JP2023065341A - Electric automobile - Google Patents

Abstract

To increase the running properties and travel safety of an electric automobile, particularly an electric two-wheel vehicle having a steering manual handlebar (1).SOLUTION: The present invention relates to an electric automobile including a steering manual handlebar (1) having a throttle lever (4) for controlling a rotation number (n) and/or rotational torque (M) of at least one electrically driven motor and a separate lever (6) for adjusting the rotation number (n) and/or the rotational torque (M) of at least one electrically driven motor in at least one first operation range (A). Particularly for increasing the running properties and travel safety in motor brake operation, an automobile is arranged so that regenerative operation is possible in at least one second operation area (R) and regenerative output or regenerative torque (MR) of the at least one electrically driven motor can be adjusted and/or limited by the separate lever (6) in the at least one second operation area (R).SELECTED DRAWING: Figure 1

Description

The present invention provides a throttle lever for controlling the rotational speed and/or rotational torque of at least one electric drive motor and a throttle lever for controlling the rotational speed and/or rotational torque of at least one electric drive motor to at least one first It relates to an electric vehicle, in particular an electric two-wheeled vehicle, having a manual handlebar for steering with a disconnect lever for adjusting in a working range of. Furthermore, the invention relates to a method for operating an electric vehicle, in particular an electric two-wheeled vehicle, which is steered via a manual handlebar, the speed and/or torque of the electric drive motor being controlled via a throttle lever and a separating lever. adjusted via

Internal-combustion-powered two-wheelers and other vehicles steered via a manual handlebar (i.e., steering-controlled) generally have a throttle lever on the right side of the steering wheel for rpm control, and a throttle lever for operating the front brakes. , a brake lever located on the right side of the steering wheel and a separating lever (so-called clutch lever) located on the left side of the steering wheel for operating a separating clutch in the drive train. The left separating lever is normally used in the drive train in internal combustion engine driven two-wheeled vehicles for declutching or declutching the separating clutch and for metering the starting rotational torque.

Power is regulated via a slip clutch while the throttle lever is held at full throttle on sometimes difficult off-roads on so-called off-road bikes, ie dirt bikes. The reason for this is that off-roading requires the driver to hold onto, and in many cases there is no way for the driver to turn the throttle lever.

Since the electric motorcycle does not have a clutch, there is no way to reduce the output via the clutch lever. The same applies to regeneration.

Even if the electric motorcycle does not have a separation lever, especially in an electrically operated off-road bike, the driver does not need to loosen his grip in order to carry out the turning movement with his wrist for off-road driving safety and drivability. It is advantageous to be able to easily and quickly reduce the power output and drive torque of the electric drive via the left separating lever.

Known from US 2011/048832 A1 is a control device for a steering wheel-controlled electric vehicle, which control device is arranged on the right side of the steering wheel with a throttle lever for controlling the motor speed. have A throttle lever controls the amount of electrical energy supplied from the battery to the electric motor. Further, the steering wheel-controlled automobile has a separation lever arranged on the left side of the steering wheel, by means of which the driver can adjust the driving speed of the electric motor according to the lever position by pulling the separation lever. It is possible. There is no recuperation adjustment via the left separating lever. This has the disadvantage that a stable driver position is not guaranteed, since the regenerative output can only be changed via the throttle lever (as usual).

U.S. Patent Application Publication No. 2011/048832

An object of the present invention is to improve the driving performance and driving safety (particularly in motor braking operation) in a steering wheel controlled vehicle and to enable easy adjustment of regenerative output or regenerative torque during regenerative braking.

According to the invention, the problem is that the motor vehicle is regeneratively operable in at least one second operating region, in which the regenerative power or regenerative torque of the at least one electric drive motor is generated by the separating lever in the at least one second operating region. It is eliminated by being adjustable and/or limitable.

This makes it possible to easily adjust the regenerative output or regenerative torque in regenerative braking.

A disconnect toggle lever can be used to reduce regenerative output as well as drive output.

