DE102023201729A1 - Vehicle and method for operating a vehicle - Google Patents

Abstract

A vehicle, in particular a handcart or trailer for a light towing vehicle or a light electric towing vehicle, for example for a bicycle, e-bike, etc., with a base body (1), a drawbar (2), at least one electric drive (3) for at least one wheel (4), at least one braking device (6) acting on at least one wheel (4), a sensor device (7) connected to the drawbar (2) for detecting a force acting between the drawbar (2) and the base body (1), and a control device (9), wherein the drawbar (2) and the base body (1) are connected to one another via at least one coupling element (10) that is movable in and against a longitudinal direction (8) of the base body (1), wherein the movement of the coupling element (10) is damped and sprung via a spring-damping device (11), wherein the electric drive (3) and/or the braking device (6) are controlled by the control device (9) using the force transmitted by the sensor device (7). recorded sensor data can be controlled in such a way that a defined guiding force acts between the drawbar (2) and the base body (1), the amount of the guiding force being greater than zero Newtons, for example ±1 N to ± 200 N, in particular ± 3 to ± 150 N, preferably ± 5 N to ± 100 N. Furthermore, a method for operating a vehicle is described.

Description

The invention relates to a vehicle, in particular a handcart or trailer for a light towing vehicle, for example for a bicycle, e-bike, etc., with a base body, a drawbar, at least one electric drive for at least one wheel, at least one braking device acting on at least one wheel, a sensor device connected to the drawbar for detecting a force acting between the drawbar and the base body, and a control device.

Furthermore, the invention relates to a method for operating a vehicle, in particular a vehicle according to one of claims 1 to 9, with a base body, a drawbar, at least one electric drive for at least one wheel, at least one braking device acting on at least one wheel, a sensor device connected to the drawbar for detecting a force acting between the drawbar and the base body, and a control device.

Devices and methods of the type in question are already known in practice in a wide variety of embodiments. This can, for example, be a bicycle trailer that is coupled to the bicycle via a drawbar. In order to be able to transport correspondingly high loads safely, known cargo bicycle trailers have electrical support. For example, reference is made to the documents WO 2017/0140626 A1 as well as EN 10 2014 009 764 A1 which describe cargo bike trailers.

The problem with the known vehicles is that they are only suitable to a limited extent, especially for uphill and/or downhill journeys, and that the driver is given too little feeling of control, especially when transporting heavy loads. This means that safe travel, even with heavy loads, is not generally possible and the vehicle may no longer be able to be controlled safely on a hill if the driver and the drive are overtaxed.

The present invention is therefore based on the object of designing and developing a vehicle of the type mentioned at the outset in such a way that safe travel is possible even with heavy loads and steep terrain using simple structural means. Furthermore, an improved method for operating a vehicle is to be specified.

According to the invention, the above object is achieved by the features of claim 1. This claims a vehicle, in particular a handcart or trailer for a light towing vehicle or a light electric towing vehicle, for example for a bicycle, e-bike, etc., with a base body, a drawbar, at least one electric drive for at least one wheel, at least one braking device acting on at least one wheel, a sensor device connected to the drawbar for detecting a force acting between the drawbar and the base body, and a control device, wherein the drawbar and the base body are connected to one another via at least one coupling element movable in and against a longitudinal direction of the base body, wherein the movement of the coupling element is damped and sprung via a spring-damping device, wherein the electric drive and/or the braking device can be controlled by the control device using the sensor data recorded by the sensor device in such a way that a defined guiding force acts between the drawbar and the base body, wherein the amount of the guiding force is greater than zero Newton, for example ±1 N to ± 200 N, in particular ± 3 to ± 150 N, preferably ± 5 N to ± 100 N.

With regard to the method, the underlying problem is solved by the features of the independent claim 10. This provides a method for operating a vehicle, in particular a vehicle according to one of claims 1 to 9, with a base body, a drawbar, at least one electric drive for at least one wheel, at least one braking device acting on at least one wheel, a sensor device connected to the drawbar for detecting a force acting between the drawbar and the base body, and a control device, wherein the drawbar and the base body are connected to one another via at least one coupling element movable in and against a longitudinal direction of the base body, wherein the movement of the coupling element is damped and cushioned via a spring-damping device, wherein the electric drive and/or the braking device is/are controlled by the control device using the sensor data detected by the sensor device in such a way that a defined guiding force acts between the drawbar and the base body, wherein the amount of the guiding force is greater than zero Newton, for example ±1 N to ±200 N, in particular ±3 to ±150 N, preferably ± 5 N to ± 100 N.

