Method and control device for operating a motorcycle having an electronic combined brake system

Abstract

The present invention relates to a method for operating a motorcycle (100) having an electronic combined brake system (eCBS) (104), wherein a braking force (132) is generated on a rear wheel (118) of the motorcycle (100) using the eCBS (104) when a front wheel brake (112) of the motorcycle (100) is actuated by a driver of the motorcycle (100), wherein the braking force (132) on the rear wheel (118) is dynamically controlled using the eCBS (104) depending on a current driving situation (130) of the motorcycle (100).

Description

[0001] Description

[0002] title

[0003] Method and control device for operating a motorcycle with an electronic combined braking system

[0004] Field of the invention

[0005] The invention relates to a method for operating a motorcycle with an electronic combined braking system, a corresponding control unit, and a corresponding computer program product.

[0006] State of the art

[0007] A motorcycle may have an integrated brake. This integrated brake also activates the rear brake of the motorcycle when the rider applies the front brake using a brake lever on the handlebar. This eliminates the need to operate the brake pedal for the rear brake.

[0008] If the rear wheel loses grip on the road, a motorcycle's ABS system can cyclically release and rebuild brake pressure in the rear brake to bring the rear wheel back into the static friction range. This can prevent the rear wheel from skidding.

[0009] EP 1 754 640 B1 describes an integral braking system.

[0010] Disclosure of the invention

[0011] Against this background, the approach presented here provides a method for operating a motorcycle with an electronic combined braking system, 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. Advantages of the invention

[0012] In the approach presented here, the braking force on the rear wheel is not cyclically reduced and then suddenly built up again like with an anti-lock braking system, but is dynamically controlled depending on the driving situation. Depending on the driving situation, different amounts of braking force can be transferred from the rear wheel to the ground. The driving situation is detected and the braking force that can be transferred is determined. The dynamic control makes it possible to keep the braking force on the rear wheel as constant and as high as possible. The braking force on the rear wheel is therefore not in a fixed ratio to the braking force on the front wheel. The dynamic control can change the braking force on the rear wheel while the overall braking demand remains constant. In particular, the control can change the braking force distribution of the overall braking demand between the front wheel and the rear wheel.

[0013] The approach presented here allows the rear wheel to be operated continuously within a static friction range in different driving situations. A certain amount of slip can be permitted because a maximum transferable force is only reached when the wheel is slipping. The braking force is controlled so that the slip is less than the slip at the maximum transferable force. If this maximum is exceeded, the rear wheel enters the sliding friction range and skids away. If the rear wheel enters the sliding friction range despite dynamic control, the ABS can intervene and suddenly and significantly reduce the braking force in order to accelerate the rear wheel again and bring it back into the static friction range. However, the braking force is dynamically controlled so that the rear wheel remains in the static friction range almost at all times. This control makes ABS intervention unnecessary.

[0014] A method for operating a motorcycle with an electronic combined braking system (eCBS) is proposed, wherein a braking force is generated at a rear wheel of the motorcycle using the eCBS when a front wheel brake of the motorcycle is actuated by a rider of the motorcycle. The braking force at the rear wheel is dynamically controlled using the eCBS depending on the current driving situation of the motorcycle. Ideas for embodiments of the present invention can be considered, among other things, to be based on the ideas and findings described below.

[0015] An electronic combined braking system (eCBS) is abbreviated to eCBS. The eCBS can be operated via a central control. On a motorcycle, the central control is a brake lever on the handlebars. When the central control is operated, both the front and rear wheels of the motorcycle are braked. Operating a brake pedal to brake the rear wheel is not required.

[0016] A driving situation can be, for example, driving straight ahead, turning, or cornering. The driving situation can be detected using sensor data from the motorcycle. Depending on the driving situation, different amounts of braking force can be applied to the rear wheel.

[0017] The current driving situation can be detected using the motorcycle's lean angle. The lean angle can be used, for example, to distinguish cornering from straight-ahead driving. During cornering, lateral forces are transferred to the road surface. These lateral forces reduce the transferable braking force.

