DE19725989B4 - Device for driving speed and inclination angle-dependent pivoting of chassis and rear swing of motorcycles - Google Patents

Abstract

Single track Motor vehicle with a front wheel carrier and a rear swinging arm, which in each case about a pivot axis lying in the vehicle longitudinal direction pivotally mounted relative to the chassis (1) are arranged with a on the chassis (1) arranged electronic inclinometer (3) for Determination of the angle of inclination of the chassis (1) when cornering and for delivering corresponding values to an electronic control unit (4) and with the control unit (4) controllable pivot arrangements for pivoting the front wheel carrier and the rear swing arm about its pivot axes, depending on From the angle of inclination of the chassis (1) a raising of the wheels of the Motor vehicle allows is, characterized in that the front wheel as in a steering head (9) mounted fork is formed, wherein the Steering head (9) is pivotally mounted about the pivot axis, and that the electronic control unit (4) has a stored map and raising the wheels from a threshold of the inclination angle of the chassis (1) of 45 ° initiates and this righting additionally to addiction from the angle of inclination of the chassis (1) also depending on ...

Description

The The invention relates to a single-track motor vehicle with a front wheel and a rear swing arm according to the preamble of claim 1

The Driver single-lane motor vehicle when driving on curved roads the centrifugal weight compensation by a total center of gravity displacement dynamically to the respective curve inner radius. Unfortunately, this one Angling into the accordingly realizable inclinations certain Limits set, from which vehicle individually tire friction into a sliding friction [-curvage phase] passes, so the danger slipping of the rear wheel consists. These respective centrifugal Tire friction limit is on dry bituminous road surface Of vehicle, but also tire type dependent, but is - apart of off-road sports and touring motorcycles with oversized Front wheel caster angle values - in usually near the 45 ° tilt angle mark.

So far were mainly Tire rubber compounds developed which such inclination angle also at extreme speeds, or road / tire temperatures and over one possible complete a long continuous time phase almost without danger without, as it were, "smearing away". However, could this also means that there are no lower curve inclination angles, e.g. 33 ° and more scored, and whoever tried this had to be faster Curve driving with the slipping or breaking out of the rear wheel count.

To prevent the breaking of the motorcycle in large inclinations of the chassis is from the FR 2 583 704 A1 a single-track motor vehicle with a front wheel and a rear swing arm known, which are each arranged to pivot about a pivot axis lying in the vehicle longitudinal axis relative to the chassis. To separately control the front suspension of the motorcycle and the rear swing of the motorcycle to a reduced inclination of the wheels with respect to the determined inclination of the chassis, an electronic inclinometer for determining the inclination angle of the chassis when cornering and for delivering corresponding values to an electronic control unit is arranged in detail on the chassis , Furthermore, controllable by the control unit pivot arrangements are provided for pivoting the front wheel carrier and the rear swing arm about their pivot axes, wherein in response to the inclination angle of the chassis uprighting of the wheels of the motor vehicle is possible.

In order to compensate for a braking operation in the curve, ie at a side slope of the motorcycle, a steering adversely affecting brake steering torque, is from the DE 39 33 058 A1 a motorcycle known, the steering head tube is pivotally mounted on the frame and tilt angle dependent adjustable. In this case, the steering axle is laterally so shifted in a lateral inclination of the motorcycle, in particular pivoted that this runs through the resulting respectively in the lateral inclination tire contact point. The lever arm, with which the braking forces acting against the steering axle, thus becomes zero, so that no Bremslenkmoment occurs.

The invention is therefore based on the object, the single-track motor vehicle according to the FR 2 583 704 A1 to be formed so that a breaking of the single-track motor vehicle is reliably prevented at large slopes of the chassis.

These Task is inventively characterized solved, that the front wheel carrier is formed as mounted in a steering head fork, wherein the Steering head is pivotally mounted about the pivot axis, and that the electronic control unit having a stored map and an erection of the wheels from a Threshold of the inclination angle of the chassis of 45 ° initiates and this raising in addition to addiction from the angle of inclination of the chassis also depending on the driving speed controls.

According to the invention, at all chassis / driver cornering slopes below the tire sticking / sliding friction transient angle of 1./r. 45 ° with dry, bituminous road surface a gleitreibbedingtes breaking the wheels from the lane prevented by that from this Krad inclination angle [45 °] depending on the current speed, etc. of the / - about the vehicle longitudinal axis - pivotally hinged front wheel steering head and Rear swingarm separate the wheels around this vehicle's longitudinal axis - while continuing to take into account a constant lane - again electronically controlled proportional to the angle of inclination, be aligned. According to the invention, therefore, this raising in addition to the dependence on the inclination angle of the chassis is also controlled in dependence on the driving speed. Therefore, only chassis / driver have these curvature slope (s), which accordingly can be inclined almost indefinitely to the road surface, without falling into a risk of falling.

One The electronic inclinometer installed on the chassis is determined when driving accordingly the curve inclination angle dependent Längsachskippmomente of the chassis and forwards the values determined for this purpose electronic control unit to.

This electronic control unit has a stored characteristic field and activates in unlock mode from a defined as threshold 1./r. Curve inclination angle value from 45 ° two electromagnetic locking bolt plate.

In Development of the invention have, according to claim 2, the pivoting arrangements each a stepper motor and an electromagnetic lock plate actuator whose locking bolt is in or falling below the threshold from a corresponding Recess off or can be introduced into this, which recess arranged in a on the associated pivot axis and of the stepper motor over a threaded spindle driven sprocket is arranged.