In accordance with the invention, it has been recognized that the underlying task can be solved in an astonishingly simple manner by controlling the vehicle in such a way that a guiding force is consciously applied whose magnitude differs from zero. This has the advantage that a maximum feeling of control is achieved for the leading person, since the same force must always be used to pull or "push" the vehicle with the same force, regardless of whether the journey is uphill or downhill or how heavily the vehicle is loaded. Overall, a partially autonomous vehicle has been created that follows a towing vehicle, for example, with the control of the vehicle based on a mixed application of a sensor device that measures force and a spring-damping device that enables elasticity between the drawbar and the base body.

The control device can evaluate the measured values recorded by the sensor device so that the electric drive and/or the braking device can be controlled in such a way that the desired guiding force prevails. In concrete terms, the control device can thus implement a control loop. In general, the control device can have programmable electronics that are used to evaluate the measured values. For example, the measured values of the sensor device and/or a direction of movement or rolling direction of the vehicle and/or a current consumption of the electric drive and/or a wheel speed could be taken into account. In concrete terms, a movement of the vehicle could be recorded via a speed sensor in at least one wheel. In concrete terms, the direction of travel of the vehicle could be determined by recording the angle of rotation of the drawbar; a steering angle sensor can be installed in the front end for this purpose. Furthermore, the control device could control the electric drive for accelerating or braking the vehicle and/or activate/deactivate a mechanical brake, for example via a servomotor. The mechanical brake could be controlled based on a brake pressure and/or a current consumption of the actuator and/or a position of the brake.

According to an advantageous embodiment, the electric drive can be an electric motor. The wheels can be driven by a common electric motor or by one or more separate electric motors.

It is also conceivable that the steering angle is used by the control device in such a way that two electric motors are controlled differently as required. The electric motor or motors can preferably have a speed sensor.

In concrete terms, the spring-damping device provides a certain degree of damping and a partial decoupling of the mechanical movement.

It is pointed out that the vehicle according to the invention comprises features that also have a procedural character. These features and the advantages achieved thereby can expressly be part of the method according to the invention.

According to an advantageous embodiment, it is conceivable that the guiding force is regulated or adjusted in such a way that a "gentle" pulling of the vehicle is always necessary, for example with a force in the range of 1 N to 200 N, which provides the person driving the vehicle with a maximum feeling of control. Alternatively or additionally, it is conceivable that the vehicle has a loading area. It is conceivable that a load of up to 2000 kg can be carried.

The term “vehicle” is to be understood in the broadest sense within the context of this disclosure; it can be a hand-drawn cart, a trailer, for example for a bicycle, a shopping cart, a pallet truck or an industrial truck, etc.

The term "guiding force" is defined in this disclosure as the desired force that should act in or against the direction of travel/steering between the drawbar and the base body and thus represents the controlled variable. This can, for example, be a positive force that "pushes" the vehicle or a negative force that "brakes" the vehicle.

The coupling element can advantageously be movable in and against the longitudinal direction in a range of 1 cm to 8 cm, in particular from 1.5 cm to 6 cm, preferably from 2 cm to 4 cm. This type of design achieves elasticity in the movement between the vehicle and the towing device or the person driving, so that in a wide variety of driving situations there is sufficient time to evaluate the force acting between the drawbar and the base body in order to counteract it if necessary. Overall, it is possible to ensure with simple technical means that the guiding force is in the desired range.

In a further advantageous manner, the coupling element can be connected to the drawbar via at least one joint. A corresponding construction is particularly suitable if the vehicle is self-supporting, for example has at least two axles or at least one front wheel, since the drawbar cannot transmit the weight of the vehicle. It is also conceivable that a further coupling element is arranged in such a way that the coupling elements form a parallelogram. This has the advantage that Lateral forces and loads can be absorbed without a longitudinal deflection being introduced into the system and thus the force measurement is not significantly influenced. A corresponding construction is particularly suitable for use with a non-self-supporting vehicle, for example with only one axle or without a front wheel. Regardless of the specific connection of the coupling element to the drawbar and/or the base body, a swivel joint can be designed to enable the drawbar to rotate relative to the base body.

