DE102008056665A1 - Clutch operating method for motor cycle i.e. super sport motorcycle, involves partly or completely opening clutch by generation of hydraulic pressure, if dynamic driving condition is realized with danger of crashing - Google Patents

Abstract

The method involves arranging a clutch (K) between an engine and a drive of a motor cycle. A control of a status of the clutch is realized by controlling the hydraulic pressure in a clutch hydraulic circuit (36). The clutch is partly or completely opened by generation of hydraulic pressure, if a dynamic driving condition is realized with danger of crashing. The clutch hydraulic circuit is connected with a hydraulic brake circuit of an electronically controlled brake system such that a hydraulic pressure generation is realized with help of a hydraulic pump (15) i.e. radial piston pump. An independent claim is also included for a motor cycle comprising a clutch operated hydraulically by a clutch hydraulic circuit.

Description

The The invention relates to a method according to the preamble of claim 1 and a motorcycle according to the preamble of claim 11.

The Motorcycle has been a cost-effective over the past few decades Means of transportation developed into a recreational vehicle, which increases both safety and comfort the driver is brought to the foreground.

Traditionally Motorcycles have ever an actuator for each of the two brake circuits. Mostly the front brake gets through a "hand brake lever" and the rear brake by a "foot brake lever" actuated.

In the context of motorcycles, an "integral brake system" is understood to mean a brake system in which the brake of the second brake circuit is additionally braked by an active brake pressure build-up when the handbrake lever or the footbrake lever is actuated However, combinations are also possible in which one brake lever acts on one wheel and the other brake lever acts on both wheels (partial integral brake) for example from the DE 38 03 563 A1 and DE 103 16 351 A1 known.

Similar to automobiles a few years ago, motorcycles are increasingly equipped with anti-lock braking systems (ABS). From the JP 2000071963 A is known a braking system for motorcycles, which ensures the functionality of ABS and integral brake. The brake system has a hydraulically actuated front and rear brake, in which can be constructed together as well as independently of one another via a foot and hand operated master cylinder brake pressure in the wheel brakes. For brake slip control (eg anti-lock function or electronic brake force distribution), electromagnetically activatable intake and exhaust valves and a dual-circuit pump drivable by an electric motor are used in the front and rear wheel brake circuits. Furthermore, in addition to the inlet and outlet valves and the pump additionally electrically operated isolation and changeover valves in the two brake circuits available to build electro-hydraulically manual pressure on one of the two master cylinder brake pressure in the non-manually operated brake circuit (integral function), including the Pump and the separating and switching valve are electrically activated in not manually operated brake circuit.

by virtue of increased safety and / or increased comfort It is to be expected that in the future it will be stronger and stronger Dimensions for the use of partial and full integral brakes at Motorcycles will come, which through active pressure build-up on the front and / or rear wheel assist the driver during braking and thus ensure an optimized braking distance.

The Most motorcycles have one between the engine and the transmission of the motorcycle arranged clutch, which hydraulically is pressed. Usually, the clutch is over a clutch lever operated by the driver.

Of the Invention is the object of the driving safety and / or the ease of use of motorcycles with a hydraulic to increase actuated clutch. It should be the Costs for additional components however possible stay low.

These The object is achieved by the method according to claim 1 and the motorcycle according to claim 11 solved.

Prefers becomes an automatic clutch engagement, i. H. a clutch engagement without actuation of the clutch by a driver, performed when a dynamic driving situation with a risk of falling is detected.

Of the Automatic clutch engagement is preferred with the help of at least a hydraulic component of an electronic brake system of the motorcycle. This allows a corresponding hydraulic component can be saved in the clutch hydraulic circuit. Therefore, the clutch hydraulic circuit with at least one hydraulic brake circuit connected to an electronically controlled braking system. Especially preferred is the clutch engagement by means of a in the electronic Brake system existing pump or one in the electronic brake system existing engine-pump unit performed which (s) to carry out an active pressure build-up, e.g. For example an anti-lock control and / or an integral brake function, in electronic brake system already exists.

