EP3807142A1 - Dispositif de transport ayant un dispositif de sécurité - Google Patents

Dispositif de transport ayant un dispositif de sécurité

Info

Publication number
EP3807142A1
EP3807142A1 EP19734693.5A EP19734693A EP3807142A1 EP 3807142 A1 EP3807142 A1 EP 3807142A1 EP 19734693 A EP19734693 A EP 19734693A EP 3807142 A1 EP3807142 A1 EP 3807142A1
Authority
EP
European Patent Office
Prior art keywords
transport device
acceleration
mass
designed
detection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19734693.5A
Other languages
German (de)
English (en)
Inventor
Paul Paukow
Pierre Nonnenmacher
Jochen Pfister
Bertram SCHILLINGER
Barbara JUENGLING
Stefan Groh
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3807142A1 publication Critical patent/EP3807142A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/0026—Propulsion aids
    • B62B5/0069—Control
    • B62B5/0073—Measuring a force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/0026—Propulsion aids
    • B62B5/0033—Electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/04—Braking mechanisms; Locking devices against movement
    • B62B5/0404—Braking mechanisms; Locking devices against movement automatic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B5/00—Accessories or details specially adapted for hand carts
    • B62B5/04—Braking mechanisms; Locking devices against movement
    • B62B5/049—Braking mechanisms; Locking devices against movement locking against movement by contacting the floor or a wall
    • B62B5/0495—Braking mechanisms; Locking devices against movement locking against movement by contacting the floor or a wall by contacting a wall

