Method, control device, computer program product, and storage medium for operating a motorcycle having an electronic combined braking system.

Abstract

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

Description

Technical Field

[0001] The present invention relates to a method for operating a motorcycle having an electronic combined brake system, a corresponding control device, and a corresponding computer program product.

Background Art

[0002] A motorcycle can have an integral brake. With the integral brake, when a driver operates the front-wheel brake of the motorcycle through a brake lever on the handlebar, the rear-wheel brake of the motorcycle can also be operated. Thereby, it becomes unnecessary to operate a brake pedal for the rear-wheel brake.

[0003] When the rear wheel loses grip on the ground, the ABS of the motorcycle can shift the rear wheel back into the region of static friction by periodically reducing and then increasing the brake pressure of the rear-wheel brake. In that way, slip of the rear wheel can be prevented.

[0004] Patent Document 1 describes integral brake equipment.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Given the above background, the approach proposed herein proposes a method for operating a motorcycle having an electronic combined braking system, a corresponding control device, and a corresponding computer program product, each under its own independent claim. Preferred developments and improvements of the approach proposed herein will become apparent from the detailed description of the invention and are described in the dependent claims. [Means for solving the problem]

[0007] In the approach proposed here, the rear wheel braking force is dynamically controlled according to the driving conditions, rather than being periodically and abruptly reduced and then increased again, as in the case of an anti-lock system. Depending on the driving conditions, varying levels of braking force can be transmitted to the ground by the rear wheel. The driving conditions are recognized, and the braking force that can be transmitted at that time is determined. Dynamic control makes it possible to keep the rear wheel braking force as consistently high as possible. In other words, the rear wheel braking force is not a fixed ratio to the front wheel braking force. Dynamic control allows the rear wheel braking force to be changed while the overall braking requirement remains constant. In particular, the control allows for changes in the distribution of the overall braking requirement between the front and rear wheels.

[0008] The approach proposed here allows the rear wheel to operate consistently within the static friction region under various driving conditions. A certain degree of slip is acceptable, as the maximum force that can be transmitted is first reached when the wheel has some slip. Braking force is controlled so that the slip is less than the slip at which the maximum force can be transmitted occurs. If this maximum is exceeded, the rear wheel will move into the slip friction region and begin to slip. If, despite dynamic control, the rear wheel moves into the slip friction region, ABS intervenes to rapidly and powerfully reduce the braking force, then accelerates the rear wheel back into the static friction region. However, the braking force is dynamically controlled so that the rear wheel remains almost constantly in the static friction region. Such control eliminates the need for ABS intervention.

[0009] A method has been proposed for operating a motorcycle equipped with an electronic combined braking system (eCBS). When the front brake of the motorcycle is operated by the motorcycle rider, braking force is generated at the rear wheel of the motorcycle using the eCBS, and this rear braking force using the eCBS is dynamically controlled depending on the current riding conditions of the motorcycle.

[0010] The ideas relating to embodiments of the present invention can be considered to rely, in particular, on the considerations and findings described below.

[0011] An electronic combined braking system can be abbreviated as eCBS. The eCBS can be operated via a central control element. In the case of a motorcycle, this central control element is the brake lever on the motorcycle's handlebars. When the central control element is operated, both the front and rear wheels of the motorcycle are braked. Operation of the brake pedal to brake the rear wheel is not required.

[0012] Driving conditions can include, for example, straight-line driving, track driving, or cornering. Driving conditions can be recognized using sensor data from the motorcycle. Depending on the driving conditions, different levels of braking force can be transmitted to the rear wheel.

[0013] The current riding conditions can be recognized by utilizing the motorcycle's lean angle. The lean angle allows for distinguishing, for example, cornering from straight-line riding. During cornering, cornering force is transmitted to the ground. This cornering force reduces the available braking force.

[0014] The current driving situation can be recognized by utilizing the tilt angle of the rear wheels. This tilt angle can arise from the overlap of longitudinal rear wheel rolling and lateral slip. Lateral slip may be caused by cornering forces during cornering. Different types of cornering can be distinguished by the tilt angle.

[0015] The rear wheel braking force can be adjusted using at least one predefined brake pressure ramp. The brake pressure ramp can set the rate of change in braking force. The brake pressure ramp can prevent abrupt changes in braking force. The brake pressure ramp can prevent shocks to the rear wheel. The brake pressure ramp can ensure a gradual change in braking force.