Preferably, by means of the hydraulic component of the electronic brake system, in particular the pump, a build-up of hydraulic pressure in the hydraulic circuit of the clutch is performed, so that the clutch is partially or completely opened. As a result, the effective engine braking torque or motor drive torque (depending on Driving situation) reduced, whereby the driving stability is increased.

According to one Development of the invention includes the motorcycle or the brake system for the implementation of the procedure a zweikreisig divided Hydraulic pump, which with a circle a first brake circuit of the motorcycle and with the other circle the clutch hydraulic circuit assigned. Particularly preferred is the second brake circuit of Motorcycle not connected to the pump. This is a cost effective Brake system with the possibility of automatic clutch intervention where. Very particularly preferred is the first brake circuit of the motorcycle, which is connected to the pump and therefore z. B. the possibility can provide an anti-lock function, the front-wheel brake circuit, because the larger the braking force on the front wheel and antilock control on the front wheel is more important than at the rear wheel. The clutch hydraulic circuit preferably comprises at least one Electromagnetically actuated valve to the hydraulic pressure to be able to control in the coupling circuit. To carry out An anti-lock function advantageously comprises the first brake circuit electronically controllable valves.

According to one Another embodiment of the invention includes the motorcycle or the Brake system for performing the method a zweikreisig divided Hydraulic pump, which with a circle a first brake circuit of the motorcycle and with the other circle a second brake circuit of the Motorcycle is assigned, the clutch hydraulic circuit with one of the two brake circuits is hydraulically connected, preferably is executed as a common circle. This is a cost effective braking system with the possibility given for automatic clutch engagement, which in both brake circuits the possibility z. B. offers an anti-lock function. The clutch hydraulic circuit particularly preferably comprises at least an electromagnetically operable valve to the hydraulic pressure to be able to control in the coupling circuit and / or the hydraulic pressure in the clutch circuit independent of the hydraulic pressure in the connected To be able to adjust the brake circuit. To carry out an anti-lock function and / or active construction of a wheel brake pressure In the context of an integral braking function, the brake circuit comprises, which is hydraulically connected to the clutch hydraulic circuit, advantageously electronically controllable valves.

to Cost reduction, it is advantageous, the electromagnetically actuated Valves of the brake system and the clutch system in a common electrohydraulic control unit to integrate. Especially this is preferably a brake control device known per se, in which at least one valve, otherwise for controlling the brake pressure a brake circuit was used, now to control the hydraulic pressure the coupling circuit is used.

The electrohydraulic brake control unit, which components the brake system and the clutch hydraulic circuit comprises leads preferably in addition to a slip control of the brake system and / or an integral brake function control also the regulation of the clutch when a given driving situation is detected. For this the control device advantageously comprises an evaluation unit, in which a method for recognizing the given driving situation (s) is carried out. This is beneficial because of the detection the driving situations necessary information in the brake control unit due to their use z. B. in the slip control already available.

Prefers be used to detect the driving situation for the clutch control evaluated the signals of at least one wheel speed sensor. These Signals are advantageously in an electronically controlled Brake system, which at least on a wheel a slip control function and / or an integral braking function already available. By considering the wheel speed and / or its temporal Gradient and / or the wheel slip determined therefrom may be present a critical, a fall risk bordering driving situation reliably be recognized. Only then is a clutch intervention carried out.

A Driving situation, in which preferably an automatic control the coupling state is performed, is the driving situation a Hinterradabhebens or a Hinterradabhebetendenz or Rear wheel stamping of the motorcycle. These situations where the normal force of the rear wheel is at least temporarily very low or the ground contact is lost, usually occur in a, especially strong, braking on. For detection The situations will / will advantageously be the rear wheel rotational behavior and / or a rear wheel slip and / or a Hinterradschlupfverlauf evaluated. In addition, the vehicle deceleration is particularly preferred considered. By an at least partial separation of the coupling is reduces the engine braking torque and thus stabilizes the motorcycle.

Another driving situation, in which preferably an automatic control of the clutch state is performed, is the driving situation of an acceleration process of the motorcycle, in particular during cornering, in which it can lead to a breakout of the motorcycle rear. To detect the situation, the rear wheel slip is advantageously evaluated. Such a situation is detected when the acceleration Slip on the rear wheel is greater than a predetermined threshold. By an at least partial separation of the clutch, the motor drive torque is reduced and thus reduces the acceleration process.

