Anti-rollover system of bicycle

Abstract

An anti-rollover system for preventing rollover of a bicycle due to excessive braking force applied to a front wheel brake caliper of a hydraulic brake system includes a single solenoid valve. The system measures an instantaneous deceleration of the bicycle and an instantaneous slope angle of the bicycle relative to a horizontal reference. When the deceleration of the bicycle approaches a threshold value, the solenoid valve automatically locks, interrupts the fluid connection between the brake master cylinder and the brake caliper, thereby preventing the brake fluid pressure acting on the brake caliper from further increasing, the threshold value taking into account the gradient at which the bicycle running surface causes the bicycle to roll over.

Description

Technical Field

[0001] This invention relates to a system for preventing the front wheel of a bicycle from tipping over when excessive braking is applied. Background Technology

[0002] Currently, there are multiple patent publications involving anti-lock braking systems (ABS) for motorcycles, bicycles, and e-bikes, and products for these vehicle types are already on the market.

[0003] Existing bicycle and e-bike technologies include simplified systems that eliminate the need for hydraulic pumps; for example, the systems described in patents DE10158382A1 and WO2014 / 108235A1. These patents propose ABS systems that rely on wheel speed sensors to detect vehicle motion. WO2014 / 108235A1 also discloses the use of pressure sensors to detect pressure in the hydraulic braking circuit. The aforementioned patents also disclose a hydraulic brake control circuit using two solenoid valves and a hydraulic accumulator. These devices are widely used in anti-lock braking systems (ABS) for automobiles and motorcycles.

[0004] WO2021 / 260149A1 discloses an anti-lock braking system that relies on only one solenoid control valve and uses a speed sensor and a pressure sensor.

[0005] In addition, there are passive hydraulic pressure limiting devices on the market to limit the braking force of bicycles, such as the passive pressure limiting valve "OutBreaker," which requires manual adjustment of the pressure limit. The pressure limit can only be adjusted by the rider using a "trial and error" method. The rider may adjust it on a flat road and find that the bicycle is prone to tipping over when going downhill, or that the braking effect is greatly reduced on a long downhill journey, making it impossible for the rider to stop.

[0006] DE102012222058A1 discloses an apparatus for controlling a braking system of a bicycle. This apparatus has a controller for releasing hydraulic pressure in the brake circuit when the rear wheel leaves the ground.

[0007] The problem to be solved The problem to be solved is bicycle rollover caused by excessive braking. The braking friction between the front wheel and the road creates a torque on the bicycle and rider, who have a high center of gravity. This torque causes the center of gravity to shift from the rear wheel to the front wheel until the rear wheel lifts off the ground as the bicycle slows down. Skilled riders can avoid this because they can adjust their braking force to prevent the rear wheel from leaving the ground. However, inexperienced riders may not be able to accurately judge the maximum safe deceleration of the bicycle, especially in emergency situations. Once the rear wheel leaves the ground, the bicycle becomes extremely unstable, greatly increasing the likelihood of the rider falling and getting injured.

[0008] Some have attempted to use known anti-lock braking systems (ABS) to prevent the rear wheel from taking off and causing the bicycle to tip over. ABS systems monitor the bicycle's deceleration and, before the rear wheel leaves the ground, prevent hydraulic fluid from flowing to the front wheel brake caliper to limit the deceleration. Deceleration is typically monitored using one of two known methods.

[0009] The first known method estimates bicycle deceleration using one or more speed sensors, detected by sensing the movement of gears on the bicycle wheels. This method has significant drawbacks: speed sensors are expensive, especially when considering the cost of gears, mounting brackets, and wiring. Another disadvantage is that accurate and continuous calculation of bicycle deceleration is difficult because the speed is updated only when each gear passes the speed sensor. This is particularly evident in bicycles because the rolling radius of the wheel is typically much larger than the radius of the gear, and road surface speeds are relatively low. Therefore, the time intervals between gear passes of the speed sensor are relatively long.

