WO2017036641A1

WO2017036641A1 - Assembly for determining the speed of a vehicle, and vehicle

Info

Publication number: WO2017036641A1
Application number: PCT/EP2016/066015
Authority: WO
Inventors: Mario Weissert; Rinaldo Greiner
Original assignee: Robert Bosch Gmbh
Priority date: 2015-08-31
Filing date: 2016-07-06
Publication date: 2017-03-09
Also published as: DE102015216587A1

Abstract

The invention relates to an assembly for determining the speed of a vehicle (1) that can be driven by means of muscle force and/or by means of motor force and that is on wheels (9-1, 9-2), in particular an electric bicycle, comprising: a first unit (20), which is fastened to or in a wheel (9-1) of the vehicle (1) and can rotate together with the wheel (9-1) and has a sensor (21), a timer (22), and a transmitter (23); and a second unit (30), which is attached to the vehicle (1) outside of a wheel (9-1, 9-2) and has a receiver (33) and a control unit (36); wherein the first unit (20) is designed to detect ground contact of a permanently selected zero-crossing point (9-3) of the wheel (9-1) as a zero crossing of the wheel (9-1) by means of the sensor (21), to start the timer (22) at the time of the zero crossing such that the time since the last zero crossing is captured as a current timer value, and to transmit a current timer value by means of the transmitter (23) after a zero crossing, and wherein the second unit (30) is designed to receive a timer value transmitted by the first unit (20) by means of the receiver (33) and to determine a speed of the vehicle (1) from a received timer value by means of the control unit (35).

Description

description

title

Arrangement for determining the speed of a vehicle and vehicle prior art

The present invention relates to an arrangement for determining the

Speed of a vehicle and a vehicle having the arrangement. The present invention relates in particular to an arrangement for determining the speed of a vehicle that can be driven by muscle power and / or engine power on wheels, in particular an electric bicycle, an e-bike or a pedelec, as well as a vehicle with wheels that can be driven by muscle power and / or engine power, in particular an electric vehicle, an e-bike or a pedelec.

The speed of a bicycle, e-bikes and the like will

typically detected by a so-called wheel speed sensor. This is for example firmly attached to a frame of the vehicle. At a

Wheel spoke or another part of a wheel, a magnet is mounted so that it passes by the wheel during the wheel rotation, this is registered by the sensor. When driving, the vehicle speed can be determined by the number of passes of the magnet on the sensor per unit of time, provided that the dimensions of the wheel are known. The problem with such sensors, which can be configured as REED sensors, is that the mounting of the sensor and the magnet is not fault-tolerant, in particular with regard to the alignment and the distance between sensor and magnet. Furthermore, the assembly is not sufficient against

Moving, turning away and the like secured, so that the position and orientation of the magnet and sensor can change during operation. The sensor itself requires certain connector systems to electrically connect the sensor. Also next to the magnet and the sensor additional components necessary, for example cables, cable ties and the like.

Disclosure of the invention

The arrangement according to the invention for determining the speed of a vehicle drivable with muscle power and / or engine power with the features of claim 1 has the advantage that an alignment between sensor on the one hand and receiver and control unit on the other hand and an adjusting assembly of the components with respect to each other account can because the sensor alone determines the ground contact of the wheel and it does not arrive at a relative position to the rest of the vehicle. This is inventively achieved with the features of claim 1, characterized in that an arrangement for determining the speed of a driven by muscle power and / or motor power vehicle

Wheels, in particular of an electric bicycle, is proposed with a mounted on or in a wheel of the vehicle and mitrotierbaren with the wheel first unit with a sensor, a timer and a transmitter and an outside of a wheel on the vehicle - in particular on a frame of the vehicle - attached second unit with a receiver and a

Control unit. The first unit is set up, by means of the sensor, a ground contact of a fixed zero crossing point of the wheel as

Zero crossing of the wheel to detect, with the zero crossing to start the timer, so that the time since the last zero crossing is detected as the current timer value, and by means of the transmitter after a time

Zero crossing to send a respective current timer value. The second unit is set up by means of the receiver to receive a timer value transmitted by the first unit and to determine a speed of the vehicle from a received timer value by means of the control unit.

The dependent claims show preferred developments of the invention.

In an advantageous development of the arrangement according to the invention, measures are taken for a precise evaluation of the received timer value or a plurality thereof, in that the second unit has a continuously running clock and is set up by means of the clock a time of Reception of a timer value emitted by the first unit to provide and in particular in the control unit of the second unit to record together with the respective timer value. This also provides the ability to determine if a received timer value is plausibly attributable to a current wheel revolution or a newly started wheel revolution.

