DE102022207142A1 - Throttle twist grip system with haptic feedback for controlling a motorized two- or three-wheeler - Google Patents

Abstract

The invention relates to a throttle twist grip system (2) with an elongated twist grip (3) designed for the driver to control a two- or three-wheeled motor vehicle, which can be rotated on the one hand about its longitudinal axis (L1) and on the other hand about a steering axis (L2) transverse to it is mounted; - is connected or connectable to a drive system of the motor vehicle in such a way that a drive torque for accelerating the motor vehicle can be generated by rotating the rotary handle (3) about its longitudinal axis (L1); and- is connected or connectable to a steering system of the motor vehicle in such a way that the motor vehicle can be steered by rotating the rotary handle (3) about its steering axis (L2);- the throttle rotary handle system (2) also has an integrated feedback motor (6 ) with an associated control unit (7), which is designed and set up to provide feedback on the rotary handle (3) in the direction of rotation (A, B) about its longitudinal axis (L1) that is dependent in a predetermined manner on a current vehicle and / or driving state -To apply torque to generate haptic feedback for the driver.

Description

Technical area

The invention relates to a throttle twist grip system with an elongated twist grip for controlling a two- or three-wheeled motor vehicle or a light four-wheeled motor vehicle or a passenger car by its driver. For this purpose, the rotary handle is rotatably mounted on the one hand about its longitudinal axis and on the other hand about a transverse steering axis. The rotary handle is connected or connectable to a drive system of the motor vehicle, so that a drive torque for accelerating the motor vehicle can be generated by rotating the rotary handle about its longitudinal axis. In addition, the rotary handle is connected or connectable to a steering system of the motor vehicle, so that the motor vehicle can be steered by rotating the rotary handle about the steering axis.

Technical background

In the prior art, a conventional throttle twist grip is known for controlling motorcycles and other two- or three-wheeled motor vehicles, which, on the one hand, serves to steer the vehicle and, on the other hand, is also mounted on a housing or on a handlebar so as to be rotatable about its longitudinal axis and via an in the housing or The Bowden cable running in the handlebar is connected to the vehicle's drive motor. Typically, the tractive force that is transmitted via the Bowden cable when turning the throttle grip opens the throttle valves or slides of the drive motor in order to increase the engine power accordingly. It is also known to replace the Bowden cable with an electronic measurement of the rotation on the rotary throttle grip and a corresponding control of actuators for adjusting associated engine elements such as throttle valves or slides in a combustion engine. Motorcycles with an electric or hybrid drive can also be controlled in an analogue manner with this so-called e-throttle grip.

Furthermore, a so-called “one-pedal driving” is known as a control concept for four-wheeled electric or hybrid vehicles, in which the driver, who steers the vehicle using the steering wheel, not only accelerates with a foot pedal, but also brakes and thus, if necessary can initiate a recuperation process to recover electrical energy during a braking process.

Further is over EP 3 130 978 B1 an operating device with an operating element that can be mechanically deflected by a user about/along an axis of movement in the form of a control stick, a lever or a control wheel for controlling/regulating a device in the form of a machine, a ship, a rail vehicle, an aircraft, an industrial or Construction vehicle, an industrial truck, a commercial vehicle, a crane system or an application in the field of electrohydraulics. The operating device further comprises a connection for outputting an operating signal correlated with the deflection of the operating element for controlling/regulating the device, an electric motor for indirectly or directly applying force to the operating element and a control device for outputting control signals for controlling the electric motor. The control device is designed to control the electric motor at a predetermined detent deflection of the control element to simulate a locking, in that the control device generates a force signal which indirectly causes a force on the control element through the electric motor, the force moving the control element around/along the axis of movement pulls in the direction of the detent deflection when the control element is in a predetermined rest area around the detent deflection, the force signal being greatest at two maxima that are in the rest area. The operating device is also designed to detect the movement speed of the deflection of the operating element directly and indirectly, and the control device is designed to output the control signal in a speed-dependent manner by offsetting a speed-dependent damping signal from the force signal.