The Lock-plate adjuster unlocks the one around the vehicle's longitudinal axis adjustment-relevant threaded spindle sprocket of the front wheel steering and rear swing arm stepper motor adjustment units from their highly parallel Middle positions for the purpose of axial adjustment moments. After this Retrofitting the chassis - from this threshold and thus to rearward adjustment - lock / lock the lock bolt adjuster back into these chassis highly parallel Middle positions.

at a preferred embodiment of the invention is, according to claim 3, at the end of a shaft of the stepper motor and the threaded spindle a tooth flank induction generator and a cooperating sensor inputs during slewing operations Adjustment signal to the control unit, which compares the actual position with the desired value according to the map and resulting activates the stepper motor.

The Tooth-side induction gauges induce a twisting per tooth / gullet magnetic flux change, which are each fed to the electronic control unit, which counting these signals the vehicle longitudinal axial Adjusting angle values - different from the exact vehicle vertical axis - calculated and these actual values compares internally with the characteristic field tapped target values and possibly immediately via Correction control voltage pulses tapped on this map Stepper motor adjustment unit post-corrected.

In Further development of the invention are, according to claim 4, the pivot axes through in the chassis above Ball or self-aligning ball bearings mounted pivot shafts formed

one constant lane calculation, differ thereby specifically the wheel axle adjustment angle about the vehicle longitudinal axis, so that the Tire footprints always on the exact vehicle longitudinal axis position continuously.

Finally is in a preferred embodiment of the invention, according to claim 5, to determine the driving speed of a wheel hub pulse ring with associated sensor an anti-lock braking system or an electronic speedometer, which with the control unit are connected.

The map-based electronic control unit is thus on the respective dynamic chassis parameters: Vorderradnachlauf; Wheel tire rolling circumference v./h .; Ratio of tire height to tire width; Rubber compound at medium "aging"; Focus - at average Burden; Suspension geometry; Gauge and torsion neutrality; compression travel with respect banking and speed adjusted so that, for example, at higher Driving speed the wheels around the vehicle's longitudinal axis be erected more than at lower speed, around here the tire sliding friction mode with any chassis / driver cornering prevent.

Corresponding to this mode, the rear swing arm strut (s) are pivotally mounted to the chassis on all sides - via ball joint joints at the top / bottom - and are therefore also relevant to spring / damping in the case of a longitudinally-displaced rocker arm. The detailed explanation about structure and functi on the illustrated invention takes place in connection with the drawings.

It shows:

1 a schematic representation with circuit-technical function course as well as chassis geometry functional phase diagrams,

2 the swivel arrangement in detail and

3 a block diagram of the electronic control unit.