In another refinement of the arrangement according to the invention, the control unit of the second unit is set up from a plurality of timer values emitted by the first unit, in particular too directly

successive zero crossings of the wheel to determine the speed of the vehicle, in particular based on the associated times of receipt of the timer values. By the reception and the

Evaluating a plurality of timer values with systematic and measurement errors in the determination of the vehicle speed. To this

In this way, the structure of the first unit can be made particularly simple, because the first unit does not have to take any measures

Make sure that the timer value is always emitted at the same angular position of the wheel and thus at the same relative position between sensor and transmitter after passing through the zero crossing. In other words, the transmitter does not have to comply with a predefined and / or fixed position when transmitting the timer value with respect to the receiver. To ensure that timer values for different wheel revolutions are distinguishable from each other is another advantageous

Further development of the arrangement according to the invention, the first unit is set up to restart the timer at each zero crossing of the wheel. If particularly simple components are used in the arrangement according to the invention, in particular those which only a small

Energy consumption can not be guaranteed that transmitters and receivers are in the same transmission and reception range at each wheel position. However, to ensure that the second unit receives the timer values of the first unit is at an advantageous

Further development of the arrangement according to the invention, the first unit is set up by means of the transmitter repeats each time a current timer value of Send timer. This ensures that in the course of one revolution the transmitter penetrates at least once to the receiver.

Particularly simple arrangement of the invention, when the sensor is formed, a zero crossing of the wheel from the deformation of

Rades at ground contact of the wheel at or in the area of the zero crossing point of the wheel to determine. In particular, then offers the use of so-called pneumatic tires, because they show a more pronounced deformation behavior when ground contact of the wheel in the area of the zero crossing point, especially in comparison with solid rubber tires or the like.

A particularly high degree of accuracy in determining the ground contact at or in the region of the zero crossing point arises when the sensor, in particular together with the transmitter, at or in the region of

Zero crossing point of the wheel is arranged and there has one or more deformable with the deformation of the wheel at or in the region of the zero crossing point and / or relatively movable elements.

In the concrete embodiment of the measuring principle, which is to be used as the basis of the sensor, all facilities are available, the at

Deformation and / or relative movement lead to corresponding physical effects. In a particularly simple embodiment of

Arrangement according to the invention it is provided that the sensor comprises one or more piezo elements and / or one or more arrangements of coil, spool core and / or magnet.

In particular, the sensor can be set up to determine the zero crossing of the wheel from the voltage generated at deformation of the wheel at or in the region of the zero crossing point (i) and / or (ii) to provide the operating energy for the first unit.

A further simplification of the arrangement according to the invention results when it is possible to dispense with long-life batteries and the like.

Accordingly, it is advantageous if the first unit has an energy storage, in particular a storage capacitor, which at

Deformation of the wheel at or in the area of the zero crossing point by means of Sensors generated voltage as the operating power for the first unit to

Storage can be fed.

A particularly simple measure for ensuring that a received sequence of increasing timer values belong to only one wheel revolution results when the sensor and / or the energy store of the first unit are designed so that the energy generated and / or stored for the operation of the first unit and in particular for the transmission operation of the transmitter for at most one revolution of the wheel is sufficient and / or the transmitter and / or the receiver are designed with low mutual range, that at least at a zero crossing of the wheel, a contact or a transmitter-receiver connection between is interrupted.

The transmission of the information can be done e.g. be delayed until it can be realized with minimal energy consumption; this would correspond to e.g. the shortest possible transmission or radio link.

In order to be able to deduce the actual vehicle speed from the rotational speed of a wheel, it is provided in a development of the arrangement according to the invention that for determining a speed of the vehicle in the control unit of the second unit

Rad parameters are stored.

Furthermore, the present invention relates to a driving force with muscle power and / or motor vehicle on wheels, in particular an electric bicycle, an e-bike or pedelec, which has an inventive arrangement for determining a speed of the vehicle.

Brief description of the figures

Embodiments of the invention will be described in detail with reference to the accompanying drawings. Figure 1 is a schematic side view of a

vehicle according to the invention using a Inventive arrangement for determining the vehicle speed.

Figures 2-1, 2-2 show schematically embodiments of

Inventive arrangement for determination

Vehicle speed.

FIGS. 3 to 8 show another embodiment of the invention

Arrangement according to the invention for determining the vehicle speed when used on a vehicle wheel.

FIGS. 9 to 13 show an embodiment of the invention

Vehicle using an embodiment of the inventive arrangement for determining the vehicle speed.

Figures 14 and 15 show in partially tabular and graphical form

Evaluation schemes that can be used in the vehicle according to the invention.

Preferred embodiments of the invention

Hereinafter, referring to FIGS. 1 to 15

Embodiments of the vehicle 1 according to the invention and the

Inventive arrangement 100 for determining the speed of the vehicle 1 explained in detail. In this case, identical or equivalent or equivalent or equivalent elements are designated by the same reference numerals. Not in every case of their occurrence, the detailed description of the designated elements is repeated. The illustrated in the figures

Properties and features can be individually combined in any form.

Figure 1 shows a schematic side view of a first embodiment of the vehicle 1 according to the invention with an embodiment of the

inventive arrangement 100 for determining the

Vehicle speed. According to FIG. 1, the electric bicycle 1 with front wheel 9-1 and rear wheel 9-2 comprises a crank mechanism 2 with two cranks 7, 8 on which pedals are arranged. An electric drive 3 is integrated in the crank mechanism 2. At the rear wheel 9-2 a gear 6 is arranged.

