WO2015145066A1

WO2015145066A1 - Vehicle having at least two wheels, one of which is driven by a motor on the basis of a safety torque set value dependent on the weight of the single user

Info

Publication number: WO2015145066A1
Application number: PCT/FR2015/050751
Authority: WO
Inventors: Jad EL ITANI; Laurent Tine; Loris PUJOL
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2014-03-26
Filing date: 2015-03-25
Publication date: 2015-10-01
Also published as: FR3019137A1; FR3019137B1

Abstract

A vehicle (V) includes: - a front wheel (R1); - a rear wheel (R2) rotatable by a motor (ME); - a handlebar (G) including an acceleration grip (PA) capable of defining an acceleration set value; - a control means (MCD) capable of determining, for the motor (ME), a torque set value on the basis of the acceleration set value; and - a structure to which the above-mentioned elements are rigidly connected, said structure being capable of supporting a user. The control means (MCD), when a safety operation mode has been selected by the user, is capable of determining a safety torque set value on the basis of the acceleration set value, the weight of the user, and information representing the rotational speed of the motor (ME).

Description

VEHICLE HAVING AT LEAST TWO WHEELS, INCLUDING MOTOR DRIVING BASED ON A SAFETY TORQUE SET

WEIGHT FUNCTION OF THE SINGLE USER

The present invention claims the priority of the French application 1452603 filed March 26, 2014 whose content (text, drawings and claims) is here incorporated by reference.

The invention relates to vehicles intended to carry only one user and comprising at least one front wheel and a rear wheel adapted to be rotated by a motor, and more precisely the control of the torque that must provide this engine.

There are many motorized two-wheeled vehicles today that can carry a single passenger. This is particularly the case for electric scooters with small or large wheels, electric bicycles or electric gyropods (such as the Segway personal transporter). These vehicles are particularly interesting because they allow a person to move effortlessly and without consuming fuel over short distances in dense environments (such as those encountered in cities). In addition, when they are foldable they can accompany their users in most public transport vehicles or be transported in the trunk of a passenger vehicle in order to be used to complete a journey such as a car park. a workplace.

Alas, many people do not want to use such vehicles because they find that their starts are too powerful, and therefore are afraid to fall at the first acceleration. This starting power results not only from the often direct transmission mode of torque to at least one of the wheels, but also from the fact that these vehicles were initially designed to provide thrills to users rather sporty and in search of such sensations, including when they are corpulent.

The invention is therefore particularly intended to improve the situation by making it significantly easier to use the aforementioned vehicles by people who do not seek thrills, at least initially (learning).

It proposes for this purpose a vehicle comprising at least one front wheel and a rear wheel adapted to be rotated by a motor, a handlebar comprising a rotary handle adapted to define an acceleration setpoint, control means adapted to determine for the engine a torque setpoint according to the acceleration setpoint, a structure to which are secured at least the front and rear wheels, the handlebars and the control means, and suitable to support a user.

This vehicle is characterized by the fact that its control means are clean, when a safety operating mode has been selected by the user, to determine a safe torque setpoint according to the acceleration setpoint, a weight of the user and an information representative of a rotational speed of the engine.

The vehicle can thus circulate with a reduced torque which gives confidence and an impression of security to the inexperienced user.

The vehicle according to the invention may comprise other features that can be taken separately or in combination, and in particular:

its control means may be able to determine a starting safety torque setpoint in an evolution curve of the starting safety torque setpoint as a function of the weight;

in a first embodiment, it may comprise communication means adapted to communicate by short-range waves with wireless communication equipment located in the immediate vicinity of the user, in order to obtain the mode of operation selected and the weight provided by the user by means of interface means; its control means can be arranged not to determine a safe torque setpoint in the absence of communication between the communication means and the wireless communication equipment;

in a second embodiment, its structure may be equipped at a chosen location with measuring means capable of estimating the weight of the user when his hands are placed on the handlebars and bear on the latter and that at least one feet of the user exerts pressure on support means of the foot (s) of the structure;

it may comprise communication means adapted to communicate by short-range waves with wireless communication equipment located in the immediate vicinity of the user, in order to obtain the mode of operation selected by the user by means of interface means;

