Control device for motorcycle and motorcycle

Abstract

The invention relates to a control device for a motorcycle, comprising a processing unit which is designed to detect a signal from a parking device as well as a braking operation and a shifting operation, and which is designed to control the parking device and the shifting device. A driving-ready state of the motorcycle is activated when a braking actuation and a simultaneous shift actuation are detected when the parking device is deployed, the control device having an operating unit for activating the driving-ready state, the operating unit being designed to interact with a drive train of the motorcycle.

Description

Technical Field

[0001] This invention relates to a control device for a motorcycle and a motorcycle. Background Technology

[0002] In motorcycles (such as two-wheeled motorcycles), it is often important to identify whether the driver is seated. For example, DE 10 2007 059 401 A1 discloses a transmission control device for a two-wheeled motorcycle that includes a seat sensor that detects when the driver is seated. The transmission control device also includes a switching mechanism for automatically shifting the automatic transmission to neutral when the vehicle is stopped based on the output signal of a vehicle speed sensor after engine start and when the driver is not seated. However, such a solution requires an additional sensor, namely the aforementioned seat sensor, and also limits some application scenarios and operational freedom. Summary of the Invention

[0003] Therefore, the object of the present invention is to provide a control device for a motorcycle and a motorcycle in which existing or otherwise required sensors and signals are utilized to optimize vehicle operation.

[0004] This task is accomplished by the control device according to claim 1 and by the motorcycle according to claim 6. Other advantages and features are given by the dependent claims, the specification, and the drawings.

[0005] According to the invention, a control device for a motorcycle includes a processing unit designed to detect signals from a parking device as well as braking and shifting operations. The control device is designed to activate a riding-ready state of the motorcycle when a braking operation and a simultaneous shifting operation are detected with the parking device deployed. The control device has an operating unit designed to cooperate with the motorcycle's powertrain, particularly the transmission. The parking device is, for example, a stand, particularly a side stand of the motorcycle. According to a preferred embodiment, the parking device is the motorcycle's main stand. This main stand includes two support legs, such that one wheel of the motorcycle is suspended when the stand is deployed. Advantageously, the need for a riding-ready state can be identified without providing a seat sensor or the like. The control device is designed or parameterized to activate the riding-ready state when the parking device is deployed—in other words, when the deployment of the parking device is detected—and upon simultaneous detection of a shifting operation and a braking operation. According to a preferred embodiment, activation of the riding-ready state includes, for example, engaging a gear. For this purpose, an operating unit is suitably provided, designed to engage or disengage gears in the transmission, or more generally to control or operate the transmission so that power transmission from the engine to the drive wheels is present or absent. Therefore, depending on the transmission's construction, the operating unit may also be designed to cooperate with a clutch or shift drum.

[0006] According to one embodiment, the control device is configured to: if a braking operation is detected within a defined time period when the parking device is deployed, maintain the driving-ready state activated.

[0007] According to one embodiment, the processing unit is configured to detect operation on the driving value setter, wherein the control device is designed to maintain a driving ready state activated if operation on the driving value setter is detected within a defined time period when the parking device is deployed.

[0008] In principle, this control device offers the following advantages: it can activate or maintain the driving-ready state even when the parking device is deployed, even when the driver is standing. This may be necessary, for example, when the driver wants to drive off the main support and shift their weight rearward to increase rear wheel contact with the ground.

[0009] The control device is also designed to deactivate the driving-ready state if the parking device is detected to be deployed. The control device is suitably capable of recognizing, for example, the driver's intention to pull the motorcycle onto the main stand and deactivating the driving-ready state. When the parking device is deployed, if the throttle lever is accidentally operated, vehicle acceleration will advantageously not occur because the driving-ready state is deactivated. The driving-ready state is suitably activated only upon detection of simultaneous braking and gear shifting operations.

[0010] According to one embodiment, the control device is configured to deactivate the driving-ready state if no braking operation or operation on the driving value setpoint is detected within a defined time period when the parking device is deployed. A safety circuit is thus suitably installed.

[0011] Suitably, the control device is operatively connected to a driving speed sensor, wherein the control device is configured or designed to maintain a driving-ready state activated when a driving speed greater than zero is detected, provided the parking device is deployed. This is particularly advantageous, for example, when the parking device is briefly deployed or at least briefly removed from its folded position. This may occur during off-road driving, for example, when crossing an obstacle or jumping and subsequently landing or "landing," in which case the main support briefly (even slightly) deploys.

[0012] Suitably, the parking device includes a sensor designed to identify whether the parking device is folded or unfolded. Such a sensor can be configured, for example, as a bracket switch. According to one embodiment, the sensor is designed to be activated when the parking device is folded. Accordingly, it is deactivated once the parking device leaves that position, i.e., switched from folded to unfolded, for example. This allows the driver to identify, for example, that intends to pull the motorcycle onto the main stand. As already mentioned, the driving-ready state is then suitably deactivated.

[0013] It should be noted that the deactivation of the driving-ready state can also be achieved by turning the motorcycle's (drive) engine on or off. Turning on or off specifically relates to internal combustion engine drives. In principle, for example, the ignition system can be turned on or off. A similar function can also be implemented in electric drive systems, which can also be turned on or off.

[0014] The invention also relates to a motorcycle comprising a control device according to the invention, wherein the transmission is at least partially automated. The motorcycle is preferably a scooter or motorcycle, or more generally a leaning vehicle, including both single-track and multi-track vehicles, such as three-wheeled motorcycles or multi-wheeled leaning vehicles. In the case of a partially automated transmission, for example, a transmission is involved where the actual gear shifting is no longer performed by the driver's muscle force, but by a suitable, typically electric, actuator. The transmission can be a classic, partially automated shifting transmission, or a dual-clutch transmission, etc. Suitably, the transmission is automated at least in such a way that the power transmission from the engine to the driven wheels can be interrupted in a suitable manner to prevent the motorcycle from veering off course.