Disclosure of the invention

According to the invention, a throttle twist grip system is provided for controlling a two- or three-wheeled or a light four-wheeled motor vehicle or a passenger car by its driver according to claim 1, as well as a corresponding method, a control unit set up to carry out the method and a motor vehicle equipped therewith according to the independent claims. Further embodiments are specified in the dependent claims. All additional features and effects mentioned in the claims and the description for the throttle twist grip system also apply with regard to the method, the control unit and the motor vehicle, and vice versa.

According to a first aspect, a throttle twist grip system is provided with an elongated twist grip, the twist grip being used to control a two- or three-wheeled motor vehicle or a light four-wheeled motor vehicle or a passenger car (car) by its driver is formed. The motor vehicle can therefore be designed, for example, as a motorcycle or as a motor scooter, light motorcycle, moped or moped. In particular, it can be an electric motorcycle, hybrid motorcycle, electric scooter, electric quad or a product from the power sports sector. It can also be a special case of a car that can be controlled by its driver using the twist grip (here in the sense of steering and accelerating/braking).

To control the motor vehicle, the twist grip is rotatably mounted in the motor vehicle or in a housing of the throttle twist grip system that can be connected in a rotationally fixed manner to the motor vehicle or on/on other elements of the throttle twist grip system that can be connected in a rotationally fixed manner to the motor vehicle, so that the twist grip is located in a motor vehicle installed state of the throttle twist grip system on the one hand about its longitudinal axis and on the other hand about a transverse (in particular vertical) steering axis. The rotary handle is designed to be gripped and operated with one or two of the driver's hands, for example with the right hand or with one hand on each side of the steering axis, which runs approximately centrally in relation to the longitudinal axis. The rotary handle is connected or connectable to a drive system of the motor vehicle in such a way that a drive torque for accelerating or braking the motor vehicle can be generated by rotating the rotary handle about its longitudinal axis. Furthermore, the rotary handle is connected or connectable to a steering system of the motor vehicle in such a way that the motor vehicle can be steered by rotating the rotary handle about its steering axis, i.e. H. the direction of travel of the vehicle or the position of its wheel axles can be changed. The throttle twist grip system can in particular, but not necessarily, be a so-called e-throttle grip mentioned at the beginning, in which the translation of the torque applied by the driver about the longitudinal axis of the twist grip is translated into an electrical signal by measuring sensors integrated therein, which is used for appropriate control of the drive system is used. An e-throttle grip is therefore free of purely mechanical torque transmission mechanisms such as a conventional Bowden cable etc.

The throttle twist grip system presented here also has an integrated feedback motor in the form of an electric motor with an associated control unit. The feedback motor and its control unit are designed and set up to apply a feedback torque to the twist grip in directions of rotation about its longitudinal axis during operation of the throttle twist grip system in order to generate haptic feedback for the driver, which is said to be in a predetermined manner from a current vehicle and/or driving condition is predetermined. This feedback can be represented, for example, in the form of a force counteracting the rotational movement (hereinafter also referred to as “rotational resistance”). When using a feedback motor in the form of a brushless DC motor (also called an “electronically commutated motor”, EC motor), it is also possible to produce acoustic feedback in the form of a signal tone or a vibration by specifically controlling the phases of the EC motor , which can also serve as feedback or information signals for the driver.

For example, the control unit can be designed and set up to determine a current vehicle and/or driving state that is independent of the rotary handle or its rotational movement state during operation of the motor vehicle, or to receive a corresponding state signal from a sensor or sensor provided on board the vehicle Control device - such as a speedometer and / or on-board computer and / or navigation system - to receive and, depending on this, to provide a control and / or regulation signal for the feedback motor and the feedback motor according to this control and / or regulation signal to generate a haptic Control feedback for the driver. Part of this functionality, for example the calculation/specification of the feedback torque to be applied and/or the corresponding control of the feedback motor, can also be implemented by a central or engine control unit of the motor vehicle upstream of the present throttle twist grip system. For example, the calculation of the feedback torque to be set can be implemented either in a control unit that is fully or partially integrated in the throttle twist grip system or at least partially by an external control device that is connected or connectable to the twist grip via a suitable electrical connection. A conversion of the feedback target torque signal into the electrical control of the feedback motor can also be implemented in a fully or partially integrated control unit within the throttle twist grip system, or at least partially by an external control device that is connected or can be connected to the feedback motor.