A separate toggle lever can be used to limit drive power as well as regenerative power.

The term "regeneration" as used herein refers to energy recovery during the deceleration process of the vehicle. At this time, the regenerative torque is braking torque that can be used during regenerative braking. The regenerative output is obtained from the regenerative torque and the rpm of the electric drive motor.

Provision is preferably made such that the regenerative power or regenerative torque can be reduced and/or limited by pulling the separating lever.

In a variant embodiment of the invention, the regenerative power or regenerative torque is maximum in the first toggle lever position of the separating lever, which is assigned to the smallest deflection, and the second toggle lever of the separating lever, which is assigned to the largest deflection. at each step where the regenerative output or regenerative torque is minimal, preferably at an intermediate position between the first toggle lever position and the second toggle lever position, where the regenerative output or torque is stepless or discontinuous. provided to be adjustable.

In another embodiment of the invention, it is provided that the regenerative output or regenerative torque can also be adjusted by operating the throttle lever. Preferably, the regenerative output or regenerative torque is maximum at the first lever rotational position of the throttle lever, which is assigned to the minimum deflection, and the regenerative output or regenerative torque is at the second lever rotational position of the throttle lever, which is assigned to the maximum deflection. Minimal regenerative torque. Advantageously, provision is made for the regenerative power or regenerative torque to be adjustable steplessly or discretely in intermediate positions between the first and second lever rotational positions.

In particular, in electric motorcycles where not only drive output but also regenerative output is set only through the throttle lever (so-called "one-pedal" adjustment), a separate lever that allows easy operation of regenerative output or regenerative torque without moving the throttle lever. It is particularly advantageous to be able to quickly lower via In this case (if the motor vehicle is operated regeneratively in at least one second operating region), the regenerative power or regenerative torque is reduced and/or limited by pulling the separating lever so that the separating lever at least A regenerative output or regenerative torque of one electric drive motor is regulated.

In a variant embodiment of the invention, not only the regenerative power or the regenerative torque but also the drive power or the drive torque are regulated by operating the throttle lever, by means of which the rated regenerative power or the rated regenerative torque or the rated drive power or the rated drive is adjusted. Torque is preset. Starting from a predefined rated regenerative power or a preset rated regenerative torque or rated drive power or rated drive torque, the regenerative power or regenerative torque or drive power or drive power of at least one electric drive motor is preferably adjusted by means of a separating lever. It is possible to reduce the drive torque to the expected regenerative power or expected regenerative torque or expected drive power or expected drive torque or to zero and/or limit it.

Within the scope of the invention, furthermore, the effective slip value of at least one rear wheel of the motor vehicle is compared with a predefined target slip value, and if the target slip value is exceeded, (expected regenerative power or expected regenerative torque or expected drive Rear wheel slip adjustment is performed by reducing and/or limiting the regenerative power or regenerative torque or the drive power or drive torque until the effective slip value (starting from the power or expected drive torque) matches the target slip value. is provided as follows. If the expected regenerative torque or expected drive torque exceeds the slip limit at the rear wheels, the speed of the drive motor is reduced and/or limited. A reduction in the rotational speed of the electric drive motor results in a significant reduction in the power regenerated by the electric drive motor or supplied for driving. This makes it possible to improve the drivability and static friction of the vehicle and increase the operating range.

BRIEF DESCRIPTION OF THE DRAWINGS In the following, the invention will be explained in more detail with reference to the drawings, which are not intended to limit the invention. Schematically illustrated are:

1 is a handlebar of a motor vehicle according to the invention; FIG. 4 is a rotational torque-rotational speed diagram of the automobile; FIG. Adjustment of wheel torques by driver intervention.