Prefers In addition, a skew angle is used to detect cornering of the motorcycle and evaluated for situation detection. Particularly preferably, the skew angle is also for Dimensioning of the clutch control used. So can the Degree of separation of the clutch to be adapted to the current situation.

A another driving situation, in which preferably an automatic control the coupling state is performed, is the driving situation lifting the front wheel. This situation where the normal force of the front wheel is at least temporarily very low or the ground contact lost, usually occurs in one, especially strong, Acceleration process on. By an at least partial separation the coupling reduces the engine drive torque, the acceleration process diminished and so the front wheel brought back into contact with the ground.

Further Driving situations, in which preferably an automatic control the coupling state is performed, the driving situations of a Switching operation or a start-up, in particular a startup process with an activated holding function of the brake system, or a driving on a road surface with low coefficient of friction.

Prefers becomes the strength of the structure of the hydraulic pressure in the clutch hydraulic circuit depending on the detected driving situation and / or in Dependence on the motorcycle acceleration or motorcycle deceleration chosen to a situation-adapted clutch control perform.

One Automatic clutch engagement is preferred with the aid of at least a hydraulic component of an electronic brake system of the motorcycle, because on the one hand the information to detect the need for automatic clutch engagement, such as B. Raddrehverhalten, current coefficient of friction, tilt, activated holding function, etc., in the brake system already exist or can be easily determined, and only accordingly be evaluated, and on the other a summary at least some components of the clutch hydraulic system with at least some components of the brake hydraulic system in an electro-hydraulic Control unit simple and inexpensive possible is. The hydraulic component is particularly preferably to a brake system means for generating a hydraulic pressure in at least one of the brake circuits.

Under the term "Hinterradstempeln" is inventively a repeated lowering and re-increase of the normal force on the rear wheel Understood. The Hinterradstempeln can z. B. at one, z. B. high-frequency, Swinging wheel slippage can be detected. For a strong expression the rear wheel stamping jumps the rear wheel and always loses again the ground contact.

One Advantage of the invention lies in the improved security in dynamic Driving maneuvers. The invention makes the motorcyclist also relieves, and so he can better on the traffic and focus on the leadership of the motorcycle. Another Advantage of the invention is the cost-effective implementation. Since the pressure build-up in the hydraulic system of the clutch by the electronic Brake system is performed, no additional Required means for generating a hydraulic pressure in the clutch system.

Further preferred embodiments of the invention will become apparent from the dependent claims and the description below based on figures.

It show schematically

1 a partial integral brake system of a motorcycle according to the prior art,

2 A first exemplary brake system of a motorcycle for carrying out a method according to the invention,

3 a second exemplary brake system of a motorcycle for carrying out a method according to the invention, and

4 a flowchart of an embodiment of a method according to the invention.

In 1 is a known per se from the prior art partial integral brake system for a motorcycle shown schematically. This consists of two brake circuits 1 . 2 , one for the front wheel VR and one for the rear wheel HR, each with a master cylinder 3 . 4 , With a handbrake lever 5 the driver directly actuates the front brake 6 and with a foot pedal 7 becomes the rear wheel brake 8th directly operated.

For brake slip control are both in the front and rear brake circuit 1 . 2 Electromagnetically actuated inlet and outlet valves 9 . 10 arranged, each with an open in the basic position inlet valve 9 in the brake line of the front and the rear wheel brake circuit 1 . 2 is used, which is the respectively associated master cylinder 3 . 4 with the front or rear brake 6 . 8th combines. In the rear wheel brake circuit 2 There is also an opening in the basic position isolation valve 11 , The outlet valve closed in basic position 10 is in each case in a return line 12 used by each brake circuit, which the front or rear brake 6 . 8th each with a low-pressure accumulator 13 and the suction path 14 a two-circuit split pump 15 which works on the return flow principle. The pump 15 is on the pressure side with brake lines 16 Both brake circuits in conjunction, so that in a brake slip control phase a needs-based return promotion of each of the front or rear brake 6 . 8th drained brake fluid volume in the brake lines 16 is guaranteed both brake circuits. The pump pistons of the two pump circuits are shared by an electric motor 17 driven.