The motor vehicle can in particular be designed as an electric or hybrid vehicle, i.e. H. The drive system of the motor vehicle can have at least one electric machine as a drive machine, which uses electrical energy as drive energy. At least one drive machine of the vehicle can also be designed as a combustion engine that uses chemical energy from a fuel as drive energy.

The throttle twist grip system presented here is based on the integration of a controllable electric motor (feedback motor) including the necessary electronics into a twist throttle grip, in particular an e-throttle grip. In other words, a core idea of the throttle twist grip system is a substitution or expansion of the torsion spring, which is used in conventional gas twist grips to reset the twist grip, by an electric motor with a torque control or regulation that is independent of twist grip positions or rotation speeds, which enables better and/or additional twist grip functions. This can be achieved structurally by mechanically coupling the freely rotating sleeve of the twist grip on the end of the handlebar to a rotor of the feedback electric motor. By applying or adjusting a driving state-dependent torque on the feedback electric motor in a predetermined manner, haptic feedback is transmitted to the driver. The throttle twist grip system can be designed with either a feedback electric motor with an internal rotor design or with a feedback electric motor with an external rotor design. It is also possible to install the feedback motor with or without a reduction/gear. The use of a gear reduction can result in advantages in motor design for some applications, for example by allowing a smaller or slower feedback motor to be used with the same feedback motor functionality. The reduction can be designed in different ways, such as belts, gears or even as a planetary gear. The design of the feedback motor is not limited to a specific type of electric motor. For example, it can be designed as a DC (direct current), AC (alternating current) or PSM (permanent magnet synchronous motor) motor.

One idea is to use the feedback motor to provide the driver with haptic feedback about the condition of the vehicle or the current driving situation by precisely modulating the axial torque of the twist grip. This can be used, for example, to control a recuperation torque of electrified or electric drives according to the current driving situation. The “one-pedal driving” known from electric vehicles is now also possible in two- and three-wheeled vehicles or in four-wheeled vehicles that are operated via a throttle twist grip. It is also possible with the present throttle twist grip system to pass on to the driver a haptic and/or acoustic vehicle or driving situation-related information signal in the form of a twist grip vibration or a signal tone generated in the coils of the feedback motor, such as those encoded therein Notifications from the navigation system (such as “turning soon” and much more), displays from the vehicle control system (such as “right/left turn signal activated” and much more) or other driver information of any kind that uses an HMI (human-machine interface). -Machine interface) of the motor vehicle is available during operation.

Other possible applications include, for example, increasing the rotational resistance for turning the twist grip in the direction of acceleration when reaching a maximum permitted speed in the current section of the route, individual adjustment of the twist grip torque to be applied to the driver's individual preferences or depending on the selected driving mode. In the prior art, the reset or rotational resistance for the application of a twist grip torque by the driver of a motorcycle is typically implemented in the form of a spring. With this conventional technology, the twist grip torque to be applied can only be influenced by structural changes to the spring in the development phase, so that individual changes and adjustments are not possible during vehicle operation. Previous solutions for specifying a drive recuperation torque are based on a switch when it is pressed against the standard direction used for acceleration when it is pressed/moved from its zero position. Previous throttle twist grip systems therefore do not provide information about how hard the driver presses the switch (typically a pedal), whereas this is now possible with the throttle twist grip system presented here based on the feedback torque that can be generated therein. Further details and examples are provided below.

