EP3941815A1 - Dispositif de commande, véhicule et procédé pour faire fonctionner un véhicule - Google Patents

Dispositif de commande, véhicule et procédé pour faire fonctionner un véhicule

Info

Publication number
EP3941815A1
EP3941815A1 EP20712952.9A EP20712952A EP3941815A1 EP 3941815 A1 EP3941815 A1 EP 3941815A1 EP 20712952 A EP20712952 A EP 20712952A EP 3941815 A1 EP3941815 A1 EP 3941815A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
handle
speed
operating device
locking force
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.)
Pending
Application number
EP20712952.9A
Other languages
German (de)
English (en)
Inventor
Lenard Petrzik
Alex HESSEL
Ludger Rake
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.)
Signata GmbH
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3941815A1 publication Critical patent/EP3941815A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
    • B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
    • B62K23/04—Twist grips
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/14—Handlebar constructions, or arrangements of controls thereon, specially adapted thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
    • F16D37/02—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being magnetisable
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/08—Controlling members for hand actuation by rotary movement, e.g. hand wheels

Definitions

  • Control device vehicle and method for operating a vehicle
  • the present invention relates to an operating device for a vehicle, a vehicle, in particular a motorcycle, and to a method for operating a vehicle.
  • Throttle twist grips are used, for example, on motorcycles as controls for controlling engine power by hand.
  • the present invention provides an improved operating device for a vehicle, an improved vehicle and an improved method for operating a vehicle according to the main claims.
  • Advantageous refinements result from the dependent claims and the following description.
  • a magnetorheological medium for example a magnetorheological fluid, can advantageously be used in connection with an operating device for a vehicle that has a movable handle.
  • the force required to move the handle can be adjusted almost continuously via the magnetorheological medium.
  • an operating device for a vehicle has a movable handle and an actuator device comprising a magnetorheological medium, which is coupled to the handle and designed to exert a locking force on the handle that is dependent on a viscosity of the magnetorheological medium.
  • the vehicle can, for example, be a motor-driven two-wheeler, such as a motorcycle or a scooter, another type of land vehicle, an aircraft or a watercraft.
  • a drive device or a braking device of the vehicle can be operated via the operating device.
  • the handle may have a shape that made it possible for a driver of the vehicle to move the handle by hand.
  • the handle can be enclosed by the hand.
  • the handle can be rotatory and additionally or alternatively be linearly movable.
  • the handle can be connected or connectable to a part, for example a handlebar, of the vehicle via a suitable mounting.
  • the handle can be locked from the driver's point of view, can be moved smoothly or difficult to move, with almost any desired intermediate levels being able to be set by suitably setting the viscosity of the magnetorheological medium.
  • an actuating force required to move the handle can be adapted, for example, to a current driving situation, to an operating functionality currently provided by the operating device or to the preferences of the vehicle driver.
  • the magnetorheological medium can be a medium comprising magnetic polarizable particles.
  • it can be a magnetorheological fluid (MRF) such as is already used, for example, for vehicle applications.
  • MRF magnetorheological fluid
  • the actuator device can be designed to adjust the viscosity of the magnetorheological medium by means of a size of a magnetic field acting on the magnetorheological medium. The greater the viscosity, the greater the locking force can be.
  • the operating device can, for example, additionally or alternatively enable the implementation of a launch control in which the user's grip controls forces so that the user can utilize the optimal torque. Additionally or alternatively, the operating device can implement a circuit through which the user has the option of exceeding a defined force in one or the other direction and thus switching up or down.
  • the actuator device can be designed to set the viscosity of the magnetorheological medium using a setting signal.
  • a size of the locking force can be set by setting the viscosity.
  • the setting signal can be used to operate a magnetic field generating device of the actuator device or it can be used to generate a device suitable for operating a corresponding magnetic field generating device Signal can be used.
  • the setting signal can be used to operate a magnetic field generating device of the actuator device or it can be used to generate a device suitable for operating a corresponding magnetic field generating device Signal can be used.