[0010] The second known method for estimating bicycle deceleration is by measuring the hydraulic pressure in the brake calipers. However, this method also has drawbacks. First, there's the cost of the pressure sensor itself. Second, this estimation method relies on the coefficient of friction between the brake pads and the brake disc, which is an unstable parameter that varies with temperature, wear, and environmental conditions. Therefore, the pressure limit used by the ABS system to prevent fluid flow to the calipers must be set conservatively to reliably eliminate the risk of rollover, which could lead to unnecessarily long stops, creating another safety hazard. This problem is particularly pronounced on long downhill stretches, as the high temperatures of the braking components can cause the coefficient of friction between the brake pads and the brake disc to become extremely low, significantly reducing braking force. Summary of the Invention

[0011] The purpose of this invention is to provide an anti-rollover system (ARS) that is less expensive and more complex than an ABS braking system, while providing higher safety than a passive pressure limiting valve.

[0012] The specific objective of this invention is to prevent rollovers before they occur.

[0013] This invention uses a single solenoid valve to control the fluid connection between the hydraulic master cylinder and the brake caliper. According to one aspect of the invention, an electronic rollover prevention system, acting as a braking force limiter, interrupts the fluid connection between the hydraulic master cylinder and the brake caliper using an automatically locking solenoid valve when the bicycle's deceleration approaches a threshold, thereby preventing further increase in the pressure exerted by the brake fluid on the brake caliper. This threshold takes into account the slope of the bicycle's running surface, which would cause the bicycle to tip over.

[0014] According to one aspect of the invention, a rollover prevention system as defined in claim 1 is provided. According to another aspect, the invention provides a rollover prevention method as defined in claim 13. Preferred embodiments are defined in the appended claims. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of a bicycle equipped with an anti-rollover system; Figure 2 This is a schematic cross-sectional view of an anti-rollover unit according to an embodiment of the present invention; Figure 3A Figure and Figure 3B yes Figure 2 The view of the cells in the image under two different operating conditions; Figure 4 as well as Figure 5 It is a diagram showing the relationship between road surface slope and the forces acting on the bicycle and rider; Figure 6 yes Figure 2 A schematic diagram of the unit under normal braking conditions; and Figure 7 yes Figure 2 The diagram shows the unit in the startup conditions. Detailed Implementation

[0016] Figure 1 This diagram illustrates an anti-rollover system (ARS) mounted on a bicycle. In this example, the bicycle 10 is an e-bike equipped with a hydraulic braking system. The bicycle 10 has a frame 18 and a front wheel 11, equipped with a brake disc 12 and an associated brake caliper 13, the caliper 13 applying a braking torque to the brake disc. A manual control lever 14 (or lever) operates a hydraulic master cylinder 15 to generate and control pressure in a hydraulic braking circuit 16.

[0017] An anti-rollover system (ARS) unit, designated "20," detects the risk of the bicycle rolling over and accordingly limits the bicycle's deceleration. A battery 21 powers the ARS unit 20 via a wire 22. If the ARS unit is installed in an electric bicycle, it can be powered by the same battery as the traction motor.

[0018] ARS unit 20 has a housing 23 ( Figure 2 The housing 23 contains a solenoid valve 24 and electronic and mechanical components. The housing 23 provides environmental protection for the internal components and may also provide a mounting bracket (not shown) for securing the ARS unit 20 to the bicycle frame 18.

[0019] This rollover prevention system uses a single electronically actuated valve, solenoid valve 24. Solenoid valve 24 includes a valve body 25 forming an inner cavity 26 that defines a longitudinal or axial direction. A valve core 27 is received within the inner cavity 26 and is axially slidable.

[0020] An upstream port 28 (or inlet port, or master cylinder port), a downstream port 29 (or outlet port, or brake caliper port), and several channels are formed in the valve body 25, which fluidly connect the upstream port 28, the downstream port 29, and the inner cavity 26. In use, the upstream port 28 is fluidly connected to the master cylinder 15, while the downstream port 29 is fluidly connected to at least one brake caliper 13. The terms "upstream" and "downstream" refer to the pressure flow from the master cylinder, which flows through the ARS unit to the brake caliper.

[0021] The valve core 27 has a suitable shape and is hydraulically connected to the upstream and downstream ports, so that the movement of the valve core 27 in the inner cavity 26 can connect the channel in the valve body 25, thereby providing the hydraulic function of the ARS unit.

[0022] As detailed below, and as Figure 3A as well as Figure 3B As shown, valve core 27 has two different positions: a normal braking position ( Figure 3A In this position, the hydraulic passage connects the master cylinder 15 to the brake caliper 13; the other position is the ARS start position or the stop position. Figure 3B In this position, the passage connecting the master cylinder and the brake caliper is closed by the valve core.