According to one embodiment, the twist grip is mounted rotatably about its longitudinal axis as often as desired (in the motor vehicle or in a housing that can be connected in a rotationally fixed manner to the motor vehicle or on/on other elements of the throttle twist grip system that can be connected in a rotationally fixed manner with the motor vehicle). In other words, the gas twist grip system in this embodiment is designed, in particular, to be free of a mechanical stop and a mechanical restoring force for this rotary movement, which are known, for example, from conventional twist grip connections by means of a spring mechanism such as a torsion or coil spring. The feedback motor and its control unit are designed and set up to apply a feedback torque to the rotary handle, which, depending on the current vehicle and/or driving state, generates a predetermined rotational resistance for rotations of the rotary handle about its longitudinal axis. In other words, in this embodiment of the gas twist grip system, the conventional spring The mechanism that was necessary to apply the restoring force was replaced by a suitable feedback motor functionality, which, in addition to applying a fictitious restoring force, also enables other application features, such as rotation by more than 360° in both directions, etc.

As already mentioned, the motor vehicle can in particular be designed as an electric or hybrid vehicle in that the drive system of the motor vehicle comprises at least one electric machine as a drive machine and an associated electrical energy storage and is designed to recharge the energy storage through recuperation when braking the motor vehicle. According to one embodiment, the rotary handle is used for driver-side control of the recuperation by rotating the rotary handle about its longitudinal axis against a direction of rotation intended for accelerating the motor vehicle (herein also referred to as the acceleration direction, cf. 1b /2b) trained. The “one-pedal driving” known from electric vehicles is now also possible in two- and three-wheeled vehicles or in four-wheeled vehicles that are controlled via a throttle twist grip.

In particular, the feedback motor and its control unit can be designed and set up to rotate the rotary handle in the direction of rotation intended for the driver's control of recuperation (herein also referred to as the braking direction, cf. 1b /2b) to apply a recuperation feedback torque, which, depending on the current vehicle and / or driving state, in particular on a charge state of the energy storage or another parameter relevant for recuperation, a predetermined rotational resistance and / or a predetermined torque modulation or vibration in Rotary handle generated. This gives the driver direct, simple and intuitive control over the recuperation process when turning the twist grip in the opposite direction to the acceleration of the vehicle. In particular, after the energy storage unit has been fully charged, a vibration or a sound signal can be generated so that the end of recuperation can be recognized by the driver and he can switch to other braking mechanisms, such as the handbrake, etc.

Since the twist grip bearing in the present throttle twist grip system can do without structurally defined mechanical stops/end positions or zero positions for twist grip movements around its longitudinal axis, different driving modes with different rotation angle-torque characteristics can be implemented in order to give the driver new options with regard to the driving experience and vehicle control open.

However, if necessary, the feeling of a mechanical stop/end position can also be achieved in the throttle twist grip system presented here by blocking the twist throttle grip by appropriately targeted control of the feedback motor in predetermined driving situations or vehicle states.

If the drive system of the motor vehicle is designed to operate in several different drive modes, then in a specific embodiment of the present throttle twist grip system, the feedback motor and its control unit can be designed and set up to apply a predetermined drive mode feedback torque to the twist grip, which Depending on a current drive mode of the drive system, an associated rotational resistance is generated in a direction of rotation intended for accelerating the motor vehicle. In this way, a correspondingly different driving experience can be achieved, for example by requiring the driver to apply less torque in an eco driving mode than in a sport driving mode.

Furthermore, in a specific embodiment, the throttle twist grip system can be designed to receive at least one driver information signal. In this embodiment, the feedback motor and its control unit are designed and set up to generate a predetermined acoustic signal depending on the currently received at least one driver information signal by appropriately controlling the feedback motor coils and/or an associated predetermined one on the rotary handle Apply information feedback torque. For example, an increased feedback torque can be generated in the direction of rotation intended for vehicle acceleration when approaching or when reaching/exceeding a prescribed or vehicle's own maximum speed. Alternatively or additionally, a vibration torque can also be generated for predetermined warning messages from other on-board systems that are included in the driver information signal in order to increase the driver's attentiveness or to draw his attention to the respective warning message from the other on-board system. In comparison to known throttle twist grip systems, this specific design also opens up new possibilities for interaction with the driver in order to draw his attention to predetermined information or dangers (such as “tail light defective” or “traffic jam ahead”) for example, in the form of information signals provided by driver assistance systems, board computers and/or navigation systems of the vehicle.

