Brake assist method for motorcycles, controller, computer program product and storage medium

Abstract

The present invention relates to a brake assist method for a motorcycle, which, in response to determining a risk of collision for the motorcycle using a sensor system of the motorcycle and determining a braking desire (104) of a driver of the motorcycle, increases a requested deceleration (102) for a brake system of the motorcycle to a first predefined deceleration value (106), and, in response to determining a subsequent re-gripping (112) of the driver, increases the requested deceleration (102) to a second predefined deceleration value (114).

Description

[Technical Field]

[0001] The present invention relates to a brake assist method for a motorcycle, a corresponding controller and a corresponding computer program product. [Background technology]

[0002] A motorcycle is an unstable system that is kept within control by the driver through constant corrections. Via a sensor system, the motorcycle can identify an imminent risk of a collision and automatically initiate a braking process. Since the driver did not initiate the braking process himself, he is surprised and is not prepared to stabilize the motorcycle with a corresponding correction. Therefore, the automatically activated braking process only needs to exert a limited braking action. The braking action only needs to be such that the driver can still make the necessary corrections and thus remain within control and prevent a fall. Summary of the Invention

[0003] Against this background, the proposed approach provides a brake assist method for a motorcycle as set forth in the independent claims, a corresponding controller and a corresponding computer program product. Advantageous further configurations and improvements of the proposed approach are evident from the description and are set forth in the dependent claims.

[0004] An inattentive driver is surprised by a braking process that he or she did not request. However, an attentive driver is not surprised and attempts to maintain control through the braking process. The approach presented here ensures that the braking process remains controllable for the driver by only providing braking assistance if the driver is attentive. Attentiveness is determined based on the driver's input operation of the operating elements of the motorcycle's braking system.

[0005] Motorcycle sensor systems can recognize impending collisions with a high probability. However, the approach presented here only provides brake assistance if the driver signals their awareness of a dangerous situation by applying the motorcycle's brakes. If the brake application is unintentional, the system provides limited brake assistance to allow an inattentive driver to regain control for the time being.

[0006] However, if the driver is careful, he or she can generally achieve a much higher degree of reliable braking control.

[0007] In the approach presented here, after providing the initial brake assist, a new check is made to see if the driver is attentive. If the driver is attentive, the brake assist is increased. Attention is recognized by generating brake pressure via the motorcycle brake lever and / or brake pedal that is greater than the primary brake pressure generated when the driver first recognizes the dangerous situation, i.e., by re-gripping.

[0008] The approach presented here allows a motorcycle to slow down significantly more than a motorcycle without enhanced brake assist, yet remains reliably controlled due to the constant checking of the driver's braking desires.

[0009] What is proposed is a brake assist method for a motorcycle, which in response to determining a risk of collision for the motorcycle using a sensor system of the motorcycle and determining a desire by a driver of the motorcycle to brake, increases a requested deceleration for the brake system of the motorcycle to a first predefined deceleration value, and in response to determining a subsequent re-gripping and / or re-application by the driver, increases the requested deceleration to a second predefined deceleration value.

[0010] The concepts for the embodiments of the present invention may be considered to be based, inter alia, on the ideas and realizations set forth below.

[0011] The risk of a collision can be detected, for example, by a predictive sensor on the motorcycle. The sensor can be, for example, a radar sensor. The risk of a collision can be determined, for example, when the motorcycle is in danger of colliding with an object traveling ahead without braking intervention. Because the determination by a sensor system is not entirely one-to-one, the proposed approach uses the motorcycle driver as a sort of human sensor for establishing the risk of a collision. The driver establishes the determined risk of a collision by operating a brake control element of the motorcycle's braking system, i.e., by operating a brake lever on the steering wheel of the motorcycle and / or a brake pedal on the footrest of the motorcycle. Once the driver establishes the risk of a collision, the brake system is activated to generate an additional assist brake pressure that exceeds the brake pressure generated by the driver at the brake control element. The assist brake pressure is applied in stages. The first stage is parameterized so that an unprepared driver can still reliably control the motorcycle and, for example, still make an avoidance maneuver. A first deceleration value represents the first stage.

[0012] However, if the driver requests more brake assistance than the first stage and re-gripping the brake operating element, i.e., generating more brake pressure, this is considered a sure sign that the driver actually wants to brake more. At this point, the brake assistance can be increased to a higher second stage, significantly shortening the braking distance of the motorcycle. The second stage is represented by a second deceleration value, which is greater than the first deceleration value.

[0013] A braking request may be recognized if the brake pressure requested via at least one brake operating element of the motorcycle is greater than a threshold value, and the threshold value for activating the brake assist may be low enough that the driver can easily overcome it.