FIG. 1 schematically shows a handlebar 1 of an electrically operated motor vehicle that is handle-controlled (i.e. steered via the handlebar 1), such as an electric motorcycle, electric tricycle, electric four-wheel vehicle. . A handlebar 1 of this kind, which may consist of one or more straight or curved tubes, generally has a throttle lever 4 on a first side 2 (for example the right side as seen in the direction of travel), said throttle lever adjusts the rotational speed and/or rotational torque of the drive motor. Furthermore, a brake lever 5 , for example designed as a toggle lever, for actuating the front wheel brakes, for example, is arranged on the first side 2 . On a second side 3 arranged opposite the first side 2 with respect to the longitudinal axis 10 of the vehicle, a separating lever 6, for example in the form of a toggle lever, is situated, which separates the internal combustion engine. and in the case of a steering wheel-controlled motor vehicle provided with a gearbox, for example as a clutch lever for opening the separating clutch in the drive train.

The vehicle can be operated in at least one first operating area A and at least one second operating area R, in which the vehicle is driven, e.g. accelerated, and in which the second operating area R is operated to decelerate, e.g. regeneratively brake.

Similar to the internal combustion engine driven, steering wheel controlled vehicle, also in the electric vehicle described here the separating lever 6 is used to reduce or interrupt the motor braking process by the drive or drive motor.

In the second operating range R, the electric vehicle is braked by the electric drive motor in regenerative operation and the electric drive motor is driven to generate electricity.

According to the invention, the separation lever 6 is adjusted in at least one deceleration operating region of the electric vehicle by operating, i.e. pulling, the separation lever 6 in the direction of the arrow _P in FIG. It is designed so that it can be lowered and/or restricted. In the illustrated first toggle lever position with minimum (e.g. zero) deflection, which is assigned to the rest position of the separation lever 6, the regenerative power or regenerative torque M _R is equal to the preset rated regenerative power or preset Corresponds to the set nominal regenerative torque M _R4 . The rated regenerative power or rated regenerative torque M _R4 is preset by the driver, for example via the throttle lever 4 in the case of a "one-pedal" adjustment. In this case, the mode of action of the separating lever 6 is carried out like a clutch lever in a two-wheeled vehicle driven by an internal combustion engine: by pulling the separating lever 6 more and more in the direction of the arrow P, the regenerative power or the regenerative torque M _R is transferred directly to the lever movement. is gradually reduced in proportion to , until it reaches zero. The reduction of the regenerative output or regenerative torque _MR can be performed in continuous or discontinuous steps according to a linear or predetermined function.

In another embodiment, it is provided that the separating lever 6 is used for adjusting the drive power or drive torque _MA of the electric drive motor even in the first operating region A in which the motor vehicle is driven by the electric drive motor. be done. The drive power or drive torque _MA can be adjusted, ie reduced and/or limited, in at least one acceleration active region of the motor vehicle by actuating, ie pulling, the separating lever 6 . In the first toggle lever position in which the deflection of the separating lever 6 is minimal (e.g. zero), assigned to the rest position of the separating lever 6, the rated drive power or torque _MA is preset. Corresponds to M _A4 . Rated drive power and rated drive torque M _A4 are set by the driver via throttle lever 4 . Here too, the mode of action of the separating lever 6 is implemented analogously to the clutch lever in a two-wheeled vehicle driven by an internal combustion engine: by pulling the separating lever 6 more and more, the drive power or drive torque _MA is gradually reduced to zero in direct proportion to the lever travel. is reduced until This reduction of the drive power or drive torque _MA can likewise be carried out in continuous or discontinuous steps according to a linear or predetermined function.

FIG. 2 shows a diagram of the rotational torque M-rotational speed n of an electric drive motor of an electric vehicle. The arrow P0 indicates the drop in the torque M (during acceleration or deceleration operation) when the separating lever 6 is actuated.