Both brake circuits 1 . 2 are operated according to their circuit design together and independently, with the peculiarity that with a manual operation of the front wheel brake 1 connected master cylinder 3 not just a brake pressure build-up in the front brake 6 , but at the same time also an electro-hydraulic brake pressure build-up in the rear wheel brake 8th takes place (active pressure build-up) by the electric motor 17 the pump 15 puts into operation as soon as a result of the rear wheel brake circuit 2 electrically initiated open position of the switching valve 18 the pump 15 Pressure medium from the master cylinder 4 takes off and to the rear brake 8th promotes while the isolation valve 11 in the rear wheel brake circuit 2 the pump pressure side of the master cylinder 4 separates.

In different, z. B. dynamic, driving situations, it is in motorcycles advantageous if the coupling on the system side (ie automatically, without clutch operation by the driver) can be separated or suitably regulated.

• 1) Insbesondere bei leistungsstarken Krafträdern kann es bei starken Bremsungen zu einem sogenannten Hinterradstempeln kommen. Hierbei wird das Hinterrad HR aufgrund der geringen Normalkraft (die dynamische Radlastverteilung führt zu einem nahezu vollständigen Entlasten des Hinterrades HR) in Kombination mit vom Fahrer eingeleiteten Schaltvorgängen (in der Regel ein Herunterschalten) zu einem hochfrequenten Stempeln angeregt. Das Hinterrad springt und verliert immer wieder den Bodenkontakt. Dies führt in der Regel zu einem ausbrechenden Hinterrad HR, was zu einem Sturz führen kann.

Exemplary situations in which an automatic clutch engagement, in particular an at least partial opening of the clutch, is advantageous, are described below.

• 1) Especially with powerful motorcycles, it can come to a so-called Hinterradstempeln in heavy braking. Here, the rear wheel HR is due to the low normal force (the dynamic Radlastverteilung leads to an almost complete unloading of the rear wheel HR) in combination with the driver initiated shifts (usually a downshift) excited to a high-frequency stamping. The rear wheel jumps and loses the ground contact again and again. This usually leads to an erupting rear wheel HR, which can lead to a fall.

rear temples can be observed very often in racing.

Without corresponding auxiliary system is the driver by manual operation the coupling and / or synchronization of the engine transmission speed demanded, the resulting engine braking torque on the rear wheel HR to reduce. This also applies to the experienced sports driver some claims.

Known Auxiliary systems are quite expensive and also have disadvantages. at The so-called "anti-hopping clutches" is about a mechanical device the coupling in dependence from the return torque (braking torque) opened. at The known systems usually only the engine braking torque limited. This leads to the quite desired Engine braking effect is reduced too early, d. H. the reduction takes place long before the rear wheel HR begins to stamp. The slip behavior of the rear wheel HR becomes in these systems not considered, but only the engine braking torque is limited. As a result, braking does not occur when the rear wheel HR stamped, not supported by a high engine braking torque can be.

about the Radrehzahlsensoren an electronic braking system is the Rotational behavior of the rear wheel HR known. Based on the rear wheel rotational behavior or the Hinterradschlupfes is, for example, a Stamping the rear wheel detected. A stamping of the rear wheel will z. B. based on a swing of the slip in a low (predetermined) Value range recognized.

One driving situation-dependent (automatic) clutch intervention, z. B. a driving situation-dependent (automatic) pressure build-up in the hydraulic system of a hydraulically actuated clutch, which leads to a partial or complete coupling separation leads, driving stability in such situations received, as this reduces the engine braking torque on the rear wheel HR becomes.

• 2) Ein zu hohes Motormoment beim Beschleunigen in einer Kurve führt häufig zu einem zu großen Beschleunigungsschlupf an Hinterrad HR. Hieraus resultiert oftmals ein seitliches Ausbrechen des Motorradhecks, was nicht selten zu gefährlichen Stürzen führt (High Sider). Solches wird beispielsgemäß verhindert, indem durch einen automatischen Kupplungseingriff, insbesondere durch einen Hydraulikdruckaufbau in einem Kupplungshydraulikkreis mit Hilfe eines elektronischen. Bremssystems, eine rechtzeitige Reduktion des Motormomentes durchgeführt wird. Beispielsgemäß wird der Kupplungseingriff, insbesondere die Stärke des Hydraulikdruckaufbaus, unter Einbeziehung des Schräglagenwinkels des Kraftrades durchgeführt.