According to an advantageous embodiment, the spring-damping device can have at least one torsion spring element, in particular made of an elastomer, and/or at least one spring and/or at least one damping element. The spring-damping device generally, i.e. regardless of its design, provides a certain degree of damping and partial decoupling of a mechanical movement between the base body and the drawbar, with the force acting increasing with increasing deflection, for example linearly or progressively. In addition, it is conceivable that a stop buffer is preferably arranged in each direction of movement, so that when a maximum force is exceeded, the coupling element comes into direct or indirect contact with the stop buffer. In this situation, this force is passed on directly to the base body.

The sensor device can advantageously have a force sensor, for example a Hall sensor, in order to generate a measured value from the force acting between the drawbar and the base body. This makes it particularly easy to reliably record the forces acting.

In a further advantageous manner, the braking device can have a mechanical brake, preferably actuatable and/or releasable via a servomotor. In this case, for example, at least one brake caliper could be arranged, which acts on a disc brake, for example. Alternatively or additionally, it is conceivable that braking, in particular recuperative braking, is implemented via the electric drive. In general, the braking device can be set up to brake and/or to hold the vehicle in position. The braking device can intervene both in towing and in overrun mode. It is conceivable that the control device detects a stop and subsequent rolling away due to external forces and then triggers the mechanical brake to prevent or stop the rolling away. In general, it is conceivable that the braking effect is automatically regulated and/or that the drive is regulated in order to minimize energy consumption or to avoid possible overheating of the electric drive. Alternatively or additionally, the braking effect could be gently released by a force impulse in the drawbar caused by the person driving. It is therefore possible to continue driving or running without additional interaction. If the control device registers that the vehicle is rolling away due to external forces, the desired braking behavior can be controlled by the servo motor or the electric motors.

According to an advantageous embodiment, the control device can be designed to control the braking device and/or the electric drive taking into account status data, in particular a current consumption of the electric drive and/or a wheel speed and/or a steering angle.

In a particularly advantageous manner, an angle sensor can be arranged to detect the angle between the drawbar and the coupling element. It is conceivable that the braking device can be activated automatically if the angle falls below a limit.

• - Eine Kraft, welche sich von der Ruheposition / Nullstellung des Kraftsensors unterscheidet, wird als Führungskraft definiert.
• - Der Regelkreis kann das Gefährt so führen, dass eine angenehme Führungskraft notwendig ist.
• - Dies kann z.B. bewirken, dass das Gefährt auch bergab sanft gezogen werden muss.
• - Dadurch erhält die führende Person ein spürbares Feedback.
• - Das Gefährt verhält sich als Kraftverstärker. Zieht die führende Person / das Zugfahrzeug stark, kann der Elektroantrieb ein starkes Drehmoment aufbauen. Zieht er sanft, wird verhältnismäßig langsam ein Drehmoment aufgebaut.
• - Das Gefährt wird beschleunigt, wenn die Kraft in Fahrtrichtung die gewünschte Führungskraft übersteigt und abgebremst, wenn die Kraft in Fahrtrichtung geringer der gewünschten Führungskraft ist.
• - Diese Kraft kann in Echtzeit vom System festgelegt werden. Sie kann in ihrer Größe veränderlich sein und von unterschiedlichen Sensorwerten abhängen (Kraft an der Deichsel, Bewegung/Geschwindigkeit des Gefährts, Motorstrom des Elektroantriebs, Bremskraft).
• - Die Steuereinrichtung bzw. die von dieser realisierte Regelung ermöglicht es verschiedene Profile / Charakteristika zu fahren. Diese unterscheiden sich in ihrer Ansprechgeschwindigkeit, Führungskraft und Dynamik und erzeugen ein unterschiedliches Fahrgefühl.

