Motorcycle and method for operating a motorcycle
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- BAYERISCHE MOTOREN WERKE AG
- Filing Date
- 2026-01-15
- Publication Date
- 2026-07-30
Smart Images
Figure DE2026100036_30072026_PF_FP_ABST
Abstract
Description
[0001] 24-2323 DE
[0002] 1
[0003] Motorcycle and methods for operating a motorcycle
[0004] The present invention relates to a motor vehicle and a method for operating a motor vehicle, such as a motorcycle.
[0005] The steering behavior of a motorcycle is reflected in the steering torque. This is applied by the rider's hand forces at the handlebars and acts around the vehicle's steering axis. This key parameter provides the rider with information about the riding conditions and thus significantly contributes to the riding experience. However, the steering torque, and therefore the handling, can change if, for example, the load changes or different tires with different profiles are fitted, etc. The rider may find this unpleasant, as this "new" handling is perceived as unfamiliar or simply worse.
[0006] It is therefore an object of the present invention to provide a motorcycle and a method for operating a motorcycle which make it possible to explicitly influence the driving behavior of the motorcycle.
[0007] This problem is solved by a motorcycle according to claim 1 and by a method according to claim 8. Further advantages and features will become apparent from the dependent claims, the description, and the accompanying figure.
[0008] According to the invention, a motorcycle comprises a frame structure and a steering device rotatably mounted thereon, which is operatively connected to an actuator designed to apply a force or torque to the steering device, and wherein the motorcycle has a control device designed to operate the actuator in such a way that a corrective steering torque can be generated at the steering device via the actuator depending on the driving condition. The actuator is, in particular, a steering actuator. To generate the force, the actuator expediently has a drive unit which operates, for example, electrically, hydraulically, and / or pneumatically. According to a preferred embodiment, the actuator comprises an electric drive via which the force or steering torque can be generated at the steering device. In its basic structure, the actuator can resemble a so-called steering damper. Expediently 24-2323 DE
[0009] 2
[0010] The actuator attaches to the steering mechanism, for example, the fork, particularly the fork legs or one of the triple clamps, and is supported by the motorcycle's frame structure. The actuator is arranged so that it can apply a torque to the steering mechanism or the fork in both clockwise and counterclockwise directions, thus advantageously providing the rider with a specific riding feel. The control unit can be a separate control module or software integrated into the vehicle's electronics. The riding condition refers specifically to the vehicle's operating point, which is determined, for example, by speed and lean angle. In addition to the two parameters mentioned above, other variables can also be used to determine the riding condition.
[0011] According to one embodiment, the control unit is designed to determine or detect the driving state based on recorded driving dynamics parameters, particularly dynamic ones, specifically based on speed, lean angle, longitudinal acceleration, wheel speed(s), roll rate, and / or the yaw rate of the motorcycle. This makes it advantageously possible to provide a specific steering torque depending on certain driving dynamics parameters.
[0012] Advantageously, the control unit is designed to detect the actual steering torque and compare it with a target steering torque to determine the corrective steering torque. According to a preferred embodiment, the target steering torque is stored in the control unit in the form of characteristic maps. This advantageously makes it possible to provide different driving modes, such as a driving mode for the city or a driving mode for the racetrack, etc. Depending on the selected driving mode or characteristic map, the steering torque is adjusted accordingly, or the steering system is supplied with a corresponding corrective characteristic map. Advantageously, this also makes it possible to react to changes on the motorcycle. For example, when riding with a passenger, the center of gravity and the weight of the vehicle change, and thus initially also the actual steering torque.This is measured and compensated for accordingly via the corrective steering torque. The operation with a passenger is just one example. Changing operating parameters, such as tire pressure or temperature, etc., can also be advantageously compensated for. 24-2323 DE.
[0013] 3
[0014] The motorcycle should ideally have suitable measuring technology / sensors to detect the actual steering torque.
[0015] According to one embodiment, the control device is designed to detect the state of at least one vehicle component in order to determine the corrective steering torque. According to one embodiment, the at least one vehicle component is a tire.