[0023] The inner cavity 26 has an upstream end 30 which is fluidly connected to an upstream port 28, and a downstream end 31 which is axially opposite to the upstream end 30 and is fluidly connected to a downstream port 29.

[0024] In the illustrated compact embodiment, the upstream port 28 and the downstream port 29 are preferably located on the same side of the valve body 25, adjacent and relatively close.

[0025] On one side of the valve body 25, an outlet channel 32 is axially arranged along one side of the valve body 25, and the opening of the outlet channel 32 is located at the bottom or downstream end 31 of the inner cavity 26.

[0026] According to a preferred embodiment, the inner cavity 26 forms a laterally narrow upstream section 26a and a laterally wider downstream section 26b. Therefore, the valve core 27 can form a laterally narrow cylindrical upstream portion 27a and a laterally wider downstream portion 27b, with the cylindrical upstream portion 27a accommodated in the upstream section 26a of the inner cavity 26 and the downstream portion 27b accommodated in the downstream section 26b of the inner cavity 26.

[0027] Three adjacent annular gaskets 35-37 are installed on the upstream portion 27a of the valve core 27: an upstream gasket 35, a downstream gasket 37, and an intermediate gasket 36, which are axially spaced apart. All three gaskets are in sliding contact with the upstream section 26a of the inner cavity 26.

[0028] To reduce the axial travel required for the piston to open and close the fluid connection between the master cylinder and the brake caliper, the intermediate seal 36 preferably provides a tapered lip that tapers toward the upstream port 28. If the pressure of the brake fluid in the downstream portion or the brake caliper portion of the circuit is greater than the pressure in the upstream portion or the master cylinder portion of the circuit, the tapered lip will act as a check valve.

[0029] An axial channel 38 extends from an upstream end 39 of the valve core 27 to a transverse channel 33, which is transversely formed through the valve core 27 and has a plurality of side openings 51 at an axial position between the intermediate gasket and the downstream gasket.

[0030] The bypass passage 42 opens in the laterally narrower upstream section 26a of the cavity 26, thereby fluidly connecting the outlet passage 32 to the cavity 26, and thus fluidly connecting the outlet or downstream port 29 to the cavity 26.

[0031] A return spring 40 pushes the valve core 27 back to the upstream port 28. Figure 2 In an illustrative embodiment, the return spring 40 surrounds a portion of the wider downstream portion 27b of the valve core 27 and is axially compressed between an inwardly projecting rib 41 formed by the valve body 25 and a transverse step 43 formed by the valve core 27.

[0032] An electromagnetic coil 44 is disposed around a portion of the inner cavity 26, in this example, around the downstream portion of the downstream section 26b of the valve body 25 and around the downstream portion 27b of the valve core 27.

[0033] At least a portion of the valve body 25, particularly part 25b surrounding the electromagnetic coil 44, is made of a material with high permeability and low hysteresis loss, such as soft iron. Correspondingly, at least a portion of the valve core 27, particularly part 27b surrounded by the electromagnetic coil 44, is also made of a material with high permeability and low hysteresis loss, such as soft iron. When the electromagnetic coil 44 is energized, a magnetic flux MF is generated (e.g., ... Figure 3B As shown, magnetic flux MF flows through the magnetic circuit comprising the magnetically conductive material portions 25b and 27b of the valve body 25 and valve core 27. This magnetic flux generates an axial force, opposite to the axial force of the return spring 40.

[0034] In some embodiments, portions of the valve body 25 and the portion of the valve core 27 not surrounded by the electromagnetic coil 44 may be made of a material different from soft iron, preferably aluminum or an aluminum alloy, or austenitic stainless steel. According to these variations, the valve body and valve core may each be made of two separate, fixedly fastened portions of different materials.

[0035] like Figure 2 In the example shown, the downstream portion 27b of the valve core 27 is made of, for example, soft iron and is fixedly fastened to the upstream portion 27a (for example, made of aluminum alloy).

[0036] exist Figure 2 In the example, the downstream portion 25b of the valve body 25 is made of, for example, soft iron and is fixedly fastened to the upstream portion 25a (for example, made of austenitic stainless steel).

