JP2022519066A - How to operate and control units for the drive of the vehicle as well as the vehicle - Google Patents

Abstract

The present invention is a method of operation for a vehicle (1), a bicycle, an electric bicycle, an e-bike, a pedelec, and / or a drive unit (80) of an S-pederec that can be driven by muscular force and additionally by the force of a motor. There, (i) the motor torque generated or produced by the drive unit (80) that can and / or is supplied to the driven shaft (15) of the vehicle (1) is the speed of the vehicle (1). Depends on the range between the first and lower boundary speeds (vmin) and the second and higher boundary speeds (vmax), it drops monotonically with the speed of the vehicle (1). A method of operation that is controlled and / or adjusted by transition and (ii) at least one of the first boundary speed (vmin) and the second boundary speed (vmax) is variably adjustable and / or variably adjusted. Regarding.

Description

The present invention relates to an operating method and control unit for a vehicle drive unit as well as the vehicle itself. The present invention particularly comprises operating methods and control units for vehicles that can be driven by muscular and additionally motor forces, particularly bicycles, electric bicycles, e-bikes, pedelecs, and / or S-pederec drives. With respect to such a vehicle itself.

In the case of vehicles that are assisted by the power of the motor in addition to the muscle strength, especially electric bicycles, e-bikes, pedereks, and / or S-pedereks, when the first set boundary speed, which can be said to be the maximum assist speed, is reached, the motor causes it. The assist is adjusted downward and finally ends when the second set boundary speed is exceeded. In the control mechanisms used so far, this downward adjustment is often perceived as disturbing and abrupt.

On the other hand, the method of operation according to the invention for the drive unit, which has the feature of claim 1, has the advantage that the necessary downward adjustment is adaptable, and thus, for example, it does not feel so abrupt and disturbing. According to the present invention, according to the feature of claim 1, an actuating device that can be driven by muscular force and additionally by the force of a motor, particularly a vehicle, a bicycle, an electric bicycle, an e-bike, a pederec, and / or an S-pederek. Achieved by providing a method of operation for the drive unit of the
(I) The motor torque that can / is generated by the drive unit and can and / or is supplied to the driven shaft of the vehicle depends on the speed of the vehicle, especially with the first or lower maximum assist speed. Within the range between the interpreted first and lower boundary speeds and the second or higher maximum assist speed interpreted as the second and higher boundary speeds, it falls monotonically with the speed of the vehicle. It is controlled and / or adjusted over time, and (ii) at least one of the first boundary speed and the second boundary speed is variably adjustable and / or variably adjusted.

The measures provided by the present invention allow the downward adjustment process to be adapted to, for example, the respective operating conditions associated with the unique characteristics of the driver and / or the vehicle. This takes into account different operating conditions.

Dependent claims indicate a preferred modification of the invention.
The step of adapting or adjusting at least one of the boundary velocities, i.e. the first boundary velocities and / or the second boundary velocities, can be carried out by various measures.

That is, according to a preferred embodiment of the motion method according to the present invention, the first motion amount of the vehicle is captured, and the variable adjustment of the first boundary speed and the second boundary speed is based on the value of the captured motion amount. Can be done.

Alternatively or in addition, at least one variable adjustment of the boundary speed may be made, among other things, based on manual user input and / or user request.
Variable adjustments based on the amount of motion can be made by one or more operating parameters of the underlying actuator or vehicle, for example the first and / or second boundary speeds depend on the acceleration of the vehicle. To be adjusted or adapted.

That is, according to one preferred exemplary embodiment of the operating method according to the invention, the vehicle's acceleration and / or torque from the muscles supplied by the driver to the driven shaft is captured as the amount of motion of the actuating device, especially the vehicle. Can be considered.

Particularly advantageous in this regard is the torque at which the first and lower boundary speeds in the sense of the first or lower maximum assist speed depend on the acceleration of the vehicle and / or are muscularly supplied to the driven shaft by the driver. This is the case when it is adjusted depending on.

Basically, all possibilities of variable adjustment are possible, but a particular advantage in view of the behavior that seems to be particularly uniform is the first, based on another preferred embodiment of the method of operation according to the invention. And when the lower boundary speed is increased or increased or adjusted to a higher speed for lower accelerations of the vehicle. In other words, the first boundary velocity is increased as the captured acceleration decreases, or the first boundary velocity is decreased as the acceleration increases. Correspondingly, it is advantageous for the first and lower boundary speeds to be lowered or lowered or adjusted to lower speeds for higher accelerations of the vehicle.

