EP3302743A2

EP3302743A2 - Toy vehicle system

Info

Publication number: EP3302743A2
Application number: EP16727953.8A
Authority: EP
Inventors: Martin Müller
Original assignee: Individual
Current assignee: Individual
Priority date: 2015-05-26
Filing date: 2016-05-27
Publication date: 2018-04-11
Anticipated expiration: 2036-05-27
Also published as: HK1250022A1; CN107624077A; ES2776463T3; DE202015003807U1; EP3302743B1; US10232277B2; CN107624077B; WO2016188638A3; WO2016188638A2; US20180078868A1; JP2018522691A

Abstract

The invention relates to a toy vehicle system and an associated operating method. The toy vehicle system comprises a toy vehicle (1), a remote control transmitter (2) and a control unit (3). The toy vehicle (1) comprises a drive having at least two drive motors (11, 12) and at least two rolling elements (6, 8), wherein the rolling elements (6, 8) can be driven rotationally by means of the drive motors (1 1, 12) independently of one another about respective axes of rotation (7, 9). The toy vehicle (1) further comprises at least one steering device for the adjustment of orientation directions of the axes of rotation (7, 9) relative to the vehicle longitudinal axis (10). Control input signals of the remote control transmitter (2) are fed into the control unit (3). The control unit (3) generates control output signals which act upon the drive and the steering device of the toy vehicle (1). In the operating method according to the invention, the control unit (3) carries out a computational driving simulation and generates therefrom control output signals such that the toy vehicle (1) executes a driving motion according to the computational driving simulation under the effect of a virtual operating frictional force (F_v).

Description

Toy Vehicle System

The invention relates to a toy vehicle system having the features according to the preamble of claim 1, a toy vehicle system having the features according to the preamble of claim 18 and a method for operating a toy vehicle system having the features according to the preamble of claim 19.

Game or model vehicles have found widespread use in numerous variations. For operation, the user operates a remote control transmitter. Its control output signals are transmitted as a rule over a radio link to a receiver of the toy vehicle and converted there into a corresponding driving movement. The essential control functions consist of a right-left control and the setting of a desired driving speed including acceleration and deceleration.

The toy vehicle itself is modeled in basic technical characteristics of the usual design of a motor vehicle: As a rule, are front and

Rear axle provided with a total of four wheels, with one of the axles, usually the front axle is steerable. At least one of the wheels is driven by a drive motor, whereby the toy vehicle can be accelerated. Conversely, a braking device is provided for a delay. In the case of an electric drive, the acceleration and the deceleration can be exercised with the same electric motor on the one hand in engine operation and on the other hand in generator operation. In any case, cornering, accelerations and / or delays cause at least some of the wheels to transfer frictional forces to the ground in the longitudinal and / or transverse direction. So the toy vehicle on the ground not slips, the wheels on a tire rubber, elastomeric plastics or similar materials.

In practical operation it has been shown that such remote-controlled toy vehicles are difficult to control. Even with low drive power, speeds and, above all, accelerations can be achieved, which are barely in relation to the available space, for example in a living room. Unless a designated model race track is available, it is difficult to host a vehicle race. Collisions and material breakage are hardly avoidable. In addition, the achievable speeds and accelerations also from the visual appearance are not in relation to the small size of the toy vehicle, so that a rather unrealistic driving impression arises during operation. An intentional limitation of acceleration and speed is sometimes possible, but limits the driving dynamics in such a way that the attraction of the operation of such a limited toy vehicle is lost.

The invention has the object of developing a generic toy vehicle system such that even under tight spatial conditions, a realistic-looking impression of a ride under drift conditions can be taught.

This object is achieved by a toy vehicle system having the features of claim 1. The invention is further based on the object, a generic

Develop further toy vehicle system such that even under tight spatial conditions, a dynamic-acting, yet manageable ferry service is possible. This object is achieved by a toy vehicle system having the features of claim 18.

The invention is still based on the object, an operating method for a

Specify toy vehicle system, by means of which even in confined spatial

Conditions a model vehicle can be operated dynamically and yet manageable.

This object is achieved by an operating method with the features of claim 19.

The invention is based initially on the finding that a toy vehicle can indeed be significantly reduced in size compared with a man-bearing motor vehicle, but that certain parameters of physics do not follow such a reduction. The latter relates in particular to two parameters of driving physics, namely the gravitational acceleration g and friction coefficients μ. The gravitational acceleration g can be assumed to be constant. Although the coefficients of friction acting between the wheels and the ground vary from vehicle to vehicle, they are essentially of the same order of magnitude. As a result, the horizontal accelerations achievable with different vehicles (longitudinal acceleration, deceleration, centripetal acceleration during cornering) are at least approximately the same, and this is completely independent of the actual size of the vehicle. The invention is further based on the finding that the available engine and / or braking power increases disproportionately relative to the vehicle size as the vehicle becomes smaller. This means that in toy vehicles of the usual size, the driving physics is determined less by the drive and / or braking power, but rather by the available frictional force between the wheels and the ground. Under these circumstances, so can with a small toy vehicle under Utilize the static friction limit to achieve horizontal accelerations that are of the same order of magnitude as a large vehicle. For example, with a 1: 10 scale reduced toy vehicle, braking delays scaled to the size of the model vehicle 10 times as high as the original vehicle can be achieved. The same applies analogously to centripetal accelerations when cornering, so that the driving physics actually acting on the toy vehicle does not experience any scaling down as in the vehicle itself. As a result, this means that certain limit operating conditions, in which the static friction is exceeded and the toy vehicle begins to slip, occur only at too high accelerations and high cornering speeds. However, it is precisely these limit operating states that make up the appeal of a toy vehicle system.

Based on this, a core idea essential to the invention lies in the fact that, although not excessively high, actually transferable maximum frictional force is reduced, but that a suitably reduced virtual Grenzhaftreibkxaft is specified, and based on this reduced virtual Grenzhaftreibkraft two different operating conditions are simulated by calculation In a normal mode in which the calculated but uncorrected operational friction force is less than the virtual limit friction force, the driveability of the toy vehicle is locally affected by a virtual operational friction force equal to the uncorrected

Operating friction simulated by calculation. In other words, here the physics of driving with wheels adhering to the ground is represented mathematically. Alternatively, in a skid mode in which the computationally determined uncorrected operating friction force is greater than the Grenzhaftreibreibkraft, the driving behavior of the toy vehicle under local action of a virtual, here corrected operating friction in the amount of the virtual Gleitreibkraft simulated. In other words, the driving physics of the skidding vehicle is shown here mathematically. As a result, the toy vehicle no longer directly and directly follows the control inputs of the driver on the remote control transmitter, but the control output signals generated by the calculated driving simulation for steering, drive power, brake and / or the like. These ever represent according to the results of the simulation, the driving movement in the sticky or slipping state. By a suitable choice or adaptation of the virtual Grenzhaftreibkraft to the size of the vehicle, a driving dynamics sets in which not only the physical dimensions of the vehicle, but also the driving physics significantly influencing parameters have undergone a corresponding reduction. The toy vehicle has a control unit, a drive with rolling elements for transmitting frictional forces to the ground and a steering device. The control unit is designed to carry out the computational driving simulation outlined above and to generate control output signals therefrom and to act on the drive with the rolling elements and on the steering device such that the toy vehicle executes a driving movement in accordance with the calculated driving simulation under the effect of the virtual operating friction force , The same applies mutatis mutandis to the executed in the manner described above, corresponding operating method. In spite of

Reduction is a precise illustration of driving behavior in normal and

Slip mode and the transition area between them possible because the actual driving behavior of the toy vehicle by means of its rolling elements always brought about, even in the slip mode under the conditions of static friction and only the visual impression of a slip is mediated. However, between the rolling elements and the ground actually always existing stiction allows a precise and controlled movement.