Depending on the specific design of the throttle twist grip system, waste heat generated by the feedback motor during operation can also be used as grip heating. This can be possible, for example, with a more or less inefficient control of the coils of the feedback motor, which is accompanied by greater power loss in the form of heat, which can be used to warm the handle.

According to a specific embodiment, in this case those components of the feedback motor that heat up during operation of the feedback motor are used to release heat in such a way (directly or indirectly, for example via a highly heat-conducting material such as a metal and/or through a large-area direct or thin gap contact) is connected to or arranged on a rotary handle section designed for gripping by the driver or its rotary sleeve, so that waste heat generated during operation of the feedback motor can be at least partially and ideally almost completely transferred to this rotary handle section for its heating and is also transferred during operation becomes.

According to a specific embodiment, the amount and/or another characteristic of the feedback torque to be generated by the feedback motor can be individually adjusted in advance by the driver in a predetermined adjustment range, at least for some vehicle and/or driving states on which it depends. This can increase driver comfort and driving fun.

• - das Empfangen und/oder das Ermitteln eines aktuellen Fahrzeug- und/oder Fahrzustands(-Signals) des Kraftfahrzeugs und/oder eines aktuellen Antriebsmodus(-Signals) seines Antriebssystems und/oder mindestens eines Fahrer-I nformationssignals;
• - das Bereitstellen eines in vorbestimmter Weise davon abhängigen Steuerungs- und/oder Regelungssignals für den Feedback-Motor; und
• - das Ansteuern des Feedback-Motors zum Anlegen eines Feedback-Drehmoments am Drehgriff in Drehrichtung(en) um dessen Längsachse zur Erzeugung einer haptischen und/oder akustischen Rückmeldung an den Fahrer gemäß dem bereitgestellten Steuerungs- und/oder Regelungssignal.

According to another aspect, a method for controlling a two- or three-wheeled or a light four-wheeled motor vehicle or a passenger vehicle (car) using a throttle grip system presented herein is provided. The method includes the following steps, which can be carried out at least in part by the control unit of the feedback motor mentioned herein:

• - receiving and/or determining a current vehicle and/or driving state (signal) of the motor vehicle and/or a current drive mode (signal) of its drive system and/or at least one driver information signal;
• - Providing a predetermined control and/or regulation signal for the feedback motor; and
• - Activating the feedback motor to apply a feedback torque to the rotary handle in the direction of rotation(s) about its longitudinal axis to generate haptic and/or acoustic feedback to the driver in accordance with the control and/or regulation signal provided.

As already mentioned, the method may also include some or all of the further steps, individually or in any combination, which are set forth herein in the claims and in the description of the various specific configurations and embodiments of the throttle twist grip system.

According to a further aspect, said control unit is also provided for the throttle twist grip system, which is designed and set up to carry out this method at least partially automatically.

According to a further aspect, a motor vehicle is provided which is designed as a two- or three-wheeled or a light four-wheeled motor vehicle (motor vehicle) or as a passenger car (car). The motor vehicle includes a drive system that is designed to accelerate and brake the motor vehicle; a steering system designed to steer the motor vehicle; and a throttle twist grip system presented herein that is connected to the drive system and the steering system for controlling the motor vehicle and includes the above control unit.

Brief description of the drawings

• 1a eine vertikale Draufsicht auf einen Motorradlenker, der mit einem Gas-Drehgriffsystem gemäß einem Ausführungsbeispiel der Erfindung mit einem Feedback-Elektromotor in Innenläuferbauweise ausgestattet ist;
• 1b einen radialen Querschnitt des Motorradlenkers der 1a auf der Höhe des Feedback-Motors;
• 2a eine vertikale Draufsicht auf einen Motorradlenker, der mit einem Gas-Drehgriffsystem gemäß einem weiteren Ausführungsbeispiel der Erfindung mit einem Feedback-Elektromotor in Außenläuferbauweise ausgestattet ist; und
• 2b einen radialen Querschnitt des Motorradlenkers der 2a auf der Höhe des Feedback-Motors.