Alternatively or additionally, according to another exemplary embodiment of the method of operation according to the invention, the first and lower boundary speeds are lower, supplied by the driver to the driven shaft of the vehicle. Increased or increased for muscle torque or adjusted to a relatively higher speed, and decreased or decreased or decreased for higher muscle torque supplied by the driver to the vehicle's driven shaft. It can be adjusted to a relatively lower speed.

In another embodiment of the method of operation, the first and lower boundary speeds are adapted depending on the acceleration of the vehicle, especially for a set defined period, in this regard the first and lower boundaries. The boundary speed is increased or increased or adjusted or changed to a higher speed as the vehicle's acceleration increases. In this embodiment, it is advantageous to adjust the first and lower boundary speeds to lower or lower or lower speeds as the vehicle's acceleration decreases. This is especially advantageous in the case of S-pederec or speed pederek, because the first and lower boundary speeds are compared to the second boundary speed, for example to reduce the continuous load of the vehicle's electric motor. Because it was already selected low in. In other words, in this embodiment the durability of the electric motor as a drive system or drive motor can be guaranteed. In this embodiment, during a set defined period, as the vehicle's acceleration increases, the assist increases at speeds above the first boundary speed, which is more for the vehicle driver. It is advantageous that a swift driving sensation results.

The feature of the adjustment used in the downward adjustment is that the ratio (or generally motor assist) between the first and second boundary velocities is guaranteed to decrease particularly monotonously. It can be formed basically arbitrarily.

For example, the motor torque generated by the drive unit and supplied to the driven shaft of the vehicle is a linear transition with the speed of the vehicle within the range between the first boundary speed and the second boundary speed. It can be controlled and / or adjusted with a partially linear transition and / or a strictly monotonously falling transition. Non-linear transitions are also possible to achieve a particular operating situation.

The evaluation of motor assist can be based on different parameters.
That is, according to another preferred exemplary embodiment of the method of operation according to the invention, the motor torque generated / generated by the drive unit and supplied / / or supplied to the driven shaft of the vehicle is the basis. It can be determined through the ratio of the motor torque to the torque that can be produced / produced at the maximum and / or supplied / supplied to the driven shaft at the maximum by the motor.

Alternatively or in addition, it is possible to make an association through the rate of enhancement to the torque by the muscles available and / or supplied at that time, among other things by the driver. This rate of augmentation indicates how much or at what rate the torque from the muscles generated and supplied by the driver was augmented. For example, in the case of the enhancement rate of value 2, the torque due to the muscles supplied by the driver is doubled as a whole by the same motor torque.

Based on a further aspect of the invention, control units for vehicles that can be driven by muscular and additionally motor forces, especially bicycles, electric bicycles, e-bikes, pedelecs, and / or S-pederec drives. Provided.

The control unit is adapted to perform, operate, direct, and / or control and / or be used in such an embodiment of the method of operation according to the invention.

The subject of the present invention is further vehicles that can be driven by muscular and additionally motor forces, in particular bicycles, electric bicycles, e-bikes, pedelecs, and / or S-pederecs.
The vehicle according to the present invention is formed to include a drive unit and a control unit configured according to the present invention, with respect to which the latter is adapted for control of the drive unit.

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

It is a schematic diagram of an example of a vehicle in the form of an electric bicycle in which the first embodiment of the present invention is realized. It is a figure which shows in the form of a graph various transitional forms of motor assist depending on a vehicle speed, which can be used in the procedure according to the present invention. It is a figure which shows one transition form of the motor assist which depends on a vehicle speed as used in the conventional procedure in the form of a graph. It is a graph of one transition of motor assist depending on vehicle speed, which can be used as an alternative in the procedure according to the present invention.

Hereinafter, exemplary embodiments and technical backgrounds of the present invention will be described in detail with reference to FIGS. 1 to 4. The same and equivalent elements and components and the same or equivalently acting elements and components are represented by the same code. We do not reproduce the detailed description in all cases where signed elements and components appear.

The illustrated features and additional properties can be separated from each other in any form and optionally combined with each other without departing from the essence of the present invention.
First, an electric bicycle as a preferred embodiment of the vehicle 1 according to the present invention will be described in detail, exemplary with reference to FIG.

The vehicle 1 is a frame in which a front wheel 9-1 and a rear wheel 9-2 and a crank drive 2 having two cranks 7 and 8 having pedals 7-1 and 8-1 are arranged as an electric bicycle. Includes 12. The electric drive unit 3 is incorporated in the crank drive 2. A sprocket 6 is arranged on the rear wheel 9-2.

