Brake-assist method for a motorcycle

Abstract

The present invention relates to a brake-assist method for a motorcycle, in which method: in response to a collision risk for the motorcycle being identified using a sensor system of the motorcycle and a braking request (104) of a rider of the motorcycle being identified, a deceleration request (102) for a braking system of the motorcycle is increased to a predefined first deceleration value (106); and, in response to a subsequent rebraking operation (112) carried out by the rider being identified, the deceleration request (102) is increased to a predefined second deceleration value (114).

Description

[0001] Description

[0002] title

[0003] Brake assistance method for a motorcycle

[0004] Field of the invention

[0005] The invention relates to a brake assistance method for a motorcycle, a corresponding control unit, and a corresponding computer program product.

[0006] State of the art

[0007] A motorcycle is an unstable system and must be kept within a controllable range by the rider through constant corrections. The motorcycle can detect an imminent collision threat via a sensor system and automatically initiate braking. Since the rider did not initiate the braking process themselves, they are caught off guard and are unprepared to stabilize the motorcycle through appropriate corrections. Therefore, an automatically triggered braking process must only exert a limited braking effect. The braking effect must only be as high as allows the rider to still make the necessary corrections, thus remaining within the controllable range and preventing a crash.

[0008] Disclosure of the invention

[0009] Against this background, the approach presented here presents a brake assistance method for a motorcycle, a corresponding control unit, and a corresponding computer program product according to the independent claims. Advantageous further developments and improvements of the approach presented here emerge from the description and are described in the dependent claims.

[0010] Advantages of the Invention: An inattentive rider will be surprised by a braking maneuver that they did not request. An attentive rider, however, will not be surprised and will attempt to take control of the braking maneuver. The approach presented here can keep the braking maneuver safely controllable for the rider by only assisting braking when the rider is attentive. Attention is detected based on rider inputs to controls of the motorcycle's braking system.

[0011] A motorcycle's sensor system can detect impending collisions with a high degree of probability. However, with the approach presented here, brake assistance is only provided once the rider indicates that they have recognized the dangerous situation by applying the motorcycle's brakes. Initially, limited brake assistance is provided, which even a distracted rider can control if the brake application was involuntary.

[0012] However, if the driver is attentive, he or she can generally safely control a significantly higher braking effect.

[0013] In the approach presented here, after the initial brake assistance is provided, the system checks again whether the rider is alert. If the rider is alert, the brake assistance is increased. Alertness is detected by the rider applying more primary brake pressure via a brake lever and / or brake pedal than when initially recognizing the dangerous situation, i.e., by applying more brake pressure.

[0014] The approach presented here allows the motorcycle to be braked much more effectively than without the brake assistance. Nevertheless, the motorcycle is safely controlled because the rider's braking input is constantly monitored.

[0015] A brake assistance method for a motorcycle is proposed, wherein in response to detection of a collision risk for the motorcycle using a sensor system of the motorcycle and detection of a braking request from a rider of the motorcycle, a deceleration request for a braking system of the motorcycle is increased to a predefined first deceleration value, wherein in response to detection of subsequent gripping and / or pedaling by the rider, the deceleration request is increased to a predefined second deceleration value.

[0016] Ideas for embodiments of the present invention can be considered, among other things, to be based on the thoughts and findings described below.

[0017] A risk of collision can be detected, for example, by a forward-looking sensor on the motorcycle. The sensor can be a radar sensor, for example. The risk of collision can be detected, for example, if the motorcycle would collide with an object ahead without braking intervention. Since the detection by the sensor system cannot be completely unambiguous, the approach presented here uses the motorcycle rider as a human sensor to confirm the risk of collision. The rider confirms the detected risk of collision by operating a brake control element of the motorcycle's braking system, i.e. a brake lever on the motorcycle's handlebars and / or a brake pedal on the motorcycle's footrests. If the rider confirms the risk of collision, the braking system is controlled to build up additional assist brake pressure beyond the brake pressure generated by the rider on the brake control element.The assist brake pressure is applied in stages. The first stage is configured so that even an unprepared rider can still safely control the motorcycle and, for example, still be able to evade. The first deceleration value represents the first stage.

[0018] However, if the rider requests additional brake assistance beyond the first level by applying more force to the brake control, this is considered a sure sign that the rider truly intends to brake harder. The brake assistance is then increased to a higher second level, and the motorcycle's stopping distance can be significantly shortened. The second level is represented by the second deceleration value. The second deceleration value is greater than the first deceleration value.