[0016] In response to the recognition of cornering as a driving situation, the rear wheel braking force can be maintained at least proportionally until the apex of the curve or immediately thereafter, until the end of the curve is recognized and / or until a desire to accelerate is recognized. After passing the apex of the curve, the rear wheel can continue to apply slight braking to stabilize the motorcycle during cornering. Braking the rear wheel can straighten the motorcycle. Braking the rear wheel can improve the directional stability of the motorcycle during cornering. The end of cornering can be recognized when a desire to accelerate is detected through the motorcycle's throttle lever. When the motorcycle exits the curve and accelerates again, the rear wheel braking can be released.

[0017] The vertex can be identified using the tilt angle. In particular, the change in the tilt angle can be monitored. The tilt angle may have its maximum value at the vertex.

[0018] Alternatively or as an addition, the apex can be recognized when the front brakes are released. In sporty cornering, the driver brakes up to the apex and accelerates immediately after the apex. The rear wheels can continue to brake, particularly slightly, after the front brakes are released until acceleration resumes.

[0019] To reduce the braking force of the rear wheel, a controllable proportional valve in the eCBS can be used. The proportional valve can take an intermediate position between an open position and a closed position. The proportional valve may be a dedicated valve in the motorcycle's braking system. The proportional valve does not have to be part of the ABS. The proportional valve allows for adjustment of the rate at which the brake pressure decreases in the rear wheel brake circuit. The proportional valve can prevent abrupt drops in brake pressure, such as when the ABS discharge valve opens. To increase the braking force, a controllable pump in the braking system and / or another proportional valve in the eCBS can be used.

[0020] When braking force is generated through the motorcycle's brake pedal, the braking force on the rear wheel can be increased regardless of the riding conditions. Dynamic control of the braking force can be achieved by using the brake pedal. The dynamic control of the braking force proposed here adjusts the braking force to near its maximum possible value, so that braking with the brake pedal can cause the rear wheel to slide into the friction zone. At this point, it is also possible to lock the rear wheel.

[0021] The braking force of the rear wheel can be dynamically controlled depending on the riding conditions, independently of the operation of the front wheel brake. For example, the rear wheel brake can be used to stabilize the motorcycle.

[0022] This method is preferably computer-implemented, and may be implemented, for example, in software or hardware, or in a combination of software and hardware, for example, in a driver assistance system.

[0023] The approach proposed herein further provides a control device, which is configured to carry out, control, or embody each step of one aspect of the method proposed herein with a corresponding device.

[0024] The control device may be an electrical device having 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 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 storage unit. The interface may be configured as a sensor interface for reading sensor signals from a sensor and / or as an actuator interface for outputting data signals and / or control signals to an actuator. The communication interface may be configured to read or output data wirelessly and / or wired. The interface may be, for example, a software module present in a microcontroller in addition to other software modules.

[0025] It 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 in particular a computer program product or a program having program code utilized to execute, implement, and / or control each step of the method according to the embodiments described above when the computer or device executes the program product or the program.

[0026] It should be noted that some of the possible components and advantages of the present invention are described here in connection with different embodiments respectively. As will be apparent to those skilled in the art, the components of the control device and the method can be appropriately combined, adapted, or replaced in order to arrive at still further embodiments of the present invention.

[0027] Next, embodiments of the present invention will be described with reference to the accompanying drawings, but neither the drawings nor the description should be construed as limiting the present invention.

Brief Description of the Drawings

[0028] [Figure 1] It is a diagram showing a motorcycle having a control device based on one example.

Modes for Carrying Out the Invention

[0029] The drawings are only schematic and not true to scale. The same reference numerals represent the same components or components having the same function.

[0030] FIG. 1 shows a drawing of a motorcycle 100 having a control device 102 for controlling a dynamic electric combined brake system 104 of the motorcycle 100. The dynamic electric combined brake system 104 is abbreviated as dynamic eCBS. The dynamic eCBS 104 has a pump - valve block 106 having a front brake circuit 108 and a rear brake circuit 110. The front brake circuit 108 acts on a front wheel brake 112 on the front wheel 114 of the motorcycle 100. The rear brake circuit 110 acts on a rear wheel brake 116 on the rear wheel 118 of the motorcycle 100. Each brake circuit 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 the handle 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.

[0031] A hydraulic pump 126 is incorporated in the pump - valve block 106. The hydraulic pump 126 can increase the brake pressure 128 of the front brake circuit 108 and / or the rear brake circuit 110 higher than the pressure required by each master brake cylinder.

