DE102020200198A1 - Operating method and control unit for driving a vehicle and vehicle - Google Patents

Abstract

The invention relates to an operating method for the drive (80) of a vehicle (1), bicycle, electric bicycle, eBike, pedelec and / or S-pedelec that can be driven with muscle power and additionally with motor power, in which (i) a drive (80 ) generated or producible engine torque that can be applied and / or applied to an output shaft (15) of the vehicle (1) as a function of a speed of the vehicle (1) in the range between a first and lower limit speed (vmin) and a second and higher limit speed ( vmax) is controlled and / or regulated with a course falling monotonically with the speed of the vehicle (1) and (ii) at least one of the first limit speed (vmin) and the second limit speed (vmax) is variably adjustable and / or set variably.

Description

State of the art

The present invention relates to an operating method and a control unit for driving a vehicle and a vehicle as such. The present invention relates in particular to an operating method and a control unit for driving a vehicle which can be driven with muscle power and additionally with motor power, in particular a bicycle, electric bicycle, eBikes, pedelecs and / or S-pedelecs, and such a vehicle as such.

In vehicles that are supported by motor power in addition to muscle power, especially electric bicycles, eBikes, pedelecs and / or S-pedelecs, when the motor reaches a first predetermined limit speed, which can also be referred to as the maximum support speed, the support from the motor is reduced and finally when it is exceeded a second predetermined limit speed ended. With control mechanisms previously provided, this down-regulation is often perceived as disruptive and abrupt.

Disclosure of the invention

• (i) ein durch den Antrieb erzeugbares/erzeugtes und auf eine Abtriebswelle des Fahrzeugs aufbringbares und/oder aufgebrachtes Motormoment in Abhängigkeit von einer Geschwindigkeit des Fahrzeugs im Bereich zwischen einer ersten und niedrigeren Grenzgeschwindigkeit - insbesondere aufgefasst als erste oder untere maximale Unterstützungsgeschwindigkeit, und einer zweiten und höheren Grenzgeschwindigkeit - aufgefasst als zweite oder obere maximale Unterstützungsgeschwindigkeit - mit einem mit der Geschwindigkeit des Fahrzeugs monoton fallenden Verlauf gesteuert und/oder geregelt wird und
• (ii) zumindest eine der ersten Grenzgeschwindigkeit und der zweiten Grenzgeschwindigkeit variabel einstellbar ist und/oder variabel eingestellt wird.

The operating method according to the invention for a drive with the features of claim 1 has the advantage over the fact that the required down-regulation is adaptable and is therefore perceived, for example, as less abrupt and disruptive. This is achieved according to the invention with the features of claim 1 in that an operating method for driving a working device which can be driven with muscle power and additionally with motor power, in particular a vehicle, bicycle, electric bicycle, eBikes, pedelecs and / or S-pedelecs, is created, in which

• (i) an engine torque that can be generated / generated by the drive and applied and / or applied to an output shaft of the vehicle as a function of a speed of the vehicle in the range between a first and lower limit speed - in particular interpreted as a first or lower maximum support speed, and a second and higher limit speed - understood as a second or upper maximum support speed - is controlled and / or regulated with a course that falls monotonically with the speed of the vehicle and
• (ii) at least one of the first limit speed and the second limit speed is variably adjustable and / or variably set.

With the measures provided according to the invention, it is possible to adapt the process of regulating down to a particular operating situation, e.g. with regard to specific properties of driver and / or vehicle. This takes into account different operating conditions.

The subclaims show preferred developments of the invention.

The process of adapting or setting at least one of the limit speeds or the first limit speed and / or the second limit speed can be carried out by different measures.

Thus, according to a preferred embodiment of the operating method according to the invention, it is possible to record a first operating variable of the vehicle and to base a value of the recorded operating variable on the variable setting of the first limit speed and the second limit speed.

As an alternative or in addition, it is conceivable that a variable setting of at least one of the limit speeds is based on, in particular manual, user input and / or user request.

The variable setting on the basis of an operating variable can be carried out by one or more operating parameters of the underlying work device or of the vehicle, for example the first and / or second limit speed is set or adjusted depending on the acceleration of the vehicle.