An advantage over known systems is (as indicated above) that the engine braking effect is only reduced in critical situations of rear wheel stamping. For example, the engine braking effect in the partial braking region, in which the slip is not in the low (predetermined) value range, is completely retained.

• 2) Too high engine torque when accelerating in a curve often leads to a too large Acceleration slip on rear wheel HR. This often results in a lateral breakout of the motorcycle rear, which often leads to dangerous falls (high sider). Such is prevented, for example, by an automatic clutch engagement, in particular by a hydraulic pressure build-up in a clutch hydraulic circuit by means of an electronic. Brake system, a timely reduction of the engine torque is performed. According to the example, the clutch engagement, in particular the strength of the hydraulic pressure build-up, is carried out taking into account the angle of inclination of the motorcycle.

• 3) Eine Hinterrad-Abhebeerkennung, wie sie z. B. in der DE 10 2005 054 557 A1 beschrieben wird, ist bei einer „eingekuppelten Bremsung" nur mit Schwierigkeiten durchführbar. Bei der dort beschriebenen Abhebeerkennung kann es vorkommen, dass das Motorbremsmoment des Hinterrades HR im Bereich der Fahrzeugverzögerung abbremst. Ein signifikantes Hinterradschlupfmuster, anhand welches ein Abheben erkannt wird, steht dann nicht zur Verfügung.

By way of example, the situation explained above is recognized by the fact that at least the wheel speed signal of the rear of the HR is evaluated. With knowledge of the acceleration slip on the rear wheel HR and possibly knowledge of the angle of inclination of the motorcycle, which z. B. according to the in the DE 10 2006 061 483 A1 can be determined by an active, controlled clutch engagement, the acceleration torque on the rear wheel HR so far that the rear wheel HR is prevented from breaking out.

• 3) A rear wheel lift-off recognition, as z. B. in the DE 10 2005 054 557 A1 In the case of the lift-off detection described there, it may occur that the engine braking torque of the rear wheel decelerates within the range of the vehicle deceleration to disposal.

• 4) Auch bei einem Abheben des Vorderrades VR bei Beschleunigungsvorgängen, welches zum Überschlagen des Kraftrades führen kann, muss eine rechtzeitige Reduktion des Motormomentes durchgeführt werden (Wheely-Verhinderer). Daher wird auch in solchen Fahrsituationen beispielsgemäß ein automatischer Kupplungseingriff durchgeführt.
• 5) Mögliche Gefahrensituationen können auch verhindert werden, wenn der Fahrer eine automatische Unterstützung bei Schaltvorgängen erhält (automatische Kupplung). So kann er sich stärker auf den Verkehr konzentrieren.
• 6) Eine Unterstützung des Fahrers zur Vermeidung von Gefahrensituationen ist auch bei einer automatischen Kupplungsregelung bei einer Motorradanfahrhilfe, wie sie z. B. in der bisher unveröffentlichten DE 10 2007 025 272 beschrieben ist, sinnvoll.
• 7) Automatische Kupplungseingriffe können auch zur Reduktion des Hinterrad-Bremsmomentes auf Fahrbahnoberflächen mit geringem Reibwert eingesetzt werden, um Gefahrensituationen zu verhindern oder zu entschärfen. Daher wird bei einer Bremsung auf einer Fahrbahnoberfläche mit geringem Reibwert beispielsgemäß ein automatischer Kupplungseingriff durchgeführt.

In situations where the rear wheel HR threatens to lift due to a very high deceleration, automatic clutch actuation prevents a rear wheel lift detection method from being impaired. Only a disengaged rear wheel HR will show corresponding unambiguous wheel patterns in off-hook condition, which allow safe rear wheel lift detection.