The control means may be arranged so as not to determine a safety torque setpoint in the absence of communication between the communication means and the wireless communication equipment;

in a third embodiment, it may comprise interface means coupled to the control means and capable of allowing the user to provide his weight and to select the safety operating mode;

its control means can comprise first sub-control means able to estimate the speed information as a function of at least one received measurement and to adapt the safety torque setpoint according to the estimated information, and second control sub-means capable of controlling the operation of the engine as a function of at least the appropriate safety torque setpoint;

alternatively, its control means may comprise first sub-control means able to estimate the speed information as a function of at least one received measurement and to determine a value of reduction of the acceleration setpoint as a function of the acceleration setpoint and the weight, the second control sub-means adapted to adapt the acceleration setpoint as a function of the determined reduction value, and the third sub-means of control adapted to determine the safety torque setpoint as a function of at least the appropriate acceleration setpoint and to check the operation of the motor as a function of at least the determined safe torque setpoint;

- Its structure can be foldable type.

Other features and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

FIG. 1 schematically illustrates, in a perspective view, an exemplary embodiment of a motorized two-wheeled vehicle according to the invention,

FIG. 2 schematically and functionally illustrates a first exemplary embodiment of the vehicle control means of FIG. 1, and

FIG. 3 schematically and functionally illustrates a second exemplary embodiment of the vehicle control means of FIG. 1.

The invention aims in particular to provide a vehicle V intended to transport a single user and having at least one front wheel R1 and a rear wheel R2 clean to be rotated by a motor ME.

In what follows, it is considered, by way of non-limiting example, that the vehicle V comprises only one front wheel R1 and one motorized rear wheel R2. But the invention is not limited to this type of vehicle. It also relates to motor vehicles intended to carry only one user and comprising either two front wheels and a rear wheel, a front wheel and two rear wheels.

Furthermore, it is considered in the following, by way of non-limiting example, that the motor ME is of the electric type and coupled to at least one battery B, so that it can be recharged on an electrical outlet of the sector or a charging station, possibly public. But in a variant, the engine ME could be of thermal type. In the latter case, it must have a small tank for storing fuel.

FIG. 1 shows schematically an exemplary embodiment of a motorized vehicle V with two wheels R1 and R2 according to the invention.

As illustrated, this vehicle V comprises at least one structure, a front wheel R1, a rear wheel R2, a motor ME, a handlebar G, and control means MCD.

The structure comprises in particular a frame CS, possibly comprising two subparts coupled together by a cylinder (or hinge) CC unlockable to allow folding of the vehicle V by rotation drive, and which are secured at least the front wheels R1 and rear R2, the handlebar G and MCD control means.

Note that in the non-limiting example illustrated in Figure 1, the motor ME is of the electric type and thus coupled to at least one battery B which is secured to the CS frame. For example, this battery B is type 1 1, 5 AH and 24 V.

It will also be noted that in the nonlimiting example illustrated in FIG. 1, the motor ME is able to drive the rear wheel R2 in rotation and comprises a first sub-part secured to this rear wheel R2 and a second sub-part secured to it. fixed to the frame CS substantially parallel to the first subpart and in front of the latter. For example, the motor ME may be of the type called "brushless" (or without brushes or still synchronous self-controlled permanent magnets). In this case, it may for example include twenty-eight positive pole magnets and twenty-eight negative pole magnets. Note also that in the non-limiting example illustrated in Figure 1, the frame CS comprises in a rear portion two foot support means (s) CR arranged in the form of footrests, installed substantially perpendicular to the rear wheel R2, and possibly foldable. But in an alternative embodiment, the CS frame could include feet support means arranged in the form of a platform, as is the case in a scooter.

Furthermore, and although this does not appear in Figure 1, the CS frame is preferably equipped with casing walls or casings for hiding and hiding the elements it supports.

In addition, the CS frame is preferably equipped, upstream of the cylinder (or hinge) CC, a support cushion defining a bearing zone ZA on which the user can support both his knees.

With an arrangement such as that illustrated in FIG. 1, when the vehicle V is traveling, its user with his hands resting on the handlebar G and resting on the latter (G), his two feet resting on the two footpegs CP (On which they exert pressure), and its two knees resting on the support zone ZA of the support cushion, which is comfortable and ensures a good balance, including in the curves.

The handlebar G is fixedly secured to an upper part of a stem PS which is rotatably mounted on the frame CS and which also comprises a lower part to which is fixedly fixed a fork FS (possibly of the single-arm type and optionally provided with 'a shock absorber). This handlebar G comprises an acceleration handle PA which is rotatably mounted on one of its two opposite ends (here the right), and which is adapted to define an acceleration setpoint intended to be used by the control means MCD. The electronics, which produces the accelerating setpoint of the acceleration handle PA as a function of its rotational drive with respect to a rest position, is coupled to the control means MCD via electrical cables passing preferably in the stem. PS and eventually in tubes defining the CS frame. Some of these electrical cables provide power to the electronics of the acceleration handle PA.