An embodiment of a method according to the invention using a vehicle according to the invention could thus proceed as follows:

• - A force which differs from the rest position / zero position of the force sensor is defined as a guiding force.
• - The control circuit can guide the vehicle in such a way that a pleasant guide force is necessary.
• - This can, for example, mean that the vehicle must be pulled gently even downhill.
• - This gives the leader tangible feedback.
• - The vehicle acts as a power amplifier. If the person driving or the towing vehicle pulls hard, the electric drive can build up a strong torque. If it pulls gently, torque is built up relatively slowly.
• - The vehicle is accelerated when the force in the direction of travel exceeds the desired guiding force and braked when the force in the direction of travel is less than the desired guiding force.
• - This force can be determined by the system in real time. Its magnitude can vary and depend on different sensor values (force on the drawbar, movement/speed of the vehicle, motor current of the electric drive, braking force).
• - The control device or the regulation implemented by it enables different profiles/characteristics to be driven. These differ in their response speed, guidance power and dynamics and create a different driving experience.

• Ziel ist es, dass das Gefährt autark vom Zugfahrzeug agiert, was sich dadurch zeigt, dass das Gefährt rein mechanisch angekoppelt ist und für den Betrieb keine Steuersignale vom Zugfahrzeug oder der führenden Person benötigt. Dabei sorgt die Steuereinrichtung dafür, in jeder Fahrsituation ein angenehmes Verhalten der Fahrdynamik zu erzeugen und unerwünschte Effekte zu verringern. Somit wird erreicht, dass das Zugfahrzeug nur geringe Zug- und Bremskräfte aufbringen muss, um damit große Lasten sicher und intuitiv zu befördern. Ferner wird erreicht, dass abrupte Laständerungen minimiert werden und dadurch Lastspitzen im System reduziert werden, dies reduziert den Verschleiß der Komponenten von Gefährt und Zugfahrzeug und erhöht die Fahrsicherheit und den Komfort.

In a further advantageous manner, the control device could be designed to enable the following control:

• The aim is for the vehicle to operate independently of the towing vehicle, which is demonstrated by the fact that the vehicle is purely mechanically coupled and does not require any control signals from the towing vehicle or the person driving it. The control device ensures that the driving dynamics are pleasant in every driving situation and that undesirable effects are reduced. This means that the towing vehicle only needs to apply low pulling and braking forces in order to transport large loads safely and intuitively. It also ensures that abrupt load changes are minimized and load peaks in the system are reduced. This reduces wear on the components of the vehicle and towing vehicle and increases driving safety and comfort.

• ◯ Bei großer Steigung / Beschleunigung kann das Zugfahrzeug das Gefährt unterstützen, bzw. die Sensoreinheit stößt dabei nicht abrupt in den Endanschlag, sondern erreicht diesen sanft. Dadurch wird kein Schlag auf das Zugfahrzeug ausgeübt.
• ◯ Das Aufschwingverhalten kann gezielt reduziert werden.
• ◯ Das Gefährt kann eine gewünschte Last (negative Kraft) auf das Zugfahrzeug erzeugen. Dies kann sowohl die Akkureichweite des Gefährts vergrößern als auch der führenden Person im Zugfahrzeug eine gewünschte Last auferlegen.
• ◯ Es kann ein haptisches Feedback erzeugt werden, was insbesondere im Handbetrieb ein intuitives Fahrgefühl erzeugt und für maximale Kontrolle sorgt.

The control unit is designed to generate or allow controlled forces between the towing vehicle and the vehicle. This is relevant in many situations:

• ◯ On steep inclines/accelerations, the towing vehicle can support the vehicle, and the sensor unit does not hit the end stop abruptly, but reaches it gently. This means that no impact is exerted on the towing vehicle.
• ◯ The oscillation behavior can be specifically reduced.
• ◯ The vehicle can generate a desired load (negative force) on the towing vehicle. This can both increase the battery range of the vehicle and impose a desired load on the leading person in the towing vehicle.
• ◯ Haptic feedback can be generated, which creates an intuitive driving experience, especially in manual operation, and ensures maximum control.

The control device can also regulate according to other/additional parameters, for example the wheel speed or the current consumption of the electric drive. This is used in particular to generate a desired rotation of the motors or acceleration of the vehicle, for controlled and gentle braking maneuvers or a starting aid, for traction control, to react to abrupt load changes, to limit the acceleration and speed of the vehicle and other driving situations.

