METHOD AND DEVICE FOR ACTIVATING A DRIVE OF A PEDAL-OPERATED VEHICLE

Abstract

A method and a device for controlling an additional electric or motor drive of a vehicle that can be driven at least partially by the rider using a pedal drive. To derive the control of the drive, at least one first rotational movement variable is detected that represents the rotational movement of the pedals or the pedaling movement of the crank performed by the rider. The first rotational movement variable can be detected by one or more sensors. The drive is controlled or regulated dependent on a second rotational movement variable that is derived from the first rotational movement variable. At least one time constant that influences the follow-up time of the actuated or regulated drive is taken into consideration in addition to the first rotational movement that represents the pedaling movement of the rider. The time constant used may be varied to calculate the second rotational movement variable.

Claims

1-12. (canceled)

13. A method for activating a drive of a pedal-powered vehicle, the method comprising the following steps: detecting, using at least one first sensor, a first rotational movement variable that represents a rotational movement of pedals by the rider; generating, for controlling the drive, a second rotational movement variable dependent on the first rotational movement variable and a time constant, the time constant determining a follow-up time of the drive; and varying the time constant dependent on a comparison of the second rotational movement variable and the first rotational movement variable.

14. The method as recited in claim 13, wherein the pedal-powered vehicle is an electric bicycle.

15. The method as recited in claim 13, wherein the second rotational movement variable is generated by low pass filtering of the first rotational movement variable.

16. The method as recited in claim 13, wherein dependent on the comparison of the second rotational movement variable and the first rotational movement variable, the time constant is varied at least between a first and a second time constant, the at least first and second time constants being are specified.

17. The method as recited in claim 13, wherein, for the varying of the time constant, a first time constant is selected when the first rotational movement variable is greater than a threshold value that is established dependent on the second rotational movement variable, and a second time constant is selected when the first rotational movement variable is less than or equal to the threshold value, the first time constant being less than the second time constant.

18. The method as recited in claim 17, wherein the threshold value corresponds to the second rotational movement variable generated.

19. The method as recited in claim 17, wherein the threshold value is established by: (i) scaling the second rotational movement variable with a scaling factor, or (ii) adding an absolute or variable value to the second rotational movement variable, wherein (i) the scaling factor, or (ii) the absolute or variable value, is specified dependent on a vehicle-dynamics sensor variable or an operating variable of the vehicle.

20. The method as recited in claim 13, wherein the second rotational movement variable is generated additionally dependent on an actuating variable that represents an actuation of the pedals by the rider.

21. The method as recited in claim 20, wherein the time constant is varied dependent on the actuating variable.

22. The method as recited in claim 20, wherein the second rotational movement variable is modified with an offset, the offset being established dependent on the actuating variable and the time constant.

23. The method as recited in claim 20, wherein the first rotational movement variable or the actuating variable represents a torque that the rider exerts on the pedals.

24. The method as recited in claim 20, wherein the first rotational movement variable or the actuating variable represents a pedaling frequency that is generated by the rider when pedaling.

25. A device for activating a drive of a pedal-powered vehicle, comprising a control unit is configured to: detect, using at least one first a first rotational movement variable that represents the rotational movement of the pedals by the rider; generate, for controlling the drive, a second rotational movement variable dependent on the first rotational movement variable and a time constant, the time constant determining a follow-up time of the drive; wherein the control unit is configured to carry out a comparison of the second rotational movement variable and the first rotational movement variable, and to vary the time constant dependent on the comparison.

26. The device as recited in claim 25, wherein the pedal-powered vehicle is an electric bicycle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] FIG. 1 schematically shows the structure of a device that carries out the method according to an example embodiment of the present invention.

[0021] FIG. 2 schematically illustrates how a first embodiment of the present invention is carried out.

[0022] FIG. 3 shows a second embodiment of the present invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0023] As already stated at the beginning, the activation of the additional drive of a pedal-operated vehicle, for example an electric bicycle, usually takes place dependent on the actuation of the pedals by the rider. In so doing, both the pedaling frequency or the pedaling speed and the force of the actuation in the form of the rider's pedaling torque can be used as a measurement of the desired support by the additional propulsion of the provided drive.

[0024] In accordance with the present invention, a method and a device are now also to be described that improve the adaptation of the support by the (auxiliary) drive 160 dependent on the rider's input. For this purpose, a control unit 100 of a corresponding device, for example a human-machine interface (HMI), as is customary for controlling the electric drive, detects various sensor variables and actuates the drive 160 based on these sensor variables. In such case, the control unit 100 may have a memory 110 in which are stored corresponding databases or variables that are relevant to the control. To carry out the derivation of the activation, the control unit 100 detects the rider's input or the actuation of the pedals by the rider. This can be achieved by using a torque sensor 120, but also by using a pedaling frequency sensor 130 on the crank of the bicycle. Furthermore, further sensors 140 and/or 150 that detect vehicle-dynamics variables or operating variables may be attached to the vehicle, bicycle or rider. In such case, reference is made, among other things, to sensors for detecting the speed, the acceleration, the yaw rate, the lateral inclination, the road gradient, but also the heart rate. Furthermore, it may also be possible to detect the surroundings of the vehicle or the bicycle, for example using video sensors or ultrasound, in order for example to detect other road users or obstructions on the route.