With the embodiment according to the invention, the driver can devote himself to demanding and realistic-looking driving tasks. The virtual marginal friction force, which has replaced the actual transmittable maximum friction force, not only contributes to a more realistic overall ride feel, but significantly reduces the required for the adhesion-slip boundary

Speeds or accelerations. The space required for realistic driving maneuvers can be reduced to a minimum. Entire vehicle races, including drift curves and the like, can be carried out on the size of a desktop, while at the same time providing the visual impression of high speeds and accelerations arise. The actual speeds and

However, accelerations are so low that the driver retains sufficient control.

The above conditions are described by way of example in the case that a scaling down of an original vehicle to a certain size of the toy vehicle has taken place, while at the same time the virtual

Grenzhaftreibkraft was reduced by a corresponding amount compared to the actually available maximum Grenzhaftreibkraft such that the achievable accelerations are reduced at least approximately the same scale. Analogously, the same can of course also apply to a limitation of the maximum achievable speeds. In fact, within the scope of the invention, however, no true-to-scale coupling between the size of the toy vehicle and the virtual limit friction force is required. Primarily, it is important that the virtual Grenzhaftreibkraft compared to the actually available Grenzhaftreibkraft ever significantly reduced to reflect under the circumstances of cramped space conditions at low accelerations and cornering speeds driving in the border region between static and sliding friction. In addition, it may also be appropriate to make the virtual Grenzhaftreibkraft variable. This makes it possible to simulate driving on different surfaces with more or less slippery sections of track.

In an advantageous embodiment of the invention, an acceleration in the direction of the vehicle longitudinal axis is predetermined and derived therefrom a frictional force in the direction of the vehicle longitudinal axis. If this frictional force exceeds the virtual Grenzhaftreibkraft, the acceleration in the direction of the vehicle longitudinal axis to a

Boundary acceleration reduced, which corresponds to the virtual Gleitreibkraft. As acceleration here is meant any acceleration in the direction of the vehicle longitudinal axis, which therefore includes not only a forward speed increase but also a decelerating deceleration corresponding to a backward acceleration. Anyway, that way either one gets forward directional acceleration with spinning wheels or a braking deceleration with blocked wheels imaged and thereby generates a realistic driving behavior. Alternatively or additionally, it can be provided within the scope of the invention that, when traveling along a travel curve with a local radius, an acceleration of the toy vehicle in the direction of the local radius and, therefrom, a friction force is derived transversely to the direction of the vehicle longitudinal axis. If this frictional force acting transversely to the direction of the vehicle longitudinal axis exceeds the virtual limit friction force, the control unit acts on the drive and / or on the steering device of the toy vehicle in such a way that the toy vehicle executes a local movement component transversely to the vehicle longitudinal axis.

The said "local" component of movement means that although it can apply to the entire vehicle, it does not have to. It may be sufficient if only the bow or the rear of the vehicle performs such a lateral movement component to represent the "breaking out".

In the simplest case, the toy vehicle executes a movement which corresponds to a lateral slippage without changing the direction of the longitudinal axis. In an advantageous manner

Further development, the vehicle longitudinal axis is in the normal mode at a first angle to the local tangent of the travel curve, then in the simulated slip mode, the vehicle longitudinal axis is converted starting from said first angle at a second angle to the local tangent of the travel curve. As a result, the driving conditions during understeer, but especially during oversteer, so the so-called "drift" realistic map.

For the implementation of the operating method described above, it requires physical means on the one hand a suitably designed and programmed Control unit and on the other hand a suitable physical configuration of the toy vehicle. According to the latter aspect, the toy vehicle comprises at least two drive motors and at least two rolling elements for transmission from the drive torque to the ground, wherein the rolling elements by means of the drive motors are independently driven to rotate about respective axes of rotation. The toy vehicle further comprises at least one steering device for adjusting orientation directions of the axes of rotation relative to the vehicle longitudinal axis. The control unit designed in particular according to the above-described specifications acts on the drive motors and the at least one steering device. In this way it can be achieved that the model vehicle can be moved in any direction detached from the actual orientation of its longitudinal axis. Conversely, the vehicle longitudinal axis can be brought into any relative orientation to the instantaneous direction of movement, so that on the one hand the normal mode and on the other hand the slip mode can be implemented conspicuously and realistically, without actually causing the rolling elements to slide on the surface. In the context of the invention, however, it is not absolutely necessary for the operating method described above or a control unit designed accordingly to be used. Rather, in a further aspect of the invention, it may also be sufficient to simplify the control unit and to dispense with the said simulation in whole or in part, provided that the toy vehicle is otherwise physically configured in accordance with the above description. For example, by a user-given signal (eg pressing a "drift" button) or fulfillment of simple logic conditions (eg, when "driving speed>x" and "steering angle>y" then ...), the toy vehicle can be moved so that his Vehicle longitudinal axis is not parallel to the local direction of movement. In any case, this also creates a possibility to perform a ride with the realistic-looking impression of a drift movement even at a comparatively slow speed and / or in cramped conditions. For the aforementioned physical embodiment, different variants come into consideration. In an advantageous embodiment, two drive units are provided, each with a drive motor, each with a rolling element and each with its own steering device, wherein each drive unit is arranged in the direction of the vehicle longitudinal axis in front of or behind the center of gravity of the toy vehicle. As a result of this configuration, the vehicle is in his bow area and in the rear area on each of these drive units. The bow area and the rear area of the toy vehicle can be offset independently of each other in more or less pronounced lateral movement, which allows almost any possibilities of mapping the driving behavior in the boundary region between static and sliding friction.

In an advantageous embodiment of the aforementioned embodiment, the two steering devices each comprise a bogie with a vertical steering axis and with an associated steering drive, wherein a respective bogie is associated with a drive motor. At least one rolling element is in the form of a drive wheel and mounted with an associated first or second axis of rotation on the respective bogie, that the first axis of rotation and the second axis of rotation are independently adjustable by means of the two bogies. In particular, two drive wheels are arranged at an axial distance from each other on each of the two axes of rotation. The arrangement is mechanically simple in construction and reliable in operation. With a total of three and preferably four drive wheels, the model vehicle is in most cases solid on just these drive wheels. Additional support measures are required at most in strongly deflected drive units, and then only in minor, the driving behavior not impairing measures.

Alternatively, it may be appropriate that the rolling elements are spherical, wherein first and second drive shafts, each with an associated drive motor are arranged at a right angle to each other and frictionally engage the spherical surface of the rolling elements. Here, the steering device is provided by a coordination unit for coordinated speed tuning of the first and second Drive shafts formed. The balls allow an immediate and temporal

delay-free alignment change of their currently acting axis of rotation, without the need for a separate rotary drive would be required. Transient state changes can be displayed without delay.