Although this does not appear in Figure 1, the handlebar G includes a brake handle mounted on another of its two opposite ends (here the left).

The MCD control means are secured to the CS frame in an area that is well protected.

When a safety operating mode has been selected by the user, the control means MCD are able to determine for the motor ME a safe torque setpoint according to the acceleration setpoint (provided by the handle of acceleration PA), a weight of the user and information that is representative of a speed of rotation of the motor ME.

Note that when the user has not selected the safety operating mode, the control means MCD will operate the motor ME in a normal operating mode, that is to say in which they determine a set torque depending on the only acceleration setpoint. Therefore, in this normal operating mode at least the starting torque setpoint is larger (or more powerful) than that determined when the safety operating mode is selected. The driving of the vehicle V is then more "sporty".

It will also be noted that the control means MCD may, for example, be suitable for determining a starting safety torque setpoint in an evolution curve of the starting safety torque setpoint as a function of weight. Thus, as soon as the MCD control means receive the weight of the user, they can immediately deduce from the evolution curve the boot safety torque setpoint which corresponds to it. The digital data defining this evolution curve can be stored in a memory (possibly of software type) that includes the MCD control means. The information which is representative of the speed of rotation of the motor ME may, for example, be provided by at least one sensor CV which is associated with the motor ME. For example, when the motor ME is of brushless type, it is possible to use three Hall effect CV sensors which each deliver a signal of a first value, for example equal to +5 V when a positive pole of a magnet is detected. , and a second value, for example equal to 0 V when a negative pole of a magnet is detected. The signal of a first value may, for example, be of the type called "pulse width modulation" (or PWM (for "Pulse Width Modulation")). In this case, it is possible to count the number of times that each CV sensor detects a change of polarity of the magnets of the motor ME during a predefined period of time (for example equal to one second), then this number can be divided by 56 (the total number of magnets). Indeed each turn of the motor ME shows 28 signal peaks of a first value and therefore 28 ^* 2 level changes. It should be noted that the measurement period plays an important role. Indeed, if the period is very large, the estimated speed is not very precise, and if the period is very small, the measurement is accurate but not faithful. For example, a measurement period of 0.2 s can be used, and the three CV sensors can be used to obtain three measurements that are used to average. This gives five updates of the speed of the motor ME every second. Other measurement periods, more or less than 0.2 s, can be chosen, and in particular 0.1 s or 0.15 s.

The weight of the user is information that can come from at least three different sources, depending on the embodiment of the vehicle V.

In a first embodiment (shown non-limitatively in FIG. 1), the vehicle V may comprise means of communication MCN which are adapted to communicate by short-range waves with a wireless communication equipment EC located nearby. immediate user, in order to obtain the mode of operation selected and the weight provided by the user by means of interface means that includes this wireless communication equipment EC. These means of communication MCN are for example secured to the CS frame in an area that is well protected.

It will be noted that the short-wave communications can be done by any protocol known to those skilled in the art, and in particular by WiFi or Bluetooth.

The wireless communication equipment EC is for example a cordless telephone, preferably of intelligent type (or "smartphone"), which belongs to the user and which includes an application dedicated to the supply of information to the vehicle V. But it could also be a communicating, portable electronic box dedicated to providing information to the vehicle V.

It will be noted that the stem PS or the handlebar G may be equipped with a fixing means intended to allow the temporary fixing of the wireless communication equipment EC, so as to allow the observation of its screen. display by the user and / or selection of the operating mode (safety or normal) or function (s) it provides (such as a satellite guidance). This fixing means can be clip (s) or slide (s), for example.

It will also be noted that the control means MCD may advantageously be arranged so as not to determine a safe torque setpoint in the absence of communication between the communication means MCN and the wireless communication equipment EC. This option offers a deterrent anti-theft function, since in the absence of the wireless communication equipment EC which is paired with the vehicle V (and more precisely with its MCD control means), the vehicle V can not be used .

In a second embodiment (not shown), the structure of the vehicle V may be equipped at a chosen location with measuring means that are able to estimate the weight of the user when his hands are placed on the handlebar G and press on the latter (G) and that at least one of the feet of the user exerts pressure on the foot support means (s) CP (here two footrests).