• 1 in einer schematischen Darstellung ein Ausführungsbeispiel eines Gefährts,
• 2a bis 2c in einer schematischen Darstellung unterschiedliche Ansichten einer Sensoreinrichtung eines Gefährts, insbesondere nach 1,
• 3a und 3b in einer schematischen Darstellung unterschiedliche Ansichten eines Teils einer Bremseinrichtung eines Gefährts, insbesondere nach 1, und
• 4a bis 4c in einer schematischen Darstellung weitere Ansichten des Teils der Bremseinrichtung gemäß 3a bis 3c,
• 5a und 5b in einer schematischen Darstellung unterschiedliche Ansichten eines Teils einer Deichsel eines Gefährts, insbesondere nach 1,
• 6 in einer schematischen Darstellung weitere Ansichten des Teils der Deichsel gemäß 5a und 5b, und
• 7a bis 7c in einer schematischen Darstellung weitere Ansichten des Teils der Deichsel gemäß 5a und 5b.

There are now various possibilities for designing and developing the teaching of the present invention in an advantageous manner. For this purpose, reference is made on the one hand to the claims subordinate to claim 1 and on the other hand to the following explanation of preferred embodiments of the invention with reference to the drawing, which also describes the method according to the invention. In connection with the explanation of the preferred embodiments of the invention with reference to the drawing, generally preferred embodiments and developments of the teaching are also explained. The drawing shows:

• 1 in a schematic representation an embodiment of a vehicle,
• 2a to 2c in a schematic representation different views of a sensor device of a vehicle, in particular according to 1 ,
• 3a and 3b in a schematic representation different views of a part of a braking device of a vehicle, in particular according to 1 , and
• 4a to 4c in a schematic representation further views of the part of the braking device according to 3a to 3c ,
• 5a and 5b in a schematic representation different views of a part of a drawbar of a vehicle, in particular according to 1 ,
• 6 in a schematic representation further views of the part of the drawbar according to 5a and 5b , and
• 7a to 7c in a schematic representation further views of the part of the drawbar according to 5a and 5b .

In the figures, identical parts are always provided with the same reference symbols, although for the sake of clarity not every component is always marked with a reference symbol. Furthermore, the 2 to 7c shown embodiments do not necessarily apply to a vehicle according to 1 but can also be present in vehicles according to the invention with a different design. The components in the 2 to 7c shown embodiments can be designed on a vehicle that differs from the one in 1 shown.

The figures show a vehicle that is designed as a bicycle trailer, although this does not necessarily have to be the case; it could also be a handcart, for example. The vehicle has a base body 1, a drawbar 2 and an electric drive 3 for the wheel 4, whereby the parallel wheel (not shown) could have a separate electric drive 3. A loading area 5 is provided on the base body 1. Furthermore, a braking device 6 acting on at least one wheel 4, a sensor device 7 connected to the drawbar 2 for detecting a force acting between the drawbar 2 and the base body 1 in the longitudinal direction 8 and a control device 9 are arranged.

The drawbar 2 and the base body 1 are connected to one another via a coupling element 10 that can move in and against the longitudinal direction 8 of the base body 1, the movement of the coupling element 10 being damped and sprung via a spring-damping device 11. The control device 9 is designed to control the electric drive 3 and/or the braking device 6 using the sensor data recorded by the sensor device 7 in such a way that a defined guiding force acts in the longitudinal direction 8 between the drawbar 2 and the base body 1, the amount of which is greater than zero Newtons. The guiding force can advantageously be ±1 N to ±200 N, in particular ±3 to ±150 N, preferably ±5 N to ±100 N. According to a further advantageous embodiment, the guide force is selected such that the leading person must always pull the vehicle with a certain force, so that particularly comfortable handling and safe operation are possible.

It can also be seen that an energy storage device 12, for example a battery, is provided and that the drawbar 2 is connected to the coupling element 10 via a joint 13. The drawbar 2 can be coupled to a towing vehicle, in the embodiment shown here to a bicycle. The vehicle shown here is self-supporting, i.e. the drawbar 2 does not transmit any weight force due to the additional front wheel 14, which does not necessarily have to be the case.

