EP4568880A1 - Procédé de fonctionnement et unité de commande pour un entraînement d'un véhicule, et véhicule - Google Patents

Procédé de fonctionnement et unité de commande pour un entraînement d'un véhicule, et véhicule

Info

Publication number
EP4568880A1
EP4568880A1 EP23751958.2A EP23751958A EP4568880A1 EP 4568880 A1 EP4568880 A1 EP 4568880A1 EP 23751958 A EP23751958 A EP 23751958A EP 4568880 A1 EP4568880 A1 EP 4568880A1
Authority
EP
European Patent Office
Prior art keywords
driver
drive
torque
threshold value
vehicle
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP23751958.2A
Other languages
German (de)
English (en)
Inventor
Merlin Martin MANEWALD
Michael Zegowitz
Joseph Reck
Daniel Baumgaertner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 EP4568880A1 publication Critical patent/EP4568880A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor

Definitions

  • the present invention relates to an operating method and a control unit for a drive of a vehicle and a vehicle as such.
  • the present invention relates in particular to an operating method and a control unit for driving a vehicle that can be driven with muscle power and additionally with motor power, in particular a bicycle, electric bicycle, eBike, Pedelec and/or S-Pedelec, and such a vehicle as such.
  • Additional onset should be understood above and below to mean that in certain embodiments there may be additional conditions which regulate the onset of motor support alternatively or additionally, for example with regard to the strength and/or with regard to the onset of motor support in general.
  • Such an additional condition can be the state of motion, the position and/or orientation of the vehicle, the position and/or posture of the driver on and/or on the vehicle or the like.
  • the basic principle of the present invention namely the softening of a single fixed barrier, is not limited to the use of two barriers; For example, this can only be a first step towards further flexibility.
  • one or more further threshold values can be used between the secondary threshold value and the primary threshold value in ascending order of their values.
  • the engine support in relation to the further threshold values is based on its degree or value or strength (for example the value of a torque of the engine on the crankshaft) in a corresponding ascending order, in particular between the degrees, values or strengths of the engine support selected for the secondary and primary threshold values (i.e., for example, the corresponding torque values of the engine on the crankshaft).
  • many additional threshold values between the secondary threshold value and the primary threshold value can be used continuously, in which case - in particular in the manner of a functional rule and / or in a continuous manner - each threshold value is assigned a value for the motor support, in particular monotonically or strictly monotone, is assigned.
  • Driver activity can be recorded and/or taken into account in a variety of ways. In general, it can be an action by the driver on the vehicle using the driver's muscle power, namely to change the driving state of the vehicle, for example pedaling.
  • the detected driver torque can be used directly as a driver activity, in which case, for example, the higher primary threshold value is in a range from approximately 5 Nm to approximately 15 Nm and preferably at 10 Nm and/or the lower secondary threshold is in a range from about 1 Nm to about 5 Nm and preferably at 3 Nm.
  • the further condition checked is (i) for the onset of motor support by the drive in a support level and/or (ii) for maintaining motor support by the drive in a support level, in particular for a lower motor support , if a next higher support level with higher engine support is not reached, (a) whether a period of time in which the driver activity continues to exceed a threshold is greater than a predetermined threshold as a minimum period of time, (b) whether a time and / or energy budget in one Support level for the drive is present and in particular has not been used up and / or (c) whether (i) one or more vehicle parameters, for example speed, acceleration, roll angle, pitch angle, wheel speed and / or crank / pedal shaft speed,
  • one or more engine parameters for example engine power, engine energy and/or engine speed
  • driver parameters for example driver activity, driver torque, driver energy and/or driver performance
  • the engine torque that can be applied and/or applied to the output shaft of the vehicle by the drive is determined via a proportion of the maximum torque that can be generated by an underlying engine and/or the maximum torque that can be applied to the output shaft and/or or via a gain factor in relation to the muscular torque that can be applied and/or applied by a driver, in particular currently.
  • the present invention relates to a control unit for driving a vehicle that can be driven with muscle power and additionally with engine power, a bicycle, electric bicycle, eBikes, Pedelecs and / or S-Pedelecs, which is set up to carry out, run and cause an operating method according to the invention and/or to control and/or to be used in such a process.
  • the present invention relates to a vehicle, bicycle, electric bicycle, eBike, Pedelec and/or S-Pedelec, which can be driven with muscle power and additionally with motor power, with a drive and a control unit designed according to the invention, which is set up to control the drive.
  • Figure 1 is a schematic representation of an example of a vehicle in the manner of an electric bicycle, in which a first embodiment of the invention is implemented.
  • Figure 2 shows, in the form of a graph, the time course of the driver torque and the resulting engine torque for an embodiment of the present invention for a situation in which the driver torque exceeds the secondary and primary threshold values.