Definitions

  • the present invention relates to a transport device, in particular a pram, with at least three wheels and with a handle for a user, at least one wheel of the at least three wheels being designed as a drive wheel which can be driven by an electric motor by means of an associated electrical drive unit in order to enable at least partial electromotive support of a manual pushing or pulling operation of the transport device by the user.
  • Transport devices designed as pushchairs with active support of a user in pushing or pulling operation by drive wheels which can be driven by an electric motor are known from the prior art.
  • a drive system of a transport device in particular of such a stroller, can be designed to detect a critical state of the transport device. For example, an absence of a user or a release of the pram can be determined, so that accidents caused by a pram moving independently and in an uncontrolled manner can at least essentially be prevented.
  • Electrified strollers are known in which the presence of a user can be detected by at least one force sensor.
  • Electrified pushchairs are also known in which an acceleration of the pushchair can be detected by an acceleration sensor.
  • the invention relates to a transport device, in particular a pushchair, with at least three wheels and with a handle for a user, where at least one wheel of the at least three wheels is designed as a drive wheel, which is electromotive by means of an associated electrical drive unit is drivable to enable at least partial electromotive support of a manual pushing or pulling operation of the transport device by the user.
  • a detection unit for detecting an acceleration of the transport device and a safety device for recognizing a critical state of the transport device as a function of a respectively detected acceleration are provided.
  • the invention thus makes it possible to provide a transport device in which a critical condition can be determined safely and reliably by the safety device.
  • a critical condition can be determined safely and reliably by the safety device.
  • at least an unwanted acceleration of the transport device can be detected easily and uncomplicatedly and thus prevented.
  • the safety device is preferably assigned a tilt detection unit which is designed to detect a tilting of the transport device.
  • a safe transport device can thus be provided in a simple manner.
  • the tilt detection unit is preferably designed to distinguish between a movement of the transport device on an inclined plane and a tilt. It is therefore easy and straightforward to switch between tipping the transport device, e.g. driving up a curb or distinguishing between moving on an inclined plane, which can prevent accidental acceleration.
  • the tilt detection unit is assigned a tilt angle determination which determines a tilt angle of the transport device on the basis of trigonometry and the respectively detected acceleration of the transport device. Tilting of the transport device can thus be determined safely and reliably.
  • the tilt detection unit preferably has a tilt detection which determines a tilting of the transport device by comparing an angle of inclination of an inclined plane of a surface with a tilt angle of the transport device. In this way, a tilting of the transport device can be distinguished from a movement on an inclined plane in a simple manner.
  • the detection unit preferably determines the respectively detected acceleration of the transport device by means of an acceleration sensor. A simple and easy determination of the acceleration of the transport device can thus be made possible.
  • a computing device which is designed to calculate the acceleration of gravity from an acceleration determined in each case by means of the acceleration sensor, in order in each case to obtain a corrected acceleration value. This enables an exact and precise determination of the acceleration.
  • the safety device is preferably assigned a sensor data fusion unit which is designed to calculate the three gimbal angles of a current position of the transport device on the basis of the respectively detected acceleration and an angular acceleration of the transport device. A movement of the transport device in three-dimensional space can thus be determined.
  • the computing device preferably determines the respectively corrected acceleration of the transport device on the basis of the respectively detected acceleration and the three gimbal angles. This enables the adjusted acceleration to be determined simply and uncomplicatedly.
  • the detection unit preferably determines a respective acceleration of the transport device via a wheel speed of the at least one drive wheel. An alternative determination of the acceleration of the transport device can thus be made possible.
  • the safety device is assigned a trigger detection, which is designed to detect a triggering of the transport device. The safety device can thus determine a further relevant state of the transport device.
  • the trigger detection for detecting a pulse acting on the transport device preferably detects an impact, the trigger detection distinguishing between accelerating the transport device and a pulse. In this way, a determination of an impingement of the transport device can be made possible precisely and precisely.
  • the safety device preferably has a mass determination unit which is designed to determine a mass of the transport device. A mass of the transport device can thus be determined in a simple manner.
  • the mass determination unit preferably determines the mass of the transport device at a standstill and / or during a braking operation on the basis of the force acting on the at least one drive wheel and the acceleration detected in each case. Improved control of the transport device can thus be made possible.
  • the mass determination unit estimates a mass of the transport device, a feedforward control being provided, which adjusts the mass of the transport device on the basis of the estimated mass and an acceleration applied to the transport device by a user of the transport device.
  • a feedforward control being provided, which adjusts the mass of the transport device on the basis of the estimated mass and an acceleration applied to the transport device by a user of the transport device.
  • the safety device is preferably designed to activate a braking device when a critical state of the transport device is detected due to a tilting of the transport device and / or a pulse acting on the transport device. This enables safe and reliable operation of the transport device.