[0014] A braking request can be recognized if the brake pressure remains constant or increases within a hysteresis range around a predefined threshold. Because the driver is human, they can slightly reduce the brake pressure, for example by changing the position of their hands on the steering wheel, and only then can they increase or decrease it again. However, in truly dangerous situations, the driver will not reduce the brake pressure completely.

[0015] A re-gripping may be determined if the requested brake pressure is greater than a predefined re-gripping value. The re-gripping value may be large enough to prevent it from being accidentally exceeded, but may also be small enough that an average driver can reliably exceed the re-gripping value with their hand force.

[0016] In response to a subsequent determination of a second re-grip, the requested deceleration may be increased to a third deceleration value. If the driver re-gripping again after the requested deceleration increase in response to the first re-grip, i.e., pressing the brake lever or brake pedal harder, it may be assumed that the driver wants to invoke the maximum instantaneous possible deceleration. In this case, the third deceleration value may be within the ABS control range, i.e., the ABS may respond by slowing the motorcycle to the maximum extent possible.

[0017] The third deceleration value may be set using the brake pressure required during the second re-gripping and a predefined ramp-up factor. The third deceleration value may be dynamic; the driver can influence the third deceleration value through his braking performance, by multiplying the brake pressure applied at the brake lever or brake pedal by the ramp-up factor.

[0018] A second regrip may be determined if the requested brake pressure is greater than a predefined second regrip value. The second regrip value may be greater than the first regrip value. The second regrip value may be such that it is exceeded only when the driver actually perceives that the risk of a collision is most imminent, by operating the brake operating element with a substantially greater force.

[0019] The method is preferably computer implemented and may be implemented, for example, in software, or in hardware, or in a mixed form of software and hardware, for example in a driver assist system.

[0020] The approaches presented herein further provide a controller for a motorcycle, where the controller is configured to perform, activate or implement the steps of the method embodiments presented herein in a corresponding device.

[0021] The controller may be an electrical device comprising at least one computing unit for processing signals or data, at least one storage unit for storing signals or data, and at least one interface and / or at least one communication interface for reading or outputting data embedded in a communication protocol. The computing unit may 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 storage unit may be, for example, a flash memory, an EPROM, or a magnetic memory unit. The interface may be configured as a sensor interface for reading sensor signals from sensors and / or as an actuator interface for outputting data and / or control signals to actuators. The communication interface may be configured for reading or outputting data wirelessly and / or via a wired connection. The interface may be a software module, for example, a software module provided together with other software modules in a microcontroller.

[0022] A computer program product or computer program comprising program code, which may be stored on a machine-readable carrier or storage medium, such as a semiconductor memory, a hard disk memory or an optical memory, and which is used to implement, execute and / or run the steps of the method according to the above-described embodiments, is also advantageous, particularly when the program product or program is implemented in a computer or device.

[0023] It should be noted that while some possible features and advantages of the present invention are described herein with respect to several different embodiments, those skilled in the art will recognize that the features of the controller and the method can be appropriately combined, matched, or interchanged to arrive at further embodiments of the present invention.

[0024] Several embodiments of the present invention will now be described with reference to the accompanying drawings, but neither the drawings nor the description should be construed as limiting the present invention. [Brief explanation of the drawings]

[0025] [Figure 1] 1 shows the course of a braking process on a motorcycle using a brake assistance method according to an embodiment; DETAILED DESCRIPTION OF THE INVENTION

[0026] The figures are only schematic and are not to scale, and the same reference symbols refer to the same features or features of the same function.

[0027] 1 shows the course of a braking process on a motorcycle using a brake assistance method according to one embodiment. The braking process is shown in two time-correlated graphs, each with time t plotted on its horizontal axis. The first graph plots on its vertical axis the brake pressure 100 applied by the motorcycle driver on a brake actuation element of the motorcycle. The second graph plots on its vertical axis the required deceleration 102 or resultant deceleration 102' or resultant pressure at the brake caliper.

[0028] At t=0, the motorcycle's sensor system determines a risk of collision. The driver also determines the risk of collision and signals a braking request 104 by operating at least one brake operating element of the motorcycle at approximately t=0. It does not matter whether the driver operates a brake lever on the steering wheel or a brake pedal on the footrest. What matters is that the driver generates braking pressure 100. If the braking request 104 is determined, the method presented here increases the requested deceleration 102 to a first deceleration value 106. The first deceleration value 106 is predefined but can be parameterized, i.e., adapted to the respective motorcycle and / or the respective driver.

