetorheological fluid (9) is provided in the damping channel (7), with at least one detection device (408) being provided with at least one sensor unit (403), which comprises at least one receiving unit (423) for the contactless detection of at least one signal, and wherein the detection device (408) is suitable and designed to detect the impassability (801) depending on the detected signal and to control at least one shock absorber device (100) depending on the detected impassability (801), so that at least one damping property of the shock absorber device ( 100) can be adjusted by a signal from the detection device (408), characterized in that the sensor unit (403) is arranged on at least one component of the two- or three-wheeler, which can be pivoted during a steering movement.

Description

The present invention relates to a two- or three-wheeler component for a motor-driven two- or three-wheeler with at least one shock absorber device according to the preamble of patent claim 1 and a two- or three-wheeler with such a two- or three-wheeler component and a method for operating a two- or three-wheeler component. The shock absorber device comprises at least one damper device that can be controlled via at least one control device.

Shock absorption has a major influence on driving characteristics and is therefore an important feature of motor-driven two-wheelers and especially enduro, trail or motocross motorcycles as well as high-performance electric bikes, especially sporty electric bikes. Shock absorbers enable improved ground contact and allow sporty riding Driving even in extreme terrain. Shock-absorbed motorcycles usually have a suspension fork, which is often supplemented by a rear wheel damper. A shock absorber usually includes a spring unit to cushion shocks that occur and a damping unit to dampen the spring vibration.

In order to optimally exploit the advantages of shock absorption, it is usually essential to adjust the damping and spring properties. Criteria for the setting include, for example, the weight of the driver and his driving style as well as the characteristics of the terrain in which the vehicle is to be driven.

This usually requires an adjustment of the shock absorber, in which a number of parameters for damping and suspension have to be set and coordinated with each other (e.g. if someone is riding on the motorcycle or not). However, such a setting is not always unproblematic, especially for beginners or they forget it. In extreme cases, it is even possible that a combination of unfavorable settings can worsen the driving characteristics.

Shock absorbers have therefore become known in the prior art, which provide only a few or only the most important adjustment options, especially for beginners. In contrast, shock absorbers for advanced users or experts can have a greater number of adjustment options.

This is the case, for example, with the DE 10 2012 012 535 A1 The applicant has become aware of a damper and a method for operating a damper, in which the damper comprises a controllable damping valve with a field generating device with which a field-sensitive medium such as a magnetorheological fluid can be influenced in order to increase the damping force of the damper by applying a field strength of the field generating device to influence. In this known damper, the damping force of the dampers is adjusted in real time.

The problem, however, is that even if the basic adjustment of the shock absorbers has been optimally carried out, subsequent adjustments are still necessary or can be useful if the damping requirements change during use, even if shocks can be dampened in real time. This can be particularly the case when driving through terrain with very different characteristics.

However, the disadvantage of the known solutions is that setting them while driving requires some of the driver's concentration. This is particularly critical when, for example, a difficult trail or a steep and narrow path is being ridden. In addition, in such terrain, adjustments to the shock absorbers usually have to be made more frequently, meaning that the driver is more often distracted, especially in demanding driving situations.

A generic two- or three-wheeler component is in the DE 10 2012 218 937 A1 shown.

The DE 10 2010 044 263 A1 describes a device for controlling an active chassis of a four-wheeled vehicle with a camera and at least one lighting unit. The lighting unit serves to illuminate the areas that are driven over by at least one wheel of the vehicle during the further course of the journey and are in the detection range of the camera. The road surface is illuminated in a defined manner using individual controllable light-emitting diodes.

From the DE 41 19 494 A1 a system for controlling or regulating a suspension arrangement is known, in which the front wheels and the rear wheels are controlled with a time delay when a look-ahead control with a look-ahead sensor detects a need for control. In order to prevent the suspension unit from bottoming out, the damping is set harder when driving over impassable terrain.

The 10 2009 057 397 A1 describes an active suspension system for a four-wheeled vehicle. This allows the vehicle height to be actively controlled in order to reduce the air resistance on the vehicle when, for example, the vehicle cruise control is activated.

From the DE 103 37 006 A1 A method for improving the driving comfort of motor vehicles is known, in which a sensor is aligned obliquely forward towards the road depending on the driving speed. This means there is enough reaction time to adapt the suspension dampers to the unevenness of the road.

It is therefore the object of the present invention to provide a two- or three-wheeler component which simplifies the adjustment of damping properties, particularly while driving.

This object is achieved by a two- or three-wheeler component with the features of claim 1, as well as by a two- or three-wheeler with the features of claim 18 and by a method according to claim 19. Preferred developments of the invention are the subject of the subclaims. Further advantages and features result from the general description and the description of the exemplary embodiments.

The two- or three-wheeler component according to the invention is suitable and intended for a motor-operated or motor-driven two- or three-wheeler or quad bike (also called quad) or snowmobile. The two- or three-wheeler includes at least one shock absorber device with at least one controllable and in particular magnetorheological damper device. The damper device can be controlled by at least one control device. The control device is in particular a part of the two- or three-wheeler component. The control device can also be part of the two- or three-wheeler. The two- or three-wheeler component includes at least one detection device with at least one sensor unit. The sensor unit comprises at least one receiving unit for contactless detection of at least one signal. The detection device is suitable and designed to detect impassability depending on the detected signal. The detection device is also suitable and designed to control at least one shock absorber device or at least one damper device depending on the detected impassability, so that at least one damping property of the shock absorber device can be adjusted by detecting impassability or by a signal from the detection device. The sensor unit is arranged on at least one component of the two- or three-wheeler, which can be pivoted during a steering movement.

The damper device in particular has at least one first damper chamber and at least one controllable damping valve connected thereto. In particular, the damper device comprises at least one second damper chamber. The damper chambers are coupled to one another in particular via the or at least one controllable damping valve. Particularly preferably, at least one controllable field generating device is assigned to the damping valve. The field generating device is particularly suitable and designed to be controlled by the detection device. For example, an electrical coil can be provided for this purpose. In particular, the field generating device is suitable and designed to generate and/or control a field strength in at least one damping channel of the damping valve. A field-sensitive rheological medium is preferably provided in the damping channel.

Preferably, the damper device is provided with at least one magnetorheological fluid and has at least one adjustable magnetorheological damping valve. At least one mechanically controllable damping valve is also possible. A magnetorheological medium and in particular a magnetorheological fluid is particularly preferably used as the rheological medium. The resulting viscosity of the fluid is influenced in particular by the intensity and strength of the magnetic field built up by the field generating device.

The adjustable damping property is in particular at least one measure of the damping. For example, the damping property is hard or soft damping.

The two- or three-wheeler component according to the invention has many advantages. A significant advantage is that impassability is recognized and that the damper device is adjusted as a result of the impassability detected. This makes it possible to adapt the damping properties very easily and conveniently to the prevailing road or terrain conditions. For example, the driver can switch directly from a flat forest path to a challenging path with numerous bumps and steps without having to worry about changing the damping properties.

Another advantage is that the strength of the damping can be specifically adjusted to a specific level of impassability that will soon be reached. For example, smaller bumps can be dampened less than larger steps in the terrain. Such an adaptation of the damping properties to the currently prevailing terrain also enables optimal use of the maximum achievable damping a shock absorber so that the chassis is always adjusted even when driving in extreme conditions. Due to better utilization, the shock absorbers can also be made smaller, which also saves weight.

The detection device is particularly suitable and designed to at least partially characterize the impassability based on the detected signal. Such a characterization is, for example, the determination of a shape or geometry of the impassability and/or a classification of the impassability into a stored category and/or a distance measurement. For example, the height and/or the angle to the ground and/or the angle of at least one side surface of the impassability can also be determined.