1

• [1] = Chassis, hier in Formgebung eines geschlossenen Einschleifen-Rahmens dargestellt
• [2] = Fahrzeugbatterie mit nachgeschaltetem Zünd-Start-Schalter, welche in Fahrtstellung desselben via Klemme 15 alle systemrelevanten Verbraucher [3; 4; 5; 6; 7, 8 und 11] gemäß der hier veranschaulichten Leiterzüge mit der jeweilig erforderlichen Betriebsspannung versorgt.
• [3] = chassisstatisch-installierter, elektronischer Neigungswinkelmesser, welcher im Fahrbetrieb die exakten kurvenneigungswinkelgemäßen Längsachskippmomente bei Links- und Rechtskurven symmetrisch ermittelt und diese Werte einem hierfür prädestinierten elektronischen Steuergerät gemäß der hier veranschaulichten, jeweils bipolar abgezweigten Leiterzüge zuleitet.
• [4] = kennfeldgestütztes, elektronisches Steuergerät, welches ab dem als Steuerkenngröße definierten 1./r. Kurven-Neigungswinkel von 45° beim fahrdynamischen Abwinkeln zwei elektromagnetische Sperrriegelschubstellereinheiten [5/6] im Entriegelmodus aktiviert, die hierbei jeweils den um die Fahrzeuglängsachse verstellrelevanten Gewindespindel-Zahnkranz der Vorderradlenkkopf- sowie Hinterradschwingen-Schrittmotor-Verstelleinheiten [7/8] aus ihren hochachsparallelen Mittelstellungen zum Zwecke der axialen Verstellmomente entriegeln und nach dem Wiederaufrichten des Chassis – ab dieser definierten Steuerkenngröße [45°] und somit nach rückwärtiger Verstellung wieder retour in diesen Chassis-hochachsparallelen Mittelstellungen statisch verriegeln/arretieren. Zwischen diesen Schubsteller-Steuervorgängen – also bei hyperdimensionierten Chassis/Fahrer-Kurvenschräglagen – steuert dieses kennfeldgestützte zentrale Steuerorgan unter Einrechnung der in der internen Mikro-Computer-Einheit abgespeicherten, jeweils fahrzeugindividuellen Parameter: Vorderradnachlauf; Radreifen-Abrollumfang v./h.; Verhältnis Reifenhöhe zu Reifenbreite; Gummimischung bei mittlerer "Alterung"; Schwerpunkt – bei durchschnittlicher Belastung; Fahrwerksgeometrie; Spurweite und Verwindungsneutralität, Einfederwege bei bezüglicher Schräglage und Fahrgeschwindigkeit, welche z.B. von einem ABS-Radnaben-Impulsring oder von einer elektronischen Tacho-Schnittstelle abgegriffen wird, die beiden um die Fahrzeuglängsachse verstellrelevanten Gewindespindel-Schrittmotor-Verstelleinheiten [7/8] dahingehend an, daß deren wellenaxial-verstellrelevant-angelenkte Vorderrad-Lenkkopf und Hinterradschwinge die bezüglichen Räder separat um diese Fahrzeuglängsachse – dabei auch weiterhin einer konstanten Fahrspur Rechnung tragend – wieder spezifisch proportional dem hyperdimensionierten Neigungswinkel aufrichten, so daß folglich nur Chassis/Fahrer diese hyperdimensionierte(n) Kurvenschräglage(n), welche dementsprechend nahezu unbgrenzt zur Fahrbahnebene inkliniert sein können, separat innehaben, ohne hierbei in den Reifen-Gleitreibungs-/Fliehkraft-initiierten Sturzmodus zu geraten.
• [5] = elektromagnetische Sperrriegelschubstellereinheit, deren relevanter Sperrriegel bei entsprechender Ansteuerung vom elektronischen Steuergerät [4] sowohl in einer dazu konformen Aussparung des Gewindespindel-Zahnkranzrückens dieser Vorderradlenkkopf-Schrittmotor-Verstelleinheit statisch rasten als auch rückteleskopierend verstellmodusrelevant dort wieder ausrasten kann. Sperrriegel sowie die hierzu konforme Zahnrückenaussparung liegen sich bei exakt-symmetrischer Lenkkopf- und somit auch Vorderrad-Vertikalachsen-Fahrzeughochachsparallelität gegenüber. Die Aussparung und die Vorderkante des Sperrriegels sollten hierzu an ihren Begrenzungs-/Vorderkanten zueinander spezifisch angefast sein, damit auch bei unminutiöser Ausrichtung – infolge standzeitgemäßer Lagerspiele der längsaxialen Gewindespindel-Verstellwelle – der Einrastmodus noch realisiert wird.
• [6] = elektromagnetische Sperrriegelschubstellereinheit, deren relevanter Sperrriegel bei entsprechender Ansteuerung vom elektronischen Steuergerät [4] sowohl in einer dazu konformen Aussparung des Gewindespindel-Zahnkranzrückens dieser Hinterradschwingen-Schrittmotor-Verstelleinheit statisch rasten als auch rückteleskopierend verstellmodusrelevant dort wieder ausrasten kann. Sperrriegel und konforme Zahnrückenaussparung liegen sich bei exaktsymmetrischer Hinterachsschwingen- und somit auch Hinterrad-Vertikalachsen-Fahrzeughochachsparallelität gegenüber – Aussparung des Zahnkranzrückens und Vorderkante des Sperrriegels analog wie unter [5] beschrieben angefast