In an advantageous alternative, not two, but only exactly one drive unit is provided which comprises two drive motors, two rolling elements in the form of wheels and a steering device. The first rolling element can be driven by the first drive motor about the first axis of rotation. The second rolling element is arranged at an axial distance from the first rolling element and can be driven by the second drive motor about the second axis of rotation, independently of the first drive motor. The first axis of rotation and the second axis of rotation are jointly adjustable by a steering device. The center between the two rolling elements lies in the region of the center of gravity of the toy vehicle, so that the toy vehicle with the largest part of its own weight gets up on the rolling elements of this drive unit. This mechanically very simple but nevertheless very effective embodiment is based on the recognition that the driving physics acting in the plane of the ground to be driven can be reduced to three motion quantities, namely two lateral components of motion in two mutually perpendicular

Directions as well as a rotational movement about a vertical vertical axis. This can actually be implemented mechanically if the midpoint between the two rolling elements lies in the region of the center of gravity of the toy vehicle. For then the majority of the effective mass forces is absorbed by the two rolling elements or the two wheels and converted into frictional force. Although the two wheels are not sufficient for a complete support of the vehicle. However, wheel dummies or other parts of the vehicle can be used for a position stabilization with only little support forces, without them significantly distorting the driving conditions predetermined by the drive unit because of their small bearing and friction forces. No special requirements are made of the optical design of the toy vehicle according to the invention. Here, any abstract, but also prototype-like form can be chosen. Nevertheless, it has been found that the impression of a "miniaturized" driving physics turns out to be particularly realistic if the toy vehicle in its external appearance reproduces some essential features of man-bearing motor vehicles. This includes above all the wheels of the original motor vehicle, which, however, can not be used here in the same function as wheels. In a preferred embodiment of the invention, therefore, at least one pair of Radattrappen is provided, wherein a pair of Radattrappen is appropriately designed steerable or freely mitlenkend. As "wheel dummy" here is meant an element which, although the optical appearance of a wheel, but does not perform its function. Although such dummies may stand up on the surface to be traveled and possibly roll on this too. However, since by far the greater part of the weight forces are absorbed by the rolling elements described above, they serve at best as a support aid with significantly smaller contact forces, without here set significant lateral frictional forces. The wheel dummies thus do not give the movement of the toy vehicle, which is indeed the task of the aforementioned rolling elements or one or two of the aforementioned drive units. Also, any existing steering movement of the Radattrappen has no direct influence on the direction of travel of the toy vehicle. In other words, while the wheel dummies may be mounted in a vehicle-typical position and look like ordinary wheels, unlike these, they have neither a driving nor a lane-guiding function. The small but existing rioting forces of the Radattrappen in conjunction with a pivot bearing and a trailer can be used to follow that these Radattrappen in their orientation to the respective trajectory, so are freely mitlenkend. In the greater part of the achievable driving conditions, this enhances the visual impression of a true depiction of the driving behavior. Of course it is also possible to steer the wheel dummies steerable and actively to steer in their steering movement. If, for example, in the case of oversteer or understeer, the control direction indicated by the wheel dummies chosen does not coincide with the coincides with actual travel movement, the visual impression of lateral slippage is amplified. The dummy wheels can also be designed such that they visually cover the actually acting drive units and in particular their rolling motion generating rolling elements. This also contributes to a realistic appearance of the driving movement.

Initially, the basic features of the computational driving simulation in the control unit and from this the derivation of the generation of the control output signals in abstract form were explained, which applies to toy vehicles according to the invention in any desired embodiment independently of their details. However, if the toy vehicle is at least insofar modeled on an original wheeled vehicle that it has at least one pair of Radattrappen, then these Radattrappen are also based on the driving simulation. Specifically, then, the computational driving simulation is based on the virtual limit sticking force, the virtual sliding frictional force, the uncorrected operational frictional force, and the virtual operating frictional force between the dumbbells and the ground, on the assumption that the toy vehicle will roll on wheels and be driven by the dumbbells would. Based on the result of this computational driving simulation then creates a physical driving movement, which gives the realistic impression as if the toy vehicle ride on his dummies or slip, while the actual driving movement but not by means of Radattrappen, but by means of the steering device (s) and the drive unit (s) including the said rolling elements is brought about.

It may be expedient to accommodate the control unit in which the computational simulation of the driving physics and the generation of the control output signals take place in the toy vehicle or in its receiving unit. Preferably, however, the control unit is arranged in the remote control transmitter, so that only the processed in accordance with the invention control output signals from the remote control transmitter to the receiver of the toy vehicle must be transmitted. At the receiving unit of the toy vehicle no special requirements are made, so that this very small and very can be built inexpensively. It is a commercial remote control transmitter into consideration, which is to be supplemented by a corresponding control unit, or which is reprogrammed in a suitable manner. Preferably, however, the assembly of control unit and remote control transmitter is formed by a programmed smartphone or by another mobile terminal such as a tablet or the like. As a rule, the devices mentioned have sufficient computing power and also have suitable radio interfaces, so that corresponding hardware is available to a broad public without additional investments. It only needs a suitable

Programming.

Embodiments of the invention are described below with reference to the drawing. Show it:

Figure 1 is a schematic plan view of an inventive Spielfahrzeug- system with a smartphone as a remote control transmitter and with a toy vehicle with longitudinal acceleration.

2 shows a schematic diagram of the relationships between an uncorrected operating friction force and a corrected virtual operating friction force as the basis for the activation of the invention

Toy vehicle;

FIG. 3 shows the toy vehicle according to FIG. 1 when cornering in normal mode; FIG. Fig. 4 shows the toy vehicle according to Figures 1 and 2 in the slip mode when oversteer.

Fig. 5 is a perspective bottom view of a first embodiment of a

Drive arrangement for a toy vehicle according to Figures 1 to 4 with two bogies, which are each equipped with two drive wheels, and with three of a total of four Radattrappen. in a perspective plan view of a part of the arrangement of Figure 5 with details for the design of the bogie. in a perspective plan view of a variant of the embodiment of Figures 5 and 6 with only a central bogie. in a perspective bottom view of a further variant of the arrangement according to Figures 5 and 6 with balls instead of wheels to form the driving rolling elements. and

Fig. 9 in a plan view of the chassis of FIG. 8 with details for the interaction of the balls with associated drive shafts. FIG. 1 shows, in a schematic plan view, a toy vehicle system according to the invention, which comprises a toy vehicle 1 and an associated remote control transmitter 2. The remote control transmitter 2 may be a model in conventional radio remote control transmitter. In the preferred embodiment shown, a smartphone is selected as the remote control transmitter 2. As an alternative to the smartphone, a tablet in the usual design or the like comes into consideration.

The toy vehicle 1 is provided with a receiver 4 which receives control output signals of the remote control transmitter 2. The toy vehicle 1 further comprises rolling elements 6, 8 driving the toy vehicle 1, not shown here but further described below, and a steering device which are actuated or actuated in accordance with the specifications of the remote control transmitter 2 by means of the receiver 4.

In the exemplary embodiment shown, the receiver 4 receives the control output signals of the remote control transmitter 2 via an intermediate radio link. This may be, for example, a Bluetooth connection, but also other transmission protocols and transmission frequencies come into consideration. Other forms of signal transmission, for example via infrared or wired are also feasible within the scope of the invention. The toy vehicle 1 may have a more or less pronounced similarity to a man-bearing model vehicle, but is reduced compared to this. To the actual size of the toy vehicle 1 no special requirements are made. For the desired operation in confined spaces but a maximum vehicle length of one meter down to a few

Centimeters desirable and also feasible within the scope of the invention. With a scale reduction of a model vehicle, offer the usual

Reduction scales from 1: 8, 1:10 and 1:12 to 1:24 or even smaller. Regardless of an actual or not executed true-to-scale illustration, however, at least one virtual front axle 23 and at least one virtual rear axle 24 are advantageously provided with wheel dummies 21, 22 as shown in FIGS. 5 et seq. The designation of the front and rear axles 23, 24 chosen here as "virtual" results from the following explanations of the invention.