• 4) Even with a lifting of the front wheel VR during acceleration operations, which can lead to the overturning of the motorcycle, a timely reduction of the engine torque must be carried out (Wheely preventer). Therefore, for example, an automatic clutch engagement is performed in such driving situations.
• 5) Possible dangerous situations can also be prevented if the driver receives automatic assistance during gearshifts (automatic clutch). This allows him to focus more on traffic.
• 6) A support of the driver to avoid dangerous situations is also in an automatic clutch control in a Motorradanfahrhilfe, as z. B. in the previously unpublished DE 10 2007 025 272 described, makes sense.
• 7) Automatic clutch interventions can also be used to reduce rear wheel braking torque on low friction surfaces to prevent or mitigate hazardous situations. Therefore, when braking on a road surface with a low coefficient of friction, for example, an automatic clutch engagement is performed.

In the situations listed above would an at least partial separation of the coupling the potential danger significantly reduced.

motorcycles usually have a hydraulic actuated clutch. For example, therefore the clutch by an active pressure build-up of the electronic Braking system (EBS) operated.

One System based on an electronic brake system (with tethered Coupling system) has cost advantages, since only minor modifications necessary and / or few additional components necessary.

It are different hydraulic versions one with one Coupling hydraulic circuit connected brake system conceivable. The following will be described two advantageous embodiments.

2 shows a schematic representation of a first exemplary brake system of a motorcycle with connected, hydraulically actuated clutch K. This embodiment enables an active clutch engagement as described above. The plant of 2 corresponds in terms of their braking system in their construction in 1 shown partial integral brake system (only the illustration is a little different). Corresponding components are therefore identified by the same reference numeral. In addition, the system includes the 2 a clutch K, which via a clutch hydraulic circuit 36 by means of a clutch lever 40 can be operated by the driver. In the clutch hydraulic circuit 36 is an electromagnetically operated valve 32 arranged, which is open in the basic position and so a hydraulic passage from the clutch lever 40 allows for the coupling K. The clutch hydraulic circuit 36 will be over line 35 from the same reservoir as the rear brake 8th provided. The rear wheel brake circuit 2 and the clutch hydraulic circuit 36 are hydraulically via lines 38 . 39 with electromagnetically operated valves 31 . 34 (Basic Stel closed). Clutch K and rear brake 8th So they are designed in a hydraulic circuit.

By way of example, the pressure required for automatic clutch engagement in the hydraulic system of the clutch 36 over pump 15 the electronic brake system actively built.

The valves 31 and 32 serve for active pressure build-up in the coupling system. For this purpose, the required form via the integral circuit 33 of the brake system built (pressure build-up via isolation valve 11 and changeover valve 18 ), by closing the valve 32 the clutch K from the clutch lever 40 separated and by opening the valve 31 achieved a pressure build-up in the clutch K.

In the case of an already actively built by the brake system pressure is via valve 34 and direction 39 if necessary, one from the driver via the lever 40 additionally applied pressure in the low pressure accumulator 13 dismiss.

3 shows a schematic representation of a second exemplary brake system of a motorcycle with connected, hydraulically actuated clutch K. The system is based on a motorcycle ABS brake system. The front wheel brake circuit 1 corresponds to the in 1 and 2 illustrated front wheel brake circuit. A brake slip control is in the front brake circuit 1 via inlet and outlet valves 9 . 10 possible. In the rear wheel brake circuit 2 ' There are no valves and the rear wheel brake circuit 2 ' is not with pump 15 connected. At the rear wheel HR thus no anti-lock function is possible.

The first circle of the pump 15 is with the front wheel brake circuit 1 and the second circle of the pump 15 is with a hydraulic circuit 42 connected for the coupling K. Between clutch lever 40 and clutch K is an electromagnetically operable valve 46 (normally open), The pump 15 is (suction side) via an electromagnetically operable valve 47 (normally closed) by lever 40 separated.

Compared to the brake system of 1 or 2 It can be said that at the brake system of 3 instead of the inlet valve 9 (at coupling circuit in 2 With 32 designated) and the exhaust valve 10 (at coupling circuit in 2 With 31 referred to) the separating valve 11 (at coupling circuit in 3 With 46 referred to) and the switching valve 18 (at coupling circuit in 3 With 47 designated) are used for the clutch K.

