EP3274224A1 - System and method for the distribution of the braking action between front-axle and rear-axle of a three-wheeled vehicle - Google Patents

System and method for the distribution of the braking action between front-axle and rear-axle of a three-wheeled vehicle

Info

Publication number
EP3274224A1
EP3274224A1 EP16723515.9A EP16723515A EP3274224A1 EP 3274224 A1 EP3274224 A1 EP 3274224A1 EP 16723515 A EP16723515 A EP 16723515A EP 3274224 A1 EP3274224 A1 EP 3274224A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
braking
pressure
axle
distribution
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16723515.9A
Other languages
German (de)
French (fr)
Inventor
Luca Marano
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Piaggio and C SpA
Original Assignee
Piaggio and C SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Piaggio and C SpA filed Critical Piaggio and C SpA
Publication of EP3274224A1 publication Critical patent/EP3274224A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/261—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels specially adapted for use in motorcycles

Definitions

  • This invention relates to a system and method for the distribution of the braking action between the front axle and rear axle of a three-wheeled vehicle (tricycle) having one front wheel and two rear wheels.
  • the purpose of this invention is to identify a method and a system for optimally allocating the braking action between the front axle and rear axle of a three-wheeled vehicle, also on the basis of the adhesion conditions between the vehicle and the road.
  • Figures 1 to 8 illustrate the theory developed by the inventor, on which the system and the method according to the invention are based.
  • Figure 9 illustrates a realisation scheme of a braking system according to this invention.
  • This invention is the result of an original theory developed by the inventor based on the hypothesis that, from the point of view of its behaviour during braking, a three-wheeled vehicle has a behaviour that is mid-way between that of a four-wheeled vehicle (automobile) and a two-wheeled vehicle (motorcycle) .
  • the optimum braking conditions depend on the conditions of adhesion between tyre and road.
  • FA braking force to the front wheel developed by the front brake
  • Pcuti pressure threshold with the vehicle “loaded”
  • ⁇ coefficient of adhesion available between tyre and road
  • ⁇ y coefficient of adhesion committed by the vehicle in the transverse direction
  • iR minimum friction coefficient from which is the condition necessary for the rollover of the vehicle is satisfied
  • the inventor has also set a necessary " condition for the rollover of the vehicle.
  • the vertical component of the forces acting on the vehicle can be reduced to the sole weight force:
  • Figure 2 graphically represents the system of equations 8) and highlights how, for coefficients of friction less than ⁇ , there are no intersections between the straight line defined by equation 5) and the circumference associated to equation 4) .
  • braking distribution After a braking system of the vehicle is dimensioned, the relationship between the braking force to the rear wheels FP and the braking force to the front wheel FA is defined "braking distribution":
  • K0 may be greater or smaller than Kl .
  • the braking system is dimensioned so ⁇ as to achieve a cautionary braking distribution K* between K0 and Kl, without any correction device ( Figure 5) .
  • the braking system is dimensioned so as to achieve a cautionary braking distribution K* between K0 and Kl, and provides a correction device 114 ( Figures 6 and 9).
  • Said correction device comprises a limitation valve 114b suitable for to limit the pressure P ou t output as a function of the ' load of the vehicle, for example detected on the basis of the state of the suspensions, for example rear, or as a function of the deceleration developed in braking or by fixing a pre-set threshold value.
  • the limitation of pressure P out is performed so as to obtain a braking distribution trend that approximates in a manner deemed adequate the limit adhesion curve, generally by a broken line.
  • the pressure P out is limited by maintaining a constant pressure P out /' according to a further .
  • the pressure P out is limited by imposing a constant of proportionality coefficient q with respect to the input pressure Pi n , defined characteristic coefficient of the braking corrector.
  • the braking system is dimensioned so as to achieve maximum braking distribution (K0 or Kl, depending of the greater value between the two) , for example Kl, and provides for the introduction of a correction device 114 comprising a modulation valve 114a that modulates the distribution K between K0 and Kl as a function of the load ( Figures 7 and 9) , through variation of P out -
  • the braking system is dimensioned so as to achieve the maximum braking distribution (K0 or Kl, depending on the greater value between the two) , for example Kl, and providing a correction device 114 comprising a modulation valve 114a that modulates the distribution K between K0 and Kl as a function of the load and a limitation valve 114b to impose a pressure limitation as a function of the load of the vehicle, for example detected based on the state of the suspensions, for example rear, or as a function of the deceleration developed in braking, or by setting a predefined threshold value (Figures 8 and 9).
  • the limitation of the pressure P out is performed so as to obtain a braking distribution trend that approximates in a manner deemed adequate the limit adhesion curve, generally by a broken line.
  • the pressure P ou t is limited by maintaining a constant pressure Pout; according to a further example, the pressure P out is limited by imposing a constant of proportionality coefficient q with respect to the input pressure Pj. n .
  • a system 100 for the distribution of braking between front axle and rear axle of a three-wheeled vehicle comprises :
  • an actuating element 102 for braking control for example a lever or a pedal
  • a front brake group 106 suitable to operate in braking on the front wheel of the vehicle
  • a correction device 114 hydraulically associated to the actuating element and to the rear brake group 104a, 104b (or, in a variant not represented, to the front brake group 106) .
  • the system 100 comprises
  • system 100 includes a front circuit 108'' operatively engaged with the actuation element 102 and with the front brake group 106.
  • the correction device 114 comprises only . a pressure limitation valve 114b; according to a further embodiment, the correction device 114 comprises only a modulation valve 114b; according to a yet further embodiment, the correction device comprises both a pressure limitation valve 114b and a modulation valve 114a, wherein the limitation valve 114b is placed in series with the modulation valve 114a, downstream of it.
  • the correction device 114 is realised as two structurally separate groups that function as limitation valve and the modulation valve respectively; according to a further variant, it is realised as a single structural group that operates as limitation valve and modulation valve.
  • the correction device 114 is constituted by a single valve that operates simultaneously for modulation and for limitation.
  • the system 100 comprises detection means 120.
  • the detection means 120 are suitable to detect the load configuration of the vehicle; for example, said detection means are operatively connected with the suspensions, for example the rear, of the vehicle and determine a load signal as a function of the state of the suspensions. For example, said signal is determined as a function of the distance between the wheel hub and the casing.
  • said detection means 120 are suitable to .detect the deceleration of the vehicle; for example, said detection means comprise a deceleration sensor.
  • said detection means 120 are suitable to determine a threshold pressure value; for example, said detection means comprise storage means containing a predefined pressure threshold value.
  • said detection means comprise electronic management means, for example an electronic control unit.
  • the system 100 includes a power group 130 operatively associated to the actuation element 102 and suitable for pressurising the fluid contained in the hydraulic circuit at a pressure dependent on the entity of the actuation element 102.
  • the power group 130 is for example hydraulic or electro-hydraulic (BBW, brake by wire type systems).
  • the inventor has established how the application of the distribution method described above, for example by means of the braking system described above, produces a remarkable stability of the three-wheeled vehicle during braking, especially at low adhesions.
  • system and method described above are also applicable to a three-wheeled vehicle having one rear wheel and two front wheels, tilting or not.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)