• [7] = Vorderradlenkkopf-Gewindespindel-Schrittmotorverstelleinheit, welche die elektronisch gesteuerte elektromechanische Lenkkopfverstellung – von der exakten Fahrzeughochachse differenzierend – um die Fahrzeuglängsachse in den jeweils fahrdynamisch erforderlichen Winkelgradwerten realisiert. Die Wellenachse ist – wie hier ersichtlich – mittels zweier zueinander spezifisch distanzierter Kugel- bzw. Pendelkugellager drehbeweglich innerhalb des hierfür spezifisch verbreiterten/stabilisierten obersten Segments des Rahmen-Vorderrohres gelagert. Auf dieser Wellenachse ist der Lenkkopf [9] via spezifischer Keilarretierung drehfest mit derselben arretiert und kann ggf. mittels (splintgesicherter) Verschraubung separat demontiert werden. Das/die potentielle Lastdrehmoment und Schrittfrequenz des Schrittmotors selbst ist unter arithmetischer Berücksichtigung des Gewindespindel-Übersetzungsverhältnisses und der fahrdynamisch angreifenden zentrifugalen Vordergabel-Gegenstellkräfte derart ausgelegt, daß diese fahrdynamische Verstellung vom elektronischen Steuergerät zu beiden Schrittmotor-Drehrichtungen in den zur korrekten Ein-/Nachjustierung erforderlichen Zeiteinheiten erfolgen kann. Die jeweils verstellbezüglichen fahrzeuglängsaxialen Winkelgradwerte werden dabei von einem – hier mit dargestellten – dazustehenden, elektromagnetischen Induktionsgeber beim Verstellmodus an einem spezifischen radialen Zahnflanken-Induktionsschrankengeber, welcher simultan – wie hier zu sehen – den rückwärtigen Wellenabsatzstumpf bildet, abgegriffen, da diesbezüglich beim axialen Verdrehen je Zahn/Zahnlücke eine magnetische Flußänderung induziert wird. Diese induktiven Sinus-Kosinus-Signale werden dem Analog-Digital-Wandler des elektronischen Steuergerätes [4] zugeleitet und in der nachgeschalteten Mikro-Computer-Einheit gezählt und daraus die jeweils bezüglichen längsaxialen Verstellwinkelwerte errechnet. Diese Ist-Werte werden dann definitiv mit den jeweils kennfeldabgegriffenen spezifischen Soll-Werten verglichen und ggf. durch ausgesteuerte Korrekturspannungsimpulse zu dem in beiden Drehrichtungen ansteuerbaren Schrittmotor nachkorrigiert. Diesen bipolaren drehrichtungsspezifischen Anschlußpolen des Schrittmotors ist hierbei analog dieses Schaltschemas gleichfalls wie bei der Hinterradschwingen-Schrittmotor-Verstelleinheit jeweils ein bordspannungsgestützter spezifischer Operationsverstärker vorgeschaltet, um die zum Verstellmodus erforderlichen intensivierten Stromspannungen in den hierfür erforderlichen Werten einzuleiten.
• [8] = Hinterradschwingen-Gewindespindel-Schrittmotorverstelleinheit, welche die elektronisch kennfeldgesteuerte, elektromechanische Hinterradschwingenverstellung – von der exakten Fahrzeughochachse, aber auch spezifisch von der Vorderradhochachse differenzierend – um die Fahrzeuglängsachse in den jeweils fahrdynamisch erforderlichen Winkelgradwerten realisiert. Die Wellenachse ist – wie hier ersichtlich – analog zur Lenkkopf-Wellenachse mittels zweier zueinander spezifisch distanzierter Kugel- bzw. Pendelkugellager drehbeweglich innerhalb des hierfür spezifisch verbreiterten/stabilisierten untersten Segments des rückwärtigen Rahmenrohres gelagert. Durch den Gewindespindel-Zahnkranz (siehe auch unteres Zeichenfeld in 2) ist die durchgehend hohle, horizontale Führungslagerbüchse für den darin saugeng integrierten Hinterradschwingen-Lagerbolzen geführt, welche in dieser Perspektive hier als horizontales Bohrloch hervorgeht. Die elektronisch-kennfeldgesteuerte Ansteuerung des bezüglichen Schrittmotors erfolgt im Vergleich zu dem des Vorderradlenkkopfes spezifisch intensiver, da einer konstanten Fahrspur Rechnung tragend das Hinterrad – analog den obigen Funktionsphasen-Abbildungen [A; D] spezifisch steiler aufgerichtet werden muß, denn die Weglänge von der Vorderradlenkkopf-Schwenkachse zur konzentrischen Vorderradachse ist wesentlich länger als der Hinterradschwingenlagerungs-Höhenversatz zur konzentrischen Hinterradachse. Andernfalls könnte auch ein größeres Übersetzungsverhältnis zwischen Schrittmotor-Abtrieb und Hinterradschwingen-Zahnkranz für diese spezifisch intensivere Verstellung Sorge tragen. Die sensorische Verstellwinkelerfassung und potentielle Nachjustierung erfolgt analog zur Vorderradlenkkopf-Schrittmotorverstelleinheit [7]
• [9] = Vorderradlenkkopf, dessen horizontale Verstellachse bei beidwandigem Durchbruch analog dieser Darstellung mit spezifischem Seitenversatz an dessen vertikaler Lenkachse der unteren Gabelbrücke, um deren Freigängigkeit (Lenkbarkeit) zu gewähren
• [10] = hypothetische Hinterradschwingen-Längsachse
• [11] = ABS-Radnaben-Impulsring, welcher bekanntlich als radialer Zahnflanken-Induktionsschrankengeber ausgebildet ist und fahrbetrieblich in einem dazustehenden elektromagnetischen Impulsgeber je Zahn/Zahnlücke eine magnetische Flußänderung induziert, aus deren Anzahl pro Zeiteinheit dann das nachgeschaltete elektronische Steuergerät die jeweils präsente Fahrgeschwindigkeit errechnet und als Steuereinflußgröße arithmetisch verarbeitet. Ggf. könnte auch hierfür eine Tachoschnittstelle bei einer präsenten elektronischen Tachometereinheit dienen.
• [LA] = Fahrzeug-Längsachse [radiales Schwarzpfeilsegment – LK] = Vorderradlenkkopf und Hinterradschwingen-Verstellwirkrichtung bei einer Linkskurve mit hyperdimensionierter (unterhalb 45°) Chassis/Fahrer-Kurvenschräglage [radiales Weißpfeilsegment – RK] = Vorderradlenkkopf und Hinterradschwingen-Verstellwirkrichtung bei einer Rechtskurve mit hyperdimensionierter (unterhalb 45°) Chassis/Fahrer-Kurvenschräglage