[0032] With the Dynamic eCBS 104, when brake pressure 128 is generated in the front brake circuit 108 via the brake lever 120, brake pressure 128 is also generated in the rear brake circuit 110 using the hydraulic pump 126. As a result, operation of the brake pedal 124 is not 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 operated.

[0033] In the proposed approach, the brake pressure 128 of the rear brake circuit 110 is dynamically controlled depending on the current driving conditions 130. The current driving conditions 130 determine how high a braking force 132 can be transmitted from the rear wheels 118 to the ground 134. The dynamic eCBS 104 controls the braking force 132 so that the maximum possible braking force 132 is approximately transmitted. At this time, the braking force 132 is adjusted to be as constant and high as possible.

[0034] In driving conditions 130, a distinction is made between driving in a straight line and driving around a curve. When driving around a curve, only a lower braking force 132 can be transmitted to the ground 134 than when driving in a straight line. This is because a cornering force 136 is additionally transmitted to the ground 134, limiting the grip of the rear wheels 118 on the ground 134.

[0035] In one embodiment, the driving condition 130 is recognized using the current tilt angle 138 of the motorcycle 100. The tilt angle 138 allows for the distinction between driving in a straight line and driving around a curve.

[0036] In one embodiment, the driving condition 130 is recognized using the inclination and rotation angle 140 of the rear wheels 118. Different types of curve driving can be distinguished by the inclination and rotation angle 140.

[0037] In one embodiment, when cornering is recognized, the rear wheel 118 continues to be braked at least slightly after the apex of the curve until the cornering is completed and / or until acceleration occurs beyond the curve. This improves the directional stability of the rear wheel 118 when cornering towards the apex. The apex can be recognized at the maximum value of the tilt angle 138. Alternatively or supplementally, the apex can be recognized by releasing the brake lever 120.

[0038] In one embodiment, the pump valve block 106 has a proportional valve 142 at least in the rear brake circuit 110. The proportional valve 142 can be opened to various sizes, thereby controlling the flow rate through the proportional valve 142. For example, the brake pressure 128 in the rear brake circuit 110 can be slowly reduced through the proportional valve 142 to adapt the brake force 132 to the current driving conditions 130. Here, the proportional valve 142 is not a component of the ABS control of the motorcycle 100.

[0039] In one embodiment, the dynamic eCBS 104 can be deactivated by pressing the brake pedal 124. Through the pressure applied to the brake pedal 124, the brake pressure 128 of the rear brake circuit 110 can be increased beyond the optimal pressure for the driving conditions 130. This allows the rear wheels 118 to be braked more strongly than necessary for the current driving conditions 130, and to shift into the slip friction region. The rear wheels 118 can be locked at any time through the brake pedal 124.

[0040] In the following, the possible configurations of the present invention will be summarized again, or explained using somewhat different terminology.

[0041] A dynamic electronic combined braking system (dynamic eCBS) for motorcycles is proposed.

[0042] Motorcycles equipped with an electronic combined braking system (eCBS) require a two-channel ABS hydraulic unit with a pump motor and additional valves to enable active pressure generation. Active pressure generation (integral braking) can be performed in either the rear or front brake circuit. The use of eCBS enhances stability and the deceleration capabilities of the motorcycle.

[0043] The proposed initiatives will enhance the overall safety and performance of eCBS when driving on circuits and off-road.

[0044] Sport motorcycles typically feature multiple ABS modes, one of which is intended solely for track and / or off-road use. In this special mode, the rear ABS is deactivated to give the rider greater personal control through the rear wheel. Currently, the use of eCBS, which deactivates the rear ABS, is very limited due to the instability caused by the active pressure generated on the rear wheel during hard braking, lane changes, or cornering. As an alternative, to meet safety requirements, eCBS can also be used with the rear ABS activated, although performance will be reduced.

[0045] The proposed approach utilizes eCBS, which, from the driver's perspective, disables the rear-wheel ABS, yet still guarantees a stable vehicle.

[0046] A dynamic eCBS system for the rear wheels is proposed.

[0047] To ensure a stable vehicle during active pressure generation at the rear wheels (partial integral braking), Dynamic eCBS monitors vehicle stability. To guarantee a stable vehicle at all times, the active pressure generated at the rear wheels is controlled by referring to stability criteria such as rear wheel slip, rear wheel deceleration, lean attitude, and / or lean angle. To ensure this, Dynamic eCBS can control the pressure regardless of driver braking intervention at the front wheels.