In operation, the toy vehicle 1 moves on a not illustrated surface 5. In a uniform straight ahead act between the toy vehicle 1 and the substrate 5 in the plane of the substrate 5 no significant horizontal forces. The latter changes as soon as accelerations act on the toy vehicle 1 in the plane of the substrate 5. In FIG. 1, by way of example only, the simple case of an operating acceleration starting from the front in the direction of the vehicle longitudinal axis 10 is shown. A sub-goal of the embodiment according to the invention and the process sequence according to the invention consists in the awakening of the impression that the toy vehicle 1 is standing up and driving on its dummy wheels 21, 22 of the virtual front and rear axles 23, 24 would. To achieve the operational acceleration from now would have to act between the toy vehicle 1 and the substrate 5, an opposite driving friction. In the illustrated embodiment, this means that the Radattrappen 21, 22, if they would drive the toy vehicle 1, would have to exert a frictional force acting in the opposite direction on the ground 5. As the operating acceleration increases, so does the amount of required frictional force. However, if instead of the wheel dummies 21, 22 there were regular wheels on which the toy vehicle 1 would stand and by which the toy vehicle 1 would be driven, the actual callable maximum frictional force would be between the drive wheels represented by the wheel dummies 21, 22 and the ground 5 so large that without further action a corresponding uncorrected Betriebsreibkraft Fb would lead to such a large operating acceleration from which is not in a realistic ratio to the size of the toy vehicle 1. Therefore, according to the invention, the maximum of the frictional force is limited as follows:

The control input signals generated by the user are not converted directly into control output signals by the remote control transmitter 2. Rather, a control unit 3 is provided, which is integrated here in the remote control transmitter 2, and in which the said, generated by the user or by the driver control input signals of the remote control transmitter 2 are fed. The control unit 3 generates on this basis according to the measures described below modified control output signals, which then act on the drive and on the steering device of the toy vehicle 1. For this purpose, a control unit 3 is used, which is designed and programmed for a specific, described below computational driving simulation.

The driving behavior influenced according to the invention is based on a limitation of the maximum achievable operational acceleration by means of substitution of the uncorrected operating friction force Fb by a corrected, virtual operating friction force F _v , as shown schematically in the diagram according to FIG. 2. This will be a virtual Limit adhesion force F _m defined, which is smaller than the actually by means of the drive elements 6, 8 (Fig. 5 ff.) Transmitted to the substrate 5 maximum frictional force. In addition, a virtual Gleitreibkraft F is defined, which in turn <the marginal marginal frictional force F _m . All these forces are shown schematically in FIG. 1 and can be called up as fixed or variable parameters in the control unit 3. The virtual limit adhesion force F _m and the virtual Gleitreibkraft F _g can be optionally dimensioned so that the resulting operating accelerations are reduced from at least approximately the same scale compared to an original in terms of amount as the toy vehicle 1 itself, as a reference for this Kleinerung such a Actual limit adhesion, such actual Gleitreibkraft and such an actual operating acceleration can be based on the original, as they are known or expected from the interplay between original tire and original substrate.

The principle of the invention in one aspect of the invention will be apparent from the simple example of accelerating according to the synopsis of Figs. 1 and 2: The driver is by means of the remote control transmitter 2 "gas", thus generating the control input signal of the acceleration. Based on this, a mathematical driving simulation is performed in the control unit 3, within which the acting between the toy vehicle 1 and the ground 5 and initially uncorrected

Betriebsreibkräfte Fb calculated and compared with the virtual Grenzhaftreibkraft F _m . More precisely, the uncorrected operating friction forces Fb of the computational simulation acting between the virtually non-existent, virtually assumed wheels of the virtual front and rear axles 23, 24 and the ground 5 are used as the basis. The wheel dummies 21, 22 (FIGS. 5 to 9) only visually represent said virtual wheels, but do not fulfill their physical function.

As long as the driver specifies only moderate acceleration, in which the uncorrected operating friction force Fb is smaller than the virtual limit adhesion force F _m , the laws of the Stiction between wheels and ground 5, which is referred to here as normal mode. In the calculated driving simulation, a virtual operational friction force F _{v is} determined as one of the output variables. In normal mode, the virtual

Operating friction force F _{v set} in magnitude and direction equal to the uncorrected operating friction force Fb. The driving behavior of the toy vehicle 1 is consequently mathematically simulated in the control unit 3 under the local action of the operating friction force Fb in accordance with a static friction force.

However, if the driver is too much "gas" unless so doing the determined in the calculated driving simulation associated uncorrected Betriebsreibkraft Fb is greater than the initially given virtual Grenzhaftreibkraft F _m, a driving behavior as spinning wheels to adjust. This is referred to herein as a slip mode in which the virtual Gleitreibkraft F _g acts. The virtual Betriebsreibkraft F _v is set in magnitude and direction equal to the virtual Gleitreibkraft F _g and the mathematical driving simulation based. The toy vehicle 1 thus moves in the mathematical simulation, as if the wheels under the action of the virtual

Sliding friction force F _g would spin.

In both cases of the normal mode or the slip mode, corresponding control output signals are now generated on the basis of the respective mathematically determined virtual operating friction forces F _v in such a way that the toy vehicle 1 executes a travel movement according to the calculated driving simulation. In the case of the example according to FIG. 1, this means that the toy vehicle 1 performs an acceleration in the normal mode on the basis of the uncorrected operating friction force Fb. However, if the driver prescribes an excessive acceleration, which leads to a driving simulation in slip mode, the uncorrected operating friction force Fb is set in magnitude and direction to the virtual Gleitreibkraft F _g , resulting in a correspondingly limited forward acceleration. However, the same applies analogously to reverse acceleration in accordance with a braking maneuver, with the laws of static friction applying in normal mode, and as a result of too pronounced an acceleration Brake operation is simulated blocking the wheels by the delay is based on the virtual Gleitreibkraft F _g . Of course, in accordance with the procedure described above, the one hysteresis can also be taken into account and mapped, which follows from the smaller compared to the virtual limit adhesion force F _m virtual Gleitreibkraft F _g : The virtual Betriebsreibkraft F _v is then set again equal to the uncorrected Betriebsreibkraft Fb, if the driver reduces the acceleration a and thus the uncorrected operating friction force Fb to a level below the virtual Gleitreibkraft F _g . When the acceleration a is increased, therefore, reaching the virtual limit adhesion force F _m acts as a changeover signal from the normal mode to the slip mode, while when the acceleration a is withdrawn, the achievement of the virtual sliding friction force F _g acts as a changeover signal from the slip mode to the normal mode.

The simulation ratios for the simple case of longitudinal acceleration are described above. In addition to this, FIG. 3 shows the toy vehicle 1 according to FIG. 1 in cornering. The toy vehicle 1 moves at a certain forward speed along a travel curve 27 with a local turning radius r around an associated local center M. For the determination of the local

Movement and power conditions can be selected on the toy vehicle 1 any reference point. In the exemplary embodiment shown, the center of gravity S of the toy vehicle 1 is selected as the reference point. The center of gravity S moves in the direction of a tangent t to the travel curve 27 at a certain speed. From this speed and the local radius of curvature r, a centripetal acceleration a _y directed towards the center M and an associated, radially outwardly directed transverse force F _{y result} . Both can be determined within the scope of the calculated driving simulation carried out by means of the control unit 3. In addition, ie at the same time, it is also possible to carry out a longitudinal acceleration a _x , which here is directed by way of example to the rear and thus corresponds to a braking maneuver. For this purpose, an oppositely directed longitudinal force F _x corresponds, the longitudinal acceleration a _x and the longitudinal force F _{x being} analogous to the procedure according to FIG. 1 are determined. The longitudinal and lateral accelerations a _x , a _y can be vectorially combined to form an uncorrected operational acceleration. The same also applies to a vectorial addition of the longitudinal force F _x and the lateral force F _y to the uncorrected operating friction force Fb. Again, the same conditions apply to this uncorrected operational friction force Fb as in the case of the longitudinal uncorrected operating friction force Fb according to FIGS. 1, 2 : Here, too, a distinction is made between a normal mode and a skid mode in the computational driving simulation, in which case, however, slip sliding mode also takes into account lateral slipping. In any case, by means of the control unit 3 from the calculated driving simulation

Control output signals generated in such a way and supplied to the drive and the steering device of the toy vehicle 1, that the toy vehicle 1 performs a driving movement according to said computational driving simulation.