[0018] The current driving situation can be detected using the slip angle of the rear wheel. A slip angle can result from the superposition of longitudinal rolling of the rear wheel and slip in the lateral direction. Slip in the lateral direction can be caused by the cornering forces during cornering. The slip angle can be used to differentiate between different types of cornering.

[0019] The braking force at the rear wheel can be adjusted using at least one predefined brake pressure ramp. A brake pressure ramp can specify the rate of change of the braking force. The brake pressure ramp can prevent an abrupt change in the braking force. The brake pressure ramp can prevent a jerk at the rear wheel. The brake pressure ramp can ensure a gradual change in the braking force.

[0020] In response to the detection of cornering as the driving situation, the braking force on the rear wheel can be maintained at least proportionally up to or shortly after the apex of the cornering, until the end of the cornering is detected and / or until a desire to accelerate is detected. After passing the apex of the cornering, the rear wheel can continue to be braked, particularly lightly, in order to stabilize the motorcycle when exiting the corner. By braking the rear wheel, the motorcycle can be stretched. By braking the rear wheel, the directional stability of the motorcycle can be increased while cornering. The end of the cornering can be detected when a desire to accelerate is detected via a handlebar on the motorcycle. When the motorcycle accelerates out of the corner again, the brake on the rear wheel can be released.

[0021] The apex can be detected using the bank angle. In particular, the bank angle can be monitored. The bank angle can have a maximum at the apex.

[0022] Alternatively or additionally, the apex can be detected when the front brake is released. During sporty cornering, the rider will brake to the apex and accelerate shortly after the apex. The rear wheel can continue to be braked, particularly slightly, after the front brake is released until acceleration.

[0023] An adjustable proportional valve of the eCBS can be used to reduce braking force on the rear wheel. A proportional valve can assume intermediate positions between an open position and a closed position. The proportional valve can be a separate valve in a motorcycle's braking system. The proportional valve cannot be part of the ABS. The proportional valve can be used to adjust the rate of brake pressure reduction in a rear-wheel brake circuit. The proportional valve can prevent a sudden drop in brake pressure, such as when an ABS outlet valve opens. To increase braking force, an adjustable pump of the braking system and / or another proportional valve of the eCBS can be used.

[0024] The braking force at the rear wheel can be increased regardless of the riding situation if the braking force is generated via the motorcycle's brake pedal. Dynamic braking force control can be overridden using the brake pedal. Since the dynamic braking force control presented here sets the braking force close to the maximum possible, the rear wheel can be brought into the sliding friction range by braking with the brake pedal. The rear wheel can also be locked in this process.

[0025] The braking force on the rear wheel can be dynamically controlled depending on the riding situation, independent of the front brake application. The rear brake can be applied, for example, to stabilize the motorcycle.

[0026] 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.

[0027] The approach presented here further creates a control unit, 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.

[0028] 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.

[0029] 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.

[0030] 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 achieve further embodiments of the invention.

[0031] Short description of the drawing

[0032] 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.

[0033] Fig. 1 shows a representation of a motorcycle with a control unit according to an embodiment.

[0034] The figure is merely schematic and not to scale. Like reference numerals denote like or equivalent features.

[0035] Embodiments of the invention

[0036] Fig. 1 shows a representation of a motorcycle 100 with a control unit 102 for controlling a dynamic electric combined braking system 104 of the motorcycle 100. The dynamic electric combined braking system 104 is abbreviated as Dynamic eCBS 104. The Dynamic eCBS 104 has a pump and valve block 106 with a front brake circuit 108 and a rear brake circuit 110. The front brake circuit 108 acts on a front wheel brake 112 on a front wheel 114 of the motorcycle 100. The rear brake circuit 110 acts on a rear wheel brake 116 on a rear wheel 118 of the motorcycle 100. Each of the brake circuits 108, 110 has a master brake cylinder. The master brake cylinder of the front brake circuit 108 is arranged on a brake lever 120 on a handlebar 122 of the motorcycle 100. The master brake cylinder of the rear brake circuit 110 is arranged on a brake pedal 124 of the motorcycle 100.