In the 1 are the diagram with circuit-technical function course of all systemic elements, as well as chassis geometrical function-phase diagrams represented, whose elementary and function-specific explanation now on the basis of elementary upcoming reference arrows numerically-sequence-affiliated.

• [1] = chassis, shown here in the form of a closed loop frame
• [2] = vehicle battery with downstream ignition-start switch, which in driving position of the same via terminal 15 all system-relevant consumer [ 3 ; 4 ; 5 ; 6 ; 7 . 8th and 11 ] supplied according to the illustrated herein conductor tracks with the respective required operating voltage.
• [3] = chassisstatisch-installed, electronic inclinometer, which determines the exact torsional tilt angle Längsachskippmomente symmetrically in left-hand and right-hand curves and feeds these values a predestined for this electronic control unit according to the illustrated here, each bipolar branched conductor tracks.
• [4] = map-based, electronic control unit, which from the defined as control parameter 1./r. Curve inclination angle of 45 ° when driving-dynamic bending two electromagnetic locking bolt push-button units 5 / 6 activated in the unlocking mode, which in this case in each case the threaded spindle ring gear of the front wheel steering wheel as well as the rear wheel swing stepper motor adjusting units that is relevant for the adjustment of the vehicle longitudinal axis [ 7 / 8th ] unlock from their highly parallel center positions for the purpose of axial adjustment torques and after the rearrighting of the chassis - from this defined control parameter [45 °] and thus after backward adjustment statically lock / lock again in these chassis-highly parallel center positions. Between these pusher control processes - that is, in the case of hyper-dimensioned chassis / driver cornering slopes - this map-based central control element controls the vehicle-specific parameters stored in the internal micro-computer unit: front wheel caster; Wheel tire rolling circumference v./h .; Ratio of tire height to tire width; Rubber compound at medium "aging"; Focus - at average load; Suspension geometry; Gauge and torsional neutrality, compression travel with respect to inclined position and driving speed, which is tapped, for example, by an ABS wheel hub pulse ring or by an electronic tachometer interface, the two displacement-relevant threaded spindle stepper motor adjusting units [ 7 / 8th ] to the effect that their shaft-relevant adjustment-hinged front-wheel steering wheel and rear swingarm the related wheels separately around this vehicle longitudinal axis - while continuing to carry a constant lane bill - again upright specifically proportional to the hyper-dimensional inclination angle, so that consequently only chassis / driver hyperdimensioned this (n) Curve slant (s), which accordingly may be inclines almost unbounded to the road surface, hold separately, without this fall into the tire-Gleitreibungs- / centrifugal initiated fall mode.
• [5] = electromagnetic locking device, whose relevant locking latch is actuated by the electronic control unit [ 4 ] Static latching both in a corresponding recess of the threaded spindle sprocket back of this Vorderradlenkkopf stepper motor adjustment unit as well as zurückteleskopierend Verstellmodusrelevant there can disengage again. Lock bolt and the corresponding thereto tooth back recess are in exactly symmetrical Lenkkopf- and thus also front-wheel vertical axis-Fahrzeughochachgleichallelität. For this purpose, the recess and the front edge of the locking bolt should be chamfered to one another specifically at their boundary / front edges, so that the locking mode is still realized even in the case of a non-minute alignment - as a result of bearing behavior of the longitudinal axial threaded spindle adjusting shaft.
• [6] = electromagnetic locking device, whose relevant locking latch is actuated by the electronic control unit [ 4 ] both in a compliant recess of the threaded spindle sprocket back this rear swing arm stepper motor adjustment statically snap as well as moved leskopierend adjustment mode relevant there can disengage again. Locking bar and conforming tooth-spine recess face each other in the case of symmetrical rear-axle swinging and thus also rear-wheel vertical axis vehicle vertical axis parallelism - recess of the sprocket spine and front edge of the locking bolt analogous to [ 5 ] chastised
• [7] = front wheel steering head threaded spindle Schrittmotorverstelleinheit, the electronically controlled electromechanical steering head adjustment - differentiating from the exact vertical axis of the vehicle - implemented around the vehicle longitudinal axis in each dynamic range required angular degrees. The shaft axis is - as shown here - rotatably mounted by means of two mutually specifically distanced ball or spherical bearings within the specific widened / stabilized topmost segment of the frame front tube. On this shaft axis is the steering head [ 9 ] rotatably locked by means of a specific wedge lock with the same and can optionally be removed separately by means of (splint-secured) screw connection. The / the potential load torque and step frequency of the stepper motor itself is designed with arithmetic consideration of the threaded spindle transmission ratio and the driving dynamics attacking centrifugal front fork-counteracting forces such that these dynamic driving adjustment from the electronic control unit to both stepper motor directions of rotation in the correct input / readjustment required Time units can be done. The respective Verstellbezüglichen vehicle longitudinal axial angular degrees are thereby from a - here shown to dazustehenden, electromagnetic induction encoder in adjustment mode on a specific radial tooth flank induction sensor, which simultaneously - as can be seen here - forms the rear shaft stump tapped, since in this regard during axial rotation per tooth / Tooth gap a magnetic flux change is induced. These inductive sine cosine signals are transmitted to the analog-to-digital converter of the electronic control unit [ 4 ] and counted in the downstream micro-computer unit and calculated therefrom each of the respective longitudinal axial Verstellwinkelwerte. These actual values are then definitely compared with the respective specific nominal values which have been tapped off from the characteristic field and, if appropriate, subsequently corrected by controlled correction voltage pulses to the stepper motor which can be activated in both directions of rotation. This bipolar direction of rotation-specific connecting poles of the stepping motor analogous to this circuit diagram is also upstream as in the rear swing arm stepper motor adjustment each a voltage-based specific operational amplifier to initiate the Verstellmodus required intensified voltages in the values required for this purpose.
• [8] = Hinterradschwingen threaded spindle Schrittmotorverstelleinheit, which realizes the electronically map-controlled, electromechanical rear swing adjustment - different from the exact vehicle vertical axis, but also specifically different from the front wheel axle - around the vehicle longitudinal axis in the respective driving dynamics required angular degrees. The shaft axis is - as shown here - similar to the steering head shaft axis by means of two mutually specifically distanced ball or pendulum ball bearings rotatably mounted within the specifically widened / stabilized bottom most segment of the rear frame tube. Through the threaded spindle sprocket (see also lower drawing field in 2 ), the continuous hollow horizontal guide bushing is guided for the rear swingarm pivot pin integrated therein, which in this perspective is shown here as a horizontal wellbore. The electronic map-controlled control of the relevant stepping motor takes place in comparison to that of the front wheel steering head specifically intensive, since a constant lane calculation bearing the rear wheel - analogous to the above functional phase diagrams [A; D] must be specifically steeper, because the path length from the front wheel steering head pivot axis to the concentric front wheel axle is much longer than the rear swing arm bearing height offset to the concentric rear wheel axle. Otherwise, a larger gear ratio between stepper motor output and rear swingarm sprocket could provide for this specific more intense adjustment. The sensory Verstellwinkelerfassung and potential readjustment is analogous to the Vorderradlenkkopf Schrittmotorverstelleinheit [ 7 ]
• [9] = front wheel steering head, the horizontal adjustment axis in both-wall breakthrough analogous to this illustration with specific lateral offset on the vertical steering axis of the lower fork bridge to grant their freedom (steerability)
• [10] = hypothetical rear swing tail longitudinal axis
• [11] = ABS wheel hub pulse ring, which is known to be designed as a radial tooth flank induction barrier and driving induced in a dazustehenden electromagnetic pulse per tooth / tooth gap a magnetic flux change from the number per unit time then the downstream electronic control unit calculates the respective present driving speed and arithmetically processed as a control variable. Possibly. could serve for this purpose a tachometer interface with a present electronic tachometer unit.
• [LA] = vehicle longitudinal axis [radial black arrow segment - LK] = front wheel steering and rear swing adjustment in a left turn with hyperdimensioned (below 45 °) chassis / driver cornering [radial white arrow segment - RK] = front wheel steering and rear swing adjustment in a right turn with hyperdimensioned (below 45 °) chassis / driver cornering

Explanation of the componentary function escalation of the previously specified elements on the basis of a hypothetical chassis / driver curve skew from the angle of inclination angle of 45 ° defined as the control parameter:
First, at exactly 45 ° tilt angle (tendency falling) unlocks the central control unit [ 4 ] via the lock pushbutton units [ 5 / 6 ] both threaded spindle sprockets of the front wheel steering and rear swinging stepper motor adjusting unit [ 7 / 8th ].