[0016] According to one embodiment, the condition of the tire (or tires) is described by at least one of the following measured or sensor parameters: tire type, air pressure, temperature, design, contour, and / or wear. These parameters can advantageously be determined using suitable measuring technology. This makes it possible to override the steering behavior resulting from the tire contour and, if desired, to simulate the behavior of a different tire contour. This allows tires with a more angular profile to be driven more agilely, and tires with a pointed profile to be driven more stably. The active steering system can also react dynamically to changes. For example, it is possible to respond to changes in air pressure or tire wear while driving. A pointed tire, which becomes increasingly angular and consequently less responsive over its lifespan, can be advantageously compensated for by the steering torque correction.The vehicle should ideally contain corresponding maps or models which, depending on the detected "condition", output the appropriate correction map.
[0017] The invention also relates to a method for operating a motorcycle which has a frame structure and a steering device rotatably mounted thereon, comprising the steps of:
[0018] - Providing a corrective steering torque depending on the driving condition; - Applying the corrective steering torque to the steering system via an actuator.
[0019] It should be noted here that the advantages and characteristics mentioned in connection with the motorcycle also apply to the process, and vice versa. The basis in this case is a motorcycle with an actuator or steering actuator that can apply torque around the steering axis. To describe the driving condition, vehicle dynamics parameters are required, which are often even standard features in modern vehicles. Examples include speed, lean angle, longitudinal acceleration, wheel speed(s), roll rate, and / or yaw rate.
[0020] 4
[0021] The steering torque (of the vehicle) is called the steering torque. To measure the steering torque, the motorcycle is suitably equipped with appropriate measuring technology. To emulate different steering torque characteristics, corresponding (target) maps are stored in the vehicle, describing the nature of the steering torque. In their simplest form, these are tables containing valid steering torque values for individual driving conditions. Driving conditions can be defined, for example, as a combination of speed and lean angle. This type of map is primarily valid for quasi-stationary conditions. For the maps to be valid in transient, time-dependent conditions, it is conceivable to extend the description of the operating point by incorporating further dynamic vehicle dynamics parameters. Examples include longitudinal acceleration, roll rate, yaw rate, or steering rate.
[0022] The (target) characteristic maps can be determined on the actual vehicle using suitable measurement technology, synthetically generated, or created through virtual simulation of the entire vehicle.
[0023] The driver can select the (target) characteristic maps, for example, via his on-board computer in the form of different driving modes.
[0024] Instead of determining the corrective steering torque by comparing the target steering torque with the actual steering torque, it is also possible to directly store the corrective steering torque in the form of corresponding correction maps. This makes it possible, for example, to store a correction map that compensates for the influence on steering behavior when the motorcycle is equipped with different tires.
[0025] The term "characteristic map" is to be interpreted broadly in this context. Instead of storing tables, characteristic curves, or actual "characteristic maps," (mathematical) models can also be stored which are capable of outputting a corrective steering torque depending on the operating point defined by the current driving condition.
[0026] According to one embodiment, the method therefore comprises the following steps:
[0027] Recording an actual steering torque and comparing it with a target steering torque to determine the correction steering torque 24-2323 DE
[0028] 5
[0029] and / or
[0030] - Determining the condition of a vehicle component to determine the corrective steering torque.
[0031] The procedure conveniently includes the following steps:
[0032] - Providing at least one correction map via simulation, in particular manual, fine-tuning and / or learning in ferry operation, wherein the influence of the state of a vehicle component on the steering torque is depicted in the at least one correction map.
[0033] To specifically compensate for air pressure, temperature, tire design, tire type, or wear, these parameters are expediently recorded using suitable measurement technology. Various approaches are conceivable for generating a new virtual tire characteristic map, for example, consisting of speed, lean angle, and steering torque. These include, for example, manually fine-tuning an existing characteristic map, applying a simulated target / specified characteristic map, or dynamically teaching a tire with good handling characteristics and calculating a delta characteristic map as soon as the tire has been changed or shows signs of wear.
[0034] According to one embodiment, the method comprises the step:
[0035] - Using a model for dynamic compensation of the vehicle condition, in particular wear, temperature and / or tire pressure.
[0036] This makes it possible, for example, to compensate for changing steering behavior when the tire heats up significantly or the air pressure changes, etc.
[0037] It should be mentioned here that the corrective steering torque can, in principle, be determined and applied continuously and, in particular, in real time.