  • Figure 3 shows, in the form of a graph, the time profile of the driver torque and the resulting engine torque for another embodiment of the present invention for a situation with the driver torque exceeding the secondary but delayed exceeding the primary threshold value.
  • Figure 4 shows, in the form of a graph, the time course of the driver torque and the resulting engine torque for a further embodiment of the present invention for a situation in which the driver torque exceeds the secondary but falls below the primary threshold value.
  • Figure 5 shows, in the form of a graph, the course of the engine energy delivered as a function of the driver energy delivered in another embodiment of the present invention.
  • Figure 6 shows, in the manner of a graph, the time course of the driver torque and the resulting engine torque in a conventional operating method for driving a vehicle that can be driven with muscle power and additionally with engine power, in which only a single threshold value is used for the driver torque.
  • the vehicle 1 as an electric bicycle, comprises a frame 12 on which a front wheel 9-1, a rear wheel 9-2 and a crank mechanism 2 with two cranks 7, 8 with pedals 7-1 and 8-1 are arranged.
  • An electric drive 3 is integrated into the crank mechanism 2.
  • a pinion 6 is arranged on 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 to the pinion 6 via a chain 5.
  • a control unit 10 constructed and set up according to the invention is also arranged on the handlebar of the vehicle 1 and is connected to the optionally designed electric drive 3.
  • a battery 11 is also formed in or on the frame 12, which serves to power the electric drive 3.
  • crank bearing 13 Integrated into the frame 12 is a crank bearing 13 or bottom bracket, which has a crankcase 14 and a crankshaft 15.
  • the drive arrangement 80 of the vehicle 1 according to the invention from Figure 1 has the crank mechanism 2 and the electric drive 3, the torques that can be generated or generated by the latter to support a muscular torque applied by the driver being recorded via a corresponding transmission device not explicitly shown in Figure 1 and can be transferred to the chain ring 4, for example understood as an output element 4.
  • control unit 10 is set up to control or regulate an engine torque generated by the drive 80 and which can be applied and/or applied to the output shaft 15, in particular in the sense of a crankshaft 15 of the vehicle 1, in order to support the torque applied muscularly by the driver, by (i) a muscular torque applied by a driver to an output shaft 15 of the vehicle 1 is recorded as driver torque MF and a driver activity is determined therefrom,
  • an engine torque MM that can be generated and/or generated by the drive 80 and applied and/or applied to an output shaft 15 of the vehicle 1 is controlled or regulated as engine support depending on the driver activity
  • FIG. 6 shows, in the form of a graph, the time course of the driver torque MF and the resulting engine torque MM in a conventional operating method for the drive 80 of a vehicle 1 that can be driven with muscle power and additionally with engine power, in which only a single threshold value S1 for the driver torque MF is used.
  • the time t is shown on the abscissa of the graph, and the respective torque M is shown on the ordinate of the graph, namely for the engine torque MM and for the driver torque MF.
  • the conventionally used threshold value S1 is also shown. This representation with the axis designations is identical for the other figures 2 to 4.
  • the driver torque MF As can be seen from the course of the driver torque MF as a function of time t in the graph of FIG. 6, from time 0 to time tO no activity by the driver of vehicle 1 is recorded, ie the driver torque MF has the value 0 up to this point in time. From the time tO, the driver activity in the sense of the driver moment MF increases linearly over time. At time tS1, the driver torque MF reaches the conventional threshold value S1.
  • Figure 2 now also shows, in the form of a graph, the time course of the driver torque MF and the resulting engine torque MM for a first embodiment of the present invention, specifically for a situation in which the driver torque MF exceeds the secondary threshold value S1 to a first, earlier one Time tS2 and with the driver torque MF exceeding the primary threshold value S1 at a second, later time tS1.
  • the course of the driver torque MF increases linearly from the starting time tO, i.e. with the start of the application of a driver torque MF that is different from 0 due to pedaling.
  • Figure 3 shows, in the form of a graph, the time course of the driver torque MF and the resulting engine torque MM for another embodiment of the present invention for a situation with the driver torque MF exceeding the secondary threshold value S1 but delayed exceeding the primary threshold value S2.
  • the driver torque MF has reached the secondary and lower threshold value S2
  • the primary and higher threshold value S1 has not been reached or not yet reached a support MM from the motor 3, although existing, but decreasing in degree or intensity. Only when the primary and higher threshold value S1 is reached at time tS 1 does the normal motor support MM occur linearly to the driver torque MF.
  • Figure 4 shows, in the form of a graph, the time profile of the driver torque MF and the resulting engine torque MM for a further embodiment of the present invention for a situation in which the secondary threshold value S1 is exceeded but the driver torque MF falls below the primary threshold value. It can be seen that in this embodiment, in which the primary and higher threshold value S1 is never reached by the driver torque MF, after a predetermined time period At after the time tS2 of reaching the secondary and lower threshold value S2, the engine support MM starts from the maximum value Mmax the time expires as long as the primary and higher threshold value S1 is not reached by the driver torque MF.