For the purposes of the present invention, the term impassability is understood to mean, in particular, at least one disruptive object on or along the route, which can exert a shock on the chassis when the journey continues, so that the damper device becomes active.

The two- or three-wheeler component according to the invention is used on primarily non-muscle-powered vehicles. However, it is also possible for additional or temporary propulsion to occur via muscle power.

In principle, it can be difficult to predict the route, as the driver will often more or less instinctively avoid an obstacle if it does not extend across the entire width of the road. It can then happen that impassability is detected and the shock absorber device is adjusted or the adjustment is prepared. The obstacle can then be avoided by avoiding the obstacle, so that the expected event does not occur because the driver changes the route. However, this is not a problem in preferred embodiments, since the shock absorber device can be adjusted in less than 30 ms and in particular less than 10 ms, so that there is no sudden setting that is then not needed. The damper device is advantageously equipped with a magnetorheological fluid and a controllable damping valve. An advantage of such a damper device is the enormous speed with which changes can be made.

This means that you don't have to look far ahead to see impassability. This means that when an impassability is detected, it usually becomes relevant. Preferably, it is possible to detect turning around, for which steering movements are preferably recognized and taken into account.

The receiving unit is designed, for example, as a camera and includes at least one image sensor. The image sensor is preferably suitable for detecting an optical projection of the impassability. The optical projection can be detectable in the visible light range and/or in the infrared range and/or a range of shorter or longer wavelengths. The camera can include at least one lens. At least one filter and/or at least one amplifier device and/or image stabilizer device can be provided. A stereo camera is also possible to record spatial information about impassability.

Preferably, the control device is suitable and designed to change the damping of the damper device until a detected impassability is reached and in particular to set it harder. This is particularly the case with larger impassable areas, the height of which reaches or exceeds 5 cm or 10 cm, for example. This can ensure that when the impassability is reached, there is still enough spring travel available to adequately or optimally overcome the impassability. This applies in particular to jumps and other foreseeable or foreseeable events.

It is also possible for the shock absorber device to comprise at least one controllable spring device. The detection device can be suitable and designed to adjust at least one spring property of the spring device depending on the detected impassability. For setting you can e.g. B. at least one electrically driven actuator may be provided.

The shock absorber device can also include several damper devices. In particular, at least one damper device of the at least one damper device of the shock absorber device can be controlled by the detection device.

The signal detected by the detection device is in particular a signal changed by impassability or reflected by such impassability.

In a particularly advantageous embodiment, the sensor unit comprises at least one transmitting unit. The transmitting unit is preferably suitable and designed to send out at least one signal. The receiving unit is preferably suitable and designed to receive at least a reflection of the emitted signal that originates at least in part from the impassability catch and record as a signal. The detection device is preferably suitable and designed to detect impassability depending on the detected signal. The detection device is also particularly suitable and designed to control the damper device depending on the detected impassability, so that at least one damping property of the damper device can be adjusted by a signal from the detection device. The reflected signal can be particularly advantageously processed by the detection device and used for a particularly reliable detection of impassability.

The transmitted or received signal is in particular a transverse wave and/or a longitudinal wave, for example an electromagnetic wave and/or a sound wave. It is possible that the wave is subjected to corresponding modulations. Emission as an impulse and in particular as an ultra-short impulse is also possible. Pulse phase modulation can be provided. The differences between the transmitted and reflected signals are, for example, characteristic of the size, shape and/or material composition of the impassability. The differences between the transmitted and reflected signals affect e.g. B. the amplitude, the frequency, the wavelength, the phase and / or the polarization. Interference between a transmitted and a received signal can also be determined. For example, the sensor unit is designed as an interferometer or can include one. Preferably, signals in the shorter wavelength range are used, such as: B. visible light.

Preferably, the transmitting unit and the receiving unit are integrated in at least one common sensor. It is also possible for the transmitting unit and the receiving unit to be designed separately. The transmission between the sensor unit and the detection device can take place wirelessly. However, at least one corresponding connecting line can also be provided.

In a further particularly preferred development, the detection device is suitable and designed to control the damper device depending on impassability that lies in a close area. Preferably, only impassability in the close area is taken into account. In particular, the close range is defined by at least one specification stored in the recognition device, e.g. B. by a distance, length and/or width and/or by an angle. A dynamically adjustable close range is also possible. The close range can also be adjustable by a user specification.

For example, the close range can be 1 m or 2 m or 3 m or even 5 m or even more. It is also possible that the close range extends over 10 m or 15 m or even 20 m or more. The close range can also be less than 1 m and, for example, 70 cm or 50 cm or 20 cm or even 10 cm or less. Preferably, the close range extends from an area at the front end of the two- or three-wheeler to the front in the direction of travel. For example, the close range begins in front of the front wheel and/or the handlebar area. The close range is particularly preferably shorter than 30 m and in particular shorter than 10 m.

Taking into account impassability in a close area offers significant advantages because when riding two or three wheels and especially when riding motocross, numerous and very rapid changes in direction are often made. A far-forward detection would therefore not be useful and would be rather disadvantageous, as it could lead to impassability being taken into account that ultimately is not driven over or does not want to be driven over. This shows in particular that a transfer of obstacle detection systems known from the automotive sector does not lead to solving the aforementioned problem. In the automotive sector, obstacles must be identified that are as far ahead as possible and pose a danger to continuing on the chosen route. As a result, a different characteristic curve for the damper is selected. The dampers or air suspension systems used in the prior art are “slow” in relation to the damper according to the invention (prior art: for technological reasons, it takes approximately 100ms between detection and reaching the optimal setting position of the damper; for the object according to the invention it is < 10ms ). As a result, the prior art cannot carry out many actions of the object according to the invention or the fast response time of the object according to the invention in combination with selected image processing and sensors opens up completely new possibilities.

In the two- or three-wheeler sector, however, it is usually desirable to drive towards the impassables and overcome them with the two- or three-wheeler. The invention presented here is therefore not intended to support driving around obstacles, but rather driving over impassable obstacles by very quickly adapting damping properties.

Particularly preferably, the detection device is also suitable and designed to specify the close range depending on the driving speed of the two- or three-wheeler. Preferably, the close range extends in particular over the maximum distance that the two- or three-wheeler covers in one second or even just half a second based on the driving speed. Determining the close range in this way as a function of the driving speed offers the advantage that essentially impassability is taken into account, which is also relevant for the chassis utilization. For example, impassable obstacles that are at a distance of about one second (or even 0.5 seconds) from the front wheel are very likely to be driven over.

This “close” short-range detection is particularly advantageous on trial motorcycles.

It is also possible for the close range to extend at most over the distance that the two- or three-wheeler covers based on the driving speed in less than one second and, for example, in half a second or particularly preferably in 0.2 seconds or preferably 0.1 seconds or less , which in turn is a great advantage for motocross or trail motorcycles. The two- or three-wheeler component according to the invention not only detects a situation (e.g. a root) using the near-field detection systems, but also quantifies it (distance to the root, root height, root length, one or more roots...) and turns on the two- or three-wheeler component as late as possible . adjusts it exactly in time or adjusts it in real time based on the detection information as best as possible while overcoming the obstacle and then immediately afterwards sets a different damping in real time. The changeover as late as possible before and the reset as quickly as possible (e.g. < 5ms) after the event is of great safety importance. A chassis that is set to “very soft or compliant” too early or for too long because of a root, for example, greatly increases body movements and reduces driving stability; unstable conditions can arise and falls are possible.

However, it is also possible for the close range to extend over the distance that the two- or three-wheeler covers based on the driving speed in more than one second and, for example, 1.5 seconds or 2 seconds or 3 seconds. To determine the driving speed, the two- or three-wheeler component can include suitable sensors. A speedometer and/or navigation system on the two- or three-wheeler can also be queried.