Especially in the 2a to 2c it can be seen that the spring-damping device 11 comprises a torsion spring element 15, which preferably has an elastomer. As a result, a movement of the coupling element 10 in and against the longitudinal direction 8 is dampened or sprung, so that the vehicle is pulled or pushed into the neutral position. Alternatively, springs can be used to press the coupling element 10 into the neutral position and/or additional damping elements could be attached to the coupling element 10. If a maximum force, for example in the range of ±30 to ±1000 N, in particular from ±50 to ±500 N, preferably from ±70 to ±300 N, is exceeded in or against the longitudinal direction 8, the coupling element 10 strikes one of the stop buffers 16. To determine the forces acting in and against the longitudinal direction 8, a Hall sensor 17 is arranged, which measures, for example, against a magnet 18. A force in or against the longitudinal direction 8 moves the drawbar 2 and thus the coupling element 10, which leads to a change in the magnetic field of the magnet 18 detected by the Hall sensor 17. Other designs for measuring force are also conceivable.

In the 3a and 3b a part of a braking device 6 is shown. At this point, it is first pointed out that the braking device 6 does not necessarily have to be designed as a mechanical brake according to the embodiment shown, but can alternatively or additionally be implemented by braking the electric drive 3, in which case recuperative energy could be fed into the energy storage device 12.

The braking device 6 has a hydraulic system 19, via which a brake (not shown), for example a brake caliper acting on a disc brake, can be actuated. The actuation can take place via a servomotor 20, which in turn can be controlled via the control device 9 and is connected to the hydraulic system 19 via a first lever 21 and a second lever 22. It is also conceivable that the lever 22 can be actuated via a motor with a spindle gear that carries out a linear movement. Alternatively, a cam could be provided for this purpose, which rotates and slides over the lever 22. Furthermore, a cable 23 is arranged, which is also coupled to the hydraulic system 19 via the first and second levers 21, 22. The brake can therefore also be actuated mechanically via the cable 23, for example via the 1 illustrated actuating element 24, which is preferably provided at the free end of the drawbar 2. The actuating element 24 could trigger the cable 23 via a linear movement, so that an overrun brake is realized. This construction creates a redundant system in the event that the servomotor 20 fails. In concrete terms, at least one handle for guiding the vehicle could be arranged behind the actuating element 24, as seen from the free end of the drawbar 2. This means that the force applied via the handles does not act on the overrun brake.

Instead of the hydraulic system 19, one or more cables could be used to connect It is also conceivable to arrange a sensor for detecting the brake pressure of the hydraulic system 19, whereby the control device 9 could use this data to control the vehicle.

In general, the first lever 21 and/or the second lever 22 could be designed by a different mechanism.

A self-locking gear 25 is provided between the servomotor 20 and the first lever 21 so that the energy consumption in the holding state is as low as possible. Alternatively, a servomotor 20 with an integrated position sensor could be used. It is also conceivable to provide a further actuator by means of which the servomotor 20 or the mechanism can be locked so that the system can maintain the braking effect without current. A sensor 26 can be arranged to detect the position, in particular a zero position of the servomotor 20. It is also conceivable that a further sensor 27 can be used to monitor whether a defined deflection of the second lever 22 has been exceeded in order to detect, for example, if the system is leaking, if there is air in the system, or if the pressure cannot generally be built up as expected. A spring element 28 can be formed between the first lever 21 and the second lever 22 in order to achieve more optimal control behavior. It is also conceivable that a spring element or a return spring (not shown) is provided to return the mechanism (first and second lever 21, 22, cable 23, etc.) to the zero position if the restoring force applied by the hydraulic system 19 is not sufficient.

In order to enable movement of the mechanics of the braking device 6 when only the actuator 20 or only the cable 23 or both the actuator 20 and the cable 23 are triggered, a guide 29 could be arranged (cf. 4a to 4c ). As an alternative to the cable guide 30, a spring element or a return spring (not shown) could also be arranged at the end of the cable 23 to hold it in position.