It can also be seen in FIG. 3 that the longitudinal axis 10 of the toy vehicle 1 lies at a first angle α to the local tangent t of the travel curve 27 in the normal mode illustrated here. This first angle α is for any reference point of the

Toy vehicle 1 determinable. As a reference point, the center of gravity S of the toy vehicle 1 is selected here by way of example. The angle α depends on the underlying steering geometry of the virtual front axle 23 and the virtual rear axle 24. In the illustrated embodiment, it is assumed that the virtual front axle 23 is steerable while the virtual rear axle 24 maintains its orientation relative to the toy vehicle 1. As a result, on the unguided virtual rear axle 24, the first angle α between the vehicle longitudinal axis 10 and the tangent t has the value zero and increases with the distance from the virtual rear axle 24 increasing toward the front. In the area of the virtual front axle 23, the first angle α assumes its maximum. The conditions are of course reversed if a steerable virtual rear axle 24 is used as a basis for the driving simulation. In any case, for a particular reference point, here the center of gravity S, such a first angle α can be determined for the normal mode shown here. If the driver preselects too high a cornering speed and / or too small a local turning radius r, the calculated uncorrected operating friction force Fb exceeds the virtual limit friction force F _m (FIG. 2), so that now the slip mode is used in the calculated driving simulation. The virtual sliding friction force F _g (FIG. 2) is now taken as the virtual operational friction force F _v , but with a lateral force direction component also being used. The vehicle can now move laterally or transversely to the tangent t. For example, the radius r can become larger up to oo, which corresponds to a so-called understeer. Going beyond a purely lateral vehicle offset while maintaining the first angle α and the vehicle longitudinal axis 10 can be converted from its first angle α in a second angle ß to the local tangent t of the travel curve 27 in the simulated slip mode. Such a case is shown by way of example in FIG. 4. Starting from the first angle α as a reference variable, the vehicle longitudinal axis 10 'changed in its position is inclined by the second angle β to the inside of the curve, which corresponds to the so-called oversteer or drifting. This case can also be represented by the control unit 3 in the computational driving simulation in slip mode and converted into corresponding control output signals, in which case the toy vehicle 1 actually performs corresponding cornering under mapping of the over- or understeer according to FIGS. 3 and 4. Again, however, the speeds and accelerations are so far limited that actually no slippage between the rolling elements 6, 8 (Fig. 5 ff.) Of the toy vehicle 1 and the ground 5 takes place. Rather, the toy vehicle 1 performs a predetermined by the control unit 3 driving movement, which gives a realistic impression, as if the toy vehicle 1 in understeer or oversteer, when braking and / or accelerating to roll his dummies or slip.

In connection with FIGS. 1 to 4 stationary states of laterally acting accelerations are shown. Nevertheless, the computational simulation and the derived driving movement of the toy vehicle 1 can also be angular acceleration the vertical axis and transient transitions between different driving conditions include. Based on the minimum requirements of the distinction between the normal mode and the slip mode described above, the computational driving simulation can be arbitrarily refined and converted into a corresponding driving movement of the toy vehicle 1. In addition to the described limitation of the possible accelerations, this also includes a limitation of the possible speeds. The distinction between adhesion and slip friction, ie between normal and slip mode can be performed individually for each wheel dummy 21, 22, for example, to take into account, depending on the situation, changing distributions of the individual wheel loads. But there are also simplifications into consideration, in which these distinctions are made only for each virtual front or rear axle 23, 24 or for the toy vehicle 1 in the respective entirety. In the absence of Radattrappen 21, 22 and fictitious reference points can be selected as a substitute. In addition, the same simulation principle in an analogous manner can also be applied to vehicles without wheels.

An interesting aspect is still, for example, that for the quasi as a switching signal between the two modes of operation acting virtual Grenzhaftkraft F _m does not have to be set to a certain amount. You can z. For example, depending on the direction, different limit values for forward acceleration, a braking maneuver, and / or laterally acting centripetal accelerations may be used. In addition, the virtual limit adhesion forces F _m can be changed during operation. As a result, z. As a progressive tire wear or driving on different surfaces with different adhesive properties can be simulated. The toy vehicle 1 can for example be provided with a detector, not shown, which recognizes a particularly slippery track section, and as a result causes a reduction of the already reduced virtual limit adhesion force F _m . In a further aspect of the invention, the switching between the two Operating modes are not made on the basis of the above-described computational driving simulation. Rather, it may be sufficient to perform this switching, for example, automatically on the basis of the fulfillment of simple logical conditions (if-then conditions) or due to a signal given by the user (actuation of a control function), wherein also any combination of computational simulations, logic functions and / or users Signals is considered. In extreme cases, it may be sufficient in the context of the invention, the

To bring the vehicle longitudinal axis from the parallelism to the local direction of motion and thereby the impression of a drift movement in particular during cornering mittein.

5 shows a perspective bottom view of a first embodiment of the toy vehicle 1 according to FIGS. 1 to 4 with the body removed. A chassis 25 carries two drive units 13, 14 on its lower side facing the substrate 5 (FIG. 1) during operation. The drive unit 13 is in the direction of the drive unit 13

Vehicle longitudinal axis 10 is positioned in front of the center of gravity S of the toy vehicle 1, while the second drive unit 14 is behind it. The front drive unit 13 comprises a pair of rolling elements 6 which are co-rotationally drivable about a common axis of rotation 7. The two rolling elements 6 are designed here as a friction wheel and designed for a frictional drive of the toy vehicle 1 with respect to the ground 5 (FIG. 1). For this purpose, a drive motor 11 acting in common on both rolling elements 6 is provided. The same applies mutatis mutandis to the identically constructed rear drive unit 14 with a pair of trained as friction wheels rolling elements 8, with an associated axis of rotation 9 and with an associated drive motor 12th

Both drive units 13, 14 are each provided with a separate and independently operable steering device, by means of which the orientation directions of the axes of rotation 7, 9 about a respective vertical steering axis 16 relative to the vehicle longitudinal axis 10 can be adjusted. Details of these steering devices will be apparent from the 5 and 6, wherein FIG. 6 shows a perspective plan view of part of the arrangement of FIG. 5 with missing rear drive unit 14, From the combination of these two Figs. 5 and 6 it can be seen that the two steering devices ever one Bogie 15 with a vertical steering axle 16 and each with an associated steering drive 17 include. For the sake of simplicity, only the front drive unit 13 and the front bogie 15 will be referred to hereinafter, but the same applies analogously to the rear drive unit 14 to the rear bogie 15. On the bogie 15, the two rolling elements 6 are mounted with their horizontal axis of rotation 7. Im shown