  • Figure 5 finally shows, in the form of a graph, the course of the maximum engine energy delivered EMmax as a function of the driver energy delivered EF, namely according to another additional or alternative embodiment of the present invention.
  • the driver energy EF is plotted on the abscissa of the graph in FIG. 5, whereas the ordinate shows the maximum achievable engine energy EMmax. It can be seen that energy is released by the motor 3 only when a minimum energy ES1 has been released by the driver. In a range up to a higher driver energy ES2, the maximum engine energy EMmax that can be delivered increases linearly with the driver energy EF, but remains constant at a predetermined value after reaching the second threshold value ES2 for the driver energy EF.
  • the present invention can be used in particular - but not only - on an eBike with conventional sensors, i.e. in particular for the driver torque and/or the cadence.
  • a torque sensor is used to record the driver torque.
  • the torque sensor is subject to accuracy tolerances.
  • a relatively high torque threshold is defined. If the muscular or driver torque or driver torque is below this threshold, the support from the motor 3 does not begin; this threshold can be 10 Nm, for example. Only if this threshold is exceeded by the driver's torque, at least for a short time, may the engine 3 begin to provide support and deliver a supporting engine torque to the pedal or crankshaft 15.
  • the conventionally safety-related high torque threshold when starting and restarting or starting again sometimes gives the driver a feeling that the motor 3 is missing or delayed, especially in cases where the driver is pedaling and wants motor support, but is pedaling too weakly 7- 1, 8-1 occurs to exceed the set threshold for the driver torque.
  • the safety-related high torque threshold when starting and when moving further or again usually results in the engine 3 starting to be perceived as delayed because the driver does not immediately raise his torque above the threshold.
  • the motor 3 usually intervenes, which is often perceived as sudden, when the threshold S1 is exceeded, because the high digital threshold value also leads to a digitally occurring high motor torque.
  • a core idea of the present invention is to design the required threshold S1 for starting or continuing/restarting at least in two stages.
  • an additional second or secondary lower threshold value S2 is now also defined and approved and used for the conditional onset of engine support.
  • the energy output by the motor 3 can remain limited and/or stopped or reduced gradually, unless the driver torque also exceeds the higher threshold S1 immediately, i.e. within a predetermined or definable time or period of time t1 since the onset of motor support.
  • the motor support is used more directly and less abruptly and less noticeably.
  • driver torque for example the driver power, a driver torque gradient and/or the cadence.
  • driver power for example the driver power
  • driver torque gradient for example the driver torque gradient
  • cadence for example the driver power
  • the maximum engine energy that can be delivered as soon as the lower threshold S2, but not the upper threshold S1, has been exceeded.
  • This can be done by specifying a maximum engine power and a maximum period of time, i.e. in particular by specifying a maximum amount of energy that can be released by the motor 3. This ensures that the vehicle does not accelerate uncontrollably in the event of incorrect activation by incorrectly exceeding the secondary threshold S2.
  • conditions can be defined under which the motor 3 may be activated again if the secondary threshold S2 is exceeded again.
  • driver torque and/or the cadence must have dropped to at least 0 Nm or 0 rpm.
  • engine support can be understood in particular as the torque MM of the engine, which is also referred to as engine torque.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé destiné à actionner l'entraînement (80) d'un véhicule (1), d'un vélo, d'un vélo électrique, d'un vélo à assistance électrique, de pedelec et/ou de s-pedelec qui peuvent être actionnés au moyen d'une force musculaire et d'une puissance de moteur en plus, un couple musculaire qui est appliqué à un arbre de sortie (15) du véhicule (1) par un opérateur étant détecté en tant que couple d'opérateur (MF), et une activité d'opérateur étant déterminée à partir de celui-ci ; un couple moteur (MM) qui est généré et/ou peut être généré par l'entraînement (80) et est appliqué et/ou peut être appliqué à un arbre de sortie (15) du véhicule (1) est commandé ou régulé en tant que support de moteur sur la base de l'activité d'opérateur ; et uniquement lorsqu'un seuil secondaire comparativement moins élevé (S2, ES2) est dépassé par l'activité de l'opérateur, un support de moteur relativement bas est utilisé par l'entraînement (80) sous certaines conditions, et uniquement lorsqu'un seuil primaire comparativement plus élevé (S1, ES1) au-dessus du seuil secondaire (S2, ES2) est dépassé par l'activité de l'opérateur, un support de moteur relativement élevé est utilisé par l'entraînement (80) sous certaines conditions.
EP23751958.2A 2022-08-11 2023-08-03 Procédé de fonctionnement et unité de commande pour un entraînement d'un véhicule, et véhicule Pending EP4568880A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022208385.7A DE102022208385A1 (de) 2022-08-11 2022-08-11 Betriebsverfahren und Steuereinheit für einen Antrieb eines Fahrzeugs und Fahrzeug
PCT/EP2023/071538 WO2024033216A1 (fr) 2022-08-11 2023-08-03 Procédé de fonctionnement et unité de commande pour un entraînement d'un véhicule, et véhicule

