WO2017036641A1 - Dispositif de détermination de la vitesse d'un véhicule et véhicule - Google Patents

Dispositif de détermination de la vitesse d'un véhicule et véhicule Download PDF

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Publication number
WO2017036641A1
WO2017036641A1 PCT/EP2016/066015 EP2016066015W WO2017036641A1 WO 2017036641 A1 WO2017036641 A1 WO 2017036641A1 EP 2016066015 W EP2016066015 W EP 2016066015W WO 2017036641 A1 WO2017036641 A1 WO 2017036641A1
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WO
WIPO (PCT)
Prior art keywords
unit
wheel
zero crossing
vehicle
sensor
Prior art date
Application number
PCT/EP2016/066015
Other languages
German (de)
English (en)
Inventor
Mario Weissert
Rinaldo Greiner
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2017036641A1 publication Critical patent/WO2017036641A1/fr

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q9/00—Arrangements in telecontrol or telemetry systems for selectively calling a substation from a main station, in which substation desired apparatus is selected for applying a control signal thereto or for obtaining measured values therefrom
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/005—Devices specially adapted for special wheel arrangements
    • B60C23/006—Devices specially adapted for special wheel arrangements having two wheels only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0488—Movement sensor, e.g. for sensing angular speed, acceleration or centripetal force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0489—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors for detecting the actual angular position of the monitoring device while the wheel is turning
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C2019/004—Tyre sensors other than for detecting tyre pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/12—Tyres specially adapted for particular applications for bicycles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C22/00—Measuring distance traversed on the ground by vehicles, persons, animals or other moving solid bodies, e.g. using odometers, using pedometers
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04Q—SELECTING
    • H04Q2209/00—Arrangements in telecontrol or telemetry systems
    • H04Q2209/40—Arrangements in telecontrol or telemetry systems using a wireless architecture

Definitions

  • the present invention relates to an arrangement for determining the
  • 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.
  • wheel speed sensor typically detected by a so-called wheel speed sensor. This is for example firmly attached to a frame of the vehicle.
  • a magnet is mounted so that it passes by the wheel during the wheel rotation, this is registered by the sensor.
  • 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
  • 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.
  • 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
  • the first unit is set up, by means of the sensor, a ground contact of a fixed zero crossing point of the wheel as
  • 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.
  • 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.
  • control unit of the second unit is set up from a plurality of timer values emitted by the first unit, in particular too directly
  • the structure of the first unit can be made particularly simple, because the first unit does not have to take any measures
  • the transmitter does not have to comply with a predefined and / or fixed position when transmitting the timer value with respect to the receiver.
  • 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
  • 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.
  • trucks at ground contact of the wheel at or in the area of the zero crossing point of the wheel 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.
  • the senor comprises one or more piezo elements and / or one or more arrangements of coil, spool core and / or magnet.
  • the senor 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.
  • the first unit has an energy storage, in particular a storage capacitor, which at
  • 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.
  • 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.
  • Figure 1 is a schematic side view of a
  • FIGS 2-1, 2-2 show schematically embodiments of
  • 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
  • Figure 1 shows a schematic side view of a first embodiment of the vehicle 1 according to the invention with an embodiment of the vehicle
  • 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.
  • a gear 6 is arranged at the rear wheel 9-2.
  • 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.
  • a control unit 10 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
  • crankshaft 15 of the crank mechanism 2 is formed, on which at each of whose ends a crank 7, 8 is mounted.
  • a front wheel 9-1 and a rear wheel 9-2 are provided on the frame 12.
  • 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.
  • the ground contact of the zero crossing point 9-3 with the first unit 20 is the decisive event underlying the measurement.
  • 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.
  • the second unit 30 is arranged at a location 30-1 on the frame 12 above the battery 11.
  • this choice is not mandatory.
  • 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.
  • the positions shown in the figure 1 are examples of the positions shown in the figure 1
  • Figure 2-1 is a schematic block diagram of the inventive arrangement 100 for determining the speed of the vehicle 1.
  • a first unit 20 is formed so that it upon rotation of the wheel 9-1 rotatably co-rotating.
  • the first unit 20 is via an energy and / or communication bus
  • 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.
  • a control unit On the bus 25 are further an energy storage 24, a control unit
  • ground contact 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.
  • the ground contact of this zero crossing point 9-3 triggers further processing in the first and second units 20, 30.
  • 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 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.
  • the front wheel 9-1 revolves clockwise in the direction of the arrow according to FIG. 2-1, for example.
  • 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.
  • 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
  • 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
  • Front wheel 9-1 compared to the zero crossing, namely the ground contact.
  • Timer values e.g. in conjunction with timestamps provided by the continuously traveling clock 32 of the second unit 30, in FIG
  • 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.
  • 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.
  • 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
  • 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.
  • 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
  • FIGS 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
  • 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.
  • the first unit 20 is corresponding to FIG.
  • Figure 4 shows the state after a quarter turn, so that the first unit 20 is here at the 3 o'clock position.
  • the zero crossing point 9-3 has moved by 90 ° from ground contact with the ground 80.
  • 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.
  • the transmitter 23 has continued to transmit a signal 40 while updating by the current timer value.
  • 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.
  • 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.
  • 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.
  • 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
  • the signal 40 can be emitted periodically due to the function of the transmitter 23.
  • 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
  • the position of the wheel 9-1 after the zero crossing 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.
  • 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.
  • the second unit 30 can be integrated directly.
  • 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.
  • 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
  • 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.
  • ECU time e.g., ECU time
  • 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.
  • the first receive event is deposited by the corresponding
  • Time 50-1 with the value 50,050 ms 50,400 - 350 ms has taken place.
  • the time axis 60 again indicates the higher-order time of the clock 32 second unit 30.
  • FIG. 1 In another embodiment, which is indicated by FIG. 1
  • Timeline 60 labeled t, which in turn is the parent the continuously moving clock 32 of the second unit 30, represented by vertical bars.
  • a particularly suitable transmission time for the first unit 20 results from halving the last determined rotation time of the wheel 9-1.
  • 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
  • the present invention avoids these difficulties, in particular, by providing an intelligent principle which the
  • 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.
  • 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
  • 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
  • Embodiments of the invention with a single emission.
  • 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.
  • 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
  • the transmitter 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
  • Interdependent parameters which must be weighed against each other in the system design, are the transmission frequency to ground contact, the Radelless, the temporal resolution of the time signal, the detectable minimum / maximum speed, the energy storage size in the wheel sensor, the
  • 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
  • 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.
  • a coding or signature e.g., CMAC
  • Another aspect of the present invention is optimization of the structure and function of the underlying assembly.
  • the first unit in such a way that it can generate and store just enough energy that it for a
  • 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.
  • 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_Radumwindung"
  • the transmission time can of course also be planned accordingly.
  • 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
  • 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.
  • 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.
  • the signal to be transmitted may contain, in addition to the time stamp, a continuous counter value which is incremented at each zero crossing.
  • the receiver 33 can ensure that between signals from two
  • This counter may eventually overflow and then e.g. start from zero again. This does not diminish the effectiveness of the procedure.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