  • the setting signal Using the setting signal, the locking force and thus an actuating force to be applied by the vehicle can be set quickly and easily.
  • the operating device can have an adjustment device which is designed to provide the adjustment signal.
  • the setting device can be designed to provide the setting signal using a speed signal which indicates a driving speed of the vehicle. In this way, the locking force can be adjusted depending on the speed. In this way, for example, the actuating force to be applied by the vehicle can be selected to be greater, the higher the current speed of the vehicle.
  • the setting device can be designed to provide the setting signal using a default speed signal indicating a default speed of the vehicle.
  • the preset speed can represent, for example, a speed preset by a cruise control or a maximum permitted speed of the vehicle or of a route section traveled by the vehicle.
  • the locking force can be increased by leaps and bounds when the preset speed is reached. This means that the vehicle driver can be clearly informed that the target speed has been reached.
  • the setting device can be designed to provide the setting signal using a speed signal indicating a speed of an engine of the vehicle.
  • the locking force can be increased if a range of the engine, which is optimal in terms of consumption or performance, is left. In this way the driver can be animated to operate the engine in the optimal range.
  • the setting device can be designed to provide the setting signal using a default speed signal indicating a default speed of an engine of the vehicle.
  • the default speed can be, for example, a maximum speed or an optimal speed with regard to the operating properties of the vehicle or the engine.
  • the handle can be movable in a first direction of rotation.
  • the actuator device can be designed to exert the locking force for braking a rotary movement of the handle in the first direction of rotation on the handle.
  • the actuator device can be used to set whether the handle can be moved easily, stiffly or not in the first direction of rotation.
  • an engine output of an engine of the vehicle can be increased by turning the handle in the first direction of rotation. This enables the functionality of a throttle grip to be implemented.
  • the handle can be movable in a second direction of rotation opposite to the first direction of rotation.
  • the Aktorein direction can be designed to exert the locking force for braking a rotational movement of the handle in the second direction of rotation on the handle.
  • the locking force for braking the rotational movement in the second direction of rotation can differ from the locking force for braking the rotational movement in the first direction of rotation, or both braking forces can be the same in terms of amount.
  • the second direction of rotation can be used, for example, to implement a service brake function.
  • the operating device can have a detection device which is designed to detect a movement of the handle. Furthermore, the detection device can be designed to provide a control signal for controlling a function of the vehicle using a variable that characterizes the movement.
  • the detection device can have a suitable sensor, for example a Hall sensor, for detecting the movement.
  • the control signal can be provided, for example, to an interface to a control unit of the vehicle or to a vehicle bus.
  • a functional unit of the detection device can also be implemented in a control device. In this way, the operating device can be integrated into a vehicle control system.
  • the detection device can be designed to detect a direction of movement as the characterizing variable. Different directions can be assigned to different operating functions so that the Direction of movement can be determined which operating function the driver is currently exercising. Additionally or alternatively, the detection device can be designed to detect a speed of the movement as the characterizing variable. For example, a jerky movement can be assigned to another operating function than a steady movement. Additionally or alternatively, the detection device can be designed to detect a time course of the movement as the characterizing variable. The time course can, for example, indicate the duration of the movement in the same direction or a change in the direction of movement. For example, a quick change in the direction of movement can be assigned to a further operating function. A brief movement of the handle in one direction and a directly following movement in the opposite direction can indicate a gear change desired by the vehicle driver.
  • the detection device can thus be designed, for example, to provide the control signal for controlling an engine output of an engine of the vehicle. Additionally or alternatively, the detection device can be designed to provide the control signal for controlling a speed of an engine of the vehicle. This enables the functionality of a throttle grip to be implemented. In addition or as an alternative, the detection device can be designed to provide the control signal for controlling a speed of the vehicle. In addition or as an alternative, the detection device can be designed to provide the control signal for controlling an acceleration of the vehicle. This enables very convenient control of the vehicle, for example in connection with an automatic transmission. Additionally or alternatively, the detection device can be designed to provide the control signal for controlling a transmission of the vehicle. This enables the vehicle driver to select a suitable gear ratio, for example.