[0029] In one embodiment, a braking request 104 is identified when the brake pressure 100 exceeds a threshold value 108. The first threshold value 108 is predefined but is parameterizable, i.e., can be adapted to each motorcycle and / or each driver.

[0030] In one embodiment, a braking request 104 is determined if the brake pressure 100 remains constant or increases within a predefined hysteresis range 110. The first hysteresis range 110 is predefined but is parameterizable, i.e., can be tailored to each motorcycle and / or each driver. In particular, the hysteresis range 110 has an upper value and a lower value. The brake pressure 100 can oscillate between these two values, which then determines a braking request 104. Furthermore, a braking request 104 is also determined if the brake pressure 100 increases beyond the upper value.

[0031] Now, suppose that the motorcycle is decelerated at a deceleration 102' that is stronger than the deceleration that would be achieved by the brake pressure 100 alone in the brake operating element.

[0032] The driver then recognizes that the situation is dangerous, i.e., that the previous braking was insufficient or could become even more dangerous, and requests further deceleration 102', i.e., presses again. This re-gripping 112 is an indication that the driver is definitely being careful. If the re-gripping 112 is recognized, the requested deceleration 102 is increased to a second deceleration value 114. The second deceleration value 114 is also predefined, but is parameterizable, i.e., can be adapted to the respective motorcycle and / or the respective driver.

[0033] During re-gripping 112, the driver generates additional brake pressure 100 at the brake actuation element. In one embodiment, re-gripping 112 is determined when the brake pressure 100 exceeds a re-gripping value 116. If the re-gripping value 116 is exceeded, the requested deceleration 102 is increased to a second deceleration value 114. The re-gripping value 116 is predefined but can be parameterized, i.e., adapted to each motorcycle and / or each driver.

[0034] Now suppose the motorcycle is decelerated at a deceleration 102' that is significantly greater than the deceleration that would be achieved through brake pressure 100 applied by the driver.

[0035] In one embodiment, it is determined that the previous deceleration 102' did not slow the motorcycle sufficiently. The driver applies a new push to further slow the motorcycle. When a second re-gripping 118 is detected, the requested deceleration 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 exceed a set threshold of the motorcycle's ABS. The ABS then intervenes to limit the actual deceleration 102.

[0036] In one embodiment, a second regrip 118 is identified if the brake pressure 100 is greater than the second regrip value 122. During the second regrip 118, the driver generates a new, additional brake pressure 100 by increasing hand force or pedal power, so the second regrip 118 results in a new increase in brake pressure 100. The second regrip value 122 is predefined but is parameterizable, i.e., can be adapted to each motorcycle and / or each driver.

[0037] In one embodiment, during the second re-gripping 118, the requested deceleration 102 is increased proportionally to the brake pressure 100. The requested deceleration 102 is, for example, higher by a predetermined increase factor than the deceleration 102' that would otherwise be achieved by the brake pressure 100. This proportionally higher requested deceleration 102 allows the driver to directly control the deceleration 102' via the brake pressure 100 at the brake operating element, i.e., to remain below the ABS threshold. If the brake pressure 100 is increased to a level above the threshold, the ABS again intervenes and limits the actual deceleration 102'.

[0038] In the following, possible configurations of the invention will be summarized once again or presented in slightly different wording choices.

[0039] A novel control strategy for the Emergency Brake Assist function is presented.

[0040] In the passenger car sector, emergency brake assists are already mass-produced and off-the-shelf. In motorcycle development, these systems are currently still in the research and pre-development stages. One preliminary step in this emergency braking system is a brake assist device that generates additional brake pressure in the ABS system if the driver does not generate enough pressure to overcome the speed differential when a dangerous situation is recognized (detected by radar). There are two conditions for this: a clearly identifiable driver braking request (a minimum value for brake pressure is reached) and radar recognition of a dangerous situation. These systems can also be called BrakeBoostAssist (BBA) or EmergencyBrakeAssist (EBA).

[0041] Due to the sufficient stability of the four-wheeled vehicle sector, the brake pressure can be brought close to the ABS control range, so no critical situations are expected in the passenger car sector. However, due to the fundamental instability of motorcycles, a classic emergency brake assist / automated emergency brake (AEB) cannot be implemented one-to-one. Research has revealed that in the case of automatic brake intervention, certain pressure levels, including jerk limits, must not be exceeded to guarantee a safe state for the motorcycle and its driver. However, these values ​​only apply to inattentive drivers.

[0042] The approach presented here adapts a conventional control strategy to an Emergency Brake Assist (EBA) function. Conventionally, a parameterizable maximum deceleration is allowed for an inattentive driver. This limit is constant and easily achieved in critical situations. Therefore, conventionally, higher deceleration is not allowed.