In this way, even in electrically actuated and steering wheel-controlled motor vehicles (as well as in internal-combustion-powered two-wheelers) when used in extreme off-road conditions (corresponding to the clutch lever in internal-combustion-powered two-wheelers), the separating lever 6 can be used. while regulating the output via the throttle lever 4 can be held, for example, at "full throttle" or maximum drive output (in drive operation) and at "zero throttle" or maximum regenerative output (in deceleration operation). be. This eliminates the need to rotate the throttle lever 4 at the same time to adjust the output and allows the driver to hold on to the handlebar 1 when off-road. Operation of the separating lever 6 can be performed via individual or a few fingers without adversely affecting the grip on the handlebar 1 .

Accordingly, by operating the separation lever 6, it is possible to reduce the regenerative output and/or the drive output without moving the throttle lever 4. FIG. In this way, it is possible to imitate the behavior of the clutch lever in a steering wheel-controlled vehicle driven by an internal combustion engine in a steering wheel-controlled electric vehicle.

For better drivability, so-called "one-pedal" adjustment is also often employed in steering-controlled motor vehicles such as motorcycles.

In this case, regeneration is carried out by slightly deflecting the throttle lever 4 .

For example, the brakes (eg front brakes) operated via the brake lever 5 can act purely hydraulically or take part in the regenerative power. When taking part in regeneration, the brake output is "blended", creating a continuous transition between regeneration and hydraulic braking at the rear wheels. This requires a linear sensor at the brake lever 5 which determines the position of the brake lever 5 or the braking force at the brake lever 5 .

However, when the ground is slippery or when cornering or in an inclined state, less braking power (regenerative power) can be transmitted to one or more rear wheels. Nevertheless, it is always possible (in view of the maximum operating range and good drivability) to employ rear wheel slip regulation in order to take advantage of the maximum possible regeneration.

In this context, it is possible to employ at least one possibly provided ABS sensor (ABS=anti-lock braking system) as an encoder at the rear wheels. Different target slip values are stored in the control device according to various driving conditions (speed, deceleration, corner inclination position, road surface conditions, etc.). If the target slip value is exceeded, regeneration is reduced until the target slip value is obtained. As an alternative to the ABS sensor, it is also possible to employ the speed gradient of the drive motor with respect to vehicle speed. This is particularly advantageous when the rear wheels of a steering wheel-controlled electric vehicle are belt-driven.

This adjustment can also be employed when accelerating.

By manually adjusting the drive power or drive torque M _A or the regenerative power or regenerative torque M _R via the separating lever 6 a maximum frame for the rear wheel slip adjustment is predefined. The position of the throttle lever 4 prescribes a maximum frame for adjustment by the separating lever 6 .

Rear wheel slip regulation can be realized via output regulation (MPPT: maximum power point tracking function) of the regenerative power or regenerative torque _MR or the drive power or drive torque _MA of the electric drive motor.

The expected regenerative power or the expected regenerative torque _MR6 is pregiven by the driver via the throttle lever 4 and/or the separating lever 6 as an input variable. When the expected regenerative torque M _R6 exceeds the slip limit at the rear wheels, the power regenerated by the electric drive motor is significantly reduced due to the reduction in the rotation speed of the electric drive motor.

As soon as this effect is detected by the control device, the expected regenerative torque _MR6 is limited until the regenerative torque _MR reaches its maximum value again.

Here, a new cycle starts again by increasing the regenerative torque _MR step by step until a decrease in output is detected again during regeneration.

FIG. 3 schematically illustrates the regulation of the drive torque M A or the regenerative torque M _R at at least one drive wheel of a motor vehicle in a first operating region A during acceleration or drive and a second operating region _R during deceleration or regeneration. is illustrated. Depending on the position S4 of the throttle lever 4, the rated regenerative torque M _R4 or the rated drive torque M _A4 is given in advance. Via the separating lever 6, the rated regenerative torque M _R4 or the rated driving torque M _A4 is reduced to the expected regenerative torque M _R6 or expected driving torque M _A6 representing the maximum frame for adjusting the rear wheel slip.