[0037] A circuit board 45 is located within the housing 23, providing mounting for several electronic / electrical components and electronic connections between them. These electronic components may include a power supply connector 46, input / output devices, electronic switching devices (not shown), a processing unit 47, an external electronic interface 49 (e.g., a Bluetooth interface), and an inertial measurement unit (IMU) 48.

[0038] The IMU 48 is an electronic device that uses a combination of accelerometers and gyroscopes to detect and report the acceleration and orientation data of a bicycle.

[0039] Specifically, the IMU 48 may include one or more accelerometers to provide real-time data on the longitudinal acceleration and deceleration of the bicycle. In this context, the term "accelerometer" should be broadly understood to include any device or apparatus that measures changes in longitudinal velocity, that is, changes in velocity in the direction the bicycle is traveling.

[0040] The IMU 48 further provides real-time data on the bicycle's angular orientation relative to a given direction (e.g., relative to a horizontal line or horizontal plane) via at least one gyroscope.

[0041] The processing unit 47, preferably a microprocessor, is configured to execute a real-time control application loaded into its memory. This application controls the current within the solenoid coil 44 in response to data collected by the inertial measurement unit 48. This enables the solenoid valve 24 to control the connection between hydraulic channels to prevent the bicycle from tipping over.

[0042] Power connector 46 connects the processing unit 47, IMU 48, and solenoid 44 to power supply 21.

[0043] Preferably, the processing unit 47 can also be connected to a user application via an external interface 49, through which the rider can input certain configuration data (such as their height and weight, as well as the wheelbase, mass, and rolling radius of the bicycle) into a storage device associated with the processing unit 47.

[0044] Processing unit 47 continuously calculates a "start threshold," which is a deceleration value for the bicycle below a "decelMax" value, with a fixed safety margin. The "decelMax" value refers to the deceleration value when the rear wheel leaves the ground. This value varies with constant and variable parameters. Constant parameters include the mass of the rider and bicycle, and the position of the center of gravity relative to the bicycle's geometry. Variable parameters include the instantaneous slope angle of the road surface and the instantaneous deceleration of the bicycle. The constant parameters are input by the rider, while the variable parameters are detected by IMU 48.

[0045] Using the data input through external interface 49, processing unit 47 will determine ( Figure 4 Location of the center of mass: h = the height of the center of mass of the bicycle and rider relative to the road surface; xf = longitudinal distance between the center of the front wheel and the center of gravity; rr = the rolling radius of the wheel; θ = Road surface slope angle (data provided by the gyroscope in IMU 48); = × sin

[0046] 1= × cos + × sin

[0047] The instantaneously changing decelMax value is continuously calculated, as shown below. (Reference) Figure 5 : FMax×h=M g x1 Where M is the total mass of the bicycle and rider; the M parameter does not need to be entered.

[0048] When a bicycle begins to tip over, the gravitational torque at the point of contact between the front wheel and the road surface is equal to the deceleration torque at that point.

[0049] FMax=(M g x1) / h Maximum deceleration force Solving for Fmax yields the maximum deceleration force: decelMax = FMax / M = (Mgx1) / (hM) decelMax=(g Maximum deceleration (m / s²) x1) / h Clearly, the M-parameters are eliminated in the above equations, so there is no need to consider the M-parameters when evaluating the height of the centroid.

[0050] The “decelMax” value corresponds to the maximum decelerating force that can be applied to the bicycle without it tipping over. The ARS unit controls braking by applying the maximum braking force, which results in deceleration less than the decelMax value.

[0051] The ARS system operates as follows: The real-time control application continuously monitors the angle of the bicycle relative to a horizontal reference plane, i.e., the road slope, based on data from the inertial measurement unit 48. Using the slope data and data about the rider and bicycle geometry, the processing unit 47 continuously calculates the limiting decelmax. The processing unit 47 also continuously calculates a "start threshold," which is a bicycle decelmax that has a fixed safety margin less than decelmax.

[0052] During normal braking ( Figure 6The control system continuously monitors the longitudinal deceleration of the bicycle based on data from the inertial measurement unit 48. If there is no risk of tipping over, the longitudinal deceleration is less than the activation threshold. During braking, brake fluid enters the solenoid valve 24 under pressure through the upstream port 28 and flows into the channels and spaces of all solenoid valves through channels 33, 38 in the valve core 27 and channels 42, 32 in the valve body 25. The brake fluid pressure on the left side of the valve core is equal to the brake fluid pressure on the right side of the valve core. Therefore, the hydraulic thrust applied to the left side of the valve core is equal to the hydraulic thrust applied to the right side of the valve core, so there is no net axial force from the brake fluid acting on the valve core, and the valve core is held in its stationary position by the return spring 40 (e.g., Figure 3A as well as Figure 6 (The right side of the middle).