  • FIG. 1 is a schematic side view of a transport device designed as a stroller with a safety device according to the invention
  • FIG. 2 shows a schematic illustration of one of the safety devices from FIG.
  • FIG. 3 shows a schematic illustration of the safety device from FIG. 2,
  • FIG. 4 shows a schematic illustration of a tipper detection system with a division of accelerations assigned to the transport device from FIG. 1, FIG.
  • FIG. 5 shows a schematic structure of the tipper detection system from FIG. 4,
  • FIG. 6 shows a schematic illustration of a further tipper determination system with a division of accelerations and forces assigned by the transport device from FIG. 1,
  • FIG. 7 shows a schematic structure of the tipper determination system from FIG. 6,
  • FIG. 8 shows a schematic structure of a sensor fusion unit for determining the gimbal angle required for the tipper detection systems
  • FIG. 9 shows a simplified illustration of the sensor fusion unit from FIG. 8,
  • FIG. 10 is a schematic representation of the transport device of FIG.
  • FIG. 1 1 shows a schematic structure of the transport device of FIG.
  • FIG. 12 shows a schematic illustration of the tipper detection system from FIG. 11
  • FIG. 13 shows a schematic illustration of a tipper detection assigned to the tipper detection system from FIGS. 11 and 12,
  • FIG. 14 shows an exemplary three-dimensional diagram with values determined by the tipper determination system from FIGS. 11 to 13,
  • FIG. 15 shows a schematic structure of a trigger detection assigned to the safety device from FIGS. 1 to 3, 16 shows an exemplary vt diagram associated with the trigger detection of FIG. 15,
  • FIG. 17 shows an exemplary a-t diagram associated with the trigger detection of FIG. 15,
  • FIG. 18 shows an exemplary a-t diagram associated with the trigger detection of FIG. 15,
  • FIG. 19 shows a schematic top view of the transport device from FIG. 1
  • FIG. 20 shows a schematic structure of a mass determination unit assigned to the safety device from FIGS. 1 to 3, FIG.
  • 21 shows an exemplary M-t diagram and an n-t diagram for determining a braking operation
  • the transport device 100 can also be a wheelbarrow, a hand truck, a disposal container, in particular a garbage can, a pallet truck or the like.
  • the stroller 100 has, for example, a collapsible chassis 101 and a bed or seat pan 106 for a child, not shown.
  • a U-shaped and preferably ergonomically height-adjustable handle 110 is also provided for a user of the stroller 100, which is also not shown in the drawing.
  • the stroller 100 preferably has at least three wheels 1 16, 1 18, 120, 122. Two wheels are preferably arranged on a rear axle and one wheel on a front axle, but two wheels can also be arranged on the front axle and one wheel on the rear axle. Of the at least three wheels 116, 118, 120, 122, at least one wheel is preferably designed as a drive wheel 132.
  • the at least one drive wheel 132 can preferably be driven by an electric motor by means of at least one electrical drive unit 142.
  • the at least one drive wheel 132 can be arranged on the front axle and / or the rear axle. At least two wheels are preferably designed as drive wheels 120, 122.
  • the electric drive unit 142 provides at least partial electromotive support for manual pushing or pulling operation of the pushchair 100 in a preferred pushing or pulling direction on an essentially horizontal surface 115 or on an inclined or oblique angle at an angle f running underground 1 14 or an inclined plane.
  • the stroller 100 is arranged on the inclined plane 114.
  • the electric drive unit 142 here essentially preferably comprises an electric motor, which can be implemented, for example, with a brushless, permanently excited DC motor and preferably has a transmission for adjusting the speed and torque to the operating requirements of the stroller or the transport device 100.
  • the drive unit 142 is preferably controllable by means of an electronic control device.
  • the two rear wheels 120, 122 can be designed as drive wheels 132, the drive wheels in such a constellation for realizing the electromotive-assisted pushing or pulling operation of the stroller 100 by means of an electric one Drive unit 142 can preferably be driven individually and can be controlled independently of one another with the aid of the control device.
  • a detection unit 170 for detecting an acceleration of the transport device 100 is preferably provided on the transport device 100 or the stroller. Furthermore, the transport device 100 is assigned a control device 160 which controls the transport device as a function of the signals detected by the detection unit 170, in particular on the acceleration of the transport device 100.
  • the manual and at least partially electromotively supported pushing or pulling operation is only carried out and / or maintained when a user force Fu acts on the handle 110 of the stroller 100.
  • the weight force F g m * g, which is independent of the electric drive unit 142, acts on the stroller 100, where m represents the generally unknown (total) mass of the stroller 100.
  • the at least one electric drive unit 142 together with the user force Fu, causes speed changes Dn with respect to the current speed of the stroller 100. The speed changes Dn take place parallel to the inclined surface 114 or in the x-direction 104 of the coordinate system 102.
  • FIG. 2 shows the control device 160 from FIG. 1.
  • FIG. 2 illustrates the detection unit 170 assigned to the control device 160, which is designed to detect an acceleration a of the transport device 100 or of the stroller.
  • the detected acceleration a is transmitted to a safety device 200 assigned to the control device 160.
  • the safety device 200 is preferably designed to detect a critical state of the transport device 100 as a function of the respectively detected acceleration a.
  • FIG. 3 shows the safety device 200 from FIG. 2.
  • the safety device 200 is preferably assigned a tilt detection unit 215, which is designed to detect a tilting of the transport device 100 or the stroller.
  • tilt detection unit 2115 is understood to mean a tilting of the pushchair 100, for example in order to drive from a street onto a sidewalk or to overcome a curb. However, this has nothing to do with the stroller 100 falling over.
  • the tilt detection unit 215 is preferably designed to distinguish between a movement of the transport device 100 on an inclined plane 114 and a tilting. Thus, an unintentional acceleration of the stroller 100 based on the assumption that the stroller 100 travels up an inclined plane 114 can be prevented when tilting.