[0038] Further advantages and features will then result from the following description of an embodiment of a motorcycle or a method with reference to the attached figure.
[0039] It shows: 24-2323 DE
[0040] 6
[0041] Fig. 1: a schematic view of an embodiment of a motorcycle, among other things to illustrate the method.
[0042] Fig. 1 schematically shows a motorcycle 10 on which a rider 1 is seated. The motorcycle 10 includes a steering device 12, to which a steering torque can be applied via an actuator 20. The steering device includes a fork 80. Reference numeral 40 denotes a control unit which, among other things, is capable of detecting a driving condition 42, a vehicle condition 44, and an actual steering torque 46. This makes it possible to act on the actuator 20 (compare the output 46) and apply a specific corrective steering torque to the steering device 12. The corrective steering torque can be determined by comparing the actual steering torque with a target steering torque. The corrective steering torque can also be determined directly, or alternatively, depending on the vehicle condition or one of its components. For example, it is possible to apply a corrective steering torque depending on the tire type in order to "simulate" the driving behavior of a different tire.The tires 60 of the motorcycle 10 wear down over time, leading to a change in steering torque. This can also be conveniently compensated for by the control unit 40. In addition, it is possible to simulate different driving characteristics or driving modes, since adjusting the steering torque can convey a specific steering feel or driving behavior to the driver. The steering torque applied by the driver (actual steering torque) and the current operating state are measured and compared with a stored steering torque, for example, in a map. The actuator 20 adjusts the corrective steering torque so that the driver experiences the stored map at the identified operating point. 24-2323 DE.
[0043] 7
[0044] Reference symbol list
[0045] 1 driver
[0046] 10 Motorcycle
[0047] 12 Steering device
[0048] 20 actuator
[0049] 40 Control unit
[0050] 42 Input Driving State 44 Input Vehicle State 46 Input Actual Steering Torque 48 Output
[0051] 60 tires
[0052] 80 Fork
Claims
24-2323 DE 8 Claims 1. Motorcycle (10), comprising a frame structure and a steering device (12) rotatably mounted thereon, which is operatively connected to an actuator (20) designed to apply a force or moment to the steering device (12), and wherein the motorcycle (10) has a control device (40) which is designed to operate the actuator (20) in such a way that a corrective steering torque can be generated at the steering device (12) via the actuator (20) depending on the driving condition.
2. Motorcycle (10) according to claim 1, wherein the control device is designed to determine the driving state on the basis of detected driving dynamics parameters, in particular dynamically, especially on the basis of speed, tilt angle, longitudinal acceleration, wheel speed(s), roll rate and / or yaw rate.
3. Motorcycle (10) according to claim 1 or 2, the control device is designed to detect an actual steering torque and to compare it with a target steering torque in order to determine the corrective steering torque.
4. Motorcycle (10) according to one of the preceding claims, where the target steering torque is stored in the form of characteristic maps, particularly in the control unit.
5. Motorcycle (10) according to one of the preceding claims, the control device is designed to detect the state of at least one vehicle component in order to determine the corrective steering torque.
6. Motorcycle (10) according to claim 5, where the vehicle component is the tire(s). 24-2323 DE 9 7. Motorcycle (10) according to claim 6, where the condition of the tire is described by at least one of the following measuring or sensor parameters: tire type, air pressure, temperature, design, contour, wear.
8. Method for operating a motorcycle (10) which has a frame structure and a steering device (12) rotatably mounted thereon, comprising the steps: - Providing a corrective steering torque depending on the driving condition; - Applying the corrective steering torque to the steering device (12) via an actuator (20).
9. Method according to claim 8, comprehensively the steps: - Recording the actual steering torque while driving and comparing it with a target steering torque to determine the corrective steering torque.
10. Method according to claim 8 or 9, comprehensively the steps: - Determining the condition of a vehicle component to determine the corrective steering torque.
11. Method according to any one of claims 8 to 10, comprehensively the steps: - Providing at least one correction map via simulation, in particular manual, fine-tuning and / or learning in ferry operation, wherein the influence of the state of a vehicle component on the steering torque is depicted in the at least one correction map.
12. Method according to one of claims 10 to 11, comprehensively the step: - Using a model for dynamic compensation of the vehicle condition, in particular wear, temperature and / or tire pressure.