The drive torque provided by the driver and / or the electric drive unit 3 is transmitted from the chainring 4 beside the crank drive 2 to the sprocket 6 via the chain 5.
Further, a control unit 10 expanded and adapted based on the present invention is arranged on the steering wheel of the vehicle 1, and the control unit 10 is connected to an electric drive unit 3 formed as needed. Further, a battery 11 used for supplying current to the electric drive unit 3 is formed in or on the surface of the frame 12.

A crank bearing 13 or a bottom bracket bearing having a crankcase 14 and a crankshaft 15 is incorporated in the frame 12.
The drive configuration 80 of the vehicle 1 according to the invention from FIG. 1 has a crank drive 2 and an electric drive unit 3, wherein the torque that can or is generated by the latter is muscularly supplied by the driver. To assist the applied torque, it can be taken up via a corresponding and transmission mechanism not explicitly shown in FIG. 1 and can be transmitted, for example, to the chainring 4 which is interpreted as the driven element 4.

The control unit 10 is muscularly provided by the driver to the motor torque generated by the drive unit 80 and which can and / or is supplied to the driven shaft 15 in the sense of the crank shaft 15 of the vehicle 1 in a known manner. In order to assist the supplied torque, the transition is monotonically decreasing with the speed of the vehicle 1 within the range between the first or lower boundary speed vmin and the second and higher boundary speed vmax. Adapted to control and / or regulate.

As already detailed above, a central aspect of the invention is preferably the first or lower boundary speed, but generally the first and second, so that the operating conditions of the vehicle can be taken into account in particular. At least one of the boundary speeds vmin and vmax of the above is variably adjusted.

This is, among other things, controlling or adjusting the first or lower boundary speed, the so-called maximum assist speed, by the acceleration of vehicle 1 and / or the torque applied to the driven shaft 15 by the driver. When the acceleration and / or the torque by the muscle is strong, the downward adjustment of the motor assist is performed faster, that is, at a lower speed than when the torque by the acceleration and / or the muscle is smaller.

FIG. 3 shows, in the form of a graph 30, one transition mode of the motor assist depending on the vehicle speed v, as used in the conventional procedure.
Therefore, in the abscissa 31 of the graph 30, the speed v of the vehicle 1 is, and in the ordinate 32, for example, the relative ratio of the motor torque actually supplied to the driven shaft or the crank shaft 15 of the vehicle 1, that is, the maximum possible motor. Relative assist in the sense of a standardized percentage relative to torque is shown. The track 33 represents the transition of the motor assist as a function of the vehicle speed v.

That is, the value 1 represents a situation in which the motor torque supplied to the driven shaft 15 corresponds to the (maximum) generated / generateable motor torque. A value of 0 represents a situation without motor assist.
What can be recognized from the transition of the orbit 33 is that the motor assist is maximum up to the first and lower boundary speeds of about 24 km / h, and after reaching the first and lower boundary speeds, the value is recognized. It means that the value linearly decreases to 0 up to the second and higher boundary velocities vmax of 27.5 km / h.

This procedure feels too abrupt to the user or driver in various motion scenarios, so the present invention allows the first and lower boundary speeds vmin to be variably adjusted depending on various motion parameters in the manner described above. The procedure to be done is proposed.

This situation is illustrated in FIG. 2, which shows various transitional forms of motor assist depending on the vehicle speed v in the form of a graph.
Following the display based on FIG. 3, the abscissa 21 of the graph 20 again shows the speed v of the vehicle 1, and the coordinates 22 show the relative motor assist.

Tracks 23, 23-1, and 23-2 show various transitional forms of motor assist as a function of vehicle speed v.
In this regard, the orbit 23 corresponds to a transition based on the orbit 33 of the conventional procedure as described in relation to FIG. That is, at vmin = 24 km / h and vmax = 27.5 km / h, a linearly falling transition of the motor assist between the first and second boundary velocities vmin and vmax is applied.

In the case of particularly large accelerations and / or torques from particularly high muscles supplied to the crank shaft 15 by the driver or user, the values of the first and smaller boundary velocities are to the values vmin, 1 = 20 km / h. , Shifted to a lower speed. This means that in this application case the downward adjustment of the relative motor assist from value 1 to value 0 begins faster, i.e. at a lower boundary speed. The relatively flat transition pattern generated based on Graph 23-1 reveals that the downward adjustment does not occur so suddenly.

In contrast, for smaller accelerations and / or for torque from smaller muscles supplied to the crank shaft 15 as the driven shaft by the user or driver, the downward adjustment is "slower", or higher, respectively. It can be done at the first boundary speed vmin.