A drive torque, which is provided by the driver and / or by the electric drive 3, is transmitted from a chainring 4 on the crank mechanism 2 via a chain 5 to a pinion of the gear shift 6.

On the handlebar of the bicycle 1, a control unit 10 is further arranged, which is connected to the electric drive 3. A battery 1 1 is used for

Power supply of the electric drive 3.

Integrated in the frame 12 is in the crankcase 13, a crankshaft 15 of the crank mechanism 2 is formed, on which at each of whose ends a crank 7, 8 is mounted.

In the embodiment of the vehicle 1 according to the invention shown in FIG. 1, a front wheel 9-1 and a rear wheel 9-2 are provided on the frame 12. At the front wheel 9-1 of the vehicle 1, the first unit 20 of the vehicle speed determination device 100 according to the invention is formed in or on the front wheel 9-1.

The location where the first unit 20 is located on or in the front wheel 9-1 is referred to as the zero crossing point 9-3 of the front wheel 9-1. In the application of the arrangement 100 according to the invention, the ground contact of the zero crossing point 9-3 with the first unit 20 is the decisive event underlying the measurement. During operation, that is to say when the front wheel 9-1 rotates, the zero crossing point 9-3 and therefore the first unit 20 rotate about the axis of rotation of the front wheel 9-1 and periodically approach the bottom and in the vicinity of the second unit 30 of the arrangement 100 for determining the vehicle speed.

In the embodiment of the vehicle 1 illustrated in FIG. 1, the second unit 30 is arranged at a location 30-1 on the frame 12 above the battery 11. However, this choice is not mandatory. Thus, the second unit 30 The arrangement 100 may be formed at a different location on the frame 12, for example at a location 30-2 on the handlebar or at a location 30-3 above the fork and below the handlebar of the vehicle 1. A criterion in the choice of position for the Attachment of the second unit 30 may be such that upon rotation of the front wheel 9-1 and thus upon movement of the first unit 20 on the path of movement of the unit 20, a region must be included in which a wireless transceiver connection between the first unit 20 and the second unit 30 can be constructed for data transmission. In this respect, the positions shown in the figure 1

30-1, 30-2, 30-3 preferred positions, which can ensure such a wireless connection between the first unit 20 and the second unit 30 even with otherwise small range between transmitter and receiver in the first and second units 20 and 30.

Figure 2-1 is a schematic block diagram of the inventive arrangement 100 for determining the speed of the vehicle 1. In this again in the region of the front wheel 9-1 in the interior of a first unit 20 is formed so that it upon rotation of the wheel 9-1 rotatably co-rotating. On the frame 12 of the vehicle 1, the second unit 30 of

Arrangement 100 attached.

The first unit 20 is via an energy and / or communication bus

25 a plurality of components interconnected. These are e.g. around a sensor 21 for determining a ground contact, a

Timer 22, which can be started when the ground contact has occurred and thus measures a time since the last contact with the ground, and a transmitter 23, which transmits a signal 40 after ground contact, through which, for example, the current timer value of the timer 22 is emitted. On the bus 25 are further an energy storage 24, a control unit

26 and an energy generator 27 integrated.

If in this context of a ground contact is mentioned, it is always meant the ground contact of the so-called zero crossing point 9-3 of the front wheel 9-1. The zero crossing point 9-3 in this case is defined by the circumferential or angular position of the sensor 21 on the front wheel 9-1. In operation, the ground contact of this zero crossing point 9-3 triggers further processing in the first and second units 20, 30. In this connection, the ground contact of the zero crossing point 9-3 of the wheel 9-1 is also referred to as the zero crossing of the wheel 9-1 for the sake of simplicity designated.

The second unit 30 of the vehicle speed determination arrangement 100 according to the invention also has a power supply and / or communication bus 35. At these are e.g. a receiver 33, an energy storage 34, a control unit 36 for the first unit 30 and a clock 32 are connected.

During operation of the vehicle speed determination arrangement 100 according to the invention, the front wheel 9-1 revolves clockwise in the direction of the arrow according to FIG. 2-1, for example. Here, the first unit 20 is rotatably mounted on or in the front wheel 9-1, so that the first unit 20 is rotated with the rotation of the front wheel 9-1. On or in the front wheel 9-1, the zero crossing point 9-3 of the front wheel 9-1 is defined by the position of the sensor 21. This therefore also runs with rotation of the front wheel 9-1, so that it periodically to a ground contact of the zero crossing point 9-3 of the

Front wheel 9-1 on the ground 80 comes.

According to the invention, in this embodiment, at each zero crossing, ie at each ground contact of the zero crossing point 9-3, this detected by the sensor 21, whereupon the timer 22, for example in the sense of starting at zero timer, is started, so that in the course of

Timer function, counting from zero since the last zero crossing is incremented.