[0053] During heavy braking ( Figure 7 When the longitudinal deceleration value from the inertial measurement unit 48 reaches the activation threshold, the control algorithm instructs the energizing of the solenoid coil 44, thereby generating a magnetic field in the solenoid valve body and valve core assembly. The resulting force pulls the valve core 27 towards the return spring 40 and moves it to... Figure 3B as well as Figure 7 As shown in the diagram, the upstream sealing gasket 35 and the intermediate sealing gasket 36 prevent fluid communication between the inner cavity 26 and the downstream port 29, thereby interrupting the flow of brake fluid from the upstream port to the downstream port, and thus interrupting the flow between the master cylinder and the brake caliper.

[0054] Assuming the rider is panicked and pulls the manual control lever with maximum force, the bicycle is about to tip over. The solenoid coil will be energized, moving the valve core to the left, thus preventing further pressure from being applied to the brake caliper. In fact, when valve core 27 is located... Figure 3B as well as Figure 7 In the starting position shown, if the rider continues to apply more force to the brake lever, the pressure at the upstream port will continue to increase. However, because the passage between the master cylinder port and the brake caliper port of the ARS valve is blocked by gaskets 35 and 36, the master cylinder side of the valve and the brake caliper side of the valve are no longer in fluid communication, so the pressure on the brake caliper remains unchanged and cannot continue to increase.

[0055] The pressure of the brake fluid at the brake caliper end exerts a rightward force on the valve core, while the master cylinder pressure exerts a leftward force.

[0056] As long as the total hydraulic pressure or net hydraulic pressure applied to the valve core keeps the solenoid valve in its normal position... Figure 3B as well as Figure 7 At the position shown, the brake fluid pressure applied to the brake caliper will no longer increase.

[0057] Preferably, the upstream gasket 35 and the downstream gasket 36 have the same diameter. Therefore, as long as the master cylinder pressure remains higher than the caliper pressure, the total hydraulic pressure applied to the valve core will keep the solenoid valve in [position / function]. Figure 3B as well as Figure 7 In the position shown, and to prevent the brake fluid pressure acting on the brake caliper from continuing to increase.

[0058] Therefore, the solenoid coil 44 does not need to be kept energized. The processing unit 47 can implement a control algorithm to shut off the current to the solenoid coil in a very short time, and the solenoid valve will remain energized as long as the master cylinder pressure is sufficient. Figure 3B as well as Figure 7 The position is shown. Even when the solenoid coil 44 is turned off, there will still be a net force to the left because the pressure from the master cylinder side is higher than the valve spool pressure acting on the brake caliper side. This will keep the valve spool in the left position, eliminating the need to energize the coil again. In other words, the valve remains open even if the solenoid coil loses power. Therefore, embodiments may provide that, to save energy, the processing unit 47 can be configured to automatically turn off the solenoid coil after activation. The advantage is that there is no need to monitor and control the point at which deceleration drops below a threshold to re-unlock the solenoid valve, because the solenoid valve will naturally unlock once the rider releases the brake lever.

[0059] When braking deceleration reaches the threshold and the solenoid valve is activated, the valve core may abut against the bottom or downstream end 31 of the inner cavity 26.

[0060] The bicycle's deceleration is maintained close to the starting threshold, as it is below the decelMax value—a safety margin—ensuring the rear wheel remains in contact with the road and preventing the bicycle from tipping over. Simultaneously, both wheels maintain contact with the ground, and braking decelerates the bicycle as much as possible. According to a preferred embodiment, the processing unit 47 is calibrated to energize the solenoid coil once it detects a deceleration value "decelMax" at which approximately 90% of bicycles would tip over.

[0061] If the rider reduces the force applied to the lever, the system pressure in the master cylinder section of the circuit decreases. As long as the bicycle deceleration is below the starting threshold, the current in the solenoid coil remains off. Once the pressure in the master cylinder circuit is low enough, the total hydraulic pressure applied to the valve core will no longer be able to resist the force of the return spring.