In the 4a to 4c the braking device 6 is shown in different operating states. In 4a the braking device 6 is in the non-activated state or rest state, ie the pressure p in the hydraulic system 19 is zero. In 4b the servomotor 20 is activated or deflected by the angle α, which leads to the lever 22 being deflected by the angle β, whereby the cable 23 could also be deflected. The hydraulic system 19 is thereby moved by the distance y and the pressure p in the hydraulic system 19 is thus greater than zero. In 4c only the cable 23 is deflected by the distance x, so that the pressure p in the hydraulic system 19 is greater than zero.

The braking device 6 described makes it possible for the control device 9 to detect a stopping and subsequent rolling away of the vehicle due to external forces and then automatically trigger the braking device 6, in particular via the servomotor 20. The braking effect could be controlled automatically. The electric drive 3 could also be controlled, thereby minimizing energy consumption or preventing possible overheating of the electric drive 3. Alternatively or additionally, it is conceivable that if the person driving the vehicle causes a force impulse in the drawbar 2, the braking effect is gently released. If the vehicle starts rolling due to external forces, the control device 9 could control the desired driving behavior using the servomotor 20 and by driving or braking the vehicle. It is therefore possible to continue driving or running without additional interaction from the person driving the vehicle.

In 1 It is further shown that an angle sensor 31 can be arranged to detect the angle of the front wheel 14. These measured values could be evaluated by the control device 9 to control the electric drive(s) 3, so that the electric drive(s) 3 can be controlled in an adapted manner. Depending on the angle detected, the torque and direction of the electric drive(s) 3 can be controlled. From a defined angle, the wheels 4 or the electric drive(s) 3 (depending on the geometry of the vehicle) could be controlled in different directions to actively support turning on the spot.

In the 5a to 7c the joint 13 is shown in enlarged representations. It can be seen that a contour disk 32 and a driver element 33 are arranged, whereby more than one contour disk 32 can also be provided. The driver element 33, for example a bolt, rotates the contour disk 32 from a certain deflection or angular position.

The 32 is coupled to the cable 23 or the first or second lever 21, 22 of the braking device 6. If the drawbar 2 falls down, for example if the towing vehicle falls over, the braking device 6 can be activated or triggered. A connecting element 34 for coupling to the cable 23 is located on the contour disc 32. The cable 23 can be connected to the braking device 6, but can also be integrated into other braking devices. The assembly could also have another contour disc 35 and/or a further driver element 33 ( 5a) . The additional contour disc 35 can be connected to a cable or rod and act on another brake or similar locking device that serves as a parking brake (parking brake when raising the drawbar 2). The additional contour disc 35 could also have a lever to carry out the movement manually (and independently of the position of the drawbar 2). This enables the mechanical parking brake to be activated even when the drawbar 2 is coupled to a towing vehicle.

Furthermore, it can be seen that a stop bolt 36 is provided on the coupling element 10, which limits the rotational movement of the contour disk 32. This defines a zero position and limits exceeding the maximum possible cable pull movement.

In the 8a to 8c different states of the drawbar 2 are shown. 8a shows the drawbar 2 in the upright position in which the contour disc 32 is in the zero position. 8b shows the drawbar 2 in an angled position. At the angle of the drawbar 2 shown, the contour disc 32 is moved. 8c shows the angle range δ of the drawbar 2 in which the cable 23 is pulled and thus the braking device 6 is activated, for example because the drawbar 2 has been dropped. If the assembly alternatively has another contour disc 35, this could be in the 8a The position shown can trigger a second cable pull, which, for example, activates a parking brake.

With regard to further advantageous embodiments of the teaching according to the invention, reference is made to the general part of the description and to the appended claims in order to avoid repetition.

Finally, it should be expressly pointed out that the embodiments of the teaching according to the invention described above serve only to discuss the claimed teaching, but do not limit it to the embodiments.

List of reference symbols

1.

Base body

2.

Drawbar

3.

Electric drive

4.

wheel

5.

Loading area

6.

Braking device

7.

Sensor device

8.

Longitudinal direction

9.

Control device

10.

Coupling element

11.

Spring damping device

12.

Energy storage

13.

joint

14.

Front wheel

15.

Torsion spring element

16.

Stop buffer

17.