  • a tilt angle determination 210 is preferably assigned to the tilt detection unit 215, which preferably determines a tilt angle a of the stroller 100 on the basis of trigonometry and the respectively detected acceleration a of the transport device 100.
  • the tilt detection unit 215 preferably has a tilt detection 220, which tilts the stroller 100 by comparing the angle of inclination f the inclined plane 114 of a substrate with the tilt angle a of the transport device 100 is determined. If a tilting of the transport device 100 or of the stroller is detected, a braking device 250 is preferably activated, which is designed to brake the stroller 100.
  • the safety device 200 is assigned a trigger detection 230, which is designed to detect a triggering of the transport device 100.
  • the trigger detection 230 detects a trigger by detecting a pulse acting on the transport device 100 (1636 in FIG. 18).
  • the trigger detection 230 preferably differentiates between accelerating the transport device 100 and a pulse.
  • a pulse is the time derivative of the acceleration of the stroller or a comparatively high acceleration in a predefined period of time, whereby a threshold value can be set as of when the acceleration is a pulse.
  • the braking device 250 is activated when a pulse is detected or triggered.
  • the safety device 200 additionally or alternatively has a mass determination unit 240, which is designed to determine the mass m of the transport device 100.
  • the mass determination unit 240 preferably determines the mass m as a function of the acceleration a of the transport device 100 and the tilt angle a.
  • the mass determination unit 240 determines the mass m at a standstill and / or during a braking operation on the basis of the force acting on the at least one drive wheel 132 (FM O U, FMot2 in FIG. 19) and the respectively detected acceleration a.
  • the mass determination unit 240 can alternatively or optionally also estimate the mass m of the transport device 100, with a feedforward control (2300 in FIG.
  • FIG. 4 shows a structure 400 assigned to the tilt detection unit 215 from FIG. 3 for determining the tilt angle a. 4 shows the horizontal surface 115, to which a coordinate system 402 is assigned, and the inclined surface or the inclined plane 114 of FIG. 1 with the exemplary wheel 120 of the stroller 100, to which a coordinate system 410 is assigned.
  • the coordinate system 402 has, for example, an x direction on an abscissa x and perpendicular or on an ordinate z, a z direction parallel to the horizontal background 115. Furthermore, the coordinate system 410 has an abscissa 41 1, on which an acceleration a X R is plotted, and an ordinate 412, on which an acceleration a Z R is plotted. In addition, a coordinate system 420 is provided, which is inclined by the tilt angle a and has an abscissa 421, on which an acceleration ax is plotted, and an ordinate 422, on which an acceleration az is plotted.
  • the coordinate systems 410, 420 have their origin at the exemplary wheel 120. Furthermore, an acceleration due to gravity g in the direction of the z direction of the coordinate system 402 is shown starting from a center point of the wheel 120.
  • the accelerations ax, ay, az are preferably determined using an acceleration sensor (811 in FIG. 8), preferably a MEMS sensor.
  • an acceleration sensor 811 in FIG. 8
  • the accelerations a XR , a Z R and ax, az of the coordinate system 410, 420, the so-called body-fixed system must be converted into the coordinate system 402 or the starting system.
  • the acceleration is preferably converted using a transformation matrix T using the three cardan angles Y, q, F.
  • FIG. 5 shows an embodiment 450 of the tilt detection unit 215 from FIG. 3.
  • the tilt detection unit 450 has a computing device 510, which is designed to generate an acceleration determined by the acceleration sensor (81 1 in FIG. 8) ax, ay, az, calculate the acceleration due to gravity g in order to obtain a corrected acceleration value a XR , a yR , a ZR .
  • the computing device 510 preferably first converts the accelerations a XR , a ZR or ax, az of the coordinate system 420 into the coordinate system 402 with the transformation matrix T.
  • the transformation matrix T or T420 402 reads :
  • the three cardan angles Y, q, F are determined by a sensor fusion unit (800 in FIGS. 8 and 9), which is described in more detail in FIGS. 8 and 9.
  • the corrected acceleration values a XR , a yR , a ZR are then determined , the gravitational acceleration g having to be transformed into the coordinate system 402 analogously to the accelerations using the following formula:
  • the adjusted acceleration values a XR , a yR , a ZR are thus formulated as follows:
  • the acceleration a Rad preferably corresponds to the acceleration a xR and the acceleration a zR is zero.
  • the tilt angle is then determined a. This can preferably be determined from the 1st equation or the following formula:
  • the determined tilt angle a is then forwarded to the tilt detection 220, which checks whether the stroller 100 has tilted or is traveling on an inclined plane 114.
  • FIG. 6 shows the stroller 100 from FIG. 1, a structure 400 assigned to the tilt detection unit 215 from FIG. 3 for determining the tilt angle a being illustrated.
  • the user force Fu and the weight force F g are each divided into forces Fux, F gx in the x direction and forces FUY, F 9 Y in the y direction.
  • the acceleration ax of the pushchair 100 is also entered in FIG. 6.
  • the structure 600 has a body-fixed coordinate system 610.
  • the coordinate system 610 has an ordinate 612, in which an acceleration az ⁇ takes place in the z direction, and an abscissa 61 1, in which an acceleration ax ⁇ occurs in the x direction.
  • the acceleration ax is shown in the tilt angle a to the abscissa 61 1 or to the acceleration direction ax ⁇ .
  • the drive wheel 132 is assigned a wheel speed n, wherein according to one embodiment, the detection unit 170, in particular by determining the tilt angle (710 in FIG. 7), a respective acceleration a x , a y , a z , in particular the acceleration ax of the pushchair 100 is determined via the wheel speed n of the at least one drive wheel 132.
  • FIG. 7 shows an embodiment 650 of the tilt detection unit 215 from FIG. 3 which has the computing device 510 from FIG. 5, the computing device 510 in FIG. 7 using the gimbal angles Y, q, F and the measured accelerations ax, ay, az determines the transformed and adjusted accelerations Q CB , Q UB , 3.
  • the gravitational acceleration g is calculated from the measured accelerations, as shown below:
  • the wheel acceleration a wheel is preferably calculated using the derived wheel speed n using the following formula:
  • an embodiment 710 of the tilt angle determination 210 determines the tilt angle a using the following formula: aXB
  • the determined tilt angle a is forwarded to the tilt detection 220.
  • the tilt detection 220 then preferably checks whether the stroller 100 has tilted or is traveling on an inclined plane 114.
  • the sensor fusion unit 800 preferably has the detection unit 170, which is preferably assigned at least one acceleration sensor 81 1.
  • the at least one acceleration sensor 81 1 is preferably designed as a MEMS sensor. With the aid of the acceleration determined by the at least one acceleration sensor 81 1, a position calculation of the stroller 100 can then be carried out using a position calculation unit 812.
  • the determined data are subsequently transmitted to a further unit 815, which has a gyroscope 813 and a Kalmann filter 814.
  • the determined values are then transformed, calculated and / or filtered in unit 815 in order to obtain the gimbal angles Y, q, F.
  • FIG. 9 shows the sensor fusion unit 800 from FIG. 8, the measured accelerations ax, ay, az and the angular accelerations w c , oo y , w z as input variables of the pushchair 100 are used and the gimbal angles Y, q, F are output as output variables.
  • the cardan angles Y, q, F are calculated using the following formulas:
  • u is the speed in the x direction
  • v the speed in the y direction
  • w the speed in the z direction
  • p is the angular acceleration in the x direction
  • q the angular acceleration in the y direction
  • r the angular acceleration in the z direction.
  • the two angles Q and F are required, among other things, to calculate the gravitational acceleration g from the accelerations measured by the acceleration sensor 811. Fast turning processes are calculated from the angular speeds.
  • the acceleration values determined by the acceleration sensor 81 1 are preferably used for the absolute angle calculation. This makes the angle of rotation independent of user acceleration.
  • Fig. 10 shows the stroller 100 of Fig. 1 in motion.
  • the Stroller acceleration and centrifugal acceleration can be compensated.
  • the acceleration is made up as follows:
  • the vehicle acceleration in the x direction can preferably be calculated from the wheel speed n, as described above:
  • the centrifugal force is calculated from the radius of rotation r and the wheel speed:
  • the slope downforce can be compensated with the aid of the tilt angle a in order to improve the driving behavior and / or the braking behavior of the stroller 100.
  • Fig. 1 1 shows a structure 1 100 assigned to the tilt detection unit 215 from FIG. 3 for determining the tilt angle a.
  • Fig. 1 1 illustrates trigonometric relationships of the individual vectors acting on the stroller 100.
  • a first right-angled triangle 1 1 12 has a hypotenuse, which is defined as the wheel distance r1 from a front wheel to a rear wheel of the stroller 100.
  • the tilt angle a is arranged between the hypotenuse and the adjacent catheter v1 and the opposite catheter y1 defines a height, preferably the height, which the tilted wheel of the stroller 100 has.
  • a second right-angled triangle 113 has a hypotenuse s1, which defines a distance on an inclined plane, to which a speed v2 is preferably assigned.
  • the distance s1 has an inclination angle f, the counter-cathetus of the second triangle 111 being the counter-cathetus of the first triangle 111.
  • a general triangle 1 1 14 is provided, which has the wheelbase r1, the tilt angle a with the vector v1 and the distance s1.
  • FIG. 13 shows an embodiment 1 150 of the tilt detection 220 from FIG. 3, which preferably assigns one of the states described in FIG. 11 to the stroller 100.
  • a detection unit 1 1 10, 1 120, 1 130 is provided for each of the preferably three states, the detection unit 1 1 10 recognizing the second, non-tilted state depending on the distances s1 a and s1 ⁇ p , the detection unit 1 120 depending on the tilt angle a and the tilt angle f recognizes a transition after a tilt, and wherein the recognition unit 1 130 depending on the amount of the derivative of the tilt angle
  • the states determined by the detection units 1 1 10, 1 120, 1 130 are preferably sent to an evaluation unit 1 140, which preferably activates the braking device 250 when a tilt is detected.
  • the evaluation unit 1 140 can be designed to switch off the downhill drive component, in particular the drive wheel 132, when a tilt is detected.
  • and the speed v of the stroller 100 determined using the following formulas:
  • 14 shows an exemplary three-dimensional diagram 1210, the speed v being plotted in m / s on an axis 121 1, the negative angular acceleration w in rad / s on an axis 1212, and the tilt angle a and on an axis 1213 the angle of inclination cp, each in degrees, are shown. 14 shows that the slope or inclination is preferably eliminated from an inclination angle f> 20 °. In addition, the tilting is preferably only detected at a low speed or driving speed v of the stroller 100. A tilting is determined by a plausibility check of the slope or the angle of inclination cp.
  • FIG. 15 shows an embodiment of the kick detection 230 from FIG. 2, which detects a push of the pushchair 100 as a function of the acceleration a.
  • the kick detection 230 preferably differentiates between starting the pushchair 100 and pushing or pushing it away, this taking place on the basis of the change in acceleration of the pushchair 100.
  • a computer unit 1510 is assigned to the trigger detection 230, which is preferably designed to calculate a derivative a of the acceleration a, a so-called pulse.
  • the pulse a is then measured in a comparison unit 1520 a predetermined, preferably adjustable threshold value SW. If the determined pulse a is greater than the threshold value SW, then there is a trigger and the trigger detection 230 preferably activates the braking device 250.
  • FIG. 16 shows a diagram 1600 with a coordinate system 1613 which has an abscissa 161 1 on which a time t in seconds s is plotted and which has an ordinate 1612 on which a speed v, in particular of the stroller 100 in m / s.
  • a speed-time curve 1615 is assigned to the diagram 1600, the curve 1615 having an exemplary exponential course from a time t1.
  • the stroller 100 is preferably at a standstill until the time t1 and begins to move from the time t1.
  • FIG. 17 shows a diagram 1620 with a coordinate system 1623 which has an abscissa 1621 on which a time t is plotted in seconds s and which has an ordinate 1622 on which an acceleration a in m / s 2 is applied.