In the drawing field A, the front wheel, as well as the diametrically-bivalent-expanded rear wheel of this motorcycle is shown in this left-hand bend angle of exactly 45 ° tilt angle seen from the front. In this case, chassis / driver and the Fahrzeuglängsaxial pivotally controllable wheel rotation axes still form a high-axial unit. However, since the vehicle crew is anxious / forced to decimate this angle of inclination still to hypothetical 33 °, now controls the control unit [ 4 ] the respective escalating hyperdimensional inclination angles corresponding to the map fetched, individually metered control voltage signals to the Vorderradlenkkopf- and Hinterradschwingen Schrittmotorverstelleinheit, and the electronically-arithmetically controlled Verstellmodus or the angled, proportional re-erection of the wheels Rollachsen escalated.

• [9] = hypothetische Vorderradlenkkopf-Positions-Kreuzmarkierung, binnen welcher sich die hypothetische Chassis/Fahrer-Hochachse [CHA] – breite Strich/Punktlinie, sowie die Vorderrad-Hochachse [VR] – schmale Strich/Punktlinie schneiden
• [10] = hypothetische Hinterradschwingenverstell- und Schwenkachse binnen des bezüglichen Gewindespindel-Zahnkranzes, welche das Hinterrad [HR] – wie hier ersichtlich – einer kontinuierlich linearen Fahrspur wegen, spezifisch steiler als das Vorderrad um die Fahrzeuglängsachse aufrichtet.

In character field B, the front wheel, as well as the diametrically-bivalent expanded rear wheel, are shown in the rear high axial upright angular positions at a chassis / driver left turn angle of 33 °, taking account of a constant, linear lane.

• [9] = hypothetical front wheel steering head position cross mark, within which the hypothetical chassis / driver vertical axis [CHA] - wide dash / dot line, and the front wheel high axis [VR] - narrow dash / dot line intersect
• [10] = hypothetical Hinterradschwingenverstell- and pivot axis within the relative threaded spindle sprocket, the rear wheel [HR] - as shown here - a continuous linear lane due, specifically steeper than the front wheel straightens around the vehicle longitudinal axis.

There thus by this rear "jacking up" simultaneously the Vorderradnachlauf is decimated, this effect makes an additional optimizing contribution to tire-road friction.

Now the motorcycle has the curve vertex with this hypothetical, separate chassis / driver tilt passed by 33 °. Because the wheels around the vehicle's longitudinal axis thereby map-controlled proportional to the hyperdimensioned inclination angle - starting from 45 ° - specifically track stabilizing were angled, could their road friction do not go into sliding friction. The vehicle thus remained stable.

wieder bis zur exakten Fahrzeughochachse parallelisierend zurückverstellen. Beim hyperdimensionierten Abwinkeln sind diese Werte natürlich symmetrisch-rückwärtig verstellrelevant.The driver is now - aiming at the corner exit - initially only the chassis back on, the control unit [ 4 ] metamorphosed this chassis tilt angle information into specific control current voltage pulses to the reset relevant poles of the two stepper motor adjustment units [ 7 / 8th ], which now hypothesizes the front wheel steering head and the rear swing arm about the vehicle longitudinal axis proportional to the instantaneous chassis elevation values of hypothetical:

back in parallel to the exact vertical axis of the vehicle. With hyperdimensional angling, these values are of course symmetrically-backward adjustment relevant.

At exactly 45 ° inclination angle of chassis / driver now form the wheel high axles with the Chassis is an angular grading unit, whereby the control unit 4 ] immediately via the electromagnetic lock bolt pushbutton units [ 5 / 6 ] which thus again exactly linearly with their tooth back recesses attributable threaded spindle sprockets of the stepper motor adjustment units [ 7 / 8th ] lock backwards.

in the Character field C is the front wheel, as well as the diametrically-bivalent expanded rear wheel of this motorcycle in a hypothetical Right turn position of exactly 45 ° inclination angle of seen in front.

in the Character field D is the front wheel, as well as the diametric bivalent expanded rear wheel in the - one constant, linear lane accounting - backward upright angular positions at a symmetric to A chassis / driver right turn angle of 33 °.

The upper and lower cross mark as well as the various dash / dotted lines hereby designate the chassis elements analogous to character field B.

2

In the 2 Explicit, technologically-system-relevant motorcycle detail drawings are explicitly represented by numeric reference symbols.

Character field 7/8:

• 1 = in diesem Bereich spezifisch verbreitertes/stabilisiertes Segment des Chassis (Fahrgestell)
• 2 = für radiale und axiale Belastungen selbsteinstellende und unempfindlich wider Wellenbiegmomente konzipierte Pendelkugellager der längsaxialen Lenkkopf- bzw. Hinterradschwingenverstellachse 3
• 3 = Lenkkopf- bzw. Hinterradschwingenverstellachse mit rückwärtigem radialem Wellenabsatzstumpf, welcher bekanntlich als Zahnflanken-Induktionsschrankengeber für die sensorische Verstellwinkelerfassung ausgebildet ist. Zwischen dem radialkonkav, zahnflankengewölbten Gewindespindel-Abtriebzahnkranz 7, sowie dessen selbstsichernder Arretierungsmutter sind jeweils – wie hier dargestellt – spezifische Distanzscheiben beigelegt.
• 3A = für die drehfeste Arretierung des Lenkkopfes [9 – 1] auf der Welle 3 (bei der Vorderradlenkkopf-Schrittmotorverstelleinheit [7]) via spez. Mitnehmer-Halbradialkeil prädestinierte Mitnehmerkeilaussparung
• 4 = spezifisch auf U/I/R, bzw. bezüglich Lastdrehmoment, Schrittwinkel/Schrittmoment etc. parameterisierte Schrittmotor-Verstelleinheit, welche bekanntlich in zwei Drehrichtungen ansteuerbar ist
• 5 = rotatischer Gewindespindel-Wellenabtrieb, welcher zu einem spezifischen Übersetzungsverhältnis (i)/Zahnflankeneingriff zum damit fahrzeuglängsaxial verstellrelevanten Gewindespindel-Zahnkranz 7 steht
• 6 = pol-/drehrichtungsspezifische Steuerstromzuleitungen – LK = Linkskurven-Ansteuerung/RK = Rechtskurven-Ansteuerung – via Operationsverstärker vom elektronischen Steuergerät (zentrale Steuereinheit) [4 – 1]
• 7 = radial-konkav, zahnflankengewölbter Gewindespindel-Abtriebzahnkranz, welcher das Drehmoment des rotatischen Schrittmotor-Wellenantriebs in jeweils spezifische fahrzeuglängsaxiale Radhochachsen-Verstellmomente metamorphosiert

Here is one of the two threaded stepping motor adjustment units - regarding [ 7 / 8th 1 ], whose elements are now described on the basis of pending numberings in numerical order.