The time by which the extent of the close range is defined can be determined depending on a width of the close range. The width of the close range extends in particular transversely to the direction of travel. The width of the close range can also be determined by a detection angle of the sensor unit. The detection angle is determined, for example, by the angle at which the signal is transmitted and/or the angle at which the receiving unit receives a reflected signal. Such a design is advantageous because the width of the close range has an influence on how quickly a detected impassability can be avoided by an evasive maneuver and thus becomes irrelevant for the damper control.

The detection device is preferably suitable and designed to adjust the damping properties of the damper device in less than 30 milliseconds as a result of a detected impassability in the close range. This period is to be understood in particular as the time that is required for the corresponding damper adjustment after impassability has been detected. Preferably, the evaluation of the sensor signals and the detection of impassability also take place in such a and particularly preferably significantly shorter period of time.

In particular, the damper device is also suitable and designed to be adjusted by the detection device in the specified time. Such a short setting time has the advantage that correspondingly short close ranges can be achieved. This increases the likelihood that the identified impassables will actually be driven over. Another advantage is that in the event of a sudden steering maneuver and the need to re-identify impassability, it is still possible to completely adjust the damping properties.

Particularly preferably, the damping property is set quickly by means of the damper valve and the associated field generating device. In particular, the damping properties of the damper device are adjusted in less than 20 milliseconds or less than 10 milliseconds and particularly preferably in less than 5 milliseconds. The setting can also be done in less than 3 milliseconds and especially in less than 2 milliseconds. However, a setting that is longer than 30 milliseconds and, for example, 50 milliseconds is also possible.

The detection device is particularly suitable and designed to determine the height of the impassability above the ground and to take this into account for controlling the damper device The detection device is preferably suitable and designed to determine the angle of at least one area of impassability to the ground and to take this into account for controlling the damper device. For example, the steeper and/or higher the impassability, the softer the damping can be set.

The control takes place, for example, in the sense of a map control, so that corresponding values of height and/or angle are assigned to stored values for the damper hardness. Threshold-dependent control is also possible, so that an associated damper hardness is set when threshold values are exceeded and/or fallen short of in terms of height and/or angle. It is also possible that the control is designed to be able to learn. For this purpose, the control can include, for example, a learning algorithm and/or a fuzzy logic and/or an algorithm based on the principle of a neural network or the like.

In an advantageous embodiment, the detection device is suitable and designed to determine a distance to the impassability. It may be that the signals detected by the sensor unit are characteristic of a distance of impassability from the sensor unit. The detection device is in particular designed in such a way as to determine from such a signal a distance of the impassability to a front wheel and/or a rear wheel of the two- or three-wheeler. For example, a correction factor can be provided, by means of which the distance between the front wheel and the impassability can be calculated from the distance between the sensor unit and the impassability.

Using the information about the distance between the front wheel and the impassability, the time at which the front wheel comes into contact with the impassability can be calculated. For example, taking the driving speed into account, the damper adjustment can be made exactly when adaptation to the impassability is required. In combination with a previously described embodiment, in which a field generating device is used to adjust the damper, very quick and short-term reactions are then possible, so that even impassable obstacles directly in front of the front wheel can be responded to with an optimal damper setting.

In particular, if an impassability is detected in advance, such as an object lying on the road, a thick root or the like, spring travel can be saved before the impassability occurs in order to ensure that enough spring travel is still available for optimal damping to overcome the impassability (root, stone, etc.). have. Without predictive detection, it could become necessary to set the damping when driving over impassables much harder than would actually be desired if the available spring travel has already been largely used up or there is a risk of bottoming out.

In all cases it is also possible that the detection of an impassability itself can be used to determine its distance. Then an additional distance determination is preferably not necessary. This is the case, for example, if the detection area of the sensor unit is focused accordingly, so that only impassable areas at a certain distance are registered anyway. Then e.g. B. directly after detection of the impassability, taking into account the driving speed and a distance factor, the time can be determined when the front wheel comes into contact with the impassability.

The detection device is preferably also suitable and designed to take into account at least one preset limit value for maximum damping when controlling the damper device. The control can also take into account a limit value for minimum attenuation. The limit value can be set by the user. Limit values in the form of factory settings are also possible. However, it is also possible for the limit value to be set automatically after at least one user input. For example, the driver can enter his weight using a user interface and then a limit value for the minimum or maximum damping is set. If necessary, the driver's weight is determined using sensors.

Such configurations have the advantage that the adjustment of the damper device by the detection device does not lead to settings that are problematic or undesirable by the user. It can also be provided that in certain driving situations in which a high damper load is sensed, the control is deactivated for a short time depending on detected impassability. This can be done e.g. B. a chassis control can be provided and designed, which includes damper sensors (detector device) and executes the control commands of the detection device according to a certain priority.

In an advantageous development, the two- or three-wheeler component is provided for a shock absorber device with at least one first and at least one second damper device. The first damper device is in place preferably assigned to a front wheel and the second damper device preferably assigned to a rear wheel. The detection device can in particular be suitable and designed to adjust the second damper device with a time delay compared to the first damper device. The detection device is preferably designed to adjust the damper devices independently of one another.

Such a time-delayed control can have the advantage that the damper device of the rear wheel can also be optimally prepared and adapted to the impassability at the optimal time. It is preferred that the detection device is suitable and designed to adapt the time delay depending on the driving speed of the two- or three-wheeler. In particular, the distance between the front wheel and rear wheel is also taken into account. The first damper device can be assigned to a suspension fork, for example. The second damper device can be designed, for example, as a rear wheel damper.

It is possible for the damper device to be assigned at least one sensor module for detecting damper utilization. For example, a damper sensor can be provided which detects the path and/or the speed of two components of the damper device that move relative to one another. In particular, the sensor module can be used to detect how far and/or how quickly the damper moves together during a shock and/or moves apart again after a shock. The sensor module can be a part of the two- or three-wheeler, which is assigned to the two- or three-wheeler component. However, it is also possible that the sensor module is included in the two- or three-wheeler component.

For example, some dampers or chassis controls are already equipped at the factory with appropriate sensors to detect the load, in particular in order to be able to make an independent adjustment. The detection device is preferably suitable and designed to read out such sensor data and take it into account when setting the damper properties.

The detection device is preferably suitable and designed to register the damper utilization after a shock from a previously detected impassability. This enables a conclusion to be drawn as to whether the adjustment of the damper properties in response to the identified impassability was effective or not. The detection device can preferably compare the registered damper utilization with values for a damper utilization stored in at least one memory device.

Particularly preferably, the detection device is designed such that the control of the damper device can be adjusted if the registered damper utilization deviates from at least one predetermined measure of the damper utilization. The adjustment of the control is preferably carried out in such a way that a better damper utilization within the range of the specified dimension can be achieved in the event of future impassability. The recognition device is preferably equipped with at least one adaptive algorithm.

In particular, the detection device is designed so that it can independently control the damper settings made and, if unfavorable damper utilization occurs, adapts future control commands to the damper device by at least one correction factor, so that the damper utilization is again in an optimal range in the future.

At least one sensor module can also be provided for detecting a spring load of at least one spring device. The detection device is particularly suitable and designed to read out the sensor module and adapt the control of the spring device, as was previously described for the damper utilization.

It is preferred that the detection device has at least one storage device for storing the detected impassables. The storage device is preferably operatively connected to at least one interface, so that the recorded impassability can be read out, for example by a user. It is also possible for the recognition device to be able to read out the memory device independently, for example for self-correction. It is also possible for the memory device to be designed to record the damper utilization and/or the damper settings made. The acquisition of such data enables the user to particularly easily control his settings on the chassis or the shock absorber device.