  • the diagram 1620 is associated with an acceleration-time curve 1625, which has a comparatively steep slope at the time t1 and falls flat after a peak.
  • FIG. 18 shows a diagram 1630 with a coordinate system 1633, which has an abscissa 1631, on which a time t in seconds s is plotted, and which has an ordinate 1632, on which a pulse ⁇ in m / s 3 is applied.
  • a diagram 1630 is associated with a pulse-time curve 1635 and a threshold value 1637.
  • the curve 1635 rises comparatively steeply at the time t1 to a high point 1636 and then drops again relatively quickly.
  • the climax 1636 is illustratively above the threshold value 1637, as a result of which the kick detection 230 detects a kick and preferably activates the braking device 260.
  • FIG. 19 shows the stroller 100 from FIG. 1 with the mass determination unit 240 from FIG. 3.
  • FIG. 19 shows the illustratively four wheels 116-122, the two wheels 116, 118 being designed as steering rollers for steering the stroller 100 and where the wheels 120, 122 are designed as drive wheels 132.
  • the drive wheels 132 are arranged in the longitudinal direction 2119 a distance 11 from a center of gravity S of the stroller 100. Furthermore, the two drive wheels 132 spaced apart by a distance D in the transverse direction 21 18 of the stroller 100. In the center of gravity S, the y component Fgy of the weight force Fg also acts.
  • a force F MOU , F Mot 2 acts on the drive wheels 132, which is illustrated in FIG. 19 pointing to the right.
  • the mass determination unit 240 preferably determines, based on the force F MOU , F Mot 2 acting on the at least one drive wheel 132, and the respectively detected acceleration a, the mass m of the stroller 100 when the vehicle is stationary and / or during a braking operation.
  • a mass determination takes place at a standstill if the stroller 100 is held by a position control on a slope or on the inclined plane 114 of FIG. 1 and a user does not hold the stroller 100, ie if the stroller 100 is held solely by the Position control is held at a standstill.
  • a position control is known from the prior art, which is why a detailed description is omitted here for the sake of brevity of the invention.
  • the mass is determined using the following formula:
  • the mass determination unit 240 is switched off.
  • FIG. 20 shows the mass determination unit 240 from FIG. 3, which is designed for mass estimation during a braking operation, the mass determination unit 240 being implemented according to an embodiment with an RLS algorithm 21 10.
  • the mass m is estimated with the RLS algorithm 2110 during a braking operation in order to improve the braking behavior.
  • the following equation is solved by the RLS algorithm 21 10:
  • the RLS algorithm 21 10 preferably has at least the two forces F MOU , F MOI 2, the acceleration a and a negation -1 as input variables; the inclination angle f can optionally be designed as an input variable. As estimated The RLS algorithm 21 10 provides output variables the user force Fu and the mass m.
  • FIG. 21 shows a torque-time diagram 2210 assigned to the mass determination unit 240 from FIG. 3 and a speed-time diagram 2220.
  • the torque-time diagram 2210 has a curve 2215, with an abscissa 2211 on which a time t is plotted and an ordinate 2212, on which a torque M is plotted, is provided.
  • Curve 2215 preferably has an approximately exponentially increasing profile.
  • an exemplary torque threshold 2202 which is characteristic of a braking operation, is exceeded.
  • the torque-time diagram 2210 preferably has an abscissa 2221, on which a time t is plotted, and an ordinate 2222, on which a speed n of the drive wheel 132 is plotted.
  • a curve 2225 assigned to the torque-time diagram 2210 runs approximately constant until time t2 and then drops until the stroller 100 comes to a standstill.
  • a region 2229, or the fall of curve 2225, describes a braking process of the stroller 100.
  • FIG. 22 shows a further embodiment 2300 of the mass determination unit 240 from FIG. 3, wherein a mass m of the stroller 100 is estimated analogously to the mass determination unit 240 and a positive feedback control 2300 is provided.
  • the positive feedback control 2300 preferably adjusts the mass m or m_supp of the stroller 100 based on the estimated mass and an acceleration da / dt applied to the stroller 100 by a user of the stroller 100.
  • a mass value or a degree of support can therefore do without a direct mass estimate.
  • a mass or support of the stroller 100 is set, which is adjusted depending on the behavior of the user.
  • the positive feedback control 2300 When the user accelerates, the positive feedback control 2300 increases the mass value m_supp and thus the support. If too much support is given, the user initiates a reduction in the acceleration value and thus a change in the acceleration. As a result, the level of support is maintained or reduced and the level of support sets itself up.
  • the positive feedback control 2300 preferably has a controlled system 2310 which is supplied with the user force Fu, the term g * sin f for the inclined plane 114, and a motor force, or the two forces F MOU , F Mot 2, which are at a summation point 231 1 can be added. This is followed by a computing stage 2312, or 1 / m, in which the
  • Acceleration a and acceleration a are fed to a computing stage 2313, or 1 / s, in order to determine the speed v. Acceleration a is preferably passed on to a reference characteristic curve 2320 and to a further computing stage 2322, or da / dt, for generation. An estimated mass m as a function of the acceleration a is determined using the reference characteristic curve 2320. With the change in acceleration da determined in control stage 2322, a degree of amplification for da is subsequently determined in a computing stage K to control the degree of support and is output as a change in mass dm. The estimated mass m and the change in mass dm are then summed at a summation point 2324, the estimated mass m preferably being added and the
  • Change in mass dm is preferably subtracted. This is preferably followed by a computing stage 2325 and a computing stage 2326, the computing stage 2326 preferably being assigned a time constant Ts of a low pass. After the preferably two calculation stages 2325, 2326, the mass value m_supp is obtained. The mass value m_supp is then combined with the weight and the sin f or g * sin f, where the result from this is again fed to the controlled system 2310 as motor force.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)