Embodiment is also the associated drive motor 1 1 mounted on the bogie 15. In a steering movement about the vertical longitudinal axis 16, the entire bogie 15 rotates including the two rolling elements 6, its axis of rotation 7 and the drive motor 1 1. It may also be appropriate, the drive motor 1 1 fixed, so not co-rotating on the chassis 25 mount, which then acts on the rolling elements 6 via suitable gear arrangements or other transmission means. The steering drive 17 is fixedly mounted on the chassis 25 and acts via gears on the bogie 15 such that it performs a steering pivotal movement about the up- or steering axle 16. Again, a reverse embodiment may be possible, in which the steering drive 17 is mounted on the bogie 15 and rotates together with this. The rear drive unit 14 with the bogie 15 constructed analogously, here even in a mechanically identical manner, can be driven and steered independently of the front drive unit 13 with the bogie 15. With renewed reference to FIG. 5, it should also be pointed out that the chassis 25 carries in the area of the virtual front axle 23 and also in the area of the virtual rear axle 24 in each case a pair of wheel dummies 21, 22. The two relative to the longitudinal axis 10 each arranged on both sides Radattrappen 22 of the virtual rear axle 24 have a fixed orientation relative to the chassis 25, so are not steerable. The Both in a manner analogous to the virtual front axle 23 mounted on the chassis 25 Radattrappen 21 are carried out in contrast to this freely mitlenkend, with only a single Radattrappe 21 is shown with steering deflection for clarity. For this purpose, a pivot bearing with caster for the front Radat- trappen 21 is provided. The front wheel dummies 21 thus align themselves automatically in the respective direction of travel. Alternatively, however, comes an active steering of the front wheel dummies 21 with their own steering drives into consideration. Of course, but can be dispensed with for simplification on a steering movement. In distinction to the responsible for the drive and also for the steering of the toy vehicle 1 rolling elements 6, 7 are the dummies 21, 22 so far dummies, as that they have the appearance of wheels, but not their function of the tracking and / or Exercise drive. They are so yielding to the chassis 25 and / or stored high against the rolling elements 6, 8, that they do not touch in operation either or at most with only low contact forces the ground 5 (Fig. 1). Almost the opposite is the toy vehicle 1 due to its lying between the two drive units 13, 14 Schwe sktes S in operation with its rolling elements 6, 8 on the ground 5 on that the vast majority of the acting weight forces of the rolling elements 6, 8 is worn , In conjunction with the drive motors 1 1, 12 so drives are formed, by means of which the rolling elements 6, 8 friction forces on the ground 5 so transferred that the toy vehicle 1 is driven. For maximum transferable frictional forces, the rolling elements 6, 8 are provided with a friction-increasing tires, for example made of rubber or comparable elastomer materials. Conversely, it may be appropriate to manufacture the Radattrappen 21, 22 made of materials with low coefficients of friction such as hard plastic or the like to produce in the case of ground contact the lowest possible frictional forces, thus adulterating the drive and steering action generated by the drive units 13, 14 effect is reduced to a minimum by the ground contact of the Radattrappen 21, 22 or even completely switched off. A special feature lies in the fact that the axial distance between the two rolling elements 6 on the front axis of rotation 7 and also the axial distance between the two rolling elements 8 on the rear axis of rotation 9 is optionally significantly smaller than the width of the chassis 25. This achieves that the rolling elements 6, 8 and the position of their axes of rotation 7, 9 are practically not visible or very limited in operation. This effect can also be enhanced by the fact that the two drive units 13, 14 are each arranged between a pair of wheel dummies 21, 22.

From the synopsis of FIGS. 1 to 6 it is now clear that any travel movements of the toy vehicle 1 according to FIGS. 1 to 4 including simulated or otherwise initiated sliding movements by a coordinated control of the two drive units 13, 14 and the corresponding steering - Devices can be achieved. In other words, any driving movements of the toy vehicle 1 according to FIGS. 1 to 4 can be carried out, wherein these driving movements actually take place by more or less non-slip rolling of the rolling elements 6, 8 on the ground, while at the same time the visual impression of a sliding movement can be generated. The toy vehicle 1 can be aligned and moved at any angle α, β to the tangent t of a travel curve 27, which also includes path curves 27 with a radius r = oo, that is to say a straight ahead travel according to FIG. For the virtual front axle 23 and the virtual rear axle 24, the angles α, β can be determined independently of each other. If the drive units 13, 14 are each positioned more or less exactly on the virtual front axle 23 or the virtual rear axle 24, as in FIGS. 5, 6, their axes of rotation 7, 9 are pivoted about the respective angle α, β. In conjunction with a suitable rotational speed of the rolling elements 6, 8, the toy vehicle 1 then executes a driving movement in accordance with the above-described mathematical driving simulation, as also shown in FIGS. 1 to 4. If the drive unit 13 and / or the drive unit 14 are not exactly on the virtual front axle 23 or the virtual rear axle 24 is positioned, a mathematical correction of the angular position of the drive units 13, 14 take place in such a way that as a result the virtual front axle 23 and also the virtual rear axle 24 perform movements in their respective associated angles α, β. In any case, these driving movements are brought about essentially exclusively by the two drive units 13, 14 with the associated steering devices under the action of static friction between the rolling elements 6, 8 and the ground 5, without the wheel dummies 21, 22 playing a significant role. Therefore, the front and rear axles 23, 24 are here also referred to as "virtual", since they have no significant influence on the actual driving. Nevertheless, the positions of the virtual front and rear axles 23, 24 and their wheel dummies 21, 22 play a special role in the visual appearance relative to the track tangent t. Unless the orientation of the wheel dummies 21, 22 and in particular the steering deflection of the steered front dummies 21. FIG Aligned to the actual driving movement, arises in a particularly pronounced way the impression of a side slipping toy vehicle 1, although in fact permanently non-skid drive by means of hardly or not at all perceptible rolling elements 6, 8 is present.

It has already been pointed out above that the virtual limit adhesion force F _{m should be} smaller than the maximum friction force actually transferable to the substrate 5 by means of the drive elements 6, 8. The above explanations result in a clarification of this requirement: the virtual limit adhesion force F _m should be smaller than the frictional force between the drive elements 6, 8 and the substrate 5 required for their imaging while driving. This ensures that both the normal mode and also the slip mode by means of the drive elements 6, 8 can be represented in pure static friction mode.

Fig. 7 shows a perspective plan view of a variant of the embodiment according to FIGS. 5 and 6 with only a single central bogie 15. The quite available Steering drive 17 (FIG. 6) is not shown here for a better overview. However, the steering device corresponds in construction and function of the embodiment, as described in connection with FIGS. 5 and 6. But deviating from this is the drive concept: on the bogie 15 is not a pair of jointly driven rolling elements stored. Rather, there is ever a first rolling element 6 and a second rolling element 8, which are independent of each other by a respective drive motor 1 1, 12 drivable. The drive motors 1 1, 12 shown here only schematically are mounted according to a preferred embodiment on the chassis 25, but can also be arranged as in the embodiment of FIGS. 5 and 6 on the bogie 15. In any case, the two rolling elements 6, 8 configured in the form of wheels, wherein their two associated axes of rotation 7, 9 at least axially parallel, even coaxial with each other in the illustrated embodiment. In addition, they have with respect to these axes of rotation 7, 9 an axial distance from each other. The bogie 15 is positioned on the chassis 25 in such a way that the center of gravity S of the toy vehicle 1 lies as exactly as possible centrally between the two rolling elements 6, 8 on the axes of rotation 7, 9. Conversely, this means that the midpoint between the two rolling elements 6, 8 is as close as possible to the center of gravity S of the toy vehicle 1. As with the exemplary embodiment according to FIGS. 5 and 6, it applies here that the acting weight forces are almost completely borne by the rolling elements 6, 8. The Radattrappen 21, 22 hold the toy vehicle 1 supportive in the desired horizontal position, but this only negligible footfall forces are required. It also applies here that arbitrary travel movements according to FIGS. 1 to 4 can be brought about by the common adjustment of the orientation of the rotary axes 7, 9 about the vertical steering axis 16 in conjunction with an independent drive of the two rolling elements 6, 8, and although independent of the orientation or steering angle of the Radattrappen 21, 22nd Finally, FIGS. 8 and 9 show yet another variant of the arrangement according to FIGS. 5 and 6 with two drive units 13, 14. Each drive unit 13, 14 carries only a single associated rolling element 6, 8, which is not a pair of wheels designed as a ball. In the perspective bottom view according to FIG. 8 it can be seen that the roller elements 6, 8 designed as balls project downwardly out of the chassis 25 and thereby exert the function of the rolling elements 6, 8 according to FIGS. 5 and 6.