The transmitter 23 emits a signal 40 which, for example, at transmission contains at least the current timer value of the timer 22 or is representative thereof. The function of the first unit 20 can be controlled via the control unit 26 of the first unit 20. This also applies, for example, to the time sequence of the transmission by the transmitter 23 in temporal relation to the actual zero crossing. The transmission of the signal 40 takes place after the triggering event, namely the zero crossing of the wheel 9-1 and can be done either immediately afterwards or delayed in time. It is also conceivable to send out the respective current timer value by the transmitter 23 several times, so that several timer values of the timer 22 are each emitted with an individual signal 40 until a next zero crossing, that is to say during a single revolution of the front wheel 9-1 , These timer values then match

different Radwinkelstellungen the zero crossing point 9-3 of

Front wheel 9-1 compared to the zero crossing, namely the ground contact.

By the evaluation in the second unit 30, a plurality of

Timer values e.g. in conjunction with timestamps provided by the continuously traveling clock 32 of the second unit 30, in FIG

corresponding wheel positions of the front wheel 9-1 are converted. In this way, in the control unit 36 of the second unit 30 under

Consider all timer values for one or more

Wheel revolutions of the front wheel 9-1 and possibly taking into account the associated time stamp, for example in terms of times of receiving a respective timer value, are closed to the rotational speed of the front wheel 9-1.

In the control unit 36, the dimensioning of the front wheel 9-1, for example, its circumference, be stored, so that in conjunction with the

Rotation speed of the front wheel 9-1 - in terms of speed or angular velocity - can be closed on the speed of the vehicle 1. All functions of the second unit 30 can be controlled by the control unit 36 of the second unit 30. The energy is also supplied via the common bus 35 by means of the energy store 34, for example by means of a battery. An external power supply via the battery 1 1 of the electric drive 3 of the vehicle 1 is also conceivable. On the other hand, the power supply of the first unit 20 of the arrangement 100 can take place via the energy generator 27. This can be coupled to the sensor 21, integrated in this or be identical to this. An example of a sensor 21, which is designed as a combination of coil 21 -1 and magnetic core 21 -2, is shown schematically in FIG. 2-2.

On the left side of FIG. 2-2, the sensor 21 is shown in a state in which the portion of the wheel 9-1 in which the sensor 21 is disposed is not deformed. So this is a state outside the zero crossing, ie outside a ground contact of the zero crossing point 9-3 of the front wheel 9-1. The magnetic core 21 -2 of the sensor 21 is located substantially outside the coil 21 -1 of the sensor 21st On the right side of Figure 2-2 is a ground contact of

Zero crossing point 9-3 of the front wheel 9-1 before. There, the front wheel 9-1 is correspondingly compressed in the region of the zero crossing point 9-3 by deformation. As a result, the magnetic core 21 -2 of the sensor 21 is immersed in the coil 21 -1 of the sensor 21. The movement from the state of the left side of Figure 2-2 to the state of the right side of Figure 2-2 leads to an induction voltage, namely due to the relative movement between the bobbin 21 -2 and coil 21 -1 of the sensor 21 and the associated flux density change in the coil 21 -1. This voltage can be used on the one hand to determine the actual zero crossing, that is, the ground contact of the zero crossing point 9-3 of the front wheel 9-1, and on the other hand for storing the induction voltage connected energy in the energy storage 24 of the first unit 20. In this way, the sensor acts 21 simultaneously as an energy generator 27. Figures 3 to 8 show a schematic side view of an embodiment of the inventive arrangement 100 for determining the speed of a vehicle 1 in use. In this case, for simplification of the vehicle 1 according to the invention, only the front wheel 9-1 with the first device 20 provided there is illustrated.

The front wheel 9-1 rotates clockwise on the ground 80. The direction of rotation is indicated by the arrow. At the front wheel 9-1 is the Zero crossing point 9-3 drawn. At this is the sensor 21 of the first unit 20. Furthermore, of the first unit 20 here only the transmitter is shown. However, in principle, the other components timer 22, energy storage 24, bus 25, control unit 26 and

Energy generator 27, in particular the timer 22 is mandatory.

Figures 3 to 8 now show the front wheel 9-1 and the first unit 20 of the assembly 100 in different states in the sense of different

Angle of rotation of the front wheel 9-1 with respect to the ground contact with the ground

80, on which the vehicle 1 runs by means of the wheels 9-1 and 9-2. In the embodiment of Figures 3 to 8, the first unit 20 is disposed substantially inside the front wheel 9-1. However, it is also a distributed arrangement in the interior of the wheel 9-1 and / or on its exterior, the rim or the spokes conceivable.

In the state according to FIG. 3, the first unit 20 is corresponding to FIG

Orientation of the front wheel 9-1 arranged on a ground contact with the ground 80 opposite position, ie at the 12 o'clock position.

Figure 4 shows the state after a quarter turn, so that the first unit 20 is here at the 3 o'clock position.