Abstract

L'invention concerne un dispositif de transport (100), en particulier une poussette, qui comprend au moins trois roues (116, 118, 120, 122) et une poignée (110) destinée à un utilisateur. Au moins une roue (120, 122) des au moins trois roues (116, 118, 120, 122) est conçue comme une roue motrice (132) pouvant être entraînée électriquement par une unité d'entraînement électrique associée (142), pour pouvoir assister, au moins en partie par une moteur électrique, un fonctionnement par glissement ou traction manuel du dispositif de transport (100) par l'utilisateur. Selon l'invention, il est prévu une unité de détection (170) destiné à détecter une accélération (a) du dispositif de transport (100) et un dispositif de sécurité destiné à détecter un état critique du dispositif de transport (100) en fonction de chaque accélération détectée (a).
EP19734693.5A 2018-06-14 2019-06-04 Dispositif de transport ayant un dispositif de sécurité Withdrawn EP3807142A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018209496.9A DE102018209496A1 (de) 2018-06-14 2018-06-14 Transportvorrichtung mit einer Sicherheitsvorrichtung
PCT/EP2019/064526 WO2019238475A1 (fr) 2018-06-14 2019-06-04 Dispositif de transport ayant un dispositif de sécurité

Publications (1)

Publication Number Publication Date
EP3807142A1 true EP3807142A1 (fr) 2021-04-21

Family

ID=67137884

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19734693.5A Withdrawn EP3807142A1 (fr) 2018-06-14 2019-06-04 Dispositif de transport ayant un dispositif de sécurité

Country Status (4)

Country Link
EP (1) EP3807142A1 (fr)
CN (1) CN112262069A (fr)
DE (1) DE102018209496A1 (fr)
WO (1) WO2019238475A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020215813A1 (de) 2020-12-14 2022-06-15 Robert Bosch Gesellschaft mit beschränkter Haftung Transportvorrichtung und Verfahren für eine Transportvorrichtung
DE102021202262A1 (de) 2021-03-09 2022-09-15 Robert Bosch Gesellschaft mit beschränkter Haftung Transportvorrichtung und Verfahren für eine Transportvorrichtung