According to a preferred exemplary embodiment of the operating method according to the invention, it is conceivable that an acceleration of the vehicle and / or a muscular torque applied by the driver to the output shaft is or are recorded as the operating variable of the working device and in particular the vehicle.

It is particularly advantageous if the first and lower limit speed, in the sense of a first or lower maximum support speed, is muscular on the driver as a function of an acceleration of the vehicle and / or as a function of one Output shaft applied torque is adjusted.

Although in principle all possibilities for variable adjustment are conceivable, it is of particular advantage with regard to operation that is perceived as particularly uniform if, according to another preferred embodiment of the operating method according to the invention, the first and lower limit speeds for lower accelerations of the vehicle are increased or increased or to higher ones Speeds is set. In other words, the first limit speed is increased with decreasing detected acceleration or the first limit speed is reduced with increasing acceleration. Correspondingly, the first and lower limit speeds for higher accelerations of the vehicle are advantageously reduced or reduced or set to lower speeds.

Alternatively or additionally, according to another exemplary embodiment of the operating method according to the invention, the first and lower limit speeds for lower muscular torques applied by a driver to the output shaft of the vehicle can be increased or increased or to comparatively higher speeds and for higher muscular torques applied by a driver to the output shaft of the vehicle Torques reduced or reduced or set to comparatively lower speeds.

In another embodiment of the operating method, the first and lower limit speeds are adapted as a function of the acceleration of the vehicle, in particular for a predetermined, defined period of time, the first and lower limit speeds being increased or increased as the vehicle's acceleration increases, or being set or changed to higher speeds. In this embodiment, it is advantageously provided to reduce or lower the first and lower limit speed as the vehicle's acceleration decreases, or to set it to lower speeds. This is particularly advantageous in the case of S-Pedelecs or Speed Pedelecs, since the first and lower limit speeds have already been selected to be low in comparison to the second limit speeds, for example in order to reduce the permanent load on the electric motor of the vehicle. In other words, durability of the drive system or of the electric motor as the drive motor can be ensured in this embodiment. With increasing acceleration of the vehicle, in this embodiment there is advantageously increasing support for a predetermined defined period of time, even at speeds above the first limit speed, which results in a more agile driving experience for the driver of the vehicle.

The control character used for the downward regulation can in principle be designed as long as it is only guaranteed that between the first and the second limit speed the proportion - or the support from the motor in general - is reduced, in particular in a monotonous manner.

For example, the engine torque generated by the drive and applied to the output shaft of the vehicle can be controlled and / or controlled in the range between the first limit speed and the second limit speed with a linear, sectionally linear and / or strictly monotonous curve with the speed of the vehicle be managed. Non-linear courses are also conceivable in order to do justice to certain operating situations.

The motor support can be evaluated on the basis of different parameters.

Thus, according to another preferred exemplary embodiment of the operating method according to the invention, it is possible for the engine torque generated / generated by the drive and / or applied to and / or applied to the output shaft of the vehicle to be determined via a proportion of the engine torque in a maximum engine that can be generated by an underlying engine / generated and / or maximum torque applied / applicable to the output shaft.

Alternatively or additionally, reference is possible via an amplification factor in relation to the muscular torque that can be applied and / or applied by a driver, in particular currently. The amplification factor indicates the proportion or factor by which the muscular torque generated and applied by the driver is amplified. For example, with a gain factor with the value 2nd the muscular torque applied by the driver is doubled overall by an identical engine torque.

According to a further aspect of the present invention, a control unit for driving a vehicle that can be driven with muscle power and additionally with motor power and in particular a bicycle, electric bicycle, eBikes, pedelecs and / or S-pedelecs is also created.

The control unit is set up to carry out an embodiment of the operating method according to the invention, to let it run, to cause and / or to control it and / or to be used in such a method.

The present invention furthermore relates to a vehicle which can be driven with muscle power and additionally with motor power, and in particular a bicycle, electric bicycle, eBike, pedelec and / or S-pedelec.

The vehicle according to the invention is designed with a drive and a control unit designed according to the invention, the latter being set up to control the drive.