  • the detection device can be designed to provide the control signal for controlling a service brake of the vehicle. In this way, there is no need for a separate brake lever.
  • the actuator device can be designed to movably mount the handle. In this way, a separate mechanical bearing device can be dispensed with.
  • a vehicle in particular a motorized two-wheeler, can comprise a said operating device.
  • the operating device can be used as a replacement for a conventionally used rotary handle of the vehicle.
  • a method of operating such a vehicle includes the following steps:
  • the steps of the method can be implemented in a suitable device that can be part of the operating device or, for example, part of a control unit of the vehicle.
  • a device can be an electrical device which processes electrical signals, for example sensor signals, and outputs control signals as a function thereof.
  • the device can have one or more suitable interfaces which can be designed in terms of hardware and / or software.
  • the interfaces can, for example, be part of an integrated circuit in which functions of the device are implemented.
  • the interfaces can also be separate, integrated circuits or at least partially consist of discrete components.
  • the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.
  • a computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory, a hard disk or an optical memory and can be used for tion of the method according to one of the embodiments described above is used when the program is executed on a computer or a device.
  • FIG. 1 shows a vehicle with an operating device according to an exemplary embodiment
  • Fig. 2 is a side view of an operating device according to anwhosbei game
  • FIG. 3 shows an illustration of an operating device according to an exemplary embodiment
  • 4 shows an illustration of a movement of a handle of an operating device according to an exemplary embodiment
  • FIG. 5 shows a locking force characteristic curve of an operating device as a function of the vehicle speed according to an exemplary embodiment
  • FIG. 6 shows a locking force characteristic curve of an operating device as a function of the vehicle speed according to an exemplary embodiment
  • FIG. 7 shows a locking force characteristic curve of an operating device as a function of the engine speed according to an exemplary embodiment
  • FIG. 8 shows a locking force characteristic curve of an operating device as a function of the engine speed according to an exemplary embodiment
  • FIG. 9 shows an illustration of a movement of a handle of an operating device according to an exemplary embodiment
  • FIG. 10 shows a locking force characteristic curve of an operating device as a function of the engine speed according to an exemplary embodiment
  • FIG. 11 shows a representation of a movement of a handle of an operating device according to an embodiment
  • FIG. 12 shows an illustration of an operating device according to an exemplary embodiment
  • 13 shows a schematic representation of an actuator device according to an exemplary embodiment
  • FIG. 14 shows a flow chart of a method according to an exemplary embodiment.
  • the same or similar reference numerals are used for the elements shown in the various figures and having a similar effect, a repeated description of these elements being dispensed with.
  • Fig. 1 shows a vehicle 100 with an operating device 102 according to one Aussch approximately example.
  • the vehicle 100 is implemented as a motorcycle.
  • vehicle 100 has a handlebar.
  • the operating device 102 is arranged by way of example at a right end of the handlebar.
  • the operating device 102 enables a driver to operate the vehicle 100, for example to control the power of a drive motor 104 of the vehicle 100.
  • the operating device 102 also enables a service brake 106 of the vehicle and additionally or alternatively a transmission of the vehicle 100 to be controlled.
  • the operating device 102 is used, for example, instead of a conventional throttle grip and comprises a handle and an actuator device.
  • the handle can be grasped and rotated by one hand of the driver of the vehicle 100.
  • the operating device 102 can also be used in connection with another land, air or water vehicle, for example a quad bike, an electric bike or a helicopter.
  • Fig. 2 shows a side view of an operating device 102 according to an Aussch approximately example. This can be an exemplary embodiment of the operating device shown with reference to FIG. 1.
  • the operating device 102 has a handle 210 and an actuator device 212.
  • the handle 210 is movably supported, for example by the actuator device 212 or an additional storage device.
  • a housing of the actuator device 212 can, for example, be rigidly attached to the handlebar of the motorcycle shown in FIG. 1.