This situation is represented in Graph 20 by orbital 23-2 where the first and lower boundary velocities vmin, 2 are approximately 26 km / h. Although the linearly falling transition is clearly more steep according to track 23-2, this is due to the small acceleration of vehicle 1 and / or supplied by the user or driver, according to the present invention. It doesn't feel sudden because of the torque from the small muscles.

This and further features and properties of the present invention will be further described with reference to the following description.
In the case of e-bikes, in general, when the maximum assist speed set at 25 km / h for the entire EU is exceeded, the downward adjustment of the motor assist causes the user or driver to feel as if he or she is hitting a wall. It can be an unpleasant sensation.

This is partly related to psychologically that the user and the driver become accustomed to the motor assist and perceive it by increasing their stepping output to more than 25 km / h.
In addition, this is technically related to the ability of the user or driver to accelerate or accelerate with relatively strong and / or less effort due to motor assist below the maximum assist speed of 25 km / h.

For example, the linear downward adjustment or cutoff of the motor assist begins at 24 km / h, and the motor assist drops or drops to zero, for example, at 27.5 km / h.
This relatively abrupt, eg, downward adjustment in the sense of a tilt line, causes a negative, possibly negative, change over time in acceleration. This can, in extreme cases, feel as if the driver or user is being actively braked.

The idea of a functional scheme according to the invention intervenes in the technical associations listed above.
-Depending on the acceleration of the vehicle or bicycle, the downward adjustment of the motor assist is already performed faster than the conventional 24 km / h. The higher the vehicle / bicycle acceleration, the smaller the value of the speed at which the downward adjustment begins will be adjusted.

-This achieves a more harmonious reach of the final speed and the acceleration does not decrease so suddenly when marking 25 km / h.
-Nevertheless reach the same final speed. What's more, this ramp can only start at higher vehicle speeds of over 24km / h, if necessary, with very little acceleration, so motor assist allows for higher final speeds in some circumstances. be.

This downward adjustment can be interpreted as a trade-off between the legally permissible maximum speed and the softest possible downward adjustment.
For higher accelerations, for example, it is adjusted downwards from 20 km / h faster, i.e. at lower speeds, and / or fastest, in proportion to the acceleration.

This has the advantage of a smaller negative change in acceleration over time, a softer cutoff of the motor assist, and thus no sensation of hitting the wall, in which regard, the more torque the driver releases. It is considered that the disturbing feeling of hitting the wall appears more strongly. Therefore, the advantages obtained by the present invention are greater in the case of a strong assist motor, especially in the case of a process involving acceleration on an uphill slope.

For small accelerations, the downward adjustment can be started, for example, from a particular set vehicle speed, which is slower and / or slowest in proportion to the acceleration.
The advantage in this regard is that motor assist is effectively possible up to higher speeds.

Furthermore, higher final speeds can be considered, depending on each operating point. For example, a final speed increased by 1 km / h or 4% that does not violate the basic legal conditions can be considered.

FIG. 4 shows a graph of an alternative transition of motor assist depending on vehicle speed v and each vehicle acceleration. However, unlike FIG. 2, here, Speed Pederek or S- that assists the driver with a motor in addition to pedaling force up to 45 km / h, or generates or provides motor torque to assist up to a vehicle speed of 45 km / h. This is one transition of motor assist using pederek.

Corresponding to the display based on FIG. 2, the abscissa 41 represents the speed v of the vehicle 1 and the coordinates 42 represent the relative motor assist. Relative motor assist is, among other things, to drive the vehicle as compared to the driver torque supplied by the driver, which is brought about by the driver's pedaling force and is advantageously determined in the area of the vehicle's crank axis. Represents the generated motor torque of the vehicle's electric motor.

The transition or track 43 represents the adjustment of the motor torque with the first boundary speed 44 and the second boundary speed 45. At the vehicle's current speed, especially the captured speed 47, an increase in acceleration is captured, and this captured acceleration exceeds the threshold for acceleration in particular. The first boundary speed 44 is subsequently adapted or adjusted depending on the captured acceleration of the vehicle, thereby resulting in a transition 43-1 or 43-2 depending on the resulting vehicle speed. The first boundary velocity adaptation is preferably performed for a set period of time. It is then preferred that the first boundary speed be returned or changed to the original value 44 of the first boundary speed again, with respect to the constant generation of motor torque, respectively, during adjustment or adaptation. Is advantageous.

The transition or orbit 43 represents a non-accelerated or slightly accelerated state and has a linear descent of motor assist between 25 km / h and 45 km / h. This descent of motor assist and the resulting drop in power already starting at 25 km / h can be used in part for product differentiation, but guarantees the durability of the drive system or electric motor for the drive unit. May also be necessary.