It is according to the invention that the sensor unit is arranged on at least one component of the two- or three-wheeler, which can be pivoted during a steering movement. This has the advantage that the sensor unit is essentially always aligned in the direction of travel. For example, the sensor unit can be arranged on the front wheel, on the fork, on the handlebars and/or on the stem. Possible The arrangement of the sensor unit on a component of the front wheel hub is also important. It is possible for the transmitting unit and the receiving unit to be spaced apart and/or arranged on separate components. It is also possible to attach the sensor unit to another component of the two- or three-wheeler that cannot be pivoted with the steering.

Preferably, the sensor unit is pivotally mounted on at least one holding device. In particular, the holder device is designed with a fastening element which is arranged on a component of the two- or three-wheeler. In addition, the holder device comprises at least one second fastening element, which is provided for connection to the sensor unit. Tool-free assembly or disassembly of the sensor unit on the holder device is preferably provided. In particular, the holding device can also be attached or removed from the two- or three-wheeler without tools.

Particularly preferably, the sensor unit is pivotably mounted on the two- or three-wheeler by means of the holder device. The pivotability is in particular designed such that the transmission angle and/or the reception angle of the sensor unit to the ground can be adjusted. For example, a scaling and/or a grid can be provided on the holder device, so that the user is provided with assistance in aligning the sensor unit. Pivoting the sensor unit in this way has the advantage that the detection range for detecting impassability can be adjusted quickly and easily.

In particular, after such a pivoting of the sensor unit, the detection device is adapted with regard to the damper control after impassable obstacles have been detected. Such an adaptation is particularly simple if the recognition device is designed to be able to learn. Then, for example, after driving over one or more impassable areas, the detection device can independently determine the distance between the detection area of the sensor unit and the front wheel, taking the driving speed into account, and then adjust the damper control.

However, it is also possible that giving away the sensor unit and/or otherwise changing the detection range of the sensor unit requires a manual setting on the detection device. For example, a light source can be arranged on the sensor unit, which sends a light point into the detection area. The user can then measure the distance between the illuminated dot and the front wheel and enter the measured distance into the recognition device in the form of a correction factor via an input device or other interface.

In particular, the sensor unit is arranged on at least one holder device, so that a spaced arrangement results from at least one component of the two- or three-wheeler. For example, a bracket can be provided. The spacing is preferably designed such that the sensor unit protrudes above the front wheel but not beyond the radius of the front wheel. This has the advantage that the sensor unit is not damaged when the front wheel hits. The bracket can be U-shaped. The bracket can be attached to the axle and accommodate the sensor unit centrally, for example above the tire.

In a further preferred embodiment, the sensor unit is designed as an ultrasonic sensor or comprises at least one such. Such ultrasonic sensors are inexpensive and have very compact dimensions. In addition, with such sensors it is possible to design the detection system with very low weight, which is an important feature particularly in the sports bike sector. In addition, ultrasonic sensors can be used to reliably detect impassable areas and in particular their height, angle and/or distance. It is also possible for the sensor unit to comprise two or three or more ultrasonic sensors. For example, a 2-, 4- and/or 6-channel and/or multi-channel system can be provided.

The sensor unit can also include at least one infrared sensor or be designed as such. Infrared sensors also offer cost-effective and reliable sensor technology for detecting impassable areas and their geometry or distance. Two or three or more infrared sensors can also be provided.

Inexpensive depth sensors, such as those used in the Microsoft Kinect, can also be used.

The sensor unit can also be a head mounted display (HMD), a near-to-eye optical system (such as Google Glass) or a further development of this technology, or can be supplemented by it. This also provides additional information, among other things, because it is recognized in which direction and where or what the driver is looking at. The angle of rotation of the head, the tilt of the head, the focus and the speed of movement of the head, etc. can be taken into account. The wearer of the HMD automatically looks at the for the Things relevant to the situation and thus makes a pre-selection. This facilitates situation analysis and the accuracy of near-field detection. It is also possible to show the wearer information (e.g. reduce speed) in order to achieve a better result or safer driving behavior in combination with the adjustment of the dampers derived from the sensor signal.

It is also possible for the sensor unit to be designed as at least one radar sensor or to include at least one such. For example, the sensor unit can be used as a so-called

Be designed as an ultra-wideband radar sensor. The sensor unit is designed to send out at least one ultra-short pulse and to receive and evaluate the corresponding reflections again. For example, a change in phase, frequency, wavelength and/or transit time can be used to detect impassability.

Preferably, the two- or three-wheeler component comprises at least two shock absorber devices, such as a suspension fork and a rear wheel damper. In particular, the detection device is suitable and designed to control at least two shock absorber devices.

In advantageous developments, at least one angle sensor is provided for detecting a steering angle. This makes it possible to see whether an impassability is still being avoided. Depending on the shape and size of the impassability, the current setting can be adjusted.

The two- or three-wheeler component can also include a steering damper that is controlled with the recognition data. The two- or three-wheeler according to the invention is motor-driven. It includes at least one two- or three-wheeler component, which is designed like the two- or three-wheeler component according to the invention or one of its developments. Such a two- or three-wheeler allows damping properties to be adjusted very quickly and independently while driving, so that the driver can concentrate entirely on the route and driving. The two- or three-wheeler also offers the advantages of the two- or three-wheeler component according to the invention.

The method according to the invention is suitable for operating a two- or three-wheeler component which is intended for a two- or three-wheeler. The two- or three-wheeler includes at least one shock absorber device with at least one damper device. The damper device can be controlled via at least one control device. At least one signal is detected without contact using a detection device. The impassability is detected using the non-contact signal. Depending on the detected impassability, the shock absorber device and/or the damper device is controlled. At least one damping property of the shock absorber device and/or the damper device is adjusted. The detected signal can be changed by the impassability or reflected on the impassability. After the impassability is detected, the damper device is set harder until the impassability is reached.

The method according to the invention has the advantage that impassables are automatically recognized and the shock absorbers are then adjusted so that the impassables are overcome with the optimal possible damping properties.

Preferably, at least one signal is emitted by means of the detection device and at least one reflection of the emitted signal emanating from the impassability is received and recorded as a signal.

After the impassability has been detected until the impassability has been reached, the damper device is set harder according to the invention, in particular if the detected impassability exceeds a predetermined size. In particular, the predictive detection of impassability can save enough spring travel for the impassability, so that optimal damping of the impassability can take place.

A two- or three-wheeler component, as described in one of the preceding claims, is particularly preferably used in the method according to the invention. It is also particularly preferred that the damper device is adjusted using a controllable field generating device and by means of a field-sensitive rheological medium.

The method according to the invention preferably detects not only static obstacles, landforms, etc. and takes them into account in terms of control technology, but also dynamic obstacles such as pedestrians or other moving vehicles or objects.

Further advantages and features of the present invention result from the description of the exemplary embodiments, which are explained below with reference to the accompanying figures.

• 1 eine schematische Ansicht eines mit einer erfindungsgemäßen Zwei- oder Dreiradkomponente ausgerüsteten Zwei- oder Dreirads;
• 2 eine schematische Ansicht der Steuerungsstruktur des Zwei- oder Dreirads nach 1;
• 2a eine schematische Ansicht des Zwei- oder Dreirads nach 1 in einem Gelände;
• 3 eine schematische Ansicht einer Stoßdämpfereinrichtung für das Zwei- oder Dreirads nach 1.

Show in the figures:

• 1 a schematic view of a two- or three-wheeler equipped with a two- or three-wheeler component according to the invention;
• 2 a schematic view of the control structure of the two- or three-wheeler 1 ;
• 2a a schematic view of the two- or three-wheeler 1 in a terrain;
• 3 a schematic view of a shock absorber device for a two- or three-wheeler 1 .