[0062] Preferably, the three sealing gaskets 35, 36, and 37 have the same diameter, so that if the brake fluid pressure on the upstream side decreases during braking, the valve core 27 will slide back to its original normal braking position. Figure 3A as well as Figure 6 Connect the master cylinder port and the caliper port together and equalize their pressures. Fluid can then flow from the caliper back to the master cylinder, and the system returns to normal braking mode. Figure 6).

[0063] It is important to note that in current rollover prevention systems, rollover risk is detected solely using an inertial measurement unit (i.e., an accelerometer and a gyroscope). Rollover prevention systems do not require measurement of wheel speed or hydraulic pressure.

Claims

1. A rollover prevention system for preventing a bicycle from tipping over due to excessive braking force applied by a brake caliper on the front wheel of a pair of hydraulic braking systems, the rollover prevention system comprising: A solenoid valve (24) has a valve body (25) forming an upstream port (28), a downstream port (29), an inner cavity (26), and a valve core (27). The upstream port (28) is fluidly connected to a master cylinder, the downstream port (29) is fluidly connected to a brake caliper (13) of the front wheel, the inner cavity (26) is connected to the upstream port and the downstream port (28, 29), and the valve core (27) is movable within the inner cavity (26). An electromagnetic coil (44) is installed in the valve body (25) and surrounds at least a portion of the inner cavity (26) and at least a portion of the valve core (27); An inertial measurement unit (48) comprising: A deceleration measuring device for measuring the instantaneous deceleration of the bicycle; and A slope angle measuring device for measuring the instantaneous orientation of the bicycle relative to a horizontal reference. A processing unit (47) is configured as follows: Receive real-time data on the bicycle's deceleration and orientation from the inertial measurement unit (48); During braking, deceleration and orientation data are continuously processed, and the instantaneous maximum deceleration value is calculated based on the instantaneous slope angle value detected when one of the bicycle's rear wheels leaves the road surface. The calculated instantaneous maximum deceleration value is continuously compared with the instantaneous measured deceleration value; and Once the instantaneous measured deceleration value is detected to reach or exceed a trigger threshold, the electromagnetic coil (44) is automatically energized, wherein the trigger threshold is lower than the calculated instantaneous maximum deceleration value by a preset safety margin. The energized electromagnetic coil (44) causes the valve core (27) to move from a released position to a closed position, wherein: In the released position, the valve core (27) allows fluid communication between the upstream port (28) and the downstream port (29) through the inner cavity (26). In the closed position, the valve core (27) interrupts the fluid connection between the upstream port (28) and the downstream port (29), thereby preventing the master cylinder from further increasing the pressure of the brake fluid acting on the front brake caliper (13).

2. The anti-rollover system as claimed in claim 1, wherein the solenoid valve (24) includes a return spring (40) that pushes the valve core (27) back to the release position.

3. The anti-rollover system as described in claim 1 or 2, wherein: At least a portion (27b) of the valve core (27) is surrounded by the electromagnetic coil (44) and is made of a material with high permeability and low hysteresis; At least a portion (25b) of the valve body (25) is made of a material with high permeability and low hysteresis and surrounds the electromagnetic coil (44).

4. The anti-rollover system as claimed in claim 3, wherein the valve core (27) and portions (27b, 25b) of the valve body (25) are made of soft iron.

5. The rollover prevention system as claimed in any of the preceding claims, wherein: An outlet channel (32) is formed in the valve body (25) to fluidly connect the downstream port (29) to a downstream end (31) of the inner cavity (26); An upstream end (30) of the inner cavity (26) is axially opposite to the downstream end (31) and is fluidly connected to the upstream port (28); A bypass channel (42) is formed in the valve body (25) for fluid connection of the inner cavity (26) to the downstream port (29), and the bypass channel (42) has an opening (50) in the inner cavity (26); Three longitudinally adjacent and annular sealing gaskets (35, 36, 37) are axially spaced from each other and mounted on the valve core (27) and slide in contact with the inner cavity (26): an upstream sealing gasket (35), a downstream sealing gasket (37), and an intermediate sealing gasket (36). One or more channels (38, 33) are formed from an upstream end (39) of the valve core through the valve core (27) to at least one side opening (51) of the valve core, the at least one side opening (51) being axially arranged between the intermediate sealing gasket (36) and the downstream sealing gasket (37); In the released position of the valve core (27), the opening (50) of the bypass channel (42) is located between the downstream gasket (37) and the intermediate gasket (36), therefore the opening (50) of the bypass channel (42) is fluidly connected to at least one side opening (51) of the valve core (27), and the fluid connection is established between the upstream port (28) and the downstream port (29); and In the closed position of the valve core (27), the opening (50) of the bypass channel (42) is located between the intermediate sealing gasket (36) and the upstream sealing gasket (35), so the opening (50) of the bypass channel (42) is not in fluid connection with the at least one side opening (51) of the valve core (27), and the fluid connection between the upstream port (28) and the downstream port (29) is interrupted.