By way of example, the pressure required for automatic clutch engagement in the hydraulic system of the clutch 42 over pump 15 the electronic brake system actively built.

Although it is necessary to dispense with the ABS function on the rear wheel HR in the second exemplary embodiment, such a system is nevertheless suitable for example. B. can be used in the segment of super sports motorcycles. Especially in the segment of supersport motorcycles rear wheel stamping is a big problem. These motorcycles are often designed so that the rear wheel HR is extremely lightly loaded. The main braking effect is thus already applied in the partial braking range of the front wheel VR. This causes the drivers of such motorcycles the brake lever 7 often do not operate at all for the rear wheel brake. Furthermore, the drivers of these types of motorcycle are usually very experienced in handling the motorcycle, so that there is often no desire for a rear-wheel ABS with them.

According to the two embodiments, the valves 9 . 10 . 11 . 18 . 31 . 32 . 34 . 46 . 47 brake and clutch system in a hydraulic or electrohydraulic brake control unit 50 . 50 ' integrated.

4 shows a schematic flow diagram of an embodiment of a method according to the invention for the automatic control of a hydraulically operated clutch of a motorcycle. From input information E, z. B. the wheel rotational behavior and / or slip behavior of one or both wheels, coefficient of friction, skew, pressing in the hydraulic circuits, is in block 60 determines whether one of one or more predetermined driving situations exists. When a given driving situation is detected (Yes in 4 ), so in block 61 performed by means of at least one hydraulic component of an electronic brake system of the motorcycle, an automatic clutch engagement. By way of example, a brake system means, which is arranged to generate a brake pressure in at least one of the brake circuits of the brake system (eg a pump 15 ), a structure of hydraulic pressure in the clutch hydraulic circuit is performed. Thus, the clutch is at least partially opened. For this purpose, at least one brake hydraulic circuit of the brake system, for. B. via a hydraulic line ( 38 . 39 ) and / or a valve ( 31 . 34 ) and / or the braking system means ( 15 ), connected to the clutch hydraulic circuit.

One Advantage of the invention is that in sports use by the Combination "sports ABS" and active clutch intervention by the electronic braking system a better "lap time" can be achieved.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 3803563 A1 [0004]
• - DE 10316351 A1 [0004]
• - JP 2000071963A [0005]
• - DE 102006061483 A1 [0044]
• DE 102005054557 A1 [0044]
• - DE 102007025272 [0045]

Claims (17)