Publications (1)

Publication Number Publication Date
EP4568880A1 true EP4568880A1 (fr) 2025-06-18

Family

ID=87567415

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23751958.2A Pending EP4568880A1 (fr) 2022-08-11 2023-08-03 Procédé de fonctionnement et unité de commande pour un entraînement d'un véhicule, et véhicule

Country Status (3)

Country Link
EP (1) EP4568880A1 (fr)
DE (1) DE102022208385A1 (fr)
WO (1) WO2024033216A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2025136582A (ja) * 2024-03-07 2025-09-19 株式会社シマノ 人力駆動車用の制御装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1076987A (ja) * 1996-09-06 1998-03-24 Bridgestone Cycle Co 補助動力付き自転車
TWI619638B (zh) * 2014-08-20 2018-04-01 太陽誘電股份有限公司 Motor drive control device and electric auxiliary vehicle

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3377242B2 (ja) 1993-03-05 2003-02-17 ヤマハ発動機株式会社 電動モータ付き自転車
US5853062A (en) 1995-11-13 1998-12-29 Yamaha Hatsudoki Kabushiki Kaisha Recumbent electrically power-assisted bicycle
JP3682590B2 (ja) * 1996-05-24 2005-08-10 ソニー株式会社 移動装置と移動制御方法
JP5607225B1 (ja) 2013-09-04 2014-10-15 株式会社シマノ 自転車用制御装置
JP5941120B2 (ja) * 2014-10-31 2016-06-29 株式会社シマノ 自転車用制御装置
WO2018123162A1 (fr) * 2016-12-28 2018-07-05 ヤマハ発動機株式会社 Système d'assistance électrique et véhicule à assistance électrique
EP3587235A1 (fr) 2018-06-28 2020-01-01 intuEdrive BV Procédé d'assistance électrique a la propulsion d'un véhicule à pédale et organe de commande mettant en uvre ce procédé
DE102020214929A1 (de) 2020-11-27 2022-06-02 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Vorrichtung zur Erleichterung der Verwendung eines Zweirads am Berg
DE102021104523B3 (de) 2021-02-25 2022-03-31 HeartGo GmbH Landfahrzeug

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1076987A (ja) * 1996-09-06 1998-03-24 Bridgestone Cycle Co 補助動力付き自転車
TWI619638B (zh) * 2014-08-20 2018-04-01 太陽誘電股份有限公司 Motor drive control device and electric auxiliary vehicle

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2024033216A1 *

Also Published As

Publication number Publication date
DE102022208385A1 (de) 2024-02-22
WO2024033216A1 (fr) 2024-02-15

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