Figure list

• 1 ist eine schematische Darstellung eines Beispiels eines Fahrzeuges nach Art eines Elektrofahrrades, bei welchem eine erste Ausführungsform der Erfindung realisiert ist.
• 2 zeigt nach Art eines Graphen verschiedene Verlaufsformen der Motorunterstützung in Abhängigkeit von der Fahrzeuggeschwindigkeit, wie sie beim erfindungsgemäßen Vorgehen eingesetzt werden können.
• 3 zeigt nach Art eines Graphen eine Verlaufsform der Motorunterstützung in Abhängigkeit von der Fahrzeuggeschwindigkeit, wie sie beim herkömmlichen Vorgehen eingesetzt wird.
• 4 Diagramm eines Verlaufs der Motorunterstützung in Abhängigkeit von der Fahrzeuggeschwindigkeit, wie sie beim erfindungsgemäßen Vorgehen alternativ eingesetzt werden kann.

Embodiments of the invention will be described in detail with reference to the accompanying figures.

• 1 is a schematic representation of an example of a vehicle in the manner of an electric bicycle, in which a first embodiment of the invention is implemented.
• 2nd shows, in the manner of a graph, various forms of engine support as a function of the vehicle speed, as can be used in the procedure according to the invention.
• 3rd shows, in the manner of a graph, a form of the motor support as a function of the vehicle speed, as is used in the conventional procedure.
• 4th Diagram of a course of the motor support as a function of the vehicle speed, as can alternatively be used in the procedure according to the invention.

Preferred embodiments of the invention

Below, with reference to the 1 to 4th Embodiments of the invention and the technical background described in detail. The same and equivalent as well as the same or equivalent acting elements and components are denoted by the same reference numerals. The detailed description of the designated elements and components is not reproduced in every case.

The illustrated features and further properties can be isolated from one another in any form and can be combined with one another as desired without leaving the core of the invention.

First, referring to 1 for example an electric bicycle as a preferred embodiment of the vehicle according to the invention 1 described in detail.

The vehicle 1 includes a frame as an electric bike 12th on which a front wheel 9-1 , a rear wheel 9-2 and a crank mechanism 2nd with two cranks 7 , 8th with pedals 7-1 and 8-1 are arranged. An electric drive 3rd is in the crank mechanism 2nd integrated. On the rear wheel 9-2 is a pinion 6 arranged.

A drive torque generated by the driver and / or by the electric drive 3rd is provided by a chainring 4th on the crank mechanism 2nd over a chain 5 on the pinion 6 transfer.

On the handlebars of the vehicle 1 is also a control unit constructed and set up according to the invention 10th arranged, which with the optionally formed electrical drive 3rd connected is. In or on the frame 12th is also a battery 11 trained to power the electric drive 3rd serves.

As part of 12th A crank bearing is integrated 13 or bottom bracket, which is a crankcase 14 and a crankshaft 15 having.

The drive arrangement 80 of the vehicle according to the invention 1 out 1 has the crank mechanism 2nd and the electric drive 3rd on, the torques that can be generated or generated by the latter to support a torque applied muscularly by the driver via a corresponding and in 1 Transmission device not explicitly shown can be picked up and attached to the chainring 4th , for example as an output element 4th , are transferable.

The control unit is known 10th set up one by the drive 80 generated and on the output shaft 15 , especially in the sense of a crankshaft 15 of the vehicle 1 , Applicable and / or applied engine torque to support the torque muscularly applied by the driver in the range between a first or lower limit speed vmin and a second and higher limit speed vmax with the speed of the vehicle 1 control and / or regulate monotonically falling course.

As has already been explained in detail above, a core aspect of the present invention consists in preferably variably setting the first or lower limit speed, but generally at least one of the first and second limit speeds vmin, vmax, in order in particular to be able to take into account the operating conditions of the vehicle .

In particular, this means the first or lower limit speed, that is to say the so-called maximum support speed, of the acceleration of the vehicle 1 and / or the torque applied by the driver to the output shaft 15 to control or regulate, so that with strong accelerations and / or muscular torques the motor support is reduced earlier, that is to say at lower speeds than with lower accelerations and / or muscular torques.