These measuring means may, for example, comprise a weight sensor (or balance) or a gyroscope. They are preferably installed in the vicinity of the center of gravity of the vehicle V.

The estimation of the weight of a user can, for example, be done by performing several measurements while the vehicle V is stopped stabilized on its crutch (or stable when it comprises three wheels), or when the vehicle V rolls a few meters at a reduced speed (for example 3 km / h) and with a minimum torque blocked (this mini-rolling serves as validation of weight measurement). The program can then possibly be validated by the user.

In this second embodiment, it is advantageous for the vehicle V to comprise means of communication MCN which are adapted to communicate by means of short-range waves with wireless communication equipment EC located in the immediate vicinity of the user. to obtain the mode of operation selected by the user by means of interface means that includes this wireless communication equipment EC. These communication means MCN are for example secured to the CS frame in an area that is well protected.

As in the first embodiment short-wave communications can be made by any protocol known to those skilled in the art, including WiFi or Bluetooth. Furthermore, the wireless communication equipment EC can be, for example, a wireless telephone, preferably of intelligent type (or "smartphone"), which belongs to the user and which includes an application dedicated to the selection of the mode of operation (normal or safety) of the vehicle V. But it could also be a communicating electronic box, portable and dedicated to the aforementioned selection.

Also, as in the first embodiment, the stem PS or the handlebar G may be equipped with a fixing means intended to allow the temporary fixing of the wireless communication equipment. EC.

Also, as in the first embodiment, the control means MCD may advantageously be arranged so as not to determine a safety torque setpoint in the absence of communication between the communication means MCN and the wireless communication equipment EC.

In a third embodiment (not shown), the vehicle V may comprise interface means coupled to the control means MCD and adapted to allow the user to provide his weight and to select the safety operating mode (or the normal operating mode).

These interface means may, for example, be in the form of a small electronic box provided with selection keys for selecting a weight and a mode of operation. They can be fixedly attached to the stem or PS handlebar G, in order to be easily used by the user, including when the vehicle V circulates.

Moreover, these interface means can be coupled to the control means MCD via electrical cables passing preferably in the bracket PS and possibly in tubes defining the frame CS. Some of these electrical cables provide power to the interface means.

Two nonlimiting embodiments of the MCD control means will now be described with reference to FIGS. 2 and 3.

In the first exemplary embodiment illustrated in FIG. 2, the control means MCD comprise first SM1 and second SM2 control sub-means. The first control sub-means SM1 are arranged in such a way as to estimate the information (representative of the speed of rotation of the engine ME) as a function of at least one measurement received and to adapt the safety torque setpoint as a function of this estimated information. The second control sub-means SM2 are arranged so as to control the operation of the engine ME in function at least the appropriate safety torque setpoint, and preferably information (representative of the speed of rotation of the motor ME).

By way of nonlimiting example, the first control sub-means SM1 may comprise an Arduino type printed circuit board, and the second control sub-means SM2 may comprise a printed circuit board defining an electric motor controller. In this case, you can, for example, connect the PWM output of the electronics of the acceleration handle PA to an input port ("analog in") of the Arduino board, and connect the outputs of the speed sensors CV on other inputs of the Arduino board, in order to perform a closed loop to determine the safety torque setpoint, then this safe torque setpoint can be delivered to a PWM output of the Arduino board so that it feeds a PWM input port of the motor controller board.

There is thus a total control of the motor ME, and the possibility of making a treatment of the acceleration setpoint in various ways, and in particular a linear processing to reduce the starting torque according to the weight of the user.

In the second exemplary embodiment illustrated in FIG. 3, the control means MCD comprise first SM1 ', second SM2' and third SM3 'control sub-means. The first control sub-means SM1 'are arranged so as to estimate the information (representative of the speed of rotation of the motor ME) as a function of at least one measurement received and to determine a reduction value K of this instruction d acceleration according to the acceleration setpoint and the weight of the user. The second control sub-means SM2 'are arranged to adapt the acceleration setpoint as a function of this reduction value K determined by the first control sub-means SM1'. The third control sub-means SM3 'are arranged so as to determine the safety torque setpoint based on at least of this acceleration set point adapted by the second control sub-means SM2 'and to control the operation of the engine ME as a function of at least this set safety torque setpoint.