The above aspects and their embodiments and specific configurations are explained in more detail below using examples shown in the accompanying drawings. The drawings are to be understood as purely schematic illustrations of the respective functional principle. In particular, they are not to scale. Show it:

• 1a a vertical plan view of a motorcycle handlebar equipped with a throttle twist grip system according to an embodiment of the invention with a feedback electric motor in internal rotor design;
• 1b a radial cross section of the motorcycle handlebar 1a at the level of the feedback motor;
• 2a a vertical plan view of a motorcycle handlebar, which is equipped with a throttle twist grip system according to a further exemplary embodiment of the invention with a feedback electric motor in an external rotor design; and
• 2 B a radial cross section of the motorcycle handlebar 2a at the level of the feedback motor.

Description of embodiments

All of the various embodiments, variants and specific design features of the throttle twist grip system and the corresponding method and the motor vehicle mentioned above in the description and in the following claims can be used accordingly in the in the 1a-2b Examples shown can be implemented individually or in combinations mentioned herein. They will therefore not all be repeated again below. The same applies accordingly to the definitions and effects already given above in relation to individual features that are in the 1a until 2 B are shown.

1a shows, purely by way of example, a motorcycle handlebar 1, which is equipped with a throttle twist grip system 2 according to an exemplary embodiment of the invention, in a highly simplified schematic view from above in the direction of a vertical z-axis fixed to the vehicle. All orientation terms such as “top”, “bottom”, “left”, “right”, “front”, “rear” etc. are referred to here in relation to the usual vehicle-fixed Cartesian coordinate system with a vehicle longitudinal direction x, transverse direction y and vertical direction z to understand.

The throttle twist grip system 2 has an elongated twist grip 3, which in this specific example is designed to be operated with the right hand of a driver (not shown). Alternatively, a variant for the left hand (for example for left-handers) that is mirrored with respect to the central vehicle longitudinal axis x (or with respect to the steering axis L2) can be implemented just as easily as a combination of both variants on one vehicle. When installing two twist throttle grips with feedback functions of the type presented here for the left and right hands, new, previously unknown control applications are also possible, in which, for example, different twist grip functions of the type mentioned herein are implemented in the left and right twist grips. In this example, the rotary handle 3 is designed as a sleeve which is rotatably mounted on a handlebar 4 fixed to the vehicle in order to accelerate the motor vehicle (here, purely by way of example, a motorcycle) by rotating the rotary handle 3 about its longitudinal axis L1 in an acceleration direction B and in to brake in an opposite braking direction A. For this purpose, the rotary handle 3 is suitably connected electrically, mechanically and/or by a position sensor and associated measurement signal transmission to a drive system (not shown) of the motor vehicle, which is suitably controlled in accordance with the rotation of the rotary handle 3. The acceleration direction B and the braking direction A are indicated by the corresponding rotation arrows in 1b indicated. The twist grip 3 can, for example, have a grooved rubber surface for a good grip in the driver's right palm. In addition, purely by way of example, a handbrake 5 in the form of a lever for actuation with the fingers of the same hand is provided on the handlebar 4.

Furthermore, the handlebar 1 as a whole, and thus also the rotary handle 3, is arranged centrally in the vehicle transverse direction y with respect to the motor vehicle and is vertical, i.e. H. Steering axis L2 of the handlebar 1 (and thus also of the rotary handle attached to it) running in the vertical direction of the vehicle can be rotated in order to steer the vehicle.

The throttle twist grip system 2 also has an integrated feedback motor 6 in the form of an electric motor with an associated control unit 7 (not shown separately). The feedback motor 6 and its control unit 7 are designed and set up to apply a feedback torque to the twist grip 3 in rotation directions A and B about its longitudinal axis L1 during operation of the throttle twist grip system 2 in order to generate haptic feedback for the driver is defined in a predetermined manner depending on a current vehicle and/or driving condition. This feedback can, for example, be in the form of a force counteracting the rotational movement (also referred to herein as rotational resistance). When using a feedback motor in the form of a brushless direct current motor (also called an “electronically commutated motor”, EC motor), it is also possible to produce an acoustic feedback or a vibration by specifically controlling the phases of the EC motor, which is also known as Can serve as a feedback or information signal for the driver.