  • the handle 210 can relatively to the housing of the actuator device 212 and thus be moved relative to the handlebar.
  • the actuator device 212 is designed to exert an adjustable locking force on the handle 210.
  • the locking force counteracts a force exerted on the handle 210 by one hand of the driver in order to move the handle 210.
  • the locking force can barely be felt or clearly felt by the driver.
  • the handle 210 can be fixed from the driver's point of view with a maximum locking force.
  • the actuator device 212 is also referred to as an MRF actuator.
  • the actuator device 212 has a magnetorheological medium, for example a magnetorheological fluid.
  • the viscosity of the magnetorheological medium can be changed.
  • the locking force is caused, for example, by friction between the magnetorheological medium and the handle 210 or a shaft coupled to the handle 210.
  • the magnetorheological medium exerts a greater locking force on the handle 210 than in the case of a low viscosity.
  • the viscosity of the magnetorheological medium is set by a magnetic field acting on the magnetorheological medium.
  • a strength of the magnetic field can be set in order to adjust the viscosity of the magnetorheological medium.
  • the actuator device 212 comprises, for example, an electromagnet or a movable permanent magnet.
  • the actuator device 212 comprises a reset unit for the handle 210.
  • the reset unit effects a mechanical reset and additionally or alternatively an electronic reset.
  • the operating device 102 enables, for example, gas and brake control of a motorcycle with variable haptics by means of MRF actuators implemented in the actuator device 212.
  • the operating pattern is similar to the traditional gas tap on a motorcycle. The driver executes a rotary movement and thus accelerates. If the driver turns the module in the other direction, it brakes.
  • the operating device 102 is implemented as a throttle twist grip in which the handle 210 is coupled to an MRF actuator.
  • This enables different haptics and locks.
  • This enables a variety of operating functions that can be carried out in one twist grip.
  • the system can lock the handle from a certain speed, for example a thirty zone, so that it cannot be driven faster.
  • the blocking is carried out in such a way that the blocking can be overcome after an increased expenditure of force and, for example, allows evasive maneuvers in emergency situations.
  • the operating device 102 also referred to as a twist grip, can include both the throttle response and the brake actuation. If the handle 210 is rotated in one direction, gas is applied. If the handle 210 is rotated in the other direction, braking takes place.
  • FIG. 3 shows a three-dimensional illustration of an operating device 102 according to an exemplary embodiment. This can be a representation of the operating device described with reference to FIG. 2.
  • the handle 210 is shaped like a cylinder.
  • the handle 210 has a free end.
  • An end of the handle 210 opposite the free end is coupled to the actuator device 212.
  • the actuator device 212 has a cylindrical housing.
  • the handle 210 is rotatable about its longitudinal axis and additionally or alternatively mounted ver slidably along its longitudinal axis.
  • the handle 210 can be used, for example, as a throttle grip in order to control acceleration of a vehicle.
  • the handle 210 can also have the function a cruise control or speed limiter.
  • the handle 210 can additionally or alternatively be used for braking the vehicle or for switching a gearshift in the vehicle.
  • Fig. 4 shows an illustration of a movement of a handle 210 of an operating device 102 according to an embodiment. This can be the operating device described with reference to FIG. 3.
  • a rotary movement of the handle 210 in a first direction of rotation 415 is shown. The rotary movement is brought about, for example, by a movement of a hand of a driver by which the handle 210 is enclosed.
  • a more or less large locking force acts on the handle 210.
  • the locking force brakes the rotational movement of the handle 210, here in relation to the first direction of rotation.
  • FIG. 5 shows a locking force characteristic curve 520 of an operating device as a function of the vehicle speed according to an exemplary embodiment.
  • the vehicle speed is plotted on the abscissa and the locking force on the ordinate, which, for example, is exerted on the handle by the actuator device shown in FIG. 4 and counteracts the rotation of the handle in the first direction of rotation.
  • a size of the parking force is set depending on the vehicle speed.