In the transition to the state of Figure 5, so after another quarter turn in the 6 o'clock position, is the first unit 20 of the assembly 100 with the zero crossing point 9-3 in the ground contact to the ground 80. This is also due to the deformation of this Indicated point in which the sensor 21 flat-symbolizing coil 21 -1 is compressed and thus an induction voltage is generated, which is useful both for detecting the ground contact at the zero crossing point 9-3 of the wheel 9-1 and for energy.

In the transition to the state of Figure 6, so after another quarter turn clockwise in the 9 o'clock position, the zero crossing point 9-3 has moved by 90 ° from ground contact with the ground 80. Meanwhile, the transmitter 22 of the first unit 20 has started to work and wirelessly transmits a signal 40 which is at least representative of the timer value, the timer 22, which is not shown explicitly in the sequence of Figures 3 to 8, since the start with the zero crossing, so the ground contact of the zero crossing point 9-3 of the front wheel 9-1, according to the state of Figure 5 with its start by Counting up has reached.

In the transition to the state shown in Figure 7, the front wheel 9-1 has rotated by a further 45 ° clockwise, the transmitter 23 has continued to transmit a signal 40 while updating by the current timer value.

It is conceivable, for example, that in the situation according to FIG. 6, the range of the transmitter 23 is not yet sufficient so that the signal 40 also reaches the receiver 33 of the second unit 30, which is not shown here. On the other hand, in the state according to FIG. 7, the transmitter 23 can continue to approach the transmitter 33 of the second unit 30 by the further rotation about a certain angle, so that the further updated transmitted signal 40 is the receiver 33 of the second unit 30 is reached and received there.

In the state according to FIG. 8, the transmitter 23 has adjusted its transmission activity because in the meantime the operating energy stored in the energy storage device 24, not shown here, has been used up for the second unit 20. With consumption of the energy in the energy storage 23, the timer and the transmission function of the second unit 20 succumb.

When using another embodiment of the inventive arrangement 100 for determining the vehicle speed is

Zero crossing according to Figure 5, for example, an energy storage 24, which is not shown there and, for example, a capacitor of lower

Sizing, so may be low capacity, over which by the

Deformation generated energy filled. Also, the timer 22 can start from this time, for example, with the value zero. The signal 40 can be transmitted continuously after the first detection of a timer value, for example by radio, as long as the energy from the

Energy storage 24 is sufficient. In connection with the state according to FIG. 6, the signal 40 can be emitted periodically due to the function of the transmitter 23.

In connection with FIG. 7, in this range of rotation, the transmitter 23 can then get close enough to the receiver 23 of the second unit 30, not shown, so that the receiver 33 of the second unit 30 receives the timer value at least represented in the signal 40 and thus in the second unit 30 the time since the last zero crossing is known and then

Conclusion can be drawn on the wheel speed or on the

Speed of the vehicle 1.

In connection with the state according to FIG. 8, it should also be noted that the position of the wheel 9-1 after the zero crossing, that is to say the ground contact of the zero crossing point 9-3 of the wheel 9-1, is dependent on the capacity of the energy store 24, the dimensioning of the wheel Transmitter 23 and the other components as well as the wheel speed.

FIGS. 9 to 13, taking into account further components of an example of the vehicle 1 according to the invention, show similar states for a front wheel 9 - 1, as shown in FIGS. 4 to 8.

In this case, various alternative positions 30-4 and 30-5 for the arrangement of the second unit 30 in relation to the first unit 20 of the arrangement 100 are taken into account. At the position 30-4 in the area of the bottom bracket 13 or the electric drive 3, the second unit 30 can be integrated directly. Alternatively, the position 30-5 may be provided for the second unit 30, that is integrated in the area of the control unit 10 for the electric drive 3 or even in this.

In connection with the situations of FIGS. 11 and 12, it should be noted that in FIG. 11 the transmitter 23 of the first unit 20 comes within the range of reception of the receiver 33 of the second unit 30 when the first unit 30 is in position 30 4 is disposed in the vicinity of the bottom bracket 13, whereas at this point according to Figure 1 1, a second unit 30 with a receiver 33 at the position 30-5 in the vicinity of the control unit 10 for the electric drive 3 of the bicycle 1 would not yet reached , In comparison, in the situation according to FIG. 12, the receiver 33 of a second unit 30 of a position 30-5, namely in the area of the control unit 10 for the electric drive 3, is located in the transmitting-receiving area of the transmitter 23 of the first unit 20 of the arrangement 100, whereas, in contrast, a second unit 30 at position 30-4 near the bottom bracket 13 would not be reached by the signal 40 here.

FIG. 13 shows a state in which the energy of the energy store 24 in the first unit 20 has been used up after a further quarter turn and the corresponding elapsed time, so that the transmission activity of the transmitter 23 has already come to a standstill here.

Figures 14 and 15 show in a schematic form the time course and the relationship of wheel position of the front wheel 9-1, the transmission of the signal 40 by the transmitter 23 and the corresponding emitted

Timer values against the background of the value of the time in the continuously tracking parent clock 32 of the second unit 30.

In Figure 14, 50 designates the time axis for a higher-level system time (e.g., ECU time), which may also be given by the clock 32 of the second unit. In the following, reference is made to the time points 50-1 to 50-4.

