Motorcycle and method for operating a motorcycle braking system

Abstract

Motorcycle comprising a control device designed to influence the braking performance at a front axle and a rear axle of the motorcycle, wherein at least one axle is the drive axle, and wherein the motorcycle has an engine operatively connected to the drive axle, wherein the control device is designed to effect braking intervention at the drive axle in such a way as to prevent or reduce engine stalling or wheel lock-up during braking.

Description

[0001] The present invention relates to a motorcycle and a method for operating a braking system of a motorcycle.

[0002] Due to dynamic wheel load distribution, braking puts weight on the front wheel and relieves it on the rear wheel. Depending on the selected gear (engine braking), this effect can lead to unintentional locking or "hopping" of the rear wheel. This can even stall an internal combustion engine. A stalled engine can have dangerous consequences and should be avoided at all costs. So-called "slipper clutches" are known to address this issue. However, these are expensive and may not be sufficient as a sole solution.

[0003] It is an object of the present invention to provide a motorcycle and a method for operating a braking system of a motorcycle, wherein a locking of the rear wheel and / or a stalling of the engine is to be avoided during braking.

[0004] This problem is solved by a motorcycle according to claim 1 and by a method according to claim 10. Further advantages and features will become apparent from the dependent claims, the description, and the accompanying figure.

[0005] According to the invention, a motor vehicle, such as a motorcycle, comprises a control device designed to influence the braking performance at a front axle and a rear axle of the motor vehicle, wherein at least one axle is the drive axle, and wherein the motor vehicle has an engine which is operatively connected to the drive axle. The control device is designed to effect braking intervention at the drive axle in such a way that stalling of the engine or wheel lock-up during braking can be prevented or reduced. Due to the dynamic wheel load distribution, the front wheel is loaded and the rear wheel is unloaded during braking, which means that less braking force can be transmitted to the rear. Depending on the selected gear (engine braking), this can lead to unintentional locking of the rear wheel. The engine can then stall, i.e., shut off.The momentary locking of the rear wheel is also called "hopping" or "jumping." Clutches designed to prevent or reduce this effect are known as "anti-hopping" clutches. The aforementioned stalling of the engine refers to motorcycles with internal combustion engines. Hopping can also occur in electric vehicles / motorcycles. In this case, the motorcycle in question could be either an internal combustion engine motorcycle or an electric motorcycle.

[0006] In a motorcycle with an internal combustion engine, the interaction between the engine and the drive wheel or drive axle is achieved via a transmission, comprising one or more clutches. The transmission and drive wheel are connected, for example, by a chain, a belt, or a shaft such as a driveshaft. With an electric motor drive, a clutch may be omitted, depending on the design. An electrically powered motorcycle can have a single-stage or multi-stage transmission. In the motorcycle sector, it is quite possible to combine an electric motor with a transmission, particularly a multi-stage one. Belts, chains, or driveshafts can also be used here. It is also possible, for example, to equip the motorcycle with a wheel hub drive. This includes, for instance, at least one planetary gear set. A direct drive configuration is also possible.

[0007] By applying the brakes at the drive axle or drive wheel, the braking torque applied by the rider can be advantageously modified to reduce, minimize, or completely prevent wheel hop. The same applies to preventing the combustion engine from stalling, if present. As explained in more detail later, the brake intervention consists primarily of adjusting the braking torque applied by the rider at the drive axle, particularly with regard to its magnitude and / or timing. The brake intervention is expediently performed in such a way that the drive wheel, typically the rear wheel, does not lock up.

[0008] According to a preferred embodiment, the drive axle is the rear axle. The drive axle typically comprises at least one wheel, in particular at least one drive wheel. The at least one drive wheel is more preferably the at least one rear wheel. The motorized vehicle is preferably a single- or multi-track vehicle, in particular a tilting vehicle such as a motorcycle or a scooter, including trikes, quads, or leaning multi-wheel vehicles. The foregoing list is not exhaustive.

[0009] Since the rear wheel or rear axle typically provides the drive on motorcycles of the type in question, the following text will refer, without limitation of generality, to the rear axle or rear wheel when referring to the drive axle or drive wheel. The other axle is accordingly the front axle, comprising the front wheel.

[0010] Preferably, the control device is designed to reduce and / or delay brake pressure or brake pressure build-up at the drive axle. This is advantageously achieved in such a way as to prevent rear wheel chatter / locking and / or engine stalling. The motorcycle expediently includes one or more sensors to establish a corresponding control loop.

[0011] The control system is advantageously designed to compensate for reduced braking power at the rear axle by increasing braking power at the front axle. This ensures the motorcycle decelerates precisely as the rider specifies and, more importantly, expects. Any reduction in braking power at the rear axle, or any changes or adjustments to the braking power over time, are effectively compensated for or balanced by the control system and corresponding control of the front brakes. This means, for example, that the braking torque at the front axle is increased, or that pressure build-up occurs more quickly, etc.