• 1 = in this area specifically widened / stabilized segment of the chassis (chassis)
• 2 = self-aligning and insensitive shaft bending moments designed for radial and axial loads pendulum ball bearings of the longitudinal axial Lenkkopf- or Hinterradschwingenverstellachse. 3
• 3 = Lenkkopf- or Hinterradschwingenverstellachse with rear radial shaft stump, which is known to be designed as a tooth flank induction barrier sensor for the sensory Verstellwinkelerfassung. Between the radially concave, tooth flank-curved threaded spindle output gear ring 7, and its self-locking locking nut are each - as shown here - specific spacers enclosed.
• 3A = for the non-rotatable locking of the steering head [ 9 - 1 ] on the shaft 3 (in the front wheel steering stepper motor adjustment unit [ 7 ]) via spec. Driver semi-radial wedge predestined driver wedge recess
• 4 = specifically to U / I / R, or with respect to load torque, step angle / step torque, etc. parameterized stepper motor adjustment unit, which is known to be controlled in two directions of rotation
• 5 = rotatic threaded spindle shaft output, which is at a specific gear ratio (i) / tooth flank engagement to the vehicle longitudinal axial adjustment relevant threaded spindle ring gear 7
• 6 = pol- / direction-specific control current supply lines - LK = left-hander control / RK = right-hander control - via operational amplifier from the electronic control unit (central control unit) [ 4 - 1 ]
• 7 = radially-concave, tooth-flanked threaded spindle output sprocket, which metamorphoses the torque of the rotatic stepper motor shaft drive in each specific vehicle longitudinal axis Radhochachsen-adjusting moments

Character field 10

Here is the threaded sprocket of the rear swingarm - in terms of [ 10 - 1 ] mounted within the Radführungsschenkel, which would of course be singular in Einarmschwingen, seen from above. The rear swingarm bearing pin is - as clearly shown here - suckgeng guided by a vehicle axial through hollow guide bearing bush of this adjustment ring gear and is symmetrically spaced on both sides by means of special spacers to the swinging arms, which would be unilaterally in one arm swing. The Verstellzahnkranz itself is analogous to that of the Vorderradlenkkopf-adjusting on the adjustment by means of a predestined for this Mitnehmerlängsverzahnung this shaft, which is arranged below / above the intersecting transverse axial spring axis in this element, rotatably locked. Thus, the spring vibration moments can be transmitted largely friction in the spring axis, in the / the bearing pin receptacle (s) of the / the swinging leg analog to this segmental side view to which the dash / dot trajectory has, respectively predestined for this purpose lubricant-encapsulating ball rollers or maintenance-free Phenol plain bearings vorgese hen.
- Vehicle longitudinal axis swivel axis LK / RK analog 1

collateral character field

• 1 = Chassis-Federbeinaufnahme (gefederte Masse)
• 2 = schraubarretierbarer Führungsbolzen des oberen chassisstatischen Federbein-(Silent-)Axialbolzenlagers
• 3 = allseitige Beweglichkeit gewährende Kugelgelenkschale, welche im chassisstatischen Federbein-Silentbuchsenlagerauge mit ausreichendem Zug druck- und rüttelfestigkeitsparameter verankert ist
• 4 = Kugelgelenksegment der oberen Stoßdämpfer-Kolbenstange, welches die beim Hinterradschwingen-Verstellmodus größtmögliche hochachsdifferenzierte Neigmomente an der chassisstatischen Federbeinanlenkung begrenzungsfrei gewährt, ohne dabei auskugelexponiert zu sein
• 5 = hypothetisch-oberes Schutzrohrsegment der oberen Stoßdämpfer-Kolbenstange
• 6 = Hinterradschwingen-Federbeinaufnahme (ungefederte, quer-/längsaxial-schwenkbewegliche Masse)
• 7 = schraubarretierbarer Führungsbolzen des unteren Federbein-(Silent-)Axialbuchsenlagers
• 8 = allseitige Beweglichkeit gewährende Kugelgelenkschale, welche im biaxial-schwenkkinematisierbaren Federbein-Silentbuchsenlagerauge mit ausreichendem Zug druck- und rüttelfestigkeitsparameter verankert ist
• 9 = Kugelgelenksegment des Stoßdämpfer(Federbein)-Führungsrohres, welches analog 4 konzipiert ist
• 10 = hypothetisch-unteres Schutzrohrsegment des Stoßdämpfer (Federbein)-Führungsrohres

Here are the relevant elements of a specifically designed for this purpose rear swingarm strut suspension for parallel / Einarmschwingen shown, which will now be described on the basis of each pending numerical numerical sequence.