Details of the embodiment of FIG. 8 can be seen in the plan view of FIG. 9. Each drive unit 13, 14 comprises at least a first drive shaft 18 and at least one second drive shaft orthogonal thereto and associated drive motors 1 1, 12. In the preferred embodiment shown, a pair of first and second drive shafts 18, 19 is provided for each drive unit 13, 14 provided, the pairs opposite frictionally engage the spherical surface 20 of the rolling element 6, 8. This ensures that the intervening spherical rolling elements 6, 8 are fixed both in the longitudinal direction and in the transverse direction and always experience a sufficient drive torque through the drive shafts 18, 19 at corresponding loads. In addition, a hold-down 26 is arranged above each spherical roller element 6, 8, which counteracts the contact forces acting during operation.

Notwithstanding the embodiment of FIGS. 5 and 6, no steering drive 17 is required in the embodiment shown in FIGS. 8 and 9. Instead of the steering drive 17 occurs here in Fig. 1 schematically indicated coordination unit 28 for a coordinated speed tuning of the first and second drive shafts 18, 19. The coordination unit 28 is arranged in FIG. 1 in the remote control transmitter 2 and may be part of the control unit 3 described in more detail above , Alternatively, a separate coordination unit 28 may also be provided in the toy vehicle 1 and integrated there, for example, in the receiver 4 or in the drive units 13, 14. In any case can be adjusted by a coordinated speed tuning of the first and second drive shafts 18, 19 in two drive units 13, 14 independently of each other, the position of the axes of rotation 7, 9 relative to the toy vehicle 1 and vary, so that drive and steering movements analogous to the embodiment of FIGS. 5 and 6 enter. For the independent alignment of the axes of rotation 7, 9 at least two mutually independently operable or controllable drive motors 12 are required which bring about a lateral rotational motion component of the spherical rolling elements 6, 8 by means of parallel to the vehicle longitudinal axis 10 drive shafts 19. Deviating from this, however, the proportionate rotational speeds of the ball-shaped rolling elements 6, 8 in the direction of the vehicle longitudinal axis 10 and consequently also the rotational speeds of the transverse drive shafts 18 should be the same for both drive units 13, 14, since the distance is firmly mounted on the toy vehicle 1 Drive units 13, 14 does not change each other. Accordingly, despite independent drive and steering movements, it may be sufficient to provide only a single common drive motor 11 for the drive shafts 18 of both drive units 13, 14 lying transverse to the vehicle longitudinal axis 10. In any case, by coordinated speed control of the drive motors 11, 12 and consequently also the drive shafts 18, 19, the alignment of the axes of rotation 7, 9 of both rolling elements 6, 8 set independently and vary. The same also applies to the resulting rotational speed of the rolling elements 6, 8 about this axis of rotation 7, 9, as a result of which the same applies to the driving kinematics as for the exemplary embodiment according to FIGS. 5 and 6.

Unless expressly described otherwise, the exemplary embodiments according to FIG. 7 and according to FIGS. 8 and 9 in the other features, reference symbols and properties agree with one another and with the exemplary embodiment according to FIGS. 5 and 6.

Claims

claims

A toy vehicle system comprising a toy vehicle (1) and a remote control transmitter (2),

characterized in that the toy vehicle (1) comprises a drive with at least two drive motors (1 1, 12) and at least two rolling elements (6, 8) for transmitting frictional forces and driving torque to a substrate (5), wherein the rolling elements (6 , 8) by means of the drive motors (11, 12) are independently rotatable about respective axes of rotation (7, 9), and that the toy vehicle (1) at least one steering device for adjusting orientation directions of the axes of rotation (7, 9) relative to the vehicle longitudinal axis ( 10), and in that the toy vehicle system additionally comprises a control unit (3) into which control input signals of the remote control transmitter (2) are fed, and which generates control output signals which act on the drive motors (11, 12) and the at least one steering device.

A toy vehicle system according to claim 1,

characterized in that in the control unit (3) a virtual Grenzhaft- frictional force (F _m ) and a virtual Gleitreibkraft (F _g ) between the toy vehicle (1) and the ground (5) are retrievable, wherein the virtual

Limit sticking force (F _m ) is smaller than a corresponding actually transferable maximum frictional force between the rolling elements (6, 8) and the ground (5), and wherein the virtual sliding friction force (F _g ) is equal to or less than the virtual limit sticking force (F _m ) the control unit (3) is designed for a computational driving simulation, including the control input signals of the remote control transmitter (2),

in that an uncorrected operational friction force (Fb) acting between the toy vehicle (1) and the ground (5) is calculated and compared with the virtual limit friction force (F _m ) by the control unit (3),

wherein in a normal mode in which the computed uncorrected operational friction force (Ft _> ) is less than the marginal marginal frictional force (F _m ), the driveability of the toy vehicle (1) under local action of a virtual operational friction force (F _v ) equal to the uncorrected operational friction force ( Fb) is mathematically simulated,

and wherein in a skid mode in which the computed uncorrected operational friction force (Fb) is greater than the marginal friction friction force (F _m ), the driveability of the toy vehicle (1) under localized action of a virtual operational friction force (F _v ) equal to the virtual sliding friction force ( F _g ) is simulated

and that the control unit (3) is designed to generate control output signals from the computational driving simulation in such a way and to act on the drive with the rolling elements (6, 8) and on the steering device, that the toy vehicle (1) drives according to the computational Driving simulation under the action of virtual Betriebsreibkraft (F _v ) performs.

A toy vehicle system according to claim 1 or 2,

characterized in that two drive units (13, 14) are provided, each with a drive motor (1 1, 12), each with a rolling element (6, 8) and each with its own LenkvoiTichtung, wherein each drive unit (13, 14) in Direction of the vehicle longitudinal axis (10) in front of or behind the center of gravity (S) of the toy vehicle (1) is arranged. A toy vehicle system according to claim 3,

characterized in that the two steering devices each comprise a bogie (15) with a vertical steering axis (16) and with a steering drive (17), wherein each one bogie (15) each associated with a drive motor (1 1, 12), depending a rolling element (6, 8) in the form of a drive wheel with an associated first or second rotation axis (7, 9) is mounted on the respective bogie (15) such that the first rotation axis (7) and the second rotation axis (9) are independent of one another by means of the two bogies (15) are adjustable.

A toy vehicle system according to claim 4,

characterized in that on each of the two axes of rotation (7, 9) each two rolling elements (6, 8) are arranged at an axial distance from each other.

A toy vehicle system according to claim 3,

characterized in that the rolling elements (6, 8) are spherical, that first and second drive shafts (18, 19), each with an associated drive motor (11, 12) are arranged at a right angle to each other and frictionally engaged on the spherical surface (20). the rolling elements (6, 8) attack, and that the steering devices by a coordination unit (28) for a coordinated speed tuning of the first and second drive shafts (18, 19) are formed.

A toy vehicle system according to claim 6,

characterized in that the first and second drive shafts (18, 19) in pairs oppositely frictionally engage the spherical surface (20) of the rolling elements (6, 8). A toy vehicle system according to claim 6 or 7,

characterized in that the coordination unit (28) is part of the control unit (3).

A toy vehicle system according to claim 1 or 2,

characterized in that exactly one drive unit (14) is provided which comprises two drive motors (11, 12), two rolling elements (6, 8) in the form of wheels and a steering device, wherein the first rolling element (6) from the first drive motor (11 ) is drivable about the first axis of rotation (7), wherein the second rolling element (8) arranged at an axial distance to the first rolling element (6) and by the second drive motor (12) about the second axis of rotation (9) is drivable that the first axis of rotation (7) and the second axis of rotation (9) are jointly adjustable by a steering device, and that the center between the two rolling elements (6, 8) in the region of the center of gravity (S) of the toy vehicle (1).