Method using which a clutch hydraulic circuit ( 36 . 42 ) hydraulically actuated clutch (K) of a motorcycle is automatically controlled, wherein the clutch (K) between the engine and the transmission of the motorcycle is arranged, characterized in that by regulating the hydraulic pressure in the clutch hydraulic circuit ( 36 . 42 ) a control of the clutch state is performed, in particular the clutch (K) is partially or completely opened by a structure of hydraulic pressure when a predetermined driving situation, in particular a dynamic driving situation with risk of falling is detected. Method according to claim 1, characterized in that the coupling hydraulic circuit ( 36 . 42 ) with at least one hydraulic brake circuit ( 1 . 2 ) of an electronically controlled brake system is connected such that a hydraulic pressure build-up in the clutch hydraulic circuit ( 36 . 42 ) by means of a braking system means ( 15 ) for generating a hydraulic pressure in the brake system is feasible. A method according to claim 1 or 2, characterized in that the structure of hydraulic pressure in the clutch hydraulic circuit ( 36 . 42 ) by a two-circuit split hydraulic pump ( 15 ), in particular a radial piston pump, which is part of an electronically controlled brake system, wherein the pump ( 15 ) with at least one hydraulic brake circuit ( 1 . 2 ) of the brake system and with the clutch hydraulic circuit ( 36 . 42 ) connected is. Method according to at least one of claims 1 to 3, characterized in that the regulation of the hydraulic pressure in the clutch hydraulic circuit ( 36 . 42 ) additionally by a control of at least one in the clutch hydraulic circuit ( 36 . 42 ) arranged electromagnetically operable valve ( 31 . 32 . 34 . 46 . 47 ), the valve ( 31 . 32 . 34 . 46 . 47 ) in an electro-hydraulic brake control device ( 50 ) of an electronically controlled braking system is integrated. Method according to at least one of the claims 1 to 4, characterized in that for detecting the driving situation the signals of at least one wheel speed sensor electronically controlled braking system are evaluated, which at least at a wheel (VR, HR) a slip control function, in particular a Anti-lock function, and / or an integral brake function includes. Method according to at least one of the claims 1 to 5, characterized in that the driving situation a Hinterradabheben or a Hinterradabhebetendenz or a Hinterradstempeln the motorcycle, especially in a braking operation, with the rear wheel lifting off or the Hinterradabhebetendenz or the Hinterradstempeln least based on the rear wheel rotational behavior and / or a rear wheel slip and / or a Hinterradschlupfverlaufs is detected. Method according to at least one of the claims 1 to 5, characterized in that the driving situation is an acceleration process of the motorcycle, especially during cornering, is where the acceleration slip at the rear wheel (HR) is greater as a predetermined threshold. Method according to claim 7, characterized in that that cornering on the basis of a certain angle of inclination of the motorcycle is detected. Method according to at least one of the claims 1 to 5, characterized in that the driving situation a lift off the front wheel (VR), in particular during an acceleration process of the motorcycle, or a switching operation or a starting process, in particular when holding function is activated, or driving on a road surface with low coefficient of friction. Method according to at least one of claims 1 to 9, characterized in that the strength of the structure of the hydraulic pressure in the clutch hydraulic circuit ( 36 . 42 ) is selected as a function of the detected driving situation and / or depending on the motorcycle acceleration or motorcycle deceleration. Motorcycle with one via a clutch hydraulic circuit ( 36 . 42 ) hydraulically actuated clutch (K), which is arranged between the engine and the transmission of the motorcycle, and an electronically controlled brake system with at least two hydraulic brake circuits ( 1 . 2 ) and at least one brake system means ( 15 ) for generating a hydraulic pressure in at least one of the brake circuits, characterized in that the clutch hydraulic circuit ( 36 . 42 ) with at least one of the brake hydraulic circuits ( 1 . 2 ) is connected in such a way that by means of the brake system means ( 15 ) for generating a hydraulic pressure, the clutch (K), in particular without actuation by a driver, is operable. Motorcycle according to claim 11, characterized in that the brake system means ( 15 ) for generating a hydraulic pressure a two-circuit split hydraulic piston pump, in particular a radial piston pump, is. Motorcycle according to claim 12, characterized in that a piston-cylinder unit of the Kol pump ( 15 ) one of the two brake circuits ( 1 ) is assigned and a piston-cylinder unit of the piston pump ( 15 ) the clutch hydraulic circuit ( 42 ) assigned. Motorcycle according to claim 12, characterized in that each of the two brake circuits ( 1 . 2 ) a piston-cylinder unit of the piston pump ( 15 ), the clutch hydraulic circuit ( 36 ) with one of the two brake circuits ( 2 ) via at least one electronically controllable valve ( 31 . 34 ) is hydraulically connected. Motorcycle according to claim 14, characterized in that the brake circuit ( 2 ), which with the clutch hydraulic circuit ( 36 ) is hydraulically connected, electronically controllable valves ( 9 . 10 ) for performing an anti-lock function and / or electronically controllable valves ( 11 . 18 ) for active construction of a wheel brake pressure in the context of an integral brake function. Motorcycle according to at least one of claims 11 to 15, characterized by an electrohydraulic brake control device ( 50 ), which components of a brake system ( 9 . 10 . 13 . 19 ) and a clutch hydraulic circuit ( 31 . 32 . 34 . 46 . 47 ), and in addition to a slip control of the brake system and / or an integral brake function control also performs a control of the clutch (K), in particular a control of the clutch (K) performs upon detection of a predetermined driving situation. Motorcycle according to at least one of claims 11 to 16, characterized in that this an evaluation unit for detecting a predetermined driving situation, in particular in an electro-hydraulic brake control unit ( 50 ), in which a method according to any one of claims 1 to 10 is performed.