3rd shows like a graph 30th a course form of the motor support in dependence on the vehicle speed v, as used in the conventional procedure.

On the abscissa 31 of the count 30th is thus the speed v of the vehicle 1 shown on the ordinate 32 the relative support, for example in the sense of a relative portion, i.e. standardized to the maximum possible engine torque, of a portion that is actually related to the output shaft or crankshaft 15 of the vehicle 1 applied engine torque. The track 31 describes the course of engine support as a function of vehicle speed v.

The value 1 describes a situation in which this affects the output shaft 15 applied engine torque corresponds to the (maximum) generated / producible engine torque. The value 0 describes the situation without motor support.

On the course of the track 31 it can be seen that up to a first and lower limit speed vmin at about 24 km / h the motor support is maximum and from reaching the first and lower limit speed to the second and higher limit speed vmax, each with the value 27.5 km / h , linear to the value 0 sinks.

Since this procedure is perceived as too abrupt for a user or driver in various operating scenarios, a procedure is proposed according to the invention in the manner described above in which the first and lower limit speed vmin is variably set as a function of various operating parameters.

This situation is in the 2nd illustrates which, in the manner of a graph, shows various forms of the engine support as a function of the vehicle speed v.

Analogous to the representation according to 3rd is on the abscissa 21 of the graph 20 again the speed v of the vehicle 1 and on the ordinate 22 the relative motor support is shown.

The traces 23 , 23-1 and 23-2 show different forms of engine support as a function of vehicle speed v.

The track corresponds 23 the course after the trace 33 the conventional approach of how this relates to 3rd is described. This means that vmin = 24 km / h and vmax = 27.5 km / h with a linearly decreasing course of the motor support between the first and second limit speeds vmin and vmax.

In the event of a particularly high acceleration and / or a particularly high muscular torque, which the driver or user applies to the crankshaft 15 is applied, the value of the first and lower limit speed is shifted to the value vmin, 1 = 20 km / h towards lower speeds. This means that in the application case, the reduction of the relative motor support from the value 1 on the value 0 starts earlier, ie at a lower limit speed. According to the count 23-1 The resulting flatter shape makes it clear that the downward regulation is less jerky.

In contrast, at lower accelerations and / or at lower muscular torques, the user or driver can hit the crankshaft 15 be applied as an output shaft, down-regulation is carried out “later”, ie at a higher first limit speed vmin.

This situation is in the graph 20 with the track 23-2 described, at which the first and lower limit speed vmin, 2 is about 26 km / h. Although according to the trail 23-2 the linearly decreasing course is significantly steeper, due to the low acceleration of the vehicle 1 and / or the lower applied muscular torque is not experienced by a user or driver as jerky.

• Bei eBikes kann es im Allgemeinen beim Überschreiten einer vorgegebenen maximalen Unterstützungsgeschwindigkeit, welche EU-weit auf 25 km/h festgesetzt ist, durch das Herunterregeln der Motorunterstützung beim Benutzer oder Fahrer zu einem unangenehmen Gefühl kommen, als würde man gegen eine Wand fahren.

These and other features and characteristics of the present invention are further illustrated by the following statements:

• With eBikes, when a specified maximum support speed is exceeded, which is set at 25 km / h across the EU, reducing the level of motor support for the user or rider can cause an uncomfortable feeling as if you were hitting a wall.

On the one hand, this is psychologically related to the fact that the driver is accustomed to the motor support and is more aware of his or her pedaling performance above 25 km / h.

In addition, this is technically related to the fact that the user or driver can accelerate or accelerate comparatively strongly and / or with little effort due to the motor support below the maximum support speed of 25 km / h.

For example, from 24 km / h a linear downward regulation or locking of the motor support begins, which, for example, is reduced or dropped to 27.5 km / h.

This relatively abrupt down-regulation, e.g. in the sense of a ramp, leads to a possibly negative change in the acceleration over time. In extreme cases, this can be felt as if the driver or user are actively being braked.