[0012] Advantageously, the control unit is operatively connected to a first set of sensors designed to acquire engine and / or transmission data / parameters. This includes, for example, engine torque, engine speed, gear selection, clutch status, transmission input speed, transmission output speed, etc.

[0013] Advantageously, the control unit is operatively connected to a second set of sensors designed to detect state variables of the braking system and / or the motorcycle. For example, these state variables are selected from the following: wheel speed, wheel deceleration, pressure build-up, gradient, time, and wheel load distribution.

[0014] According to a preferred embodiment, the control unit is the motorcycle's ABS (anti-lock braking system) or a component thereof. Advantageously, the ABS functionality already present in modern motorcycles is used to prevent the motorcycle from stalling or the rear wheel from locking up. Therefore, no hardware modifications are advantageously required to implement this functionality.

[0015] According to one embodiment, the motorcycle has a semi-automated or fully automatic transmission. A semi-automated transmission is one in which only the clutch operation is automated, while a fully automated transmission is one in which both the clutch operation and the gear shifting are automated. With a fully automated transmission, gear changes can be performed completely automatically. Alternatively, the rider can manually perform gear changes, for example, using a foot shifter. The clutch is engaged automatically, but the rider retains control over the desired shift point.

[0016] The semi- or fully automated transmission has one or more actuators, such as servo motors, for clutch actuation, in particular for opening or closing the clutch(es), in other words, for engaging or disengaging the clutch. According to one embodiment, the control unit is designed to interact with the at least one actuator in such a way that accelerated clutch actuation can be achieved. The clutch can thus be opened more quickly, for example, to prevent or reduce engine stalling or rear wheel chatter, particularly in conjunction with brake intervention.

[0017] The invention also relates to a method for operating a braking system of a motorcycle, comprising the steps of: - Providing a control device designed to influence the braking performance on a front axle and a rear axle of a motorcycle, wherein at least one of the axles is the drive axle of the motorcycle, and wherein the motorcycle includes a motor which is operatively connected to the drive axle; - Applying the brakes to the drive axle if a possible stalling of the engine or a chattering / blocking of a drive wheel, such as the rear wheel, is detected during the braking process.

[0018] The advantages and features mentioned in connection with the motorcycle apply analogously and accordingly to the method, and vice versa. By selectively reducing pressure at the rear wheel, depending on factors such as engine parameters like engine speed, engine torque, clutch condition, wheel speed, wheel deceleration, pressure build-up gradient, or time, it is possible to prevent the engine from stalling or the rear wheel from locking / spinning during braking. The engine and drive wheel are preferably connected via a single- or multi-stage transmission. To prevent or avoid engine stalling and / or rear wheel locking / spinning, a delayed pressure build-up until the wheel comes to a standstill is implemented, ensuring that the transmission and engine are disengaged by the clutch. As explained later, an electrically actuated clutch can also be controlled. In particular, its opening can be accelerated.A permanently locked rear wheel is only permitted or allowed under certain conditions (engine and transmission separated by the clutch). At the same time, the loss of deceleration is compensated for by increasing pressure at the front brake, so that the deceleration values ​​do not change.

[0019] The procedure conveniently includes the following step: - Compensating for reduced braking performance at the rear axle by increasing brake pressure at the front axle.

[0020] The reduced braking performance can affect the absolute value or the time course.

[0021] The procedure conveniently includes the following step: - Reducing or delaying the brake pressure or the build-up of brake pressure at the drive axle.

[0022] It is advantageous to prevent the rear wheel from locking up or the engine from stalling by selectively reducing and / or delaying the brake pressure or the build-up of brake pressure.

[0023] Advantageously, the braking performance, brake pressure, and / or brake pressure build-up at the rear axle are selectively controlled or modulated. The brake pressure can therefore also be selectively increased. The control unit is expediently used for this purpose. According to a preferred embodiment, this unit is either a component of the ABS system or the ABS system itself. Advantageously, the sensors already provided for in connection with the ABS system are used.

[0024] The procedure conveniently includes the following step: - Recording and evaluating engine and / or transmission data / sizes and / or condition variables of the braking system and / or the motorcycle.

[0025] Advantageously, no or only minor modifications to existing motorcycles are necessary to implement the method, since these have been required to have an ABS system as standard equipment for several years now. Its functionality can be extended to implement the method according to the invention.

[0026] The ABS system or ABS control can regulate or modulate the braking force at the rear wheel – and / or the front wheel – in such a way as to effectively prevent the engine from stalling or the rear wheel from locking up (wheel spin). In this context, the condition of the clutch is also an important factor that must be considered. According to one embodiment, the method comprises the following step: - Delaying and / or reducing the brake pressure or brake pressure build-up until the clutch is completely disengaged.

[0027] Conversely, locking the rear wheel is only possible under certain conditions, for example when the engine and gearbox are separated by the clutch.

[0028] According to one embodiment, the motorcycle has an automated or semi-automated (manual) transmission. Preferably, the method comprises the step: - Accelerating clutch actuation.