As an alternative method for decreasing the rated regenerative torque M _R4 or the rated driving torque M _A4 represented by the respective curves of the expected regenerative torque M _R6 and the expected driving torque M _A6 , the regenerative torque M _R is applied by the separation lever 6 to the maximum regenerative torque M _Rmax Alternatively, the drive torque M _A can be limited via the separating lever 6 to a maximum drive torque M _Amax . The maximum regenerative torque M _Rmax or the maximum drive torque M _Amax can even be zero in extreme cases. In contrast to reducing the rated regenerative torque M _R4 or the rated drive torque M _A4 , the limitation only acts below a defined lower limit position S4 _Rmax and/or above a defined upper limit position S4 _Amax of the throttle lever 4.

The adjustment of the drive torque M _A or the regenerative torque M _R of at least one drive wheel of the motor vehicle about the zero point 0 is preferably carried out such that a smooth transition from pulling to pushing (or vice versa) is carried out. . This means that in the diagram illustrated in FIG. 3, each tangent line t is approximately "horizontal" to the curve of extension about the zero point 0 of the rated regenerative torque M _R4 and the rated driving torque M _A4 , i.e., the horizontal axis (throttle It is obtained when extending approximately parallel to the position S4) of the lever 4 . In the illustrated example, the angle α between the tangent t and the horizontal axis (position S4 of the throttle lever 4) is approximately 3° at maximum.

Claims (19)