• - Abhängig von der Beschleunigung des Fahrzeugs oder Fahrrads erfolgt das Herunterregeln der Motorunterstützung bereits früher als bei den herkömmlichen 24 km/h. Je höher die Beschleunigung des Fahrzeugs/Fahrrads ist, desto geringer wird der Wert der Geschwindigkeit eingestellt, bei welcher das Herunterregeln beginnt.
• - Dadurch wird ein harmonischeres Erreichen der Endgeschwindigkeit erreicht, die Beschleunigung vermindert sich beim Erreichen der Marke 25 km/h nicht so plötzlich.
• - Trotzdem wird die gleiche Endgeschwindigkeit erreicht. Gegebenenfalls kann die Rampe sogar bei verschwindender Beschleunigung erst bei höheren Geschwindigkeiten des Fahrzeugs oberhalb von 24 km/h beginnen, so dass mit Motorunterstützung unter Umständen höhere Endgeschwindigkeiten möglich sind.

The idea of the mode of operation according to the invention intervenes in the technical relationships mentioned above:

• - Depending on the acceleration of the vehicle or bicycle, the engine support is reduced earlier than with the conventional 24 km / h. The higher the acceleration of the vehicle / bicycle, the lower the value of the speed at which the downward regulation begins.
• - This achieves a more harmonious reaching of the top speed, the acceleration does not decrease so suddenly when the mark reaches 25 km / h.
• - Nevertheless, the same top speed is reached. If necessary, the ramp can only start at higher vehicle speeds above 24 km / h, even when the acceleration disappears, so that higher end speeds may be possible with motor support.

The down-regulation can be seen as a compromise between the legally permitted maximum speed and the most gentle down-regulation possible.

At high accelerations, the speed is reduced earlier, i.e. at lower speeds, for example proportional to the acceleration and / or from 20 km / h at the earliest.

The advantages of this are that there is less negative change in the acceleration over time, a gentler locking of the motor support so that the feeling of driving against a wall is absent, taking into account that the disturbing sensation of driving against a wall is all the more pronounced is, the more torque is given by the driver. The advantages that are achieved according to the invention are greater in the case of strong support motors and in particular in processes with accelerations on gradients.

At low accelerations, the down-regulation can be started later, for example proportionally to the acceleration and / or at the latest from a certain predetermined vehicle speed.

The advantage here is that motor support is effectively possible up to higher speeds.

Depending on the respective working point, higher top speeds are also conceivable. For example, a top speed increased by 1 km / h or 4% is conceivable without violating the legal framework.

4th shows a diagram of an alternative course of the motor support as a function of the vehicle speed v and the respective vehicle acceleration. In contrast to 2nd However, this is a course of engine support using a speed pedelec or S-pedelec, which supports a driver in addition to pedaling power up to 45 km / h or generates or provides a supporting engine torque up to vehicle speed of 45 km / h.

According to the representation according to 2nd represents the abscissa 41 a speed v of the vehicle 1 and the ordinate 42 a relative motor support. The relative engine support represents, in particular, the engine torque generated by the electric motor of the vehicle for driving the vehicle in relation to a driver torque applied by the driver, which results from the pedaling force of the driver and is advantageously determined in the region of the crankshaft of the vehicle.

The course or the trace 43 represents a regulation of the engine torque with a first limit speed 44 and a second limit speed 45 . At a current and in particular recorded speed of the vehicle 47 an increasing acceleration is detected, the detected acceleration in particular exceeding a threshold value for the acceleration. Then the first limit speed 44 adjusted or set as a function of the detected acceleration of the vehicle, as a result of which the courses are dependent on the resulting speed of the vehicle 43-1 or 43-2 result. The adaptation of the first limit speed is preferably carried out for a predetermined period of time. The first limit speed is then preferably returned to the original amount of the first limit speed 44 reset or changed, wherein the engine torque is advantageously continuously generated during the settings or adaptations.

The course or the trace 43 represents the unaccelerated or low-accelerated state and shows a linear drop in the motor support between 25 km / h and 45 km / h. This drop in motor support and the resulting reduction in power already at 25 km / h can be used on the one hand for product differentiation, but it can also be necessary to guarantee the durability of the drive system or the electric motor for the drive.