[0029] Accelerating the clutch engagement should be understood specifically as accelerating the clutch engagement in conjunction with brake intervention. A faster clutch release also helps prevent the engine from stalling and / or the rear wheel from locking up.

[0030] Further advantages and features will become apparent from the following description of an embodiment of a motorcycle with reference to the attached figure.

[0031] It shows: Fig. 1: A schematic view of an embodiment of a motorcycle according to the invention.

[0032] Fig.Figure 1 shows a simplified and schematic embodiment of a motorcycle 10, comprising a front axle 11 and a rear axle or drive axle 12. The rear axle or drive axle is connected via a transmission element 22 to a gearbox 16, which in turn is operatively connected to a motor 14. The transmission element 22 can be, for example, a chain, a belt, or a driveshaft. The motor 14, the gearbox 16, a front brake 18, and a rear brake 20 are connected to a control unit 30. The control unit 30 is designed to effect braking intervention at the rear axle 12 by correspondingly controlling the rear brake 20, such that during braking, stalling of the motor 14 or locking or chattering of the rear wheel can be prevented or reduced.Advantageously, the rear wheel is equipped with a corresponding ABS control system, such as targeted pressure reduction, depending on various factors, including engine parameters (engine speed, engine torque, clutch condition), wheel speed, wheel deceleration, pressure build-up gradient, etc. By delaying pressure build-up until the wheel comes to a standstill, it can be ensured that the engine and transmission are disengaged by the clutch. Permanent locking of the rear wheel is only permitted under specific conditions, for example, when the engine and transmission are disengaged by the clutch. The resulting loss of deceleration at the rear wheel is effectively compensated for by appropriate control of the front brake 18, particularly by increasing its pressure. Reference symbol list 10 Motorcycle 11 Front axle 12 Rear axle, drive axle 14 engine 16 gearboxes 18 front brakes 20 rear brake 22 Transmission element, chain, belt, (cardan) shaft 30 Control unit

Claims

[1] Motorcycle (10), comprising a control device (30) designed to influence the braking performance on a front axle (11) and on a rear axle (12) of the motorcycle (10), where at least one axle (11, 12) is the drive axle, and wherein the motorcycle (10) has a motor (14) which is in operative connection with the drive axle (12), wherein the control device (30) is designed to effect a brake intervention on the drive axle (12) in such a way that during a braking operation stalling of the engine (14) or chattering / blocking of a drive wheel can be prevented or reduced [2] Motorcycle according to claim 1, wherein the control device (30) is designed to compensate for a reduced braking performance on the drive axle (12) by increasing the braking performance on the other axle (11). [3] Motorcycle (10) according to claim 1 or 2, wherein the control device (30) is designed to reduce and / or delay a brake pressure or brake pressure build-up at the drive axle (12). [4] Motorcycle (10) according to one of the preceding claims, wherein the control device (30) is operatively connected to a first sensor system which is designed to detect engine and / or transmission data / sizes. [5] Motorcycle (10) according to claim 4, wherein the engine and / or transmission data / sizes are selected from the following: engine speed, engine torque, clutch condition. [6] Motorcycle (10) according to one of the preceding claims, wherein the control device (30) is operatively connected to a second sensor system which is designed to detect state variables of the braking system and / or the motorcycle. [7] Motorcycle (10) according to claim 6, wherein the state variables are selected from the following: wheel speed, wheel deceleration, pressure build-up gradient, time, wheel load distribution. [8] Motorcycle (10) according to one of the preceding claims, wherein the control device (30) is the ABS system of the motorcycle (10) or a component thereof. [9] Motorcycle (10) according to any of the preceding claims, comprising an automated or semi-automated transmission. [10] Method for operating a braking system of a motorcycle (10) comprising the steps: - Providing a control device (30) designed to influence the braking performance on a front axle (11) and a rear axle (12) of a motorcycle (10), wherein at least one of the axles (11, 12) is the drive axle, and wherein the motorcycle (10) comprises a motor (14) which is operatively connected to the drive axle (12); - Applying a brake to the drive axle (12) if a possible stalling of the engine (14) or a locking / jamming of a drive wheel during the braking process is detected. [11] The method of claim 10, comprising the step of: - Compensating for reduced braking performance on the drive axle (12) by increasing the brake pressure on the other axle (11). [12] Method according to claim 10 or 11, comprising the step: - Reducing and / or delaying the brake pressure or the build-up of brake pressure at the drive axle (12). [13] Method according to any one of claims 10 to 12, comprising the step: - Recording and evaluating engine and / or transmission data / sizes and / or condition variables of the braking system and / or the motorcycle. [14] Method according to any one of claims 10 to 13, comprising the step: - Delaying and / or reducing the brake pressure or brake pressure build-up until a clutch is completely disengaged. [15] Method according to any one of claims 10 to 14, wherein the motorcycle has an automated or semi-automated transmission: comprising the step: - Accelerating clutch actuation.

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