[0015] Suitably, the transmission includes actuators, particularly a shift drum or at least one clutch, wherein an operating unit is designed to operate the shift drum or the at least one clutch. As already described, this particularly relates to disengaging the power transmission from the engine to the driven wheels in a suitable manner in order to prevent the motorcycle from (particularly unintentionally) leaving the vehicle.

[0016] According to one embodiment, the motorcycle includes a bracket switch, particularly a main bracket switch, a brake pressure sensor or brake light switch, and a shift lever sensor.

[0017] Suitably, the motorcycle also includes a ride value setter sensor and a speed sensor. According to a preferred embodiment, the speed sensor is particularly a front wheel speed sensor. The ride value setter sensor is suitably designed or configured to identify the position of the throttle lever. Suitably, the aforementioned sensors are devices that are generally present regardless. Therefore, the main advantage is that existing sensors can be used to optimize the operation of the corresponding vehicle.

[0018] Other advantages and features are given in the following description of one embodiment of the control device with reference to the accompanying drawings. Attached Figure Description

[0019] In the attached diagram:

[0020] Figure 1 A schematic construction of one embodiment of the control device according to the present invention is shown. Detailed Implementation

[0021] Figure 1A control device 10 is shown, comprising a processing unit 12 operatively connected to an operating unit 14. This operating unit is designed and parameterized to, for example, cooperate with, control, operate, or manipulate a motorcycle transmission 20 (not shown). The processing unit 12 is connected to a bracket switch 30, a brake pressure sensor 32, and a shift lever sensor 34 in such a way that it can detect and ultimately process the corresponding signals. Similarly, the processing unit 12 is connected to a ride value setpoint sensor 36 and a speed sensor 38. This configuration allows for various scenarios to be implemented.

[0022] Scenario 1: The main support is detected to have been deployed while the vehicle is stationary. The control unit 10 recognizes the driver's preparation or intention to pull the motorcycle onto the main support and deactivates the driving-ready state. Vehicle acceleration will not occur if the throttle lever is accidentally operated.

[0023] Scenario 2: The main support bracket is briefly deployed or at least slightly disengaged from its folded position during driving (e.g., off-road driving). The main support bracket switch 30 switches from folded to deployed. This function recognizes the driver's presence and conscious operation based on driving speed, maintaining a driving-ready state.

[0024] Scenario 3: The main support is deployed. This can be detected by the main support switch 30. The driver operates the brake and shift lever. The shift lever sensor 34 and the brake pressure sensor 32 report this operation. The control unit 12 thus recognizes the presence and conscious operation of the driver. A driving-ready state is established.

[0025] Scenario 4: Following Scenario 3, the driver neither operates the brakes nor the driving value setter within a defined time. The function fails to recognize the driver's presence and deactivates the driving-ready state.

[0026] Scenario 5: Following Scenario 3, the driver operates the brakes or the driving value setter within a defined time. This function recognizes the driver's presence and conscious operation, and keeps the driving-ready state active.

[0027] All of this can be achieved appropriately without the need for additional sensors. The sensors used are components that are typically present on modern motorcycles anyway.

[0028] List of reference numerals in the attached diagram:

[0029] 10. Control device

[0030] 12 processing units

[0031] 14 Operating Units

[0032] 20 Transmission

[0033] 30 (Main) Bracket Switch

[0034] 32 Brake pressure sensor

[0035] 34. Shift lever sensor

[0036] 36 Driving value setpoint sensor

[0037] 38. Speed ​​sensor.

Claims

1. A control device (10) for a motorcycle, the control device comprising a processing unit (12) configured to detect signals from a parking device as well as braking and shifting operations, and the control device (10) configured to activate a riding-ready state of the motorcycle when a braking operation and a simultaneous shifting operation are detected with the parking device deployed, wherein, The control device (10) has an operating unit (14) for activating the driving-ready state, which is designed to work in conjunction with the motorcycle's powertrain, particularly the transmission (20).

2. The control device (10) according to claim 1, wherein, The control device (10) is configured to: if a braking operation is detected within a defined time period when the parking device is deployed, keep the driving ready state active.

3. The control device (10) according to claim 1 or 2, wherein, The processing unit (12) is configured to detect operations on the driving value setter, and the control device (10) is designed to maintain the driving ready state active if an operation on the driving value setter is detected within a defined time period when the parking device is deployed.

4. The control device (10) according to any one of the preceding claims, wherein, The control device (10) is configured to: deactivate the driving ready state if no braking operation or operation on the driving value setter is detected within a defined time period when the parking device is deployed.

5. The control device (10) according to any one of the preceding claims, wherein, The control device (10) is operatively connected to the driving speed sensor, and the control device (10) is configured to: when the parking device is deployed, if the driving speed is detected to be greater than 0, maintain the driving ready state activated.

6. A motorcycle comprising a control device (10) according to any one of the preceding claims, wherein, The transmission (20) is at least partially automated.

7. The motorcycle according to claim 6, wherein, The transmission (20) includes an actuator, particularly a shift drum or at least one clutch, and the operating unit (14) is designed to operate the shift drum or the at least one clutch.

8. The motorcycle according to claim 6 or 7, wherein the motorcycle includes a bracket switch (30), a brake pressure sensor (32), and a shift lever sensor (34).

9. The motorcycle according to any one of claims 6 to 8, the motorcycle comprising a ride value setter sensor (36) and a speed sensor (38).

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