[0019] The braking request can be detected if the brake pressure requested via at least one of the motorcycle's brake controls exceeds a threshold. The threshold for triggering the brake assistance can be low enough that the rider can exceed it without exerting any effort.

[0020] The braking request can be detected if the brake pressure remains constant or increases within a predefined hysteresis range around the threshold value. Since the driver is human, they can, for example, slightly reduce the brake pressure when repositioning their hands on the handlebars and only then increase it again, or vice versa. However, the driver will not completely release the brake pressure in a truly dangerous situation.

[0021] Overreach can be detected when the requested brake pressure is greater than a predefined overreach value. The overreach value can be high enough that it will not be accidentally exceeded. However, the overreach value can be low enough that even an average driver has sufficient hand strength to safely exceed the overreach value.

[0022] In response to the detection of a subsequent second re-engagement, the deceleration request can be increased to a third deceleration value. If the rider applies the brake lever or brake pedal even harder after increasing the deceleration request in response to the first re-engagement, it can be assumed that they want to achieve the maximum possible deceleration. The third deceleration value can be within the ABS control range. The ABS can therefore respond to decelerate the motorcycle to the maximum possible level.

[0023] The third deceleration value can be set using the requested brake pressure during the second re-engagement and a predefined increase factor. The third deceleration value can also be dynamic. The driver can influence the third deceleration value through their braking behavior. The brake pressure applied to the brake lever or brake pedal can be multiplied by the increase factor.

[0024] The second re-engagement can be detected when the requested brake pressure is greater than a predefined second re-engagement value. The second re-engagement value can be higher than the first re-engagement value. The second re-engagement value can be so high that it will only be exceeded if the driver truly perceives an acute risk of collision. In this case, the driver will essentially apply high force to the brake control.

[0025] The method is preferably computer-implemented and can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a driver assistance system.

[0026] The approach presented here further provides a control unit for a motorcycle, wherein the control unit is designed to carry out, control or implement the steps of a variant of the method presented here in corresponding devices.

[0027] The control unit can be an electrical device with at least one computing unit for processing signals or data, at least one memory unit for storing signals or data, and at least one interface and / or a communication interface for reading in or outputting data embedded in a communication protocol. The computing unit can be, for example, a signal processor, a so-called system ASIC, or a microcontroller for processing sensor signals and outputting data signals depending on the sensor signals. The memory unit can be, for example, a flash memory, an EPROM, or a magnetic storage unit. The interface can be designed as a sensor interface for reading in the sensor signals from a sensor and / or as an actuator interface for outputting the data signals and / or control signals to an actuator.The communication interface can be configured to read or output data wirelessly and / or via a wired connection. The interfaces can also be software modules, which are present, for example, on a microcontroller alongside other software modules.

[0028] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular when the program product or program is executed on a computer or a device. It should be noted that some of the possible features and advantages of the invention are described herein with reference to different embodiments. A person skilled in the art will recognize that the features of the control device and the method can be combined, adapted or exchanged as appropriate to arrive at further embodiments of the invention.

[0029] Short description of the drawing

[0030] Embodiments of the invention are described below with reference to the accompanying drawings, wherein neither the drawings nor the description are to be interpreted as limiting the invention.

[0031] Fig. 1 shows a representation of a braking process sequence in a motorcycle using a brake assistance method according to an embodiment.

[0032] The figure is merely schematic and not to scale. Like reference numerals denote like or equivalent features.

[0033] Embodiments of the invention

[0034] Fig. 1 shows a diagram of a braking process on a motorcycle using a brake assistance method according to one exemplary embodiment. The braking process is depicted in two time-correlated diagrams, each of which has time t plotted on its abscissa. The first diagram has a brake pressure 100 applied by a rider of the motorcycle on a brake control element of the motorcycle plotted on its ordinate. The second diagram has a deceleration request 102 or a resulting deceleration 102' or a resulting pressure at the brake caliper plotted on its ordinate.

[0035] At t=0, a risk of collision is detected by a sensor system on the motorcycle. The rider has also detected the risk of collision and, at approximately time t=0, actuates at least one brake control element on the motorcycle to signal a braking request 104. It is irrelevant whether the rider actuates a brake lever on the handlebars or a brake pedal on the footrest. What is relevant is that the rider generates brake pressure 100. When the braking request 104 is detected, the deceleration request 102 is increased to a first deceleration value 106 by the method presented here. The first deceleration value 106 is predefined but parameterizable, meaning it can be tailored to the respective motorcycle and / or rider.