From FIG. 14, it can be seen that, at the time 50-1 to the superordinate time, 50.050 ms in the second unit, ie at zero crossing or ground contact of the zero crossing point 9-3 of the front wheel 9-1, the timer 22 of the first unit 20 with the time or Count t = 0 ms starts and a corresponding signal 40 is sent. Then at additional times 50-2 at the higher-order time 50.200 with t = 150 ms, 50-3 at the higher-order time 50.400 with t = 350 ms and 50-4 at the higher-order time 50.700 with t = 650 ms are sent updated count values. However, in the receiver 33 of the second unit 30, only the transmission signals 40 will be received at the timer values t = 350 ms and t = 650 ms. On the other hand, when the timer value t = 150 ms is emitted, the transmitter 23 is located outside the common transmission-reception range between the transmitter 23 and the receiver 33 of the first or second unit 20, 30. Corresponding to the higher-level continuously traveling clock 32 of the second unit 30, the transmitted and received signals 40 receive the timestamps 50.400 ms and 50.700 ms respectively at the timer values t = 350 ms and t = 650 ms as times of reception of the corresponding signals 40 in the receiver 33 of FIG second unit 30.

The following example calculation further explains the concept according to the invention:

The first receive event is deposited by the corresponding

parent zero crossing time is determined. At the parent time

50-3 with the reception time stamp at 50.400 ms, the second unit 30 received the time value t = 350 ms from the first unit 20. The second unit 30 determines from this that the zero crossing to the parent

Time 50-1 with the value 50,050 ms = 50,400 - 350 ms has taken place.

Should - as in the case of Figure 14 - actually the second to

superordinate time 50-4 at 50,700 ms transmitted signal with the time t = 650 ms are received, then results in redundancy confirmation of the parent zero crossing time to 50,050 ms = 50,700 - 650 ms. Due to the redundancy, the second broadcast to the

Confirmation used or ignored in the second unit 30.

In Figure 15, in one embodiment, it can be assumed that by sizing the energy store 24 of the first unit 20 as the front wheel 9-1 rotates, it becomes a single transmission of a signal

40 comes with a corresponding timer value. The time axis 60 again indicates the higher-order time of the clock 32 second unit 30.

In another embodiment, which is indicated by FIG

can be described, is determined from one or more received timestamps consolidated for the last Radumdrehung a rotational speed, in which case is described by Figure 15, that over the last x measurement results filtering can take place to outliers - possibly due to measurement error - too smooth.

The timings of transmitting the signal 40 are shown in FIG

Timeline 60, labeled t, which in turn is the parent the continuously moving clock 32 of the second unit 30, represented by vertical bars.

At a current point in time 60-2, which is also marked with an arrow, the result in the retrospect is a sequence 60-1 of four transmitted timer values

At1 to At4 with the values 150 ms, 250 ms, 250 ms and 250 ms. The

Different values result on the one hand from different ones

Transmission times and correspondingly different angles of rotation with respect to the last completed zero crossing and on the other hand also due to a variation of the vehicle speed of the vehicle. 1

In a speed calculation, however, an averaging over all values At1 to At4 would be carried out in retrospect, so that overall an average value Δt = 225 ms would result for one wheel revolution. This would correspond to a wheel speed of 4.5 turns per second. Such a

Value multiplied by the wheel circumference would then give the vehicle speed.

A particularly suitable transmission time for the first unit 20 results from halving the last determined rotation time of the wheel 9-1.

These and other aspects of the present invention will be further elucidated with reference to the following explanations:

The vehicle speed of bicycles, eBikes, and the like is typically detected by a wheel speed sensor, e.g. as REED

Sensor is formed. This is firmly attached to the frame. The passages of a magnet mounted on a wheel spoke per unit of time are recorded. Furthermore, there are also sensors as such, in wheels for detecting the

Air pressure can be used. The transmission to a receiver takes place via radio, as no cable-based connection is possible from the moving module. These sensors contain long-term batteries Problems that are based on a Reed sensor based wheel speed, that the mounting is not fault-tolerant (alignment and distance sensor to magnet), is not safe against moving, turning away the magnet and Similarly, in addition to a connector on the system is necessary to electrically connect the sensor, in addition components to the magnet and the sensor are necessary, such as cables and the like. An approach to determine the vehicle speed by a wireless sensor in the wheel itself, fails so far in practice because the power supply of the additional module is not guaranteed, even because no cable-based

Connection to energy storage is possible. It would therefore have its own, particularly durable energy storage installed directly in the rim.

This would be either heavy or not long lasting, which would require frequent changes and would have to go along with removal of the tire casing.

The present invention avoids these difficulties, in particular, by providing an intelligent principle which the

Energy supply, energy storage, the

the most efficient use of the stored and / or recovered energy, the bridging of the radio link and the method for evaluating the received information in the receiver combined to conclude on the wheel speed.