Hall sensors

18.

magnet

19.

Hydraulic system

20.

Actuator

21.

lever

22.

lever

23.

Cable pull

24.

Actuator

25.

Gearbox

26.

sensor

27.

sensor

28.

Spring element

29.

guide

30.

Cable guide

31.

Angle sensor

32.

Contour disc

33.

Driving element

34.

Connecting element

35.

Contour disc

36.

Stop bolt

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 accepts no liability for any errors or omissions.

Cited patent literature

• WO 2017/0140626 A1 [0003]
• DE 102014009764 A1 [0003]

Claims (10)

Vehicle, in particular a handcart or trailer for a light towing vehicle or light electric towing vehicle, for example for a bicycle, e-bike, etc., with a base body (1), a drawbar (2), at least one electric drive (3) for at least one wheel (4), at least one braking device (6) acting on at least one wheel (4), a sensor device (7) connected to the drawbar (2) for detecting a force acting between the drawbar (2) and the base body (1), and a control device (9), wherein the drawbar (2) and the base body (1) are connected to one another via at least one coupling element (10) that is movable in and against a longitudinal direction (8) of the base body (1), wherein the movement of the coupling element (10) is damped and sprung via a spring-damping device (11), wherein the electric drive (3) and/or the braking device (6) are controlled by the control device (9) using the force transmitted by the sensor device (7) recorded sensor data can be controlled in such a way that a defined guiding force acts between the drawbar (2) and the base body (1), wherein the amount of the guiding force is greater than zero Newtons, for example ±1 N to ± 200 N, in particular ± 3 to ± 150 N, preferably ± 5 N to ± 100 N. Vehicle to Claim 1 , characterized in that the coupling element (10) is movable in and against the longitudinal direction (8) in a range from 1 cm to 8 cm, in particular from 1.5 cm to 6 cm, preferably from 2 cm to 4 cm. Vehicle to Claim 1 or 2 , characterized in that the coupling element (10) is connected to the drawbar (2) via at least one joint (13). Vehicle after one of the Claims 1 until 3 , characterized in that the spring-damping device (11) has at least one torsion spring element (15), in particular made of an elastomer, and/or at least one spring and/or at least one damping element. Vehicle after one of the Claims 1 until 4 , characterized in that a further coupling element (10) is arranged such that the coupling elements (10) form a parallelogram. Vehicle after one of the Claims 1 until 5 , characterized in that the sensor device (7) has a force sensor, for example a Hall sensor (17), in order to generate a measured value from the force acting between the drawbar (2) and the base body (1). Vehicle after one of the Claims 1 until 6 , characterized in that the braking device (6) has a mechanical brake, preferably actuatable and/or releasable via a servomotor (20), and/or is realized by braking via the electric drive (3). Vehicle after one of the Claims 1 until 7 , characterized in that the control device (9) is designed to control the braking device (6) and/or the electric drive (3) taking into account status data, in particular a current consumption of the electric drive (3) and/or a wheel speed and/or a steering angle. Vehicle after one of the Claims 1 until 8 , characterized in that an angle detection device is arranged for detecting the angle between the drawbar (2) and the coupling element (10), wherein the braking device (6) can be actuated automatically when a limit angle is undershot. Method for operating a vehicle, in particular a vehicle according to one of the Claims 1 until 9 , with a base body (1), a drawbar (2), at least one electric drive (3) for at least one wheel (4), at least one braking device (6) acting on at least one wheel (4), a sensor device (7) connected to the drawbar (2) for detecting a force acting between the drawbar (2) and the base body (1), and a control device (9), wherein the drawbar (2) and the base body (1) are connected to one another via at least one coupling element (10) that is movable in and against a longitudinal direction (8) of the base body (1), wherein the movement of the coupling element (10) is damped and cushioned via a spring-damping device (11), wherein the electric drive (3) and/or the braking device (6) is/are controlled by the control device (9) using the sensor data detected by the sensor device (7) in such a way that a defined guiding force acts between the drawbar (2) and the base body (1), wherein the magnitude of the guiding force is greater than zero Newton, for example ±1 N to ± 200 N, in particular ± 3 to ± 150 N, preferably ± 5 N to ± 100 N.