[0036] In one embodiment, the braking request 104 is detected when the brake pressure 100 exceeds a threshold value 108. The first threshold value 108 is predefined but parameterizable, i.e., it can be adapted to the respective motorcycle and / or the respective driver.

[0037] In one embodiment, the braking request 104 is detected when the brake pressure 100 remains constant or increases within a predefined hysteresis range 110. The first hysteresis range 110 is predefined but parameterizable, meaning it can be tailored to the specific motorcycle and / or rider. In particular, the hysteresis range 110 has an upper value and a lower value. The brake pressure 100 can fluctuate between the two values, and then the braking request 104 is detected. The braking request 104 continues to be detected even if the brake pressure 100 increases above the upper value.

[0038] The motorcycle is now decelerated with a greater deceleration of 102' than would have been achieved by just applying brake pressure of 100 on the brake control.

[0039] The rider now recognizes that the situation is dangerous, i.e., the previous braking is insufficient or could become more dangerous, and requests more deceleration 102, i.e., applies more pressure. This additional braking 112 signals that the rider is definitely paying attention. If the additional braking 112 is detected, the deceleration request 102 is increased to a second deceleration value 114. The second deceleration value 114 is also predefined but configurable, meaning it can be tailored to the specific motorcycle and / or rider.

[0040] During re-engagement 112, the rider generates more brake pressure 100 on the brake control element. In one embodiment, re-engagement 112 is detected when the brake pressure 100 exceeds a re-engagement value 116. When the re-engagement value 116 is exceeded, the deceleration request 102 is increased to the second deceleration value 114. The re-engagement value 116 is predefined but parameterizable, meaning it can also be adapted to the respective motorcycle and / or the respective rider.

[0041] The motorcycle is now braked with a much greater deceleration of 102' than the rider would achieve with his brake pressure of 100.

[0042] In one embodiment, the previous deceleration 102' has not yet decelerated the motorcycle sufficiently. The rider wants to decelerate the motorcycle even more strongly and applies further pressure. When the second deceleration 118 is detected, the deceleration request 102 is increased to a third deceleration value 120. The third deceleration value 120 is even higher than the second deceleration value 114. Depending on the ambient conditions, the third deceleration value 120 may be above a trigger threshold of the motorcycle's ABS. The ABS then limits the actual deceleration 102 through its interventions.

[0043] In one embodiment, the second re-engagement 118 is detected when the brake pressure 100 is greater than a second re-engagement value 122. The second re-engagement 118 causes a renewed increase in the brake pressure 100, since the rider generates more brake pressure 100 again during the second re-engagement 118 through increased hand force or pedal force. The second re-engagement value 122 is predefined but parameterizable, thus it can also be adapted to the respective motorcycle and / or the respective rider.

[0044] In one exemplary embodiment, the deceleration request 102 is increased proportionally to the brake pressure 100 during the second follow-up action 118. The deceleration request 102 is, for example, higher by a predefined increase factor than the deceleration 102' actually achieved by the brake pressure 100. Through this proportional further increase of the deceleration request 102, the driver can directly control the deceleration 102' via the brake pressure 100 on the brake control element, thus also remaining below the ABS activation threshold. If the brake pressure 100 is increased above the activation threshold, the ABS intervenes again and limits the actual deceleration 102' through its interventions. Possible embodiments of the invention are summarized again below or presented using slightly different terminology.

[0045] A new control strategy for the Emergency Brake Assist function is presented.

[0046] Emergency braking assistants are already in series production and have become established in the passenger car sector. In motorcycle development, these systems are currently still in the study and pre-development phase. A precursor to these emergency braking assistants are brake boosters, which, in the event of a dangerous situation being detected (detected via radar), build up additional brake pressure in the ABS system if the driver does not build up enough pressure to reduce the difference in speed. Two conditions must be met for this to occur: a clearly recognizable braking request from the driver (minimum brake pressure is reached) and detection of a dangerous situation by the radar. These systems can also be referred to as Brake Boost Assist (BBA) or Emergency Brake Assist (EBA).

[0047] Since, for stability reasons, the brake pressure can be increased to the ABS control range in four-wheel drive vehicles, no critical situations are to be expected in passenger cars. However, since two-wheelers are inherently unstable, a traditional emergency braking assistant / Automated Emergency Brake (AEB) cannot be implemented directly. Studies have shown that, during automatic braking interventions, certain pressure levels, including jerk limitation, must not be exceeded to ensure the safe condition of the two-wheeler and its rider. However, these values ​​only apply to inattentive drivers.