An exemplary embodiment of a two- or three-wheeler component 401 and shock absorbers 100 equipped with a two- or three-wheeler component 401 and shock absorbers 100 will be explained below with reference to the accompanying figures.

1 shows a schematic representation of a two- or three-wheeler 200, which is designed here as a trial motorbike and has a front wheel 111 and a rear wheel 112. Both the front wheel 111 and the rear wheel 112 are equipped with spokes and have disc brakes. Furthermore, the two- or three-wheeler 200 has a steering device 116 with a handlebar. Furthermore, a saddle 117 is provided on which the driver shown schematically sits. The drive takes place via a motor 402, e.g. B. an internal combustion engine or an electric motor.

The front wheel 111 has a shock absorber 100 designed as a suspension fork 114 and a shock absorber 100 designed as a rear wheel damper 115 is provided on the rear wheel 112.

A central control device 60 is arranged here together with a battery unit 61 in a device compartment. The central control device 60 can be arranged in the device compartment or on the handlebar 116.

The central control device 60 serves as a chassis control 200 and controls both the suspension fork 114 and the rear wheel shock absorber 115 separately and here in particular synchronously. The shock absorbers 100 and other two- or three-wheeler components can be controlled depending on a wide variety of parameters and are also based on sensory data. If necessary, the damping properties of the steering or any damped seat post that may be present can also be adjusted.

In addition, each shock absorber 100 has at least one control device 46. The electronic units can each have separate battery units. However, an energy supply from the central battery unit 61 is preferred.

The chassis control 300 and the central control device 60 are operated via operating devices 150. Two operating devices 150 are provided, namely an actuating device 151 and an adjusting device 152. The actuating device 151 has mechanical input units 153 at the side ends or near the side ends of the handlebar 116. The setting device 152 can be or will be positioned on the display on the handlebars 116. However, it is also possible that a smartphone 160, or a tablet or the like is used as a setting device 152 and is stored, for example, in the user's pocket or backpack if the settings are not changed.

A smartphone 160 usually offers considerably more and/or clearer setting options and can be used to change a displayed damper characteristic curve 10 in at least two or more areas 161, 162 etc. in order to set the desired damper properties. The setting device 150 has a display or display 49 and can also output data 48 which, for example, relates to the damper settings or contains data about the current driving speed etc. In addition to or instead of changing the damping, at least one spring property or the characteristics of the suspension can also be changed via the adjusting devices 150 and 152. In particular, the spring hardness can be influenced during compression and rebound. In addition, the rest position can be adjusted if necessary. For example, the suspension fork 114 can be lowered when driving uphill (steeply), whereby the angle of inclination of the two- or three-wheeler 200 is reduced.

The display 49 is designed in particular as a graphical operating unit or touchscreen 57, so that the user can, for example, touch a displayed damper characteristic curve 10 with his fingers and change it by dragging it. As a result, the damper characteristic curve 90 shown can be generated from the damper characteristic curve 10 shown in solid lines by touching one or more points, which is then used immediately for the vehicle control 300. Changing the damper characteristics 10, 90 can also be possible while driving. Not only is the damping changed here, but the suspension can also be changed at the same time or just the suspension.

The setting device 152 can also serve as a central display and display information about the current speed, as well as the average speed and / or the daily, tour, lap and total kilometers. Possible is also the display of the current position, the current time, the current altitude, the route traveled and the route profile as well as a possible range under the current conditions.

The two- or three-wheeler 200 shown here is equipped with a two- or three-wheeler component 401 according to the invention. The two- or three-wheeler 200 shown also has a chassis, which can be controlled in conjunction with the two- or three-wheeler component 401 according to the method according to the invention.

In the embodiment shown here, the two- or three-wheeler component 401 includes a detection device 408, which is integrated into the central control device 60. The detection device 408 can also be designed separately and accommodated at any suitable location on the two- or three-wheeler 200. The two- or three-wheeler component 401 here also includes a sensor unit 403, which includes an ultrasonic sensor 424 attached to the suspension fork 114. The sensor unit 403 is here connected to the detection device 408 via a line, not shown. Alternatively, wireless communication between sensor unit 403 and detection device 408 can also be provided.

During operation, the sensor unit 403 emits an ultrasonic signal and receives its reflection. The detection device 408 evaluates the received signal and thus recognizes whether the source of the reflection is an impassable terrain. The reflected signal is also evaluated in particular by the detection device 408 in such a way that a characterization of the impassability is possible. As a result of a detected or characterized impassability, the detection device 408 supplies a corresponding control signal to the central control device 60.

The central control device 60 then influences the first damper device, which is designed here as a suspension fork 114. The adjustment of the damper device 100 by the control device 60 is made with reference to 3 explained.

In response to the detected impassability, the detection device 408, in conjunction with the central control unit 60, can control the second damper device, designed as a rear wheel damper 115, at a time offset from the suspension fork 114. The time offset between the activation of the suspension fork 114 and the rear wheel damper 115 is also determined by the detection device 408 in conjunction with the control device 60 depending on the driving speed. To determine the driving speed, corresponding sensors are arranged on at least one of the wheels 111, 112 and are operatively connected to the central control device 60. The driving speed can also be determined using a GPS signal.

2 shows a schematic representation of the chassis control 300 and the communication connections of some of the components involved. The central control device 60 can be connected to the individual components in a wired or wireless manner. For example, the control device 60 can be connected to the other components via WLAN, Bluetooth, ANT+, GPRS, UMTS, LTE or other transmission standards. If necessary, the control device 60 can be connected wirelessly to the Internet 53 via the connection shown in dotted lines.

The control device 60 is connected to the battery unit 61. Furthermore, the control device 60 can be connected to a detector device 20 or to several sensors. At least temporarily, the operating devices 150, namely the actuating device 151 and the setting device 152, are coupled to the control device 60 in a wired or wireless manner.

The control device 60 is connected via cables, network interfaces 54 or radio network interfaces 55 to control devices 46 of the shock absorbers 100 on the front wheel and on the rear wheel. The control device 46, which may be provided on each shock absorber 100, ensures local control and can each have a battery or can be connected to the central battery unit 61. It is preferred that both shock absorbers are controlled via the control device 60.

Preferably, at least one detector device 20 is assigned to each shock absorber 100 in order to detect relative movements between the components 101 and 102 and in particular to determine a relative position of the components 101 and 102 relative to one another. The detector device 20 can be designed as a displacement sensor or include one. Based on the damper characteristic curve 10 of the shock absorber 100 stored in the memory device 45, the associated damping force and a suitable spring force are set after determining a characteristic value for the relative speed. A suitable spring force can be determined based on the weight of the driver.

In 2 the control circuit 12 is shown schematically, which is stored in the memory device 45 and is stored or programmed in the control device 60. The control circuit 12 is periodic and in particular continuous during operation carried out continuously periodically. In step 52, a current relative movement or relative speed of the first component 101 to the second component 102 is detected with the detector devices 20. In step 52, a characteristic value is derived from the values of the detector device 20 or the detector devices, which is representative of the current relative speed. In the step, the associated damping force to be set is then derived from the current or determined characteristic value, taking into account the predetermined or selected damper characteristic curve. From this, a measure is derived for the field strength or current strength that is currently to be set, with which the damping force to be set is at least approximately achieved. The measure can be the field strength itself or, for example, B. specify the current intensity with which the damping force to be set is at least approximately achieved.