A toy vehicle system according to claim 9,

characterized in that the steering device comprises a bogie (15) with a vertical steering axle (16) and a steering drive (17), wherein the two drive motors (11, 12) are associated with a bogie (15), and wherein the two rolling elements ( 6, 8) are mounted on the bogie (15) such that the first axis of rotation (11) and the second axis of rotation (12) are coaxial with each other and are jointly adjustable by means of the bogie (15). A toy vehicle system according to any one of claims 1 to 10,

characterized in that the toy vehicle (1) has at least one pair of Radattrappen (21, 22). A toy vehicle system according to claim 1 1,

characterized in that a pair of Radattrappen (21) is designed steerable.

A toy vehicle system according to claim 1 1,

characterized in that a pair of Radattrappen (21) is freely mitlenkend.

A toy vehicle system according to any one of claims 1 to 13,

characterized in that the toy vehicle (1) has a vehicle longitudinal axis (10), and that in particular when driving along a travel curve (27) the control unit (3) can act on the drive and / or the steering device of the toy vehicle (1), the toy vehicle (1) carries out a local movement component transversely to the vehicle longitudinal axis (4).

A toy vehicle system according to claim 2 and any one of claims 11 to 14, characterized in that the computational driving simulation comprises the virtual limit sticking force (F _m ), the virtual sliding frictional force (F _g ), the uncorrected operational frictional force (Fb) and the virtual operational frictional force (F _v ) between the Radattrappen (21, 22) and the substrate (5) are based.

A toy vehicle system according to any one of claims 1 to 15,

characterized in that the control unit (3) in the remote control transmitter (2) is arranged.

A toy vehicle system according to claim 16,

characterized in that the assembly of control unit (3) and

Remote control transmitter (2) by a programmed smartphone or other mobile device such as a tablet, etc. is formed. A toy vehicle system comprising a toy vehicle (1) and a remote control transmitter (2), the toy vehicle (1) having a drive with rolling elements (6, 8) for transmitting frictional forces to a substrate (5) and a steering device,

characterized in that the toy vehicle system additionally comprises a control unit (3), in which control input signals of the remote control transmitter (2) are fed, and which generates control output signals which act on the drive and on the steering device of the toy vehicle (1), that in the control unit ( 3) a virtual Grenzhaftreibkraft (F _m ) and a virtual Gleitreibkraft (F _g ) between the toy vehicle (1) and the ground (5) are retrievable, the virtual Grenzhaftreibkraft (F _m ) smaller than a corresponding actually transferable maximum frictional force between the Rolling elements (6, 8) and the ground (5), and wherein the virtual Gleitreibkraft (F _g ) is less than / equal to the virtual Grenzhaftreibkraft (F _m ) that the control unit (3) for a computational driving simulation involving the control input signals of the Remote control transmitter (2) is designed such

wherein in a normal mode in which the computationally determined uncorrected Betriebsreibkraft (Fb) is smaller than the virtual Grenzhaftreibkraft (F _m), the driving behavior of the toy vehicle (1) under local action of a virtual Betriebsreibkraft (F _v) (in the amount of the uncorrected Betriebsreibkraft Fb ) is mathematically simulated,

and wherein in a slip mode in which the computed value, uncorrected Betriebsreibkraft (Fb) is greater than the Grenzhaftreibkraft (F _m) is, the driving behavior of the toy vehicle (1) under the action of a local virtual operational friction force (F _v ) is simulated in the amount of the virtual Gleitreibkraft (F _g ),

Method for operating a toy vehicle system,

the toy vehicle system comprising a toy vehicle (1) and a remote control transmitter (2), the toy vehicle (1) having a drive with rolling elements (6, 8) for transmitting frictional forces to a substrate (5) and a steering device,

characterized in that the toy vehicle system additionally comprises a control unit (3), in which control input signals of the remote control transmitter (2) are fed, and which generates control output signals which act on the drive and on the steering device of the toy vehicle (1), that in the control unit ( 3) a virtual Grenzhaftreibkraft (F _m ) and a virtual Gleitreibkraft (F _g ) between the toy vehicle (1) and the ground (5) are retrievable, the virtual Grenzhaftreibkraft (F _m ) smaller than a corresponding actually transferable maximum frictional force between the Rolling elements (6, 8) and the ground (5), and wherein the virtual Gleitreibkraft (F _g ) is less than / equal to the virtual Grenzhaftreibkraft (F _m ) that in the control unit (3) a computational driving simulation involving the control input signals of the Remote control transmitter (2) is carried out in such a way

in that an uncorrected operational friction force (Fb) acting between the toy vehicle (1) and the ground (5) is calculated and compared with the virtual limit friction force (F _m ) by the control unit (3), wherein in a normal mode in which the computationally determined uncorrected Betriebsreibkraft (Fb) is smaller than the virtual Grenzhaftreibkraft (F _m) is, the driving behavior of the toy vehicle (1) under local action of a virtual Betriebsreibkraft (F _v) in the amount of the uncorrected Betriebsreibkraft (Fb) is mathematically simulated,

and wherein in a slip mode in which the determined computationally, uncorrected Betriebsreibkraft (Fb) is greater than the Grenzhaftreibkraft (F _m) is, the driving behavior of the toy vehicle (1) under local action of a virtual Betriebsreibkraft (F _v) in the amount of virtual Gleitreibkraft (F _g ) is simulated,

and that the control unit (3) from the computational driving simulation

Control output signals generated in such a way and can act on the drive with the rolling elements (6, 8) and on the steering device that the toy vehicle (1) performs a driving movement according to the computational driving simulation under the action of virtual Betriebsreibkraft (F _v ).

Method according to claim 19,

characterized in that the toy vehicle (1) has a vehicle longitudinal axis (10), that an acceleration in the direction of the vehicle longitudinal axis (10) predetermined and from a frictional force in the direction of the vehicle longitudinal axis (10) is derived, and that when exceeding the virtual Grenzhaftreibkraft (Fm ) the acceleration in the direction of the vehicle longitudinal axis (10) is reduced to a limit acceleration, which corresponds to the virtual Gleitreibkraft. Method according to claim 19 or 20,

characterized in that the toy vehicle (1) has a vehicle longitudinal axis (10) that when traveling along a travel curve (27) with a local radius (r) an acceleration of the toy vehicle (1) in the direction of the local radius (r) and therefrom a friction force is derived transversely to the direction of the vehicle longitudinal axis (10), and in that the control unit (3) acts on the drive and / or the steering device of the toy vehicle (1) when the limit virtual friction force (F _m ) is exceeded such that the toy vehicle (1 ) performs a local component of movement transversely to the vehicle longitudinal axis (4).

Method according to claim 21,

characterized in that the travel curve has a local tangent (t) that the vehicle longitudinal axis (10) in the normal mode at a first angle (a) to the local tangent (t), and that in the simulated slip mode, the vehicle longitudinal axis (10) starting from their first angle (a) to a second angle (ß) to the local tangent (t) of the travel curve is transferred.

Method according to one of claims 19 to 22,

characterized in that the toy vehicle (1) at least two drive motors (1 1, 12) and at least two rolling elements (6, 8) for transmitting drive torque to the substrate (5), wherein the rolling elements (6, 8) by means of the drive motors (1 1, 12) are independently rotatable about respective axes of rotation (7, 9), and that the toy vehicle (1) comprises at least one steering device for adjusting orientation directions of the axes of rotation (7, 9) relative to the vehicle longitudinal axis (10), and the control unit (3) acts on the drive motors (11, 12) and the at least one steering device.