[0048] The approach presented here adapts the conventional control strategy of the emergency braking assistant (EBA) function. Conventionally, a maximum deceleration is permitted, which is parameterizable and designed for the inattentive driver. This limit is constant and is easily reached in critical situations. Thus, greater deceleration is not permitted.

[0049] However, if a clear driver request is detected in a dangerous situation (sufficient brake pressure at the master cylinder), it can be assumed that the driver is attentive and prepared for the vehicle's deceleration. In this case, pressure can build up to the point of ABS activation. This would then correspond to the maximum possible deceleration.

[0050] False positive emergency braking (EBA) interventions can lead to dangerous situations with oncoming traffic (rear-end collisions). Therefore, it is advantageous to limit the maximum permissible deceleration during normal driving. Under special circumstances, this limit is lifted in the approach presented here. These special circumstances include the detection that the driver is paying attention and that a collision with the vehicle in front is unavoidable.

[0051] Attention detection or driver brake detection is performed via the driver pressure (p_vor), i.e., the brake pressure measurable at the master cylinder. If the driver pressure (p_vor) remains constant within a hysteresis, it can be assumed that the driver is attentive. This means that braking is intentional. If the driver reacts and the driver pressure (p_vor) increases, it can also be assumed that the driver is attentive and that braking is intentional.

[0052] In the approach presented here, the maximum possible deceleration in the ABS is increased when the radar requests the maximum deceleration (on CAN bus to ABS), the emergency brake assist (EBA) is activated (first trigger threshold by driver pressure has been reached) and when the attention detection (driver brake detection) detects the attention.

[0053] If the minimum pressure (p_vor) and a minimum deceleration of the vehicle (a ist) (both parameters) are reached, then the maximum possible deceleration is increased by the system (parameter). In this case, it is assumed that the deceleration is desired and necessary and that there is no false detection by the environment detection system. The first pressure threshold_EBA, the first maximum possible deceleration for the first pressure threshold, the second pressure threshold_EBA and the deceleration offset, which is added to the deceleration corresponding to the driver's braking request, can be parameterized. If p_vor is further increased during the emergency braking assistance EBA braking intervention (ABS builds up additional pressure in the brake caliper), then in one embodiment the maximum possible deceleration is further increased by factor. The first pressure threshold EBA, the first maximum possible deceleration for the first pressure threshold, the second

[0054] Pressure threshold EBA, and the factor for the new max. possible deceleration depending on p_vor parameterizable.

[0055] Finally, it should be noted that terms such as “comprising”, “comprehensive”, etc. do not exclude other elements or steps and

[0056] Terms such as "a" or "an" do not exclude a plurality. Reference signs in the claims are not to be considered as limiting.

Claims

Claims 1. A brake assistance method for a motorcycle, wherein, in response to detecting a collision risk for the motorcycle using a sensor system of the motorcycle and detecting a braking request (104) from a rider of the motorcycle, a deceleration request (102) for a braking system of the motorcycle is increased to a predefined first deceleration value (106), wherein, in response to detecting a subsequent follow-up action (112) by the rider, the deceleration request (102) is increased to a predefined second deceleration value (114).

2. Brake assistance method according to claim 1, wherein the braking request (104) is detected when a brake pressure (100) requested via at least one brake control element of the motorcycle is greater than a threshold value (108).

3. Brake assistance method according to claim 2, wherein the braking request (104) is detected when the brake pressure (100) is constant or increases within a predefined hysteresis range (110).

4. Brake assistance method according to one of the preceding claims, wherein the re-engagement (112) is detected when the requested brake pressure (100) is greater than a predefined re-engagement value (116).

5. Brake assistance method according to one of the preceding claims, wherein in response to detection of a subsequent second re-engagement (118), the deceleration request (102) is increased to a third deceleration value (120).

6. Brake assistance method according to claim 5, wherein the third deceleration value (120) is determined using the requested brake pressure (100) during the second re-gripping (118) and a predefined increase factor.

7. Brake assistance method according to one of claims 5 to 6, wherein the second follow-up action (118) is detected when the requested brake pressure (100) is greater than a predefined second follow-up action value (122).

8. Control unit for a motorcycle, wherein the control unit is designed to execute, implement and / or control the brake assistance method according to one of the preceding claims in corresponding devices.

9. A computer program product configured to instruct a processor, upon execution of the computer program product, to execute, implement and / or control the brake assistance method according to one of claims 1 to 7.

10. A machine-readable storage medium on which the computer program product according to claim 9 is stored.

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