[0043] However, if a clear driver request is recognized in a critical situation (sufficient brake pressure at the master cylinder), it can be assumed that the driver is alert and prepared to decelerate the vehicle. In this case, the pressure can be increased up to the ABS control, which is then considered to correspond to the maximum possible deceleration.

[0044] False-positive Emergency Brake Assist (EBA) can lead to dangerous situations where traffic backs up (rear-end collisions). Therefore, it is advantageous to limit the maximum allowable deceleration during normal driving. The approach presented here allows this limitation to be lifted under special circumstances. These special circumstances include determining that the driver is alert and that a collision with a person ahead is unavoidable.

[0045] The attentiveness or driver braking qualification is made via the driver pressure (p_vor), i.e. via the brake pressure measurable at the master cylinder. If the driver pressure (p_vor) is constant within the hysteresis, it can be assumed that the driver is attentive, which means that braking is intended. If the driver re-gripping and the driver pressure (p_vor) increases, it can likewise be assumed that the driver is attentive and that braking is intended.

[0046] The approach presented here increases the maximum possible deceleration of the ABS when the radar requests maximum deceleration (on the ABS CAN-BUS), when the Emergency Brake Assist (EBA) is activated (the first activation threshold is reached due to driver pressure), and when the attentiveness determination unit (driver braking determination unit) determines attentiveness.

[0047] Once the minimum pressure (p_vor) and the minimum vehicle deceleration (a_ist) (two parameters) are achieved, the system (parameter) increases the maximum possible deceleration. In this case, it is assumed that deceleration is desired and necessary and that there are no false detections by the surroundings detection system. In this case, the first pressure threshold EBA, the first maximum possible deceleration for the first pressure threshold, the second pressure threshold EBA, and the deceleration offset that is added to the deceleration and correspondingly to the driver's braking request can be parameterized.

[0048] A further increase in p_vor during emergency brake assist EBA (the ABS generates additional pressure in the brake calipers) leads, in one embodiment, to a further factorial increase in the maximum possible deceleration, whereby the first pressure threshold value_EBA, the first maximum possible deceleration for the first pressure threshold value, the second pressure threshold value_EBA and a factor for the new maximum possible deceleration can be parameterized as a function of p_vor.

[0049] Finally, it is to be pointed out that terms such as "comprise" and "include" do not exclude other elements or steps, and terms such as "a" do not exclude a plurality. Reference signs in the claims should not be considered as limiting. [Explanation of symbols]

[0050] 100 Brake pressure 102 Requested deceleration 104 Braking request 106 First deceleration value 108 Threshold 110 Hysteresis Range 112 Re-gripping 114 Second deceleration value 116 Re-gripping Value 118 Second Re-gripping 120 Third deceleration value 122 Second Regripping Value

Claims

1. A brake assist method for a motorcycle, comprising: in response to determining a collision risk for the motorcycle using a sensor system of the motorcycle and determining a braking desire (104) of a driver of the motorcycle, increasing a requested deceleration (102) for a brake system of the motorcycle to a predefined first deceleration value (106); and in response to determining a subsequent re-gripping (112) of the driver, increasing the requested deceleration (102) to a predefined second deceleration value (114).

2. 2. The brake assist method according to claim 1, wherein the braking request (104) is determined if the brake pressure (100) requested via at least one brake operating element of the motorcycle is greater than a threshold value (108).

3. 3. The brake assist method of claim 2, wherein the braking request (104) is determined if the brake pressure (100) is constant or increasing within a predefined hysteresis range (110).

4. 4. The brake assist method according to claim 1, wherein the regrip (112) is determined if the requested brake pressure (100) is greater than a predefined regrip value (116).

5. 5. The brake assist method of claim 1, further comprising increasing the requested deceleration to a third deceleration value in response to a subsequent second re-gripping.

6. 6. The brake assist method of claim 5, further comprising: setting the third deceleration value (120) using the brake pressure (100) required during the second regrip (118) and a predefined ramp factor.

7. 7. The brake assist method according to claim 5, wherein the second regrip (118) is determined if the requested brake pressure (100) is greater than a predefined second regrip value (122).

8. 8. A controller for a motorcycle, the controller being configured to implement, realize and / or activate a brake assist method according to any one of claims 1 to 7 in a corresponding device.

9. 8. A computer program product arranged to instruct a processor to perform, implement and / or activate a brake assist method according to any one of claims 1 to 7 when said computer program product is executed.

10. 10. A machine-readable storage medium having stored thereon the computer program product of claim 9.

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