In the following step 70, the field strength currently to be set is generated or the corresponding current strength is applied to the electrical coil device 11 as a field generating device, so that within a single cycle or a time period of the control circuit 12, the damping force is generated, which corresponds to the selected or predetermined damper characteristic curve current relative speed of the first component to the second component is provided. The next cycle then starts and step 52 is carried out again.

The central control device 60 shown here is also operatively connected to the two- or three-wheeler component 401 according to the invention. The two- or three-wheeler component 401 consists of the detection device 408 and an ultrasonic sensor 424. The ultrasonic sensor 424 can emit an ultrasonic signal here and also receive this signal again. The sensor 424 thus combines a transmitting unit 413 and a receiving unit 423 in one component. This enables particularly inconspicuous and space-saving storage. This is particularly advantageous for sports bikes, where increased emphasis is placed on low weight and good aerodynamic properties. In addition, the external appearance of the two- or three-wheeler 200 is not affected.

Alternatively, the detection device 408 can also be connected to an infrared sensor 434. A radar sensor 444 can also be provided. The recognition device 408 also has an integrated memory device 418 here. This makes it possible to store the identified impassability and the resulting damper settings. These can then be used later e.g. B. by a user via an appropriate interface such as. B. a smartphone 160 can be accessed. Furthermore, the detection device 408 here uses data from a sensor module 476, which is designed as a detector device 20 or damper sensor. The detection device 408 takes into account the recorded values of the detector device 20 in order to be able to monitor the damper utilization.

The 2a shows the two- or three-wheeler 200 1 in a highly schematized terrain. Along the route of the two- or three-wheeler 200 there are impassables 801, 811, which are sketched as elevations or bumps on the ground. Such impassables can be, for example: stones, steps, roots, depressions, bumps, potholes, shoulders, elevations, curbs, cobblestones, tree stumps, branches and tree trunks.

An ultrasonic sensor 424 is attached to the suspension fork 114 by means of a holder device 433. The holder device 433 is dimensioned so that it does not protrude forward beyond the front wheel 111. This prevents damage to the sensor unit 403 if it hits the front wheel 111.

By pivoting the sensor 424 on the holder device 433, the detection area 806 of the sensor 424 can be optimally aligned. Such an alignment preferably takes place once when installing the two- or three-wheeler component 401. It is also possible for the user to align the detection area 806 himself according to his wishes.

By way of example, a further sensor device 403 is also arranged in the area of the handlebar 116. As a further example, a sensor unit 403 is provided, which is fastened at the front to a holder device 433 designed as a mudguard or mud flap. The holder device 433 is z. B. attached to the fork bridge of the suspension fork 114. As an alternative, a sensor unit 403 is attached to a dropout of the suspension fork 114 or the axle of a front wheel hub.

The exemplary arrangements of the sensor unit 403 shown here serve for illustrative purposes. In fact, it is preferred that only one sensor unit 403 is provided on a two- or three-wheeler 200. However, the sensor unit 403 can include several sensors. For example, four or six ultrasonic sensors 424 can be provided in a sensor unit 403, so that the resolution can be improved or the detection range 806 can be expanded.

The positions shown here for attaching the sensor units 403 have the advantage that the sensors can be pivoted together with the components to which they are attached during a steering movement. The sensor units 403 and thus the detection area 806 are pivoted in the direction in which the front wheel also runs. However, a sensor unit 403 can also be provided on the control tube or other parts of the two- or three-wheeler 200, which are not pivoted during a steering movement. The orientation of the sensor unit 403 to the ground must be determined depending on the type and design of the sensor or determined in advance.

If the driver wants to use the recognition device 408, he can activate it via the operating device 150. The detection device 408 then sends ultrasonic waves into the detection area 806 via the sensor 424. If the section of terrain lying in the detection area 806 is free of impassability, this is detected by the detection device 408 based on the reflected ultrasound waves. The detection device 408 then does not make any changes to the damper setting. The damper devices 1 are set as the chassis control 300 provides in normal operation or as corresponds to the user's desired specifications.

If an impassability 801 appears in the detection area 806 during the further journey, there is a change in the reflection of the ultrasonic waves. The signal change is registered and evaluated by the recognition device 408. Based on the evaluation, in particular the height 803 of the impassability above the ground and the distance 805 of the impassability to the front wheel 111 can be determined. Based on the reflected signals, the angle 804 of an impassable surface facing the two- or three-wheeler 200 can also be determined. It is possible, for example, B. also that the shape or the three-dimensional geometry of the impassability is at least approximately characterized.

Based on the distance 805, the detection device 803 determines the optimal time to adjust the damper setting for the expected impact with the impassability 801. Until impassability 801 is reached, the damper setting preferably remains unchanged so that the best driving characteristics for a normal or level surface are achieved. If the front wheel 111 now reaches the impassability 801, the detection device 408 controls the central control device 60 so that the damping is adjusted in the soft direction. Parameters such as the height 803 or angle 804 can be used to adjust the damper exactly the amount softer that is optimal for such impassability.

If the damper device 1 is adjusted, for example, by applying a field strength to a magnetorheological fluid 9, the damper adjustment can take place immediately before the front wheel 111 hits due to the particularly fast reaction time. The damper devices 1 with such short response times are particularly suitable for use with the detection device 408, since the detection area 806 can be focused on the shortest possible close range 802. This makes it possible to avoid undesirable detection of impassable areas 801, which are no longer driven over after a spontaneous steering movement.

The shorter the proximity area 802 extends in front of the front wheel 111, the more likely it is that the identified impassables 801 will be driven over and not simply avoided after a change of direction. Due to the very short reaction time of the damper setting presented here, close ranges 802 can be realized, for example, which extend over a distance that the two- or three-wheeler 200 covers in one second or even just a tenth of a second. The setting time of the damper device 1 is preferably less than 10 milliseconds. The close range 802, in which impassable areas 801 are detected and can trigger a damper adjustment, can be dynamically adjusted by the detection device 408 depending on the respective driving speed.

If the impassability 801 has been overcome and there is no further impassability 811 in the close area 802, the damper device 1 is reset to the corresponding basic setting for flat terrain. By focusing the detection area 806 on a very short close range 802, impassable areas 811 lying outside the close range 802 are not detected. However, this is by no means a disadvantage, as cycling off-road involves frequent and rapid changes of direction. Therefore, it is not unlikely that more distant impasses 811 will not be driven over, but rather avoided. The short close range 802 therefore has the advantage that the damper device 1 is also adjusted precisely to the surface that is being driven over.

A distinction e.g. B. between a cobblestone and a gravel road (forest path) is by means of the detector signals according to the prior art (path signal; amplitude; acceleration warning signal) is very difficult because the signals from the detector devices on both surfaces can be very similar. The chassis should still be adjusted differently for this, which is possible with the environment detection. A softer setting makes more sense on cobblestones. This reduces vibration on the handlebars or hands. The risk of sudden bumps/holes is low on cobblestones. It follows that the characteristic curve is likely to remain the same over longer periods.

On a gravel road, however, the damping is preferably set to be harder, otherwise the fork could dip too much in curves, which could lead to unstable driving conditions. The risk of sudden larger stones or bumps is also significantly greater on a forest path or on a gravel road, so a quicker change of characteristic curves may be necessary.

After the front wheel 111 has passed the impassability 801, the detection device 408 calculates the time at which the rear wheel 112 will reach the impassability 801 based on the current driving speed. In this way, the second damper device 100 of the rear wheel 112 can also be prepared at an optimal time for the shock caused by the impassability 801.

The detection device 408 shown here communicates with a sensor module 476 of the damper device 1, which is designed as a detector device 20 or damper sensor. As described above, this detector device 20 is intended for determining a relative speed of two components 101, 102 moving relative to one another. Based on the relative speed detected with this detector device 20, the detection device 408 can independently monitor whether the damper setting made was adequate or not for the impassability 801 being driven over.