[0025] Starting from the sensor variables relating to the actuation of the crank by the rider that are thus obtained, the control unit can actuate the drive in such a way that additional propulsion is generated in addition to the propulsion generated by the rider by his pedaling force. In such case, a level of support, i.e. intensification of the rider's input, may be specified, or selected by the rider. Additionally, the support can be adapted by additional information on the vehicle dynamics and the operating or ambient parameters.

[0026] In a first embodiment according to FIG. 2, first of all the rider's torque M_in applied or generated by the rider is ascertained in a step 200 or a module based on the detected sensor variables. Typically in such case this is a first rotational movement variable, which is detected directly or indirectly by a torque sensor 120 on the crank of the bicycle. Alternatively, the pedaling frequency can also be used here in order to derive from it a value for the current rider's input. The first rotational movement variable thus ascertained is supplied to a low pass 230, which by way of a time constant T generates a second rotational movement variable M_out and outputs it by way of an output 240. This second rotational movement variable is used to derive the control of the drive 160. With the present invention, the establishing of the time constants T will now be described. For this purpose, in the simplest case two time constants T_up and T_down are provided, which are read in correspondingly via steps 210 and 220, for example from the memory 110. Together with the detected first rotational movement variable M_in and the second rotational movement variable arising from an earlier determination, a decision is taken in step 250 as to which of the specified time constants T_up or T_down is used for the low pass filtering in step 230. For this purpose, a comparison of the second rotational movement variable with the first rotational movement variable takes place in step 250. In the event that the first rotational movement variable M_in >M_out, i.e. if the current pedaling demand of the rider is higher than the basis for the control of the drive provided, filtered by the low pass, the specified time constant T_up is selected, otherwise it is the further specified time constant T_down. By selecting the time constant T_up to be lower than the time constant T_down, the reaction of the drive to a change in the rider's input can thus be speeded up. Typically, in this case the time constant T_up is considerably smaller than the time constant T_down, for example at least by one order of magnitude. Optionally, multiple time constants may also be available to choose from, for example by using multiple threshold values starting from a comparison of the first and second rotational movement variables.

[0027] Furthermore, the time constants may be taken or selected from a database dependent on vehicle-dynamics variables or operating variables and also rider's parameters. Alternatively or optionally, the time constants may also assume continuous values between two extreme values that are selected, established or determined depending on further boundary conditions such as vehicle-dynamics variables or operating variables.

[0028] In the second embodiment of FIG. 3, an additional actuating variable of the crank is to be used in order to improve the derivation of the second rotational movement variable and thus provide the rider with an improved ride feel.

[0029] For this purpose, just as in the first embodiment, in a first step 200 the rider's torque M_in is ascertained and processed in a low pass filter 310. The result of the low pass filter 310 is made available to a summing unit 350 that makes the modified second rotational movement variable M_out available to an output module 340. As already explained in the first embodiment, the result of the low pass filter 310 is made available to a step 320 for comparison of the rotational movement variables M_in and M_out. Additionally, the step 320 detects a further actuating variable of the pedals that is detected in a corresponding step 300. In the present second embodiment, the pedaling frequency or cadence of the rider can be detected as a second actuating variable. The actuating variable may additionally be used in step 320 in order to determine, select or vary the time constant or to select the corresponding time constant from a specified number of at least two time constants. The result of the comparison in step 320 is made available both to the low pass filter 310 corresponding to the first embodiment and to step 330 for ascertaining an offset correction factor. To determine the offset correction factor in step 330, the actuating variable from step 300 and also the selected, specified or determined time constant T from step 320 is additionally used. The offset correction factor thus ascertained is then passed to the summing unit 350 in order to generate the modified rotational movement variable M_out, which for its part supplies the basis for the activation of the drive.

[0030] By determining an offset correction factor, different time constants for the increasing and decreasing input torques can be taken even better into consideration. By using a further variable that represents the pedaling behavior of the rider, thus the difference between the time constants for increasing and decreasing input torques can be compensated.

[0031] Furthermore, by a correction factor of this kind the activation can be set to be more sensitive for low pedaling frequencies, whereas at a high pedaling frequency the system reacts more sluggishly.

[0032] In a further embodiment of the present invention, in step 330 a scaling factor may be derived that in a step 360 instead of the summing unit is applied to the second rotational movement variable generated by the low pass filter 310. In this case, the scaling factor may likewise, in addition to the time constants, be determined dependent on vehicle-dynamics variables, operating variables or rider parameters.