By way of nonlimiting example, the first control sub-means SM1 'may comprise an Arduino-type printed circuit board, the second control sub-means SM2' may comprise a digital potentiometer, and the third sub-means of FIG. control SM3 'may comprise a printed circuit board defining an electric motor controller. In this case, the Arduino board controls the digital potentiometer by determining its reduction ratio K as a function of the current rotation speed of the motor ME, and the digital potentiometer adapts the acceleration setpoint by dividing it by this reduction ratio K determined. The PWM output of the digital potentiometer is connected to a PWM input port of the motor controller board which is responsible for determining the safety torque setpoint based on at least the acceleration setpoint adapted by the second sub-means. control SM2 'and to control the operation of the motor ME as a function of at least this determined safety torque setpoint.

This second control mode (also in a closed loop) is advantageous when a fault occurs, since it suffices for the user to release the acceleration handle PA so that the motor ME is stopped immediately even if the reduction value K of the digital potentiometer changes randomly for an unknown reason. It is indeed the initial acceleration instruction which is dominant, and so all that the Arduino board does is to reduce it.

The invention offers several advantages, among which:

- a circulation with a reduced torque which gives confidence to the inexperienced user and gives him an impression of security,

- the possibility of driving in a secure electric cycle at low speed on a sidewalk, without helmet or license plate,

- the lack of effort to be provided by the user,

- a possible anti-theft function preventing any use of the vehicle in the absence of a pair of communication equipment nearby im mediate.

Claims

A vehicle (V) comprising at least one front wheel (R1), a rear wheel (R2) adapted to be rotated by a motor (ME), a handlebar (G) comprising a clean acceleration handle (PA). to define an acceleration setpoint, control means (MCD) suitable for determining for said engine (ME) a torque setpoint as a function of said acceleration setpoint, and a structure to which at least said front wheels and rear (R1-R2), said handlebar (G) and said control means (MCD), and adapted to support a user, characterized in that said control means (MCD) are clean, when a security mode of operation was selected by said user, to determine a safe torque setpoint according to said acceleration setpoint, a weight of said user and an information representative of a rotational speed of said motor (ME).

2. Vehicle according to claim 1, characterized in that said control means (MCD) are adapted to determine a starting safety torque setpoint in an evolution curve of said start safety torque setpoint as a function of said weight. .

3. Vehicle according to one of claims 1 and 2, characterized in that it comprises communication means (MCN) adapted to communicate by short-range waves with a wireless communication equipment (EC) located at immediate proximity of said user, to obtain said selected operating mode and said weight provided by said user by means of interface means.

4. Vehicle according to one of claims 1 and 2, characterized in that said structure is equipped in a selected location of measuring means for estimating said weight of the user when his hands are placed on said handlebar (G) and press on the latter (G) and that at least one of the feet of said user exerts pressure on foot support means (PC) of said structure.

5. Vehicle according to claim 4, characterized in that it comprises communication means (MCN) adapted to communicate by short-range waves with a wireless communication equipment (EC) located in the immediate vicinity of said user, to obtain said mode of operation selected by said user by means of interface means.

6. Vehicle according to one of claims 3 and 5, characterized in that said control means (MCD) are arranged not to determine safety torque setpoint in the absence of communication between said communication means (MCN) and said wireless communication equipment (EC).

7. Vehicle according to one of claims 1 and 2, characterized in that it comprises interface means coupled to said control means (MC) and adapted to allow said user to provide its weight and select said operating mode of security.

8. Vehicle according to one of claims 1 to 7, characterized in that said control means (MCD) comprise first sub-control means (SM1) capable of estimating said information as a function of at least one measurement received and adapting said safety torque setpoint as a function of said estimated information, and second control sub-means (SM2) capable of controlling the operation of said engine (ME) as a function of at least said appropriate safety torque setpoint.

9. Vehicle according to one of claims 1 to 7, characterized in that said control means (MCD) comprises first sub-control means (SM1) capable of estimating said information as a function of at least one measurement received and determining a reduction value of said acceleration setpoint as a function of said acceleration setpoint and said weight, second control sub-means (SM2 ') adapted to adapt said acceleration setpoint as a function of said reduction value determined, and third control sub-means (SM3 ') able to determine said safety torque setpoint as a function of at least said adapted acceleration set point and to control the operation of said engine (ME) as a function of at least said determined safety torque setpoint.

10. Vehicle according to one of claims 1 to 9, characterized in that said structure is foldable type.