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19546748A1 (de) * 1995-11-14 1997-06-19 Wanzl Metallwarenfabrik Kg Rolltreppengängiger Transportwagen
DE19744083A1 (de) * 1997-10-06 1999-04-08 Bosch Gmbh Robert Anordnung zum Erzeugen eines Auslösesignals für eine Sicherheitseinrichtung in einem Fahrzeug bei einem Überrollvorgang
US7529609B2 (en) * 2004-10-05 2009-05-05 Vision Works Ip Corporation Absolute acceleration sensor for use within moving vehicles
TWI386331B (zh) * 2009-09-28 2013-02-21 Evt Technology Co Ltd 車輛的傾斜感測裝置與方法
DE202011104720U1 (de) * 2011-08-19 2011-11-18 Uwe Häußer Rollator mit integrierter elektrischer Unterstützung
DE102011114337A1 (de) * 2011-09-23 2013-03-28 Bernd von Löbbecke Motorsteuerung für einen Elektrohilfsantrieb
AT513005B1 (de) * 2012-05-24 2015-12-15 Dumitru Florian Luca Elektrischer Kinderwagen
CN202716917U (zh) * 2012-07-31 2013-02-06 苏州科技学院 基于坡度敏感的智能刹车系统
CN103674059A (zh) * 2013-11-11 2014-03-26 北京航天控制仪器研究所 一种基于外测速度信息的sins水平姿态误差修正方法
JP5638712B1 (ja) * 2014-01-17 2014-12-10 シャープ株式会社 ベビーカー
US20150223892A1 (en) * 2014-02-07 2015-08-13 Enovate Medical, Llc Work platform for a wheeled medical cart
DE102015104513A1 (de) * 2015-03-25 2016-09-29 Rolf Strothmann Fahrzeug
JP2016199061A (ja) * 2015-04-07 2016-12-01 スズキ株式会社 傾斜警告装置
JP6620326B2 (ja) * 2015-07-02 2019-12-18 Ｒｔ．ワークス株式会社 手押し車

Also Published As

Publication number Publication date
WO2019238475A1 (fr) 2019-12-19
CN112262069A (zh) 2021-01-22
DE102018209496A1 (de) 2019-12-19

Similar Documents

Publication Publication Date Title
EP3261862B1 (fr) Procédé de compensation d'inclinaison
DE102007017821A1 (de) Lastkraftwagen
DE102005018069B4 (de) Steuerung für aktive Radlenkung
DE3800476A1 (de) Verfahren zum stabilisieren eines einachsigen radfahrzeugs und fahrzeug, das nach diesem verfahren stabilisiert ist
WO2019238475A1 (fr) Dispositif de transport ayant un dispositif de sécurité
EP3755600A1 (fr) Dispositif de transport et procédé
DE102014202230A1 (de) Verfahren und Vorrichtung zum Verhindern eines Kippens eines lenkbaren Fahrzeugs
WO2016134813A1 (fr) Procédé de détection de l'inclinaison d'une chaussée
DE102017210171A1 (de) Trajektorienbasiertes Führen eines Kraftfahrzeugs
EP3490878B1 (fr) Véhicule de direction électrique pour transport de passagers et procédé
EP3691948A1 (fr) Dispositif de transport pour transporter au moins un objet à transporter
DE102006045303B3 (de) Verfahren und Vorrichtung zur Absolutneigungserkennung eines Fahrzeugs
EP2740455B1 (fr) Petit véhicule, notamment chaise roulante
DE20317246U1 (de) Zweirädrige Transportkarre
DE102016209907A1 (de) Treppentaugliches Fahrzeug und nachrüstbare Stabilisierungseinrichtung für ein Fahrzeug
DE19624308A1 (de) Verfahren zum Betreiben eines Flurförderzeugs und Flurförderzeug zur Durchführung des Verfahrens
DE102016201792A1 (de) Verfahren und Vorrichtung zum Steuern eines Kippwinkels eines Gehwagens und Gehwagen
DE19700909A1 (de) Behindertengerechter selbstfahrender Magazinwagen
WO2021069135A1 (fr) Dispositif de transport comprenant un dispositif de sécurité
DE10352324B4 (de) Zweirädrige Transportkarre
WO2014019875A1 (fr) Dispositif de stationnement et procédé d'aide au stationnement pour un conducteur de véhicule
DE10056553A1 (de) Gabelstapler-Steuervorrichtung
CH714190B1 (de) Verfahren zum Steuern eines autonomen Fahrzeugs und autonomes Fahrzeug.
WO2021069323A1 (fr) Dispositif de transport, en particulier un landau comprenant une unité d'entraînement électrique
DE102020133727B4 (de) Verfahren zum Betrieb eines Lenkunterstützungssystems für ein Fahrzeug

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210114

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20210803