[0048] Dynamic eCBS controls the active braking pressure generation at the rear wheels to achieve maximum performance depending on driving conditions (straight-line driving, track driving, cornering). If instability occurs, Dynamic eCBS can automatically reduce the generated active pressure until the vehicle stabilizes again, without intervention from the ABS discharge or intake valves. Rear ABS is not needed and remains deactivated throughout the entire time. The driver can manually lock the rear wheels at any time.

[0049] As explained above, Dynamic eCBS can be applied independently. For enhanced safety, Dynamic eCBS can also be applied in combination with partially active rear-wheel ABS.

[0050] The use of Dynamic eCBS provides higher performance and stability compared to standard eCBS, tailored to the demands of both circuit and off-road driving.

[0051] Because the rear axle is automatically braked, even greater deceleration and braking stability are achieved. This results in improved controllability, as the driver only needs to concentrate on the front brake.

[0052] Dynamic eCBS constantly adapts the active pressure generated at the rear wheel to the current riding conditions. This leads to an improved cornering posture for the motorcycle, helping the rider maintain their trajectory during braking.

[0053] The proposed approach can be applied to any vehicle (ABS mode) in which the rear ABS is disabled, partially activated, or absent.

[0054] Dynamic eCBS allows the driver to intentionally lock the rear wheels via the rear brake pedal, and eCBS (partial integral braking) is available on the rear wheels (eCBS from front to rear). Dynamic eCBS controls the active pressure generated to ensure vehicle stability and performance.

[0055] Finally, it should be noted that concepts such as "to have" and "to include" do not exclude other components or steps, and the indefinite articles "eine" and "ein" do not exclude plurals. Claim symbols should not be considered as limitations. [Explanation of Symbols]

[0056] 100 Motorcycles 102 Control device 104 Electronic Combined Brake System 112 Front brake 118 Rear wheel 124 Brake pedal 130 Current driving status 132 Braking force 138 Tilt attitude angle 140 tilt rotation angle 142 Proportional valve

Claims

1. A method for operating a motorcycle (100) having an electronic combined braking system (eCBS) (104), wherein when the front brake (112) of the motorcycle (100) is operated by the driver of the motorcycle (100), a braking force (132) is generated at the rear wheel (118) of the motorcycle (100) using the eCBS (104), and the braking force (132) at the rear wheel (118) using the eCBS (104) is dynamically controlled depending on the current driving conditions (130) of the motorcycle (100).

2. The method according to claim 1, wherein the current driving status (130) is recognized using the tilt angle (138) of the motorcycle (100).

3. The method according to claim 1 or 2, wherein the current driving conditions (130) are recognized using the tilt and rotation angle (140) of the rear wheel (118).

4. The method according to any one of claims 1 to 3, wherein the braking force (132) of the rear wheel (118) is adjusted using at least one predefined brake pressure ramp.

5. The method according to any one of claims 1 to 4, wherein, in response to the recognition of curve driving as a driving condition (130), the braking force (132) of the rear wheels (118) is maintained at least proportionally until the peak of the curve or immediately thereafter, until a desire for acceleration is recognized.

6. The method according to claim 5, wherein the vertex is recognized using the tilt angle (138) of the motorcycle (100).

7. The method according to any one of claims 5 to 6, wherein the vertex is recognized when the front wheel brake (112) is released.

8. The method according to any one of claims 1 to 7, wherein a controllable proportional valve (142) of the eCBS (104) is used to reduce the braking force (132) of the rear wheel (118).

9. The method according to any one of claims 1 to 8, wherein when a braking force (132) is generated through the brake pedal (124) of the motorcycle (100), the braking force (132) of the rear wheel (118) is increased regardless of the driving conditions (130).

10. The method according to any one of claims 1 to 9, wherein the braking force (132) of the rear wheel (118) is dynamically controlled depending on the driving conditions (130) and regardless of the operation of the front wheel brake (112).

11. A control device (102) wherein the control device (102) is configured to implement, embody, and / or control the method according to any one of claims 1 to 10 using a corresponding device.

12. A computer program product configured to instruct a processor to perform, embody, and / or control the method described in any one of claims 1 to 9 when the computer program product is executed.

13. A machine-readable storage medium in which the computer program product described in claim 11 is stored.

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