  • the locking force has an initial value of 0.5 Nm, for example, and increases starting from the initial value linearly up to a final value of, for example, 5 Nm at a final speed of 200 km / h.
  • the rotation of the handle in the first direction of rotation is used to accelerate the vehicle.
  • the actuator controls forces in such a way that speeds that are too high lead to a higher force required to turn the handle.
  • FIG. 6 shows a locking force characteristic curve 620 of an operating device as a function of the vehicle speed according to an exemplary embodiment.
  • On the abs vitesa is the vehicle speed and on the ordinate the locking force on ge wear, which is exerted, for example, by the actuator device shown in Fig. 4 on the handle and counteracts the rotation of the handle in the first direction of rotation.
  • a size of the parking force is set depending on the vehicle speed.
  • the locking force has a constant value over the speed range shown, apart from a peak at a preset speed.
  • the locking force has an initial value of, for example, 0.5 Nm in a speed range, for example from 10 km / h to 100 km / h. Shortly before reaching the specified speed, which is, for example, 50 km / h, the locking force increases to a final value of, for example, 5 Nm. After reaching or exceeding the preset speed, the locking force abruptly drops back to the initial value.
  • the peak of the locking force also referred to as the peak, has an expansion in relation to the abscissa, for example, which corresponds to less than 20% or less than 10% of the specified speed.
  • the rotation of the handle in the first direction of rotation is used to accelerate the vehicle, with the handle also having the functionality of a cruise control or speed limiter. speed limiter) takes over.
  • the actuator device uses the magnetorheological medium to control forces in such a way that the force becomes very high when a certain speed is reached and an attempt is made to drive faster.
  • FIG. 7 shows a locking force characteristic curve 720 of an operating device as a function of the engine speed according to an exemplary embodiment.
  • the motor speed is plotted on the abscissa and the locking force is plotted on the ordinate, which is exerted on the handle by the actuator device shown in FIG. 4 and counteracts the rotation of the handle in the first direction of rotation.
  • a size of the locking force is set depending on the engine speed.
  • the locking force has a constant value over the engine speed range shown, apart from a peak at a specified engine speed.
  • the locking force in an engine speed range which ranges from 1000 rpm to 14000 rpm, for example, has an initial value of, for example, 0.5 Nm.
  • the specified engine speed which is, for example, 10000 rpm
  • the locking force increases to a final value of, for example, 5 Nm.
  • the locking force abruptly drops back to the initial value.
  • the peak of the locking force also referred to as the peak, has an expansion in relation to the abscissa, for example, which corresponds to less than 1% of the specified engine speed.
  • the rotation of the handle in the first direction of rotation is used to increase the speed of an engine of the vehicle, the handle also providing a kickdown functionality.
  • the actuator device uses the magnetorheological medium to control forces in such a way that the speed of the motor can be regulated up to a certain range via the handle. From a threshold, a resistance must be exceeded, from which the full potential of the speed range is queried.
  • 8 shows a locking force characteristic curve 820 of an operating device as a function of the engine speed according to an exemplary embodiment.
  • the motor speed is plotted on the abscissa and the locking force is plotted on the ordinate, which is exerted on the handle, for example, by the actuator device shown in FIG. 4, and which counteracts the rotation of the handle in the first direction of rotation.
  • a size of the locking force is set depending on the engine speed.
  • the locking force has a predetermined wave-shaped course over the engine speed range shown.
  • the locking force has an output value of 0.5 Nm, for example, and falls back to the initial value at an end motor speed of 14000 rpm, for example.
  • the locking force characteristic curve 820 has a plurality of maximums which have values that lie between the initial value and an end value of, for example, 5 Nm.
  • the locking force characteristic curve 820 shown has four maxima, of which only one reaches the final value of the locking force.
  • the rotation of the handle in the first direction of rotation is used to increase the speed of an engine of the vehicle, the handle also providing a launch control functionality.
  • This functionality consists of a traction control, which enables a technically optimized starting of the vehicle.