6. The rollover prevention system as claimed in any of the preceding claims, wherein the sealing gaskets (35, 36, 37) have the same diameter.

7. The rollover prevention system as claimed in any of the preceding claims, wherein the intermediate sealing gasket (36) provides a tapered lip that gradually tapers toward the upstream port (28).

8. The anti-rollover system as claimed in any of the preceding claims, wherein the outlet channel (32) extends axially along one side of the valve body (25).

9. The rollover prevention system as claimed in any of the preceding claims, further comprising: A storage device from which the processing unit (27) receives configuration data concerning the rider and the size of the bicycle; as well as An external interface (49) through which the rider can input the configuration data.

10. The rollover prevention system as claimed in any of the preceding claims, wherein: The deceleration measuring device includes at least one accelerometer; and The slope angle measuring device includes at least one gyroscope.

11. The anti-rollover system as claimed in any of the preceding claims, wherein the system does not include a speed sensor for detecting the speed of the bicycle.

12. The rollover prevention system as claimed in any of the preceding claims, wherein the system does not include a pressure sensor for measuring the hydraulic pressure acting on the brake caliper.

13. A rollover prevention method for preventing a bicycle from tipping over due to excessive braking force applied to a front wheel brake caliper of a hydraulic braking system, the rollover prevention method comprising: Provide an anti-rollover system according to any of the preceding claims; During braking, the instantaneous deceleration of the bicycle and its instantaneous orientation relative to a horizontal reference are continuously measured. During braking, the maximum instantaneous deceleration value is continuously calculated based on the instantaneous slope angle value detected when one of the bicycle's rear wheels leaves the road surface; as well as The calculated instantaneous maximum deceleration value is continuously compared with the instantaneous measured deceleration value; Once the measured instantaneous deceleration value is detected to reach or exceed a start threshold, the solenoid coil (44) of the solenoid valve is automatically energized, thereby interrupting the fluid connection between the upstream port (28) and the downstream port (29) to prevent the brake fluid pressure acting on the front brake caliper (13) from increasing further. The start threshold is lower than the calculated instantaneous maximum deceleration value by a preset safety margin.

14. The anti-rollover method as described in claim 13, wherein the following steps are performed before continuously measuring the instantaneous deceleration of the bicycle and continuously measuring the instantaneous slope angle value: Configuration data concerning the rider's height, the bicycle's wheelbase, and the bicycle's rolling radius are input into a storage device associated with the processing unit (47), wherein: The step of continuously calculating the maximum deceleration value (decelMax) of the bicycle's rear wheel the instant it leaves the road surface is also performed as a function of the following parameters: The common center of gravity height (h) of the rider and the bicycle above the road surface; The longitudinal distance (xf) between the center of the front wheel and the center of mass; The wheel's rolling radius (rr); and Road surface slope angle (θ).

15. The anti-rollover method as claimed in claim 13 or 14, wherein once the instantaneous measured deceleration value is detected to reach or exceed approximately 90 percent of the calculated instantaneous maximum deceleration value (decelMax), the step of energizing the electromagnetic coil (44) is performed.

16. A braking system for a bicycle, comprising: Anti-rollover system according to claims 1 to 12; A brake caliper (13) of the front wheel is used to apply a braking torque to the front wheel (11) of a bicycle; A power supply unit (21) is used to provide power to the electromagnetic coil (44), the inertial measurement unit (48), and the processing unit (47) of the anti-rollover system; A manual control lever (14) and an associated hydraulic master cylinder (15); A hydraulic braking circuit (16) fluidly connects the solenoid valve (24) of the rollover prevention system to the master cylinder (15) and the brake calipers (13) of the front wheels.

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