For example, the control unit 7 can be designed and set up, when operating the motor vehicle, to determine a current vehicle and/or driving state, which is fundamentally independent of the rotary handle or its rotational movement state, or a corresponding status signal from a sensor or control device 8 provided on board - which can include, for example, a speedometer and / or an on-board computer and / or a navigation system and / or further HMI (human-machine interfaces), - to receive and, depending on this, to provide a control and / or regulation signal for the feedback motor 6 and the feedback motor 6 according to this control and/or regulation signal to generate haptic or acoustic feedback to the driver. Part of this functionality, for example the calculation/specification of the feedback torque to be applied and/or the corresponding control of the feedback motor 6, can also be implemented by the central or engine control unit 8 of the motor vehicle upstream of the throttle twist grip system 2.

The throttle twist grip system 2 presented here is based on the integration of a controllable electric motor (feedback motor 6) including the necessary electronics (control unit 7) into the twist throttle grip 3, which can in particular be designed as an e-throttle grip. In other words, a core idea of the gas twist grip system 2 lies in a substitution or extension of the torsion spring, which is used in conventional gas twist grips to reset the twist grip, by the feedback electric motor 6 with a torque control that is independent of the twist grip and/or -Control, which enables better and/or additional twist grip functions.

Via the feedback motor 6, the motorcyclist can be provided with haptic feedback about the condition of the vehicle or the current driving situation by precisely modulating the axial twist grip torque. This can be used, for example, to control a recuperation torque of electrified or electric drives according to the current driving situation. The “one-pedal driving” known from electric vehicles is now also possible in two- and three-wheeled vehicles. It is also possible with the throttle twist grip system 2 to pass on a haptic vehicle or driving situation-related information signal to the driver in the form of a twist grip vibration, such as notifications from the navigation system encoded therein (such as “turning soon” and much more), displays from the vehicle control system (such as “right/left turn signal activated and much more) or other driver information of any kind that an HMI of the motor vehicle can provide.

1b shows a radial cross section of the motorcycle handlebar 1 1a at the height of the feedback motor 6. How to 1b can be seen immediately, in this example it is an internal rotor construction of the feedback motor 6, in which the rotary handle 3 is connected in a rotationally fixed manner to a rotor 8 of the feedback motor 6 which rotates on the inside, in this example directly around the handlebar 4. A stator 9 of the feedback motor 6, which does not rotate with respect to the handlebar 4 during operation, is arranged on the outside in the radial direction.

2a and 2 B show a further exemplary embodiment of a throttle twist grip system 2 of the type presented here, which differs from the example of 1a and 1b only differs in that the feedback motor 6 is designed in an external rotor construction. For this purpose, its stator 9 is fixed on the inside on or in the handlebar 4, while the rotary handle 3 is secured in a rotationally fixed manner on the outside on the rotor 8 of the feedback motor 6, which rotates on the outside with respect to the stator 9.

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 3130978 B1 [0004]

Claims (10)