• 1 = chassis strut mount (sprung mass)
• 2 = screw-lockable guide pin of upper chassis static strut (silent) thrust bearing
• 3 = all-round mobility granting ball joint socket, which is anchored in the chassisstatic strut Silentbuchsenlagerauge with sufficient train pressure and vibration resistance parameters
• 4 = ball joint segment of the upper shock absorber piston rod, which grants the maximum possible hochachsdifferierte tilting moments on the chassis static strut steering limitless in the rear swing arm adjustment mode, without being exposed auskugelexponiert
• 5 = hypothetical upper protective tube segment of the upper shock absorber piston rod
• 6 = rear swingarm strut mount (unsprung, transverse / longitudinally-swingable mass)
• 7 = schraubarretierbarer guide pin of the lower strut (silent) Axialbuchsenlagers
• 8 = all-round mobility granting ball joint socket, which is anchored in the biaxial schwenkkinematisierbaren strut Silentbuchsenlagerauge with sufficient train pressure and vibration resistance parameter
• 9 = ball joint segment of the shock absorber (strut) guide tube, which is designed analog 4
• 10 = hypothetical-lower protective tube segment of the shock absorber (strut) guide tube

Of the potentially longitudinal axis Swivel angle range of this rear swing arm, which of course vehicle type-individual variable is limited here at hypothetical [17.5 °] difference between chassis / swingarm. Definitely it should be noted that at a such extreme longitudinal axial Federschwingenverstellbarkeit itself only a propeller shaft Drive element recommends that conventional drive chains themselves here to wear-relevant-intensifying to twist.

3

In the 3 the block diagram of the internal compatible circuit units of the electronic control unit acting as a central control unit is shown in block diagram form.

Centerpiece of this especially for this bend fall prevention system [KPs] electronic control unit is the MICRO COMPUTER UNIT, which among other things integrates the microprocessor, which in turn all data including of the two - here Graphically represented maps too as well as the programs for the acquisition of the digitally modulated input quantities and for the (selective) calculation of the respective output variable.

Of the Memory can in this case in the form of an EPROM (Erasable Programmable Read Only Memory) be. This data store should be more flexible as a latchable chip module Using different tires (sizes), Federkennungen and others in this management relevant chassis dynamic influence components be compact replaceable integrated in this control unit, so that he either on the then used tires (size), spring detection etc. specifically reprogrammed or against a correspondingly reprogrammed with a small amount of time can be converted.

This MICRO COMPUTER UNIT is the pulse shaping unit analog-to-digital converter (input signal converter) Control Module Internal upstream, which - like here symbolizes the symbol - the analog input signals of the vehicle longitudinal axial sensorisierenden electronic Inclinometer, of the inductive vehicle speed sensor as well as the adjustment angle value - induction transmitter of the two threaded stepper motor adjustment units in each case proportionally defined digital signals (rectangular signals) so remodeled that they can then be processed / further processed microcomputerintern.

As soon as the operating current flow to this system-centralized control unit is applied by the ignition start switch, the same is functionally activated and controls falling - tilt angle degree specific modulated output signals / control current quantities from a curve inclination angle of 45 ° -Tendenz via the STEUER-ENDSTUFE to the wheels - längsaxial - Verstellrelevanten Actuators / Switch contacts (Schubstel ler- / Schrittmotorverstelleinheiten) of this system, which are shown here on the right in each case by square-framed symbols.

The silhouetted with "M" dc Switching symbols symbolize the left- / right-hand curve-specific ones [LK / RK] -polarization-relevant and specific-potentiometric The control unit operating current controls to the two threaded stepping motor adjustment units and the two lowest symbols, which are electronic at the inclination control value [45 °] To be initiated unlock / lock functions of the two electromagnetic Schubstellereinheiten to the relevant Recesses of the threaded spindle Toothed spine of the stepper motor actuators. The electronic product components, which are: metallic Base plate, thick-film plate, capacitor chip, as well as the trivial Contact strip for the connection contacts are here regarding their component Coupling analogous to conventional Car drive unit control devices integrated / mounted.

Claims (5)

Single-track motor vehicle with a front wheel carrier and a rear swing arm, each pivotable about a pivot axis lying in the vehicle longitudinal direction relative to the chassis ( 1 ), with one on the chassis ( 1 ) arranged electronic inclinometer ( 3 ) for determining the inclination angle of the chassis ( 1 ) when cornering and to deliver corresponding values to an electronic control unit ( 4 ) and with the control unit ( 4 ) controllable pivot arrangements for pivoting the front wheel carrier and the rear swing arm about their pivot axes, wherein depending on the inclination angle of the chassis ( 1 ) an erection of the wheels of the motor vehicle is possible, characterized in that the front wheel carrier as in a steering head ( 9 ) mounted fork is formed, wherein the steering head ( 9 ) is pivotally mounted about the pivot axis, and that the electronic control unit ( 4 ) has a stored map and an erection of the wheels from a threshold of the inclination angle of the chassis ( 1 ) of 45 ° and this raising in addition to the dependence of the angle of inclination of the chassis ( 1 ) also in dependence on the driving speed controls. Motor vehicle according to claim 1, characterized in that the pivoting arrangements ( 5 . 6 . 7 . 8th ) each have a stepper motor ( 7 . 8th ) and an electromagnetic lock plate actuator ( 5 . 6 ), the locking bolt of which when exceeding or falling below the threshold value from a corresponding recess or can be introduced, which recess arranged in a on the associated pivot axis and the stepper motor ( 7 . 8th ) is arranged via a threaded spindle driven sprocket. Motor vehicle according to claim 2, characterized in that at the end of a shaft of the stepping motor ( 7 . 8th ) and the threaded spindle, a tooth flank induction transmitter is formed, and that a cooperating sensor during pivoting operations an adjustment signal to the control unit ( 4 ), which compares the actual position with the nominal value according to the characteristic diagram and as a result the stepping motor ( 7 . 8th ). Motor vehicle according to one of claims 1 to 3, characterized in that the pivot axes through in the chassis ( 1 ) are mounted on spherical or self-aligning ball bearings mounted pivot shafts. Motor vehicle according to one of claims 1 to 4, characterized in that for determining the driving speed, a wheel hub pulse ring ( 11 ) is provided with the associated sensor of an anti-lock braking system or an electronic speedometer, which with the control unit ( 4 ) are connected.