[0037] A hydraulic pump 126 is integrated into the pump and valve block 106. The hydraulic pump 126 can increase a brake pressure 128 in the front brake circuit 108 and / or the rear brake circuit 110 above a pressure requested at the respective master brake cylinder.

[0038] The Dynamic eCBS 104 generates brake pressure 128 in the rear brake circuit 110 using the hydraulic pump 126 when brake pressure 128 is generated in the front brake circuit 108 via the brake lever 120. As a result, no actuation of the brake pedal 124 is required to brake the rear wheel 118, and both the front wheel 114 and the rear wheel 118 are braked when the brake lever 120 is actuated.

[0039] In the approach presented here, the brake pressure 128 in the rear brake circuit 110 is dynamically controlled depending on a current driving situation 130. The current driving situation 130 determines how much braking force 132 can be transferred from the rear wheel 118 to the ground 134. The Dynamic eCBS 104 controls the braking force 132 such that approximately a maximum of the currently possible braking force 132 is transferred. The braking force 132 is set as constant and high as possible.

[0040] In driving situation 130, a distinction is made in particular between straight-ahead driving and cornering. During cornering, less braking force 132 can be transferred to the ground 134 than during straight-ahead driving, since a lateral force 136 is also transferred to the ground 134 and the adhesion of the rear wheel 118 to the ground 134 is limited.

[0041] In one embodiment, the driving situation 130 is detected using a current lean angle 138 of the motorcycle 100. The lean angle 138 can be used to distinguish between straight-ahead driving and cornering.

[0042] In one embodiment, the driving situation 130 is detected using a current slip angle 140 of the rear wheel 118. The slip angle 140 can be used to distinguish between different types of cornering.

[0043] In one embodiment, when cornering is detected, the rear wheel 118 continues to be braked at least slightly after the apex of the curve until cornering is completed and / or acceleration is initiated out of the curve. This increases the directional stability of the rear wheel 118 when entering the curve at the apex. The apex can be detected at a maximum of the lean angle 138. Alternatively or additionally, the apex can be detected by the release of the brake lever 120.

[0044] In one embodiment, the pump and valve block 106 has a proportional valve 142 at least in the rear brake circuit 110. The proportional valve 142 can open to varying degrees, thus controlling the flow through the proportional valve 142. For example, the brake pressure 128 in the rear brake circuit 110 can be slowly reduced via the proportional valve 142 in order to adapt the braking force 132 to the current driving situation 130. The proportional valve 142 is not part of an ABS control system of the motorcycle 100.

[0045] In one embodiment, the Dynamic eCBS 104 can be overridden by depressing the brake pedal 124. By pressing the brake pedal 124, the brake pressure 128 in the rear brake circuit 110 can be increased above the optimal pressure for the current driving situation 130. The rear wheel 118 is thus braked more strongly than required for the current driving situation 130 and can enter the sliding friction range. The rear wheel 118 can be locked at any time using the brake pedal 124.

[0046] In the following, possible embodiments of the invention are summarized again or presented with slightly different wording.

[0047] A dynamic electronic combined braking system for motorcycles (Dynamic eCBS) is presented.

[0048] A motorcycle with an electronic combined braking system (eCBS) requires a dual-channel ABS hydraulic unit with a pump motor and additional valves to enable active pressure buildup. Active pressure buildup (integral braking) can occur in either the rear or front brake circuit. The use of eCBS increases the stability and deceleration of motorcycles.

[0049] The presented approach increases the overall safety and performance of the eCBS when driving on the race track or off-road.

[0050] Sport bikes typically have multiple ABS modes, one of which is exclusively dedicated to track and / or off-road use. In this specific mode, rear ABS is deactivated to give the rider more individual control over the rear wheel. Currently, the use of eCBS with rear ABS deactivated is very limited due to the instability caused by the active buildup of pressure on the rear wheel during hard braking, surface changes, or cornering. Alternatively, eCBS can also be used with active rear ABS to achieve safety benefits, albeit with reduced performance.

[0051] The approach presented here uses eCBS, where from the driver's perspective the rear wheel ABS is deactivated while still ensuring a stable vehicle.

[0052] The dynamic eCBS on the rear wheel is introduced.