If, for example, the two- or three-wheeler 200 drives over an impassability 801 and the damper device 1 is not optimally utilized, the detection device 408 recognizes this based on the inappropriate relative speed of the damper components 101, 102. If a comparable impassability 801 then subsequently occurs, it takes place the monitoring device 408 presets the damper setting taking into account a suitable correction factor. If the then measured relative speed of the damper components 101, 102 is in the target range, the detection device 408 maintains the correction factor. If the damper utilization is again outside the target range, the detection device 408 adjusts the correction factor by a certain amount.

The detection device 408 is here equipped with a storage device 418 so that the properties of the detected impassability 801 and the damper settings made as a result as well as possible correction factors can be stored. On the one hand, this enables particularly simple maintenance and control by the service, which can read out the storage device 418 via a suitable interface.

In addition, it also offers the driver helpful information that he can retrieve from the storage device 418, for example via his smartphone 160. Particularly preferably, the information stored in the storage device 418 is linked to position data, which can be accessed, for example, from a GPS-enabled smartphone 160 or smart device (such as a smartwatch). Using this data, the user can create very detailed route profiles in conjunction with digital maps, which provide a very clear picture of the prevailing ground and terrain conditions based on the saved impasses. The detection device can therefore also be used to improve maps for motorcycle tours and courses.

It is also possible that the detection device 408 is designed to detect a jump of the two- or three-wheeler 200. A jump can, for example, be detected by the fact that no or only a very small reflection occurs. Such detection of missing ground under the front wheel 111 has the advantage that the damper device 1 can be optimally adjusted when the two- or three-wheeler 200 touches down after the jump. To detect whether the two- or three-wheeler 200 touches down first with the front wheel 111 or the rear wheel 112 after the jump, the detection device 408 can have at least one position sensor or the like.

In another embodiment, the sensor unit 403 is preferably equipped with a receiving unit 423 designed as a camera. With such a receiving unit 423, optical projections of the impassability are recorded and used to detect impassability by the detection device 408. A transmitter unit 413 is not required and can be omitted.

Two or more receiving units 423 designed as cameras or at least one stereo camera can also be provided, so that optical projections with three-dimensional or spatial information can be derived. This allows the distance, shape and size of the impassability to be determined in particularly detailed and reliable manner.

The sensor unit 403 can also include a camera with a light source and be designed as a triangulation device. The light source projects a defined pattern onto the impassability and the camera records this pattern from several angles and uses the pattern distortion to calculate the shape or size of the impassability.

It is also possible for the sensor unit 403 to emit light using a light source and for the detection device 408 to determine the distance of the impassability based on a transit time measurement.

3 shows an exemplary embodiment of a shock absorber device 100 with a damper device 1 and here a spring device 42, which is designed as an air spring and includes a positive chamber 43 and a negative chamber 44. The damper device 1 is used with the first end as a connection unit or component 101 and the second end as a connection unit or component 102 on different parts of the two-wheeler 1 attached to dampen relative movements. The damper device 1 comprises a damper housing 2 and a first damper chamber 3 and a second damper chamber 4, which are separated from one another by the damper valve 8 designed as a piston 5. In other embodiments, an external damper valve 8 is also possible, which is arranged outside the damper housing 2 and connected via appropriate supply lines.

The piston 5 is connected to a piston rod 6. The magnetorheological damping valve 8 shown in dashed lines is provided in the damping piston 5, which here comprises an electrical coil 11 as a field generating device in order to generate a corresponding field strength. The damping valve 8 or the “opening state” of the damping valve is controlled via the electrical coil device 11.

The coil of the electrical coil device 11 is not wound around the piston rod 6 in the circumferential direction, but rather around an axis that extends transversely to the longitudinal extent of the piston rod 6 (and here parallel to the plane of the drawing). A relative movement here takes place linearly and takes place in the direction of movement 18. The magnetic field lines run in the central region of the core approximately perpendicular to the longitudinal extent of the piston rod 6 and thus pass through the damping channels 7 approximately perpendicularly. A damping channel is located behind the plane of the drawing and is shown in dashed lines. This effectively influences the magnetorheological fluid located in the damping channels 7, so that the flow through the damping valve 8 can be effectively dampened.

A compensating piston 72 is arranged in the damper housing 2, which separates a compensating space 71, preferably filled with a gas, for the volume of the piston rod entering during compression.

Not only in the damping valve 8, but here in the two damping chambers 3 and 4, there is a magnetorheological fluid everywhere (except in the compensation chamber 71) as a field-sensitive medium.

The shock absorber device 100 has a detector device 20 for detecting a relative movement of the damper ends to one another. The detector device 20 each comprises a detector head 21 and a structured scale device 30.

The scale device 30 here comprises a sensor band with permanent magnet units as field generating units. The poles of the permanent magnet units alternate so that north-south poles are arranged alternatingly along the direction of movement of the detector 22. The magnetic field strength is evaluated by the detector head 21 and the current position 19 is determined from this.

The spring device 42 here extends at least partially around the damper device 1 and includes a spring housing 76. One end of the damper 1 is connected to a suspension piston 37 or forms one. The suspension piston 37 separates the positive chamber 43 from a negative chamber 44.

The spring housing 76 is closed off at the end of the connection unit 101 by a cover 77. The connecting cable 38 for the electrical coil device 11 is also led out there. Preferably, an electrical connection cable for the detector device 20 is also led out to the outside.

For better clarity are in 3 two different variants of a detector device 20 are shown.

The detector device 20 comprises two sensor parts, namely the detector head 21, which is internal in the variant shown above the center line half of the positive chamber 43 of the spring device 42 is arranged. The detector device 20 includes, as a further sensor part, the scale device 30, which in this variant is arranged or accommodated on the spring housing 76. Depending on the design and choice of material of the spring housing 76 and the measuring principle of the detector device 20, the scale device 30 can be integrated into the wall of the spring housing 76 or can be arranged on the inner wall of the spring housing 76 or can also be attached or applied to the outside of the spring housing 76.

The detector head 21 comprises two detectors 22 and 23, which are here arranged offset from one another in the direction of movement 18.

The scale device 30 has a structure 32 extending over a measuring section 31, over which the physical properties of the scale device 30 change periodically.

Sensor sections 33 are preferably arranged on the scale device 30, each of which has repeating electrical and/or magnetic properties and thus forms the structure 32 of the scale device 30.

If there is now a relative movement of the connection units 101 and 102 of the damper 1 to one another, the position 19 of the damper 1 changes and the relative position of the detector head 21 shifts relative to the scale device 30. By evaluating the signal strength of a detector 22, 23 and In particular, from at least two detectors 22, 23, conclusions can be drawn about the relative position of the detector head 21 relative to a sensor section 33 or relative to the scale device 30 or the absolute position within a sensor section 33. The sensor sections 33 have a length 34, which can be constant or variable. If two detectors are arranged offset from one another in the direction of movement 18 and both detectors detect the magnetic field of the scale device 30, the position 19 and the direction of movement 18 and their speed and acceleration can be determined very precisely by evaluating the signals. The basic control of the damper device takes place via the signals from the detector device based on the set damper characteristic curve.

By “looking ahead”, a remaining stroke of the damper can be ensured, so that enough damper travel remains for optimal crossing of impassable obstacles. If necessary, if the remaining travel is small, the damper device 1 is set accordingly harder immediately after the impassability is detected so as not to “waste” the remaining damper travel. Another advantage is that the damper characteristic curve can be changed at an early stage.

During the continuous movement, the number of sensor sections or periods passed is stored in the memory device 45 of the control device 46, so that the absolute position 19 can be inferred. All that is required is that the measuring frequency is so high that a complete sensor section is not pushed past “unnoticed” during a measuring cycle.