Instead of a battery, the principle of energy harvesting can be used. The resulting amounts of energy may be low. But it can the transmission power and the associated range are limited to cover the energy needs and also to prevent incorrect measurements between two vehicles moving side by side.

The latter would possibly also be possible via a coding.

Electrical energy can be provided by energy harvesting. This can be done by mounting the transmitter in the tire and / or on the rim and pointing a solenoid coil orthogonal to the rim towards the tread. If the bike is driven, this point of the wheel comes into contact with the ground once every 360 ° turn (zero crossing). In this case, the tire and thus also the coil with magnet in combination, e.g. bawled. The induced by electrical energy can be converted and / or rectified and a capacitor as

Energy storage to be supplied. The module feeds with the obtained electrical energy, possibly from the capacitor now a small circuit with a microcontroller, which can count up a time counter since the time of waking and / or ground contact. The time signal is in this embodiment, for example

continuously sent out. However, this is not mandatory, they are conceivable

Embodiments of the invention with a single emission. The

Transmission power should be very low, so that with the available low amount of energy from the capacitor as long as possible and often can be sent. Thus, usually at the time of ground contact the transmission power will not suffice, the information to the more distant receiver - e.g. as part of an existing component, e.g. the motor unit, the HMI - to transmit, because otherwise the system could be considered oversized and would then offer further savings options.

The principle is based on the fact that the wheel brings the rotary motion more near the transmitter of a potential receiver, which a short time "after ground contact the information can be passed to the receiver.

Since the time between ground contact and reception is not constant, the receiver can process the received time signal (time since ground contact), compare it to an internal clock and can thus retrospectively calculate the time of the last ground contact. This results in the receiver and controller information about the last n ground contacts and their

Times.

From this determinable rotational speed and the knowledge of the

Radumfangs now the vehicle speed can be calculated.

Since it is not known in the transmitter at which time the transmission link to the receiver is the shortest, the transmitter must transmit the information with a sufficiently high frequency. This circumstance will be discussed below

Connection with further optimization options explained in more detail.

Interdependent parameters, which must be weighed against each other in the system design, are the transmission frequency to ground contact, the Radumfangs, the temporal resolution of the time signal, the detectable minimum / maximum speed, the energy storage size in the wheel sensor, the

Transmission power and other aspects.

Due to the extension of the transmitter to a pressure sensor, the current tire pressure can also be determined and transmitted with. If the transmitter is extended by acceleration sensors, the determined wheel speed can be made plausible on the basis of the centrifugal force. Prerequisite for everyone

described method is that the wheel diameter is known. If a coding or signature (e.g., CMAC) is added to the transmitted information (time since zero crossing), then tampering can be achieved. However, this requires a more potent and therefore more expensive hardware on the transmitter side.

Another aspect of the present invention is optimization of the structure and function of the underlying assembly.

It should be a general goal, the first unit in such a way that it can generate and store just enough energy that it for a

successful transmission is sufficient.

A negative example may clarify this: Would be e.g. very short clocked and continuously transmitted and perhaps even with so much transmission power, so that the distance between zero crossing and receiver can be bridged directly, so the system would not be optimally designed. It would generate and store too much energy, making the system unnecessarily large and / or heavy.

In order to better achieve the stated goal with, in particular, only a targeted and successful transmission / transmission process, the following implementation can preferably be adopted:

The energy conversion / storage is designed for normal driving situations so that the control unit 26 is continuously supplied in the first unit 20 and so they can perform calculations, but the energy is sufficient only for one transmission per wheel revolution. The now continuously running control unit 26 should now actively determine the time between two zero crossings "t_Radumdrehung"

Subsequent transmission is now planned and executed exactly at the time t = (zero crossing + (t_rad / rotation) / 2)). Thus, in this example, it is achieved that a receiver 33 positioned exactly opposite the origin (e.g., on the handlebar) is exactly hit.

If the receiver 33 is in a different location, e.g. In the area of the drive, the transmission time can of course also be planned accordingly. Thus, in such an example, the transmission process would have to take place 90 ° after the zero crossing, that is to say at the instant t = (zero crossing + (t-wheel rotation / 4)). This can be interpreted arbitrarily.

This procedure works optimally at constant speed because the method is based on the measurement of the previous revolution.

In the case of strong accelerations / braking processes, this planned transmission process can, in extreme cases, go nowhere because the transmitter will be too far away from the predicted position. Subsequent transmissions will be successful again, as there are in normal driving situations in a predominant number of phases in which the

Vehicle speed changes slowly. That isolated

Transmission processes do not succeed, moreover, is not a fundamental problem.

As a result, continuous transmission is only optional in certain embodiments, but not mandatory.

The arrangement 100 may be configured so that the energy supply for the operation of the entire first unit 20 is sufficient only so long that one revolution is completed and the first unit 20 then completely falls asleep.