  • the actuator device uses the magnetorheological medium to control forces in such a way that the driver is provided with the optimum speed range for an optimum start and the slip is minimized.
  • Fig. 9 shows a representation of a movement of a handle 210 of an operating device 102 according to an embodiment. This can be the operating device described with reference to FIG. 3. What is shown is a rotary movement of the handle 210 in a second direction of rotation 915 which is opposite to the first direction of rotation shown in FIG. The rotary movement is for example by causes a movement of a hand of a driver, of which the handle 210 is closed.
  • a more or less large locking force acts on the handle 210.
  • the locking force brakes the rotational movement of the handle 210, here in relation to the second direction of rotation.
  • the actuator device 212 is designed in order to provide the same or different locking forces with respect to the different directions of rotation.
  • Fig. 10 shows a locking force characteristic curve 1020 of an operating device as a function of the vehicle speed according to an embodiment.
  • the vehicle speed is plotted on the abscissa and the locking force is plotted on the ordinate, which force is exerted on the handle, for example, by the actuator device shown in FIG. 9 and counteracts the rotation of the handle in the second direction of rotation.
  • the size of the vehicle speed is shown falling along the abscis se.
  • a magnitude of the locking force is set as a function of the vehicle speed.
  • there is a predetermined relationship between the size of the vehicle speed and the size of the locking force the locking force being reduced when the speed drops below an emergency braking speed.
  • the locking force has a constant output value of, for example, 2 Nm in a speed range between a final speed of, for example, 100 km / h and an emergency braking speed of, for example, 30 km / h. If the speed falls below the final speed, the locking force drops, for example linearly, to an end value of, for example, 0.5 Nm and then remains at the end value until it comes to a standstill at 0 km / h.
  • the rotation of the handle in the second direction of rotation is used to brake the vehicle.
  • the Aktorein device controls forces using the magnetorheological medium in such a way that braking is initiated by the opposite rotational movement.
  • the rotational movement used for this is opposite to the rotational movement in the first direction of rotation, which is used, for example, to accelerate or increase the speed.
  • the system reacts depending on the situation, what kind of braking is being carried out. Very little forces act during emergency braking. As a result, only small forces have to be overcome for a further rotation of the handle in the second direction of rotation, which facilitates a further increase in the braking force requirement.
  • Fig. 11 shows an illustration of a movement of a handle 210 of an operating device 102 according to an embodiment. This can be the operating device described with reference to FIG. 3. Shown is a Kombewe supply 1115 of the handle 210, which is composed of two short, opposite th and directly successive rotary movements. The Wech selamba 1115 is caused, for example, by a movement of a hand of a driver from which the handle 210 is enclosed.
  • a more or less large locking force acts on the handle 210.
  • the locking force brakes the alternating movement 1115 of the handle 210, here for example in relation to both directions of rotation.
  • the operating device 102 is used for switching.
  • the alternating movement 1115 which includes short rotary movements, carries out an up / down switching signal. Both rotary movements are carried out in both directions in short succession, the last direction being decisive for the selection of the switching direction. Alternatively, only a short rotary movement is carried out in each case, the direction of the individual rotary movement being decisive for the selection of the switching direction.
  • FIG. 12 shows an illustration of an operating device 102 according to an exemplary embodiment.
  • the handle 210 of the operating device 102 shown in FIG. 12 has a first movable handle section 1230 and a second movable handle section 1232.
  • the Aktoreinrich device 212 has a first actuator 1234 and a second actuator 1236.
  • the first actuator 1234 has a first magnetorheological medium and is designed to exert a first locking force, which is dependent on a viscosity of the first magnetorheological medium, on the first grip section 1230.
  • the first actuator 1234 is coupled to the first handle section 1230 via a first shaft 1240, for example.
  • the second actuator 1236 has a second magnetorheological medium and is designed to exert a second locking force, which is dependent on a viscosity of the second magnetorheological medium, on the second grip section 1232.