Alternative to the one in 3 In the variant shown above the line of symmetry of the damper device 1, an alternative of the detector 20 is also shown below the line of symmetry, in which the detector device 20 is arranged completely outside the damper housing 2 and the spring housing 76. A holder 58 holds the scale device 30 and firmly connects the scale device to one end or a connection unit 102 of the shock absorber device 100. The detector head 21 is connected to the other end or the other connection unit 101 of the shock absorber device 100. The detector head 21 is held so that it is arranged in a contactless manner at a short distance from the scale device 30. When there is a relative movement of the connection units of the shock absorber 100, there is also a relative movement of the scale device 30 relative to the detector head 21. Here too, a relative position can be determined via the measuring section 31, which preferably essentially corresponds to the damper stroke 103, by evaluating the field strengths.

List of reference symbols:

1

Damper device

2

Damper housing

3

first damper chamber

4

second damper chamber

5

Damping piston

6

Piston rod

7

Damping channel, flow channel

8th

Damping valve

9

MRF

10

Damper characteristic curve

11

electric coil

12

Control circuit

18

Direction of movement

19

position

20

Detector device

21

detector head

22.23

detector

30

Scale setup

31

Measuring section

32

structure

33

Sensor section

37

Suspension piston

38

Cable

42

Spring device

43

Positive chamber

44

negative chamber

45

Storage facility

46

Control device

48

Data

49

Display, display

52

Step

53

Internet

54

Network interface

55

Radio network interface

56

Step

57

Touch screen

58

holder

60

Control device

61

Battery unit

70

Step

71

Compensation room

72

Compensating piston

76

Spring housing

77

Lid

90

Damper characteristic curve

100

Shock absorber

101,102

component

103

Damper stroke

111,112

wheel

114

suspension fork

115

Rear shock

116

Handlebars

117

saddle

118

Angle sensor

150

Operating device

151

Actuating device

152

Adjustment device

153

Input unit

160

Smartphone

161,162

Area

200

bicycle

300

Chassis control

401

Two or three wheel component

402

engine

403

Sensor device

408

Detection device

413

Transmitting unit

418

Storage facility

423

Receiving unit

424

Ultrasonic sensor

433

Holding device

434

Infrared sensor

444

Radar sensor

476

Sensor module

801

impassability

802

Close range

803

Height

804

angle

805

distance

806

Detection area

811

impassability

Claims (20)

Two- or three-wheeler component (401) for a motor-driven two- or three-wheeler (200) with at least one shock absorber device (100) with at least one damper device (1) that can be controlled via at least one control device (60), the damper device (100) having at least one first damper chamber (3) and at least one controllable damping valve (8), wherein the at least one damping valve (8) is assigned at least one magnetic field generating device (11), which is used to generate and control a magnetic field in at least one damping channel (7) of the damping valve (8). , and that a magnetorheological fluid (9) is provided in the damping channel (7), with at least one detection device (408) is provided with at least one sensor unit (403), which comprises at least one receiving unit (423) for the contactless detection of at least one signal, and wherein the detection device (408) is suitable and designed to detect the impassability (801) depending on the detected signal and to control at least one shock absorber device (100) depending on the detected impassability (801), so that at least one damping property of the shock absorber device (100) can be adjusted by a signal from the detection device (408), characterized in that the sensor unit (403) on at least one Component of the two- or three-wheeler is arranged, which can be pivoted during a steering movement. Two- or three-wheeler component (401). Claim 1 , wherein the sensor unit (403) comprises at least one transmitting unit (413) for emitting at least one signal and wherein the receiving unit (423) is suitable and designed to detect at least one reflection of the emitted signal emanating from the impassability (801) as a signal. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the damper device (1) comprises at least a first damper chamber (3) and at least one second damper chamber (4), which are coupled to one another via at least one controllable damper valve (8) and wherein The damping valve (8) is assigned at least one field generating device (11) that can be controlled by the detection device (408), which is used to generate and control a field strength in at least one damping channel (7) of the damping valve (8), wherein in the damping channel (7). field-sensitive rheological medium (9) is provided. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the detection device (408) is suitable and designed to only take into account impassability (801) in a predetermined close range (802) for controlling the damper device (1). Two- or three-wheeler component (401) according to the preceding claim, wherein the detection device (408) is suitable and designed to specify the close range (802) depending on a driving speed of the two- or three-wheeler (200) and wherein the close range (802) extends over the distance that the two- or three-wheeler (200) covers in one second based on the driving speed. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the detection device (408) is suitable and designed to, as a result of a detected impassability (801) in the close range (802), the damping property of the damper device (1) in less than 30 ms seconds to set. Two- or three-wheeled component (401) according to one of the preceding claims, wherein the detection device (408) is suitable and designed to determine the height of the impassability (801) above the ground and / or the angle of at least one area of the impassability (801) to the ground to be determined and taken into account for the control of the damper device (1). Two- or three-wheeler component (401) according to one of the preceding claims, wherein the control device (60) is suitable and designed to set the damper device (1) harder until impassability is reached. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the detection device (408) is suitable and designed to take into account at least one preset limit value for maximum and/or minimum damping when controlling the damper device (1). Two- or three-wheeler component (401) according to one of the preceding claims, wherein the shock absorber device (1) comprises at least one first damper device (114) assigned to a front wheel (111) and at least one second damper device (115) assigned to a rear wheel (112) and wherein the Detection device (408) is suitable and designed to adjust the second damper device (115) with a time delay compared to the first damper device (114). Two- or three-wheeler component (401) according to one of the preceding claims, wherein the damper device (1) is assigned at least one sensor module (415) for detecting a damper load and wherein the detection device (408) is suitable and designed to read out the sensor module (476). and to register the damper utilization as a result of an adjustment of the damper property due to a detected impassability (801) and to adjust the control of the damper device (1) if the registered damper utilization deviates from a predetermined measure for the damper utilization. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the detection device (408) has at least one memory cher device (418) for recording the detected impassability (801). Two- or three-wheeler component (401) according to one of the preceding claims, wherein the sensor unit (403) is pivotally mounted on at least one holding device (433), so that the transmission angle and/or reception angle to the ground can be adjusted. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the sensor unit (403) is arranged at a distance from the two- or three-wheeler (200) on at least one holding device (433) and wherein the spacing does not exceed the radius of a front wheel (111) goes out. Two- or three-wheeler component (401) according to one of the preceding claims, wherein the sensor unit (403) is designed as an ultrasonic sensor (424) and/or as an infrared sensor (434) and/or as a radar sensor (444). Two- or three-wheeler component (401) according to one of the preceding claims, wherein the detection device (408) is suitable and designed to control at least two shock absorber devices. Two- or three-wheeler component (401) according to one of the preceding claims, wherein at least one angle sensor is provided for detecting a steering angle. Two- or three-wheeler (200), at least partially motor-driven, comprising at least one two- or three-wheeler component (401) according to one of the preceding claims. Method for operating a two- or three-wheeler component (401) of an at least partially motor-driven two- or three-wheeler (200), which has at least one shock absorber device (100) with at least one damper device (1), the damper device (1) having at least one control device ( 60) is controlled, wherein at least one signal is detected without contact by means of a detection device (408) and the impassability (801) is detected based on the detected signal and the damper device (1) is controlled depending on the detected impassability (801) and at least one damping property the damper device (1) is adjusted, characterized in that after the impassability is detected, the damper device (1) is set harder until the impassability is reached. Method according to the preceding claim, wherein at least one signal is emitted by means of the detection device (408) and at least one reflection of the emitted signal emanating from the impassability (801) is received and recorded as a signal.

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