La présente invention concerne un dispositif de détermination de la vitesse d'un véhicule (1) sur roues (9-1, 9-2), entraîné par la force musculaire et/ou par moteur, en particulier un vélo à assistance électrique, comprenant une première unité (20) montée sur ou dans une roue (9-1) du véhicule (1) et corotative avec cette dernière, comprenant un capteur (21), une horloge (22) et un émetteur (23), et une seconde unité (30), montée sur le véhicule (1) en un point autre que sur les roues (9-1, 9-2), comprenant un récepteur (33) et une unité de commande (36), ladite première unité (20) étant conçue pour détecter au moyen du capteur (21) le contact avec le sol d'un point de passage par zéro (9-3) de la roue (9-1), défini de manière fixe, en tant que passage par zéro de la roue (9-1), et pour démarrer l'horloge (22) au moment du passage par zéro, de manière à mesurer le temps écoulé depuis le dernier passage par zéro comme valeur d'horloge courante, et pour émettre au moyen de l'émetteur (23) la valeur d'horloge courante respective après un passage par zéro, et la seconde unité (30) étant conçue pour recevoir au moyen du récepteur (33) la valeur d'horloge émise par la première unité (20) et pour déterminer au moyen de l'unité de commande (35) une vitesse du véhicule (1) à partir d'une valeur d'horloge reçue.
PCT/EP2016/066015 2015-08-31 2016-07-06 Dispositif de détermination de la vitesse d'un véhicule et véhicule WO2017036641A1 (fr)

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DE102015216587.6A DE102015216587A1 (de) 2015-08-31 2015-08-31 Anordnung zur Bestimmung der Geschwindigkeit eines Fahrzeugs und Fahrzeug

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EP3260311A1 (fr) * 2016-06-21 2017-12-27 REHAU AG + Co Procédé de réglage d'une pression de pneu d'un deux-roues et deux-roues

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DE102019003853A1 (de) 2018-06-05 2019-12-05 Marquardt Verwaltungs-Gmbh Fahrzeug
DE102021103655B4 (de) 2021-02-16 2023-03-02 Medienhaus Müller GmbH & Co. KG System und Verfahren zur manipulationssicheren Erfassung und Auswertung der Geschwindigkeit eines Elektrofahrrads, E-Bikes oder Pedelecs

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US20160031273A1 (en) * 2013-03-15 2016-02-04 Denso Corporation Tire device

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US5749984A (en) * 1995-12-29 1998-05-12 Michelin Recherche Et Technique S.A. Tire monitoring system and method
US20100097192A1 (en) * 2006-12-04 2010-04-22 David Alan Weston Back-door data synchronization for a multiple remote measurement system
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US20150088369A1 (en) * 2013-01-24 2015-03-26 Trw Automotive U.S. Llc Method and apparatus for determining tire condition and location using wheel speed sensors and acceleration sensors
US20160031273A1 (en) * 2013-03-15 2016-02-04 Denso Corporation Tire device

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3260311A1 (fr) * 2016-06-21 2017-12-27 REHAU AG + Co Procédé de réglage d'une pression de pneu d'un deux-roues et deux-roues

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