a throttle lever (4) for controlling the speed (n) and/or the rotational torque (M) of at least one electric drive motor and said speed (n) and/or said rotation of said at least one electric drive motor An electric vehicle, in particular an electric two-wheeled vehicle, having a manual handlebar (1) for steering with a separating lever (6) for adjusting the torque (M) in at least one first operating range (A), said vehicle is regeneratively operable in at least one second operating region (R), and the regenerative output of said at least one electric drive motor by means of said separating lever (6) in said at least one second operating region (R) or An electric vehicle, characterized in that the regenerative torque (M _R ) is adjustable and/or limitable. Electric vehicle according to claim 1, characterized in that the regenerative power or the regenerative torque (M _R ) can be reduced and/or limited by pulling the separation lever (6). Said separating lever (6), wherein said regenerative output or said regenerative torque (M _R ) is maximum in a first toggle lever position of said separating lever (6), which is assigned to minimum deflection, and which is assigned to maximum deflection. the regenerative output or the regenerative torque (M _R ) is minimum at the second toggle lever position of, preferably at an intermediate position between the first toggle lever position and the second toggle lever position the regenerative Electric vehicle according to claim 1 or 2, characterized in that the output or the regenerative torque (M _R ) is adjustable in stepless or discrete steps. The electric vehicle according to any one of claims 1 to 3, characterized in that said regenerative output or said regenerative torque (M _R ) can also be adjusted by operating said throttle lever (4). Said throttle lever (4), wherein said regenerative power or said regenerative torque (M _R ) is maximum in a first lever rotational position of said throttle lever (4), which is assigned to minimum deflection, and which is assigned to maximum deflection. The regenerative output or the regenerative torque (M _R ) is minimum at the second lever rotational position of, preferably at an intermediate position between the first lever rotational position and the second lever rotational position the regenerative Electric vehicle according to claim 4, characterized in that the output or the regenerative torque (M _R ) is adjustable in stepless or discrete steps. A method for operating an electric vehicle, in particular an electric two-wheeled vehicle, steered via a manual handlebar (1), wherein the number of revolutions (n) and/or the torque (M ) is controlled via a throttle lever (4) and adjusted via a separating lever (6) in at least one first operating range (A), wherein said motor vehicle is controlled in at least one second operating range (A). (R), the regenerative power or regenerative torque (M R ) of the at least one electric drive motor being modulated by the separating lever (6) in the at least one second operating region ( _R ) of the motor vehicle. and/or restricted. Method according to claim 6, characterized in that the regenerative power or the regenerative torque (M _R ) is reduced and/or limited by pulling the separation lever (6). Said separating lever (6), wherein said regenerative output or said regenerative torque (M _R ) is maximum in a first toggle lever position of said separating lever (6), which is assigned to minimum deflection, and which is assigned to maximum deflection. The regenerative output or the regenerative torque (M _R ) is minimized at the second toggle lever position of, preferably at an intermediate position between the first toggle lever position and the second toggle lever position the regenerative 8. Method according to claim 6 or 7, characterized in that the output or the regenerative torque (M _R ) is adjusted in stepless or discrete steps. The regenerative output or the regenerative torque (M _R ) is also adjusted by operating the throttle lever (4), preferably the rated regenerative output or the rated regenerative torque (M _R4 ) is preset by the throttle lever (4). The method according to any one of claims 6 to 8, characterized in that Said throttle lever (4), wherein said regenerative output or said regenerative torque (M _R ) is maximum in a first lever rotational position of said throttle lever (4) assigned to minimum deflection and assigned to maximum deflection. The regenerative output or the regenerative torque (M _R ) is minimized at the second lever rotational position of, preferably at an intermediate position between the first lever rotational position and the second lever rotational position, the regenerative 10. Method according to claim 9, characterized in that the output or the regenerative torque (M _R ) is adjusted in stepless or discrete steps. Starting from the predefined rated regenerative power or the preset rated regenerative torque (M _R4 ) the regenerative power or the regenerative torque (M _R ) is reduced to the expected regenerative power or expected regenerative torque (M _R6 ). Comparing the effective slip value of at least one rear wheel of the vehicle with a predefined target slip value, and if the target slip value is exceeded, starting from the expected regenerative output or the expected regenerative torque (M _R6 ), the 12. Method according to claim 11, characterized in that rear wheel slip adjustment is performed by reducing the regenerative power or the regenerative torque (M _R ) until the effective slip value matches the target slip value. . In at least one first actuation area (A) the motor vehicle is actuated and the at least one electric drive motor is driven by the separating lever (6) in the at least one first actuation area (A) of the motor vehicle. Method according to any one of claims 6 to 12, characterized in that the drive power or drive torque (M _A ) is regulated. 14. Method according to claim 13, characterized in that the drive power or the drive torque (M _A ) is reduced and/or limited by pulling the separating lever (6). In a first toggle lever position of said separating lever (6), which is assigned to a minimum deflection, said drive output or said drive torque (M _A ) is maximum, and said separating lever (6) is assigned to a maximum deflection. The drive output or the drive torque (M _A ) is minimized at the second toggle lever position of, preferably at an intermediate position between the first toggle lever position and the second toggle lever position the drive 15. A method according to claim 13 or 14, characterized in that the output or the drive torque (M _A ) is adjusted in stepless or discrete steps. The drive output or the drive torque (M _A ) is also adjusted by operating the throttle lever (4), preferably the rated drive output or the rated drive torque (M _{A4 ) is preset by the throttle lever (4} ). The method according to any one of claims 13 to 15, characterized in that Said throttle lever (4), in which said drive output or said drive torque (M _A ) is maximum in a first lever rotational position of said throttle lever (4) assigned to minimum deflection and assigned to maximum deflection. The drive output or the drive torque (M _A ) is minimized at the second lever rotation position of, preferably at an intermediate position between the first lever rotation position and the second lever rotation position of the drive 17. Method according to claim 16, characterized in that the output or the drive torque (M _A ) is adjusted in stepless or discrete steps. Starting from the predefined rated drive power or the preset rated drive torque (M _A4 ) the drive power or the drive torque (M A4 ) of the at least one electric drive motor is controlled by the separating lever (6) _. ) is reduced to the expected drive power or expected drive torque (M _A6 ). Comparing the effective slip value of at least one rear wheel of said motor vehicle with a predefined target slip value, and if the target slip value is exceeded, starting from said expected drive power or said expected drive torque (M _A6 ) and said 19. Method according to claim 18, characterized in that a rear wheel slip adjustment is carried out by reducing the drive power or the drive torque (M _A ) until the effective slip value corresponds to the desired slip value. .

Images