Throttle twist grip system (2) with an elongated twist grip (3) designed for controlling a two- or three-wheeled or a light four-wheeled motor vehicle or a passenger car by its driver, which - is rotatably mounted on the one hand about its longitudinal axis (L1) and on the other hand about a transverse steering axis (L2); - is connected or connectable to a drive system of the motor vehicle in such a way that a drive torque for accelerating the motor vehicle can be generated by rotating the rotary handle (3) about its longitudinal axis (L1); and - connected or connectable to a steering system of the motor vehicle in such a way that the motor vehicle can be steered by turning the rotary handle (3) about its steering axis (L2); - wherein the throttle twist grip system (2) further comprises an integrated feedback motor (6) with an associated control unit (7), which is designed and set up to act on the twist grip (3) in the direction of rotation (A, B) about its longitudinal axis ( L1) to apply a feedback torque that is dependent in a predetermined manner on a current vehicle and/or driving state to generate haptic feedback for the driver. Throttle twist grip system (2). Claim 1 , in which - the rotary handle (3) is mounted so that it can rotate around its longitudinal axis (L1) as often as desired; and - the feedback motor (6) and its control unit (7) are designed and set up to apply a feedback torque to the rotary handle (3), which, depending on the current vehicle and / or driving state, creates a predetermined rotational resistance for the rotation of the Rotary handle (3) is generated around its longitudinal axis (L1). Throttle twist grip system (2). Claim 1 or 2 , in which - the drive system of the motor vehicle comprises at least one electric machine as a drive machine and an associated electrical energy storage and is designed to recharge this energy storage through recuperation when braking the motor vehicle; - the rotary handle (3) is designed for driver-side control of the recuperation by rotating the rotary handle (3) about its longitudinal axis (L1) against a direction of rotation (B) intended for accelerating the motor vehicle; and - the feedback motor (6) and its control unit (7) are preferably designed and set up to apply a recuperation feedback torque to the rotary handle (3) during recuperation, which depends on the current vehicle and/or driving status, in particular from a charge state of the energy storage or another parameter relevant to recuperation, a predetermined rotational resistance is generated in the direction of rotation (A) provided for the driver-side control of recuperation. Throttle twist grip system (2) according to one of the preceding claims, in which - the drive system of the motor vehicle is designed to operate in several different drive modes; and - The feedback motor (6) and its control unit (7) are designed and set up to apply a drive mode feedback torque to the rotary handle (3), which, depending on a current drive mode of the drive system, creates a predetermined rotational resistance in a manner for accelerating the motor vehicle intended direction of rotation (B). Throttle twist grip system (2) according to one of the preceding claims, - which is further designed to receive at least one driver information signal; and - the feedback motor (6) and its control unit (7) are designed and set up to generate a predetermined acoustic signal depending on the currently received at least one driver information signal and/or a predetermined information feedback on the rotary handle (3). Apply torque. Throttle twist grip system (2) according to one of the preceding claims, in which - those components of the feedback motor (6) that heat up during its operation are connected to or arranged on a rotary handle section designed for gripping by the driver to release heat in such a way that waste heat generated during operation of the feedback motor (6). is transferred at least partially and preferably essentially completely to this rotary handle section to heat it. Throttle twist grip system (2) according to one of the preceding claims, in which - The amount and/or another characteristic of the feedback torque to be generated by the feedback motor (6) can be individually adjusted by the driver in advance in a predetermined adjustment range in relation to its dependence on at least some vehicle and/or driving conditions. Method for controlling a two- or three-wheeled or a light four-wheeled motor vehicle or a passenger car using a throttle twist grip system (2) according to one of the preceding claims, comprising the steps: - Receiving and/or determining a current vehicle and/or driving state of the motor vehicle and/or a current drive mode of its drive system and/or at least one driver information signal; - Providing a predetermined control and/or regulation signal for the feedback motor (6); and - controlling the feedback motor (6) to apply a feedback torque to the rotary handle (3) in the direction of rotation (A, B) about its longitudinal axis (L1) to generate haptic and/or feedback to the driver in accordance with the control system provided. and/or control signal. Control unit (7) for a throttle twist grip system (2) according to one of Claims 1 until 7 , for use in a two- or three-wheeled or a light four-wheeled motor vehicle or a passenger car, which control unit (7) - for automatically carrying out the method Claim 8 trained and equipped. Motor vehicle, which is designed as a two- or three-wheeled or a light four-wheeled motor vehicle or as a passenger car, comprising: - a drive system with at least one drive machine, which is designed to accelerate and brake the motor vehicle; - a steering system designed to steer the motor vehicle; and - a throttle twist grip system (2) according to one of the Claims 1 until 7 , which is connected to the drive system and the steering system for controlling the motor vehicle and whose control unit (7) has a control unit (7). Claim 9 is.

Images