The transition or track 43-1 and 43-2 represent the change or adjustment of the first boundary speed depending on the captured acceleration of the vehicle, respectively. After the acceleration threshold, it is advantageous that the first boundary speed increases as the acceleration increases, and in this regard the second boundary speed is not adapted in this embodiment, for example the legal maximum allowance of 45 km / h. Represents speed.

Therefore, the track 43 is a transition of the relative motor assist with respect to the acceleration a of the vehicle having the threshold value a or less, and the relative motor assist represents the generated motor torque. The orbits 43-1 and 43-2 represent the transition of the relative motor assist with respect to the captured acceleration larger than the threshold value a when the speed 47 is larger than the initial first boundary speed.

The tracks 43-1 and 43-2 represent an expansion of the area under the motor assist characteristic curve as compared with the track 43. Most commonly, such expansions can also be obtained via other methods. For example, instead of the first boundary speed, other points on the ramp can be shifted to higher speeds depending on the vehicle's acceleration and / or the driver's torque.

Claims (12)

A method of operation for a vehicle (1), a bicycle, an electric bicycle, an e-bike, a pedelec, and / or an S-pederec drive unit (80) that can be driven muscularly and additionally by the force of a motor.
-The motor torque generated by the drive unit (80) that can and / or is supplied to the driven shaft (15) of the vehicle (1) depends on the speed of the vehicle (1). Controlled and monotonously falling with the speed of the vehicle (1) within the range between the 1 and lower boundary speeds (vmin) and the 2nd and higher boundary speeds (vmax). / Or adjusted and-a method of operation in which at least one of the first boundary speed (vmin) and the second boundary speed (vmax) is variably adjustable and / or variably adjusted. -The first movement amount of the vehicle (1) is captured, and the variable adjustment of the first boundary speed (vmin) and the second boundary speed (vmax) based on the value of the captured movement amount. The method of operation of claim 1, wherein is made and / or-variable adjustments are made, among other things, based on manual user input and / or user request. 2. The operation amount of the vehicle (1) is such that the acceleration of the vehicle (1) and / or the torque of the muscle supplied to the driven shaft (15) of the vehicle (1) by the driver is captured. The operation method described in. The first and lower boundary speeds (vmins) depend on the acceleration of the vehicle (1) and / or the torque supplied by the driver to the driven shaft (15) of the vehicle (1) muscularly. The operation method according to any one of claims 1 to 3, which is adjusted depending on the above. One of claims 1 to 4, wherein the first and lower boundary speeds (vmins) are increased when the first and lower boundary speeds (vmins) are increased when the acceleration of the vehicle is reduced. The operation method described in the section. The first and lower boundary speeds (vmins) are increased with respect to the decrease in torque due to the muscles supplied to the driven shaft (15) by the driver, according to any one of claims 1 to 4. The described operation method. The operation method according to any one of claims 1 to 4, wherein the first and lower boundary speeds (vmins) are increased when the acceleration of the vehicle is increased. The first and lower boundary speeds (vmins) are increased with respect to the increase in torque by the muscles supplied to the driven shaft (15) by the driver, according to any one of claims 1 to 4. The described operation method. The motor torque generated by the drive unit (80) and supplied to the driven shaft (15) of the vehicle (1) is the first boundary speed (vmin) and the second boundary speed (vmax). ), Controlled and / or adjusted in a linear transition, a partially linear transition, and / or a strictly monotonously falling transition with the speed of the vehicle (1). The operation method according to any one of claims 1 to 8. The motor torque that can and / or is supplied to the driven shaft (15) of the vehicle (1) by the drive unit (80) can be maximally generated by the underlying motor (3). And / or at the maximum ratio to the torque available to the driven shaft (15), and / or to the torque by the muscles available and / or supplied at that time, in particular by the driver. The operation method according to any one of claims 1 to 9, which is determined via the operation method. Performing, operating, instructing, and / or controlling the operation method according to any one of claims 1 to 10 and / or with muscle strength adapted to be used in such a method. And a control unit (10) for a vehicle (1), a bicycle, an electric bicycle, an e-bike, a pederec, and / or an S-pederek drive unit (80) that can be additionally driven by the power of a motor. A drive unit (80) and a control unit (10) according to claim 11 adapted for control of the drive unit (80), which can be driven by muscular force and additionally by motor force. Vehicles (1), bicycles, electric bicycles, e-bikes, pedereks, and / or S-pedereks.

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