In an alternative embodiment, the power generation and - conversion and the energy supply at normal (ie usual driving) speed sufficient to provide, for example, the control unit 26 of the first unit 20 continuously, but not usually for repeated transmission. Should in a realization the problem occur that the receiver 33 (eg because of the large range of wheel speeds to be covered) the

Assignment between received timestamp and wheel revolution

before / afterwards can not clearly determine, alternatively or additionally following measures can be taken:

The signal to be transmitted may contain, in addition to the time stamp, a continuous counter value which is incremented at each zero crossing. Thus, the receiver 33 can ensure that between signals from two

different zero crossings is clearly distinguished.

This counter may eventually overflow and then e.g. start from zero again. This does not diminish the effectiveness of the procedure.

The receiver 33 or the system, which is based on the determination of

Vehicle speed is usually tolerant in that one or more wheel revolutions are not detected or measured. The second unit 30 may simply assume a constant speed of the vehicle 1 as long as.

After a predetermined time, it is assumed that the

Vehicle speed is zero, if still no new measurements are successfully performed and transmitted.

The second unit 30 and the receiver 33 are preferably integrated as possible into existing products or system components, e.g. in the HMI or in the drive unit, to save cabling costs.

Claims

claims

1 . Arrangement for determining the speed of a vehicle (1) on wheels (9-1, 9-2), which can be driven by muscle power and / or with engine power, in particular an electric bicycle,

With:

a first unit (20) mounted on or in a wheel (9-1) of the vehicle (1) and rotatable with the wheel (9-1), comprising a sensor (21), a timer (22) and a transmitter (23 ) and

- A outside of a wheel (9-1, 9-2) on the vehicle (1) mounted second unit (30) with a receiver (33) and a control unit

(36)

wherein the first unit (20) is arranged:

- By means of the sensor (21) a ground contact of a fixed selected

Zero crossing point (9-3) of the wheel (9-1) as the zero crossing of the wheel (9-1) to detect

to start the timer (22) with the zero crossing, so that the time since the last zero crossing is detected as the current timer value, and

- Send by means of the transmitter (23) temporally after a zero crossing a respective current timer value, and

wherein the second unit (30) is arranged:

by means of the receiver (33) one of the first unit (20)

to receive emitted timer value and

- To determine by means of the control unit (35) from a received timer value, a speed of the vehicle (1).

2. Arrangement according to claim 1, wherein the second unit (30) has a constantly revolving clock (32) and is arranged to provide by means of the clock (32) a time of reception of a timer output from the first unit (20) timer value, and in particular the control unit (35) of the second unit (30) together with the respective timer value. Arrangement according to one of the preceding claims, wherein the

Control unit (36) of the second unit (30) is arranged, from a plurality of the first unit (20) emitted timer values, in particular to directly consecutive zero crossings of the wheel (9-1) to determine the speed of the vehicle (1), in particular based on the associated times of reception of the

Timer values.

Arrangement according to one of the preceding claims, wherein the first unit (30) is arranged to restart the timer (22) at each zero crossing of the wheel (9-1).

Arrangement according to one of the preceding claims, wherein the first unit (30) is arranged to emit by means of the transmitter (23) repeatedly each time a current timer value of the timer (22).

Arrangement according to one of the preceding claims, wherein the sensor (21) is formed, a zero crossing of the wheel (9-1) from the deformation of the wheel (9-1) at ground contact of the wheel (9-1) at or in the region of the zero crossing point (9-3) of the wheel (9-1).

Arrangement according to one of the preceding claims, wherein the sensor (21), in particular together with the transmitter (23), at or in the region of the zero crossing point (9-3) of the wheel (9-1) is arranged and there one or more with the Deformation of the wheel (9-1) at or in the region of the zero crossing point (9-3) has deformable and / or relatively movable elements.

Arrangement according to claim 7, wherein the sensor (21) comprises one or more piezo elements and / or one or more arrangements of coil, coil core and / or magnet and is in particular arranged from the upon deformation of the wheel (9-1) on or in Field of

Zero crossing point (9-3) generated voltage (i) to determine the zero crossing of the wheel (9-1) and / or (ii) to provide the operating power for the first unit (20). Arrangement according to claim 8, wherein the first unit (20) has a

Energy storage (24), in particular a storage capacitor, which the voltage generated during deformation of the wheel (9-1) at or in the region of the zero crossing point (9-3) by means of the sensor (21) as operating energy for the first unit (20) Storage can be fed.

Arrangement according to claim 9,

wherein the sensor (21) and / or the energy store (24) of the first unit (20) are designed so that the generated and / or stored energy for the operation of the first unit (20) and in particular for the transmission mode of the transmitter (23 ) is sufficient for at most one revolution of the wheel (9-1) and / or wherein the transmitter (23) and / or the receiver (33) are formed with low mutual range, that at least at a zero crossing of the wheel (9-1 ) a transmitter-receiver connection between them is interrupted.

Arrangement according to one of the preceding claims, wherein for determining a speed of the vehicle (1) in the control unit (36) of the second unit (30) wheel parameters are stored.

Vehicle (1) on wheels (9-1, 9-2) which can be driven by muscle power and / or engine power, in particular an electric bicycle, which has an arrangement (100) for determining a speed of the vehicle (1) according to one of the claims.