  • the second actuator 1236 is coupled to the second handle section 1232, for example, via a second shaft 1242.
  • the first grip portion 1230 may be shaped for use with a thumb of a driver's hand.
  • the second grip section 1232 on the other hand, can be shaped so that it can be operated by the driver's hand.
  • the second handle section 1232 can be made longer, for example more than four times as long, than the first handle section 1230.
  • the first handle section 1230 is arranged between the actuator device 212 and the second handle section 1232.
  • the actuator device 212 can be used in connection with an operating device, as shown, for example, in FIG. 3.
  • the actuator device 212 optionally comprises an adjustment device 1350.
  • the adjustment device 1350 is designed to provide a setting signal 1352 via which the viscosity of the magnetorheological medium 1354 used by an actuator of the actuator device 212 can be adjusted.
  • the setting signal 1352 is provided to an interface to an electromagnet 1356 of the actuator device 212 and is suitable for setting a size of the magnetic field 1358 generated by the electromagnet 1356 and acting on the magnetorheological medium 1354.
  • the setting device 1350 is designed to determine the setting signal 1352 using data relating to a state of the vehicle that is controlled via the operating device. Such data can be provided, for example, by a suitable sensor system or a control unit of the vehicle.
  • the setting device 1350 is designed to set the setting signal 1352 using a speed signal 1360 indicating a driving speed of the vehicle and additionally or alternatively using a preset speed signal 1362 indicating a preset speed of the vehicle and additionally or alternatively using a speed of a motor of the vehicle indicating speed signal 1364 and additionally or alternatively using a indicating a preset speed of an engine of the vehicle to provide the preset speed signal 1366.
  • the setting signal 1352 is provided directly to the actuator device 212, for example from a control unit of the vehicle.
  • the actuator device 212 can be designed without an adjusting device 1350.
  • the functionality of the setting device 1350 can also be arranged remotely from a housing of the actuator device 212, for example in a control unit of the vehicle.
  • the actuator device 212 additionally or alternatively comprises an optional detection device 1370.
  • the detection device Device 1370 is designed to detect a movement of the handle and to provide a control signal for controlling a function of the vehicle using a variable that characterizes the movement of the handle.
  • the detection device 1370 has, for example, a suitable sensor system via which a direction of the movement of the handle and additionally or alternatively a speed of the movement and additionally or alternatively a temporal and / or spatial course of the movement as the characterizing variable can be detected.
  • the detection device 1370 is designed to receive an engine control signal 1372 for controlling an engine output of an engine of the vehicle and additionally or alternatively a speed control signal 1374 for controlling a speed of the engine of the vehicle and additionally or alternatively a speed control signal 1376 for controlling a speed of the vehicle and additionally or alternatively to provide an acceleration control signal 1378 for controlling an acceleration of the vehicle and additionally or alternatively a shift control signal 1380 for controlling a transmission of the vehicle and additionally or alternatively a brake control signal 1382 for controlling a service brake of the vehicle.
  • an engine control signal 1372 for controlling an engine output of an engine of the vehicle and additionally or alternatively a speed control signal 1374 for controlling a speed of the engine of the vehicle and additionally or alternatively a speed control signal 1376 for controlling a speed of the vehicle and additionally or alternatively to provide an acceleration control signal 1378 for controlling an acceleration of the vehicle and additionally or alternatively a shift control signal 1380 for controlling a transmission of the vehicle and additionally or alternatively a brake control signal 1382 for controlling a service brake of the vehicle
  • FIG. 14 shows a flow chart of a method according to an exemplary embodiment. The method is used, for example, to operate a vehicle having an operating device, as is shown, for example, in FIG. 1.
  • a viscosity of the magnetorheological medium of the actuator device of the operating device of the vehicle is set, for example by setting a suitable magnetic field.
  • a characterizing variable is recorded which characterizes a movement of the handle of the operating device. The characterizing variable is used in a step 1405 in order to determine a control signal for controlling a function of the vehicle.