[0053] To ensure a stable vehicle during active pressure build-up at the rear wheel (partial integral braking), Dynamic eCBS monitors the vehicle's stability. The active pressure built up at the rear wheel is controlled based on stability criteria such as rear wheel slip, rear wheel deceleration, lean angle, and / or slip angle to ensure a stable vehicle at all times. To ensure this, Dynamic eCBS is able to control the pressure independently of the driver's braking intervention on the front brake.

[0054] Dynamic eCBS controls the active brake pressure buildup at the rear wheel to achieve maximum performance depending on the driving situation (straight-ahead driving, turning, cornering). In the event of instability, Dynamic eCBS can automatically reduce the active pressure buildup until the vehicle regains stability, without the ABS outlet or inlet valve intervening. Rear ABS is not required and remains inactive at all times. The driver can manually lock the rear wheel at any time. Dynamic eCBS can be used alone as described above. Dynamic eCBS can also be used in combination with a partially active rear-wheel ABS to increase safety.

[0055] The use of the Dynamic eCBS achieves greater performance and stability compared to a standard eCBS, tailored to the demands of the racetrack and off-road conditions.

[0056] Greater deceleration and braking stability are achieved because the rear axle brakes automatically. This provides better control, as the driver only needs to concentrate on the front brake.

[0057] Dynamic eCBS constantly adapts the active pressure applied to the rear wheel to the current riding situation. This results in better cornering and helps the rider stay in the lane when braking.

[0058] The presented approach can be applied to any vehicle (ABS mode) where the rear ABS is deactivated, the rear ABS is only partially active, or the rear ABS is not present.

[0059] With the dynamic eCBS, the driver can intentionally lock the rear wheel via the rear brake pedal, and the eCBS (partial integral braking) is available at the rear wheel (eCBS from front to rear), and the dynamic eCBS controls the active pressure that is built up to ensure the stability and performance of the vehicle.

[0060] Finally, it should be noted that terms such as "comprising," "having," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Reference signs in the claims are not to be considered limiting.

Claims

Claims 1 . Method for operating a motorcycle (100) with an electronic combined braking system (eCBS) (104), wherein a braking force (132) is generated at a rear wheel (118) of the motorcycle (100) using the eCBS (104) when a front wheel brake (112) of the motorcycle (100) is actuated by a driver of the motorcycle (100), wherein the braking force (132) at the rear wheel (118) is dynamically controlled using the eCBS (104) depending on a current driving situation (130) of the motorcycle (100).

2. Method according to claim 1, in which the current driving situation (130) is Using a lean angle (138) of the motorcycle (100) is detected.

3. Method according to one of the preceding claims, in which the current Driving situation (130) is detected using a slip angle (140) of the rear wheel (118).

4. Method according to one of the preceding claims, wherein the braking force (132) on the rear wheel (118) is adjusted using at least one predefined braking pressure ramp.

5. Method according to one of the preceding claims, in which, in response to a recognition of cornering as the driving situation (130), the braking force (132) on the rear wheel (118) is maintained at least partially up to or shortly after a peak of the cornering until an acceleration request is recognized.

6. The method according to claim 5, wherein the apex is detected using a lean angle (138) of the motorcycle (100).

7. Method according to one of claims 5 to 6, wherein the apex is detected when the front wheel brake (112) is released.

8. Method according to one of the preceding claims, in which a controllable proportional valve (142) of the eCBS (104) is used to reduce the braking force (132) on the rear wheel (118).

9. Method according to one of the preceding claims, in which the braking force (132) on the rear wheel (118) is increased independently of the driving situation (130) when the braking force (132) is generated via a brake pedal (124) of the motorcycle (100).

10. Method according to one of the preceding claims, in which the braking force (132) on the rear wheel (118) is dynamically controlled as a function of the driving situation (130) independently of an actuation of the front wheel brake (112).

11. Control unit (102), wherein the control unit (102) is designed to execute, implement and / or control the method according to one of the preceding claims in corresponding devices.

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

13. A machine-readable storage medium on which the computer program product according to claim 11 is stored.

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