The courses or traces 43-1 and 43-2 each represent a change or setting of the first limit speed as a function of the detected acceleration of the vehicle. From a threshold value of the acceleration, the first limit speed is advantageously increased with increasing acceleration, the second limit speed not being adapted in this embodiment and representing, for example, a legally permissible maximum speed of 45 km / h.

track 43 therefore represents the course of the relative engine support, which represents the engine torque generated, for accelerations a of the vehicle less than or equal to the threshold value a. The tracks 43-1 and 43-2 represent curves of the relative motor support for detected accelerations greater than the threshold value a at a speed 47 greater than the original first limit speed.

The traces 43-1 and 43-2 compared to the track 43 an increase in the area below the motor support characteristic. In general, such an increase can also be achieved using other methods. For example, instead of the first limit speed, other points on the ramp can be shifted to higher speeds depending on the acceleration of the vehicle and / or the torque of the driver.

Claims (12)

Operating method for the drive (80) of a vehicle (1), bicycle, electric bicycle, eBike, pedelecs and / or S-pedelecs which can be driven with muscle power and additionally with motor power, in which - An engine torque generated by the drive (80) and applied to and / or applied to an output shaft (15) of the vehicle (1) as a function of a speed of the vehicle (1) in the range between a first and lower limit speed (vmin) and one second and higher limit speed (vmax) is controlled and / or regulated with a course falling monotonically with the speed of the vehicle (1) and - At least one of the first limit speed (vmin) and the second limit speed (vmax) is variably adjustable and / or is variably set. Operating procedures according to Claim 1 , in which - a first operating variable of the vehicle (1) is recorded and a value of the recorded operating variable is used as the basis for a variable setting of the first limit speed (vmin) and the second limit speed (vmax) and / or - a variable setting is used, in particular manual, user input and / or user request is used as a basis. Operating procedures according to Claim 2 , in which an acceleration of the vehicle (1) and / or a muscular torque applied by the driver to the output shaft (15) of the vehicle (1) is or are recorded as the operating variable of the vehicle (1). Operating method according to one of the preceding claims, in which the first and lower limit speed (vmin) as a function of an acceleration of the vehicle (1) and / or as a function of a driver muscularly applied to the output shaft (15) of the vehicle (1) Torque is set. Operating method according to one of the preceding claims, in which the first and lower limit speed (vmin), in which the first and lower limit speed (vmin) is increased with decreasing acceleration of the vehicle. Operating method according to one of the claims, in which the first and lower limit speed (vmin) is increased for decreasing muscular torques applied by a driver to the output shaft (15). Operating method according to one of the Claims 1 to 4th , at which the first and lower limit speed (vmin) is increased with increasing acceleration of the vehicle. Operating method according to one of the Claims 1 to 4th at which the first and lower limit speed (vmin) for increasing one Driver on the output shaft (15) applied muscular torques is increased. Operating method according to one of the preceding claims, in which the engine torque generated by the drive (80) and applied to the output shaft (15) of the vehicle (1) in the range between the first limit speed (vmin) and the second limit speed (vmax) with a the speed of the vehicle (1) is controlled and / or regulated in a linear, sectionally linear and / or strictly monotonically falling manner. Operating method according to one of the preceding claims, in which the engine torque which can be applied and / or applied by the drive (80) to the output shaft (15) of the vehicle (1) is determined as a maximum via a proportion of an engine (3) on which it is based Torque that can be generated and / or maximally applied to the output shaft (50) and / or via an amplification factor in relation to the muscular torque that can be applied and / or applied by a driver, in particular currently. Control unit (100) for driving (80) a vehicle (1) that can be driven with muscle power and additionally with motor power, a bicycle, electric bicycle, eBikes, pedelecs and / or S-pedelecs, which is set up, an operating method according to one of the Claims 1 to 10th to execute, to run, to initiate and / or to control and / or to be used in such a method. With muscle power and additionally motor vehicle (1), bicycle, electric bike, eBike, Pedelec and / or S-Pedelec, with a drive (80) and a control unit (100) Claim 11 , which is set up to control the drive (80).

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