  • an exemplary embodiment comprises a “and / or” link between a first feature and a second feature
  • this can be read in such a way that the exemplary embodiment according to an embodiment includes both the first feature and the also has the second feature and, according to a further embodiment, either only the first feature or only the second feature.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Control Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un dispositif de commande (102) pour un véhicule, ledit dispositif de commande présentant une poignée (210) et un dispositif actionneur (212) comprenant un milieu magnétorhéologique, ledit dispositif actionneur étant accouplé à la poignée (210) ou étant formé avec elle, de sorte à exercer sur la poignée (210) une force d'immobilisation dépendant de la viscosité du milieu magnétorhéologique.
EP20712952.9A 2019-03-21 2020-03-19 Dispositif de commande, véhicule et procédé pour faire fonctionner un véhicule Pending EP3941815A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019203840.9A DE102019203840A1 (de) 2019-03-21 2019-03-21 Bedienvorrichtung, Fahrzeug und Verfahren zum Betreiben eines Fahrzeugs
PCT/EP2020/057658 WO2020188046A1 (fr) 2019-03-21 2020-03-19 Dispositif de commande, véhicule et procédé pour faire fonctionner un véhicule

Publications (1)

Publication Number Publication Date
EP3941815A1 true EP3941815A1 (fr) 2022-01-26

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Application Number Title Priority Date Filing Date
EP20712952.9A Pending EP3941815A1 (fr) 2019-03-21 2020-03-19 Dispositif de commande, véhicule et procédé pour faire fonctionner un véhicule

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US (1) US20220161806A1 (fr)
EP (1) EP3941815A1 (fr)
CN (1) CN113573975A (fr)
DE (1) DE102019203840A1 (fr)
WO (1) WO2020188046A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102019219395A1 (de) * 2019-12-12 2021-06-17 Zf Friedrichshafen Ag Bedienvorrichtung, Fahrzeug und Verfahren zum Betreiben eines Fahrzeugs
DE102022115752A1 (de) 2022-06-24 2024-01-04 Signata GmbH Bedienvorrichtung für ein Fahrzeug, Steuergerät und Verfahren zum Betreiben einer Bedienvorrichtung und Bediensystem für ein Fahrzeug

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DE19751211A1 (de) * 1997-11-19 1999-05-20 Bayerische Motoren Werke Ag Kombinationsdrehgriff für Motorräder
JP2001112109A (ja) * 1999-10-06 2001-04-20 Nissan Motor Co Ltd ハイブリッド車両の制御装置
DE10029191A1 (de) * 2000-06-19 2001-12-20 Philips Corp Intellectual Pty Elektronisch gesteuerter Flüssigkeitsdrehknopf als haptisches Bedienelement
US6898496B2 (en) * 2003-01-06 2005-05-24 General Motors Corporation Pivoting arm driver control input device
US7083030B2 (en) * 2003-02-03 2006-08-01 Magna Drivertrain Of America, Inc. Torque transfer coupling with magnetorheological clutch actuator
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DE102004041690A1 (de) * 2003-08-27 2005-03-24 Marquardt Gmbh Elektrischer Schalter
DE102004033487B4 (de) * 2004-07-10 2006-03-16 Bayerische Motoren Werke Ag Vorrichtung zur Erzeugung eines haptischen Signals bei einem Fahrzeug
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FR3010550B1 (fr) * 2013-09-09 2019-11-01 Dav Procede et interface de commande a retour haptique pour vehicule automobile
JP2015182634A (ja) * 2014-03-25 2015-10-22 本田技研工業株式会社 鞍乗型車両の操作装置
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DE102017210437A1 (de) * 2017-06-21 2018-12-27 Zf Friedrichshafen Ag Drehsteuereinrichtung für ein Fahrzeug

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Publication number Publication date
CN113573975A (zh) 2021-10-29
US20220161806A1 (en) 2022-05-26
DE102019203840A1 (de) 2020-09-24
WO2020188046A1 (fr) 2020-09-24

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