Abstract

A method for the distribution of the braking action between front axle and rear axle of a three-wheeled vehicle comprises the steps of fixing a geometric or dynamic condition necessary for vehicle rollover, determining a minimum friction coefficient μR above which the condition necessary for rollover is satisfied and determining a braking distribution K as a function of the geometric and mass characteristics of the vehicle and the minimum friction coefficient μR. The system is suitable to implement such a method.

Description

DESCRIPTION
"SYSTEM AND METHOD FOR THE DISTRIBUTION OF THE BRAKING ACTION BETWEEN FRONT AXLE AND REAR AXLE OF A THREE- WHEELED VEHICLE"
This invention relates to a system and method for the distribution of the braking action between the front axle and rear axle of a three-wheeled vehicle (tricycle) having one front wheel and two rear wheels.
In particular, the purpose of this invention is to identify a method and a system for optimally allocating the braking action between the front axle and rear axle of a three-wheeled vehicle, also on the basis of the adhesion conditions between the vehicle and the road.
This purpose is achieved by a method of allocating the braking action and a braking system according to the appended claims.
Figures 1 to 8 illustrate the theory developed by the inventor, on which the system and the method according to the invention are based.
Figure 9 illustrates a realisation scheme of a braking system according to this invention.
This invention is the result of an original theory developed by the inventor based on the hypothesis that, from the point of view of its behaviour during braking, a three-wheeled vehicle has a behaviour that is mid-way between that of a four-wheeled vehicle (automobile) and a two-wheeled vehicle (motorcycle) .
In four-wheeled vehicles, it is imperative to avoid the locking of the rear axle during braking, in any condition of adhesion between tyre and road. Otherwise, there is a risk of spinning or, even worse, rolling over.
In contrast, in two-wheeled vehicles, it is imperative to avoid the locking of the front wheel, which otherwise would lead to a .loss of manoeuvrability of the vehicle by the driver, with consequent loss of balance. While the locking of the rear wheel is preferable because it has a stabilising effect on the trajectory.
In a three-wheeled vehicle, the optimum braking conditions depend on the conditions of adhesion between tyre and road.
In poor adhesion conditions, for example on an icy road, it "is necessary to prevent the locking of the rear axle, because the rear wheels have the task of opposing the yaw moment that could cause the vehicle to spin.
While, in high-adhesion conditions, for example on a sunny paved road, it is necessary to prevent the front axle locking, i.e., the single front wheel. The driver is thus enabled to change the trajectory of the vehicle and prevent rollover, which is possible because the adhesion is sufficient to trigger the phenomenon. In summary, it is appropriate for a three-wheeled vehicle to behave like a four-wheeled vehicle in conditions of low adhesion and like a two-wheeled vehicle in high-adhesion conditions.
To define the optimal relationship between the braking force developed at the front wheel and the braking force developed at the rear wheels (defined braking distribution) , it is necessary to define the coefficient of adhesion between tyre and road that allows discriminating between a condition of "low adhesion" and a condition of "high adhesion". This coefficient (μϊ*) it can be expressed as a function of the geometric and mass characteristics of the vehicle.
Definitions and symbols:
CG = centre of gravity
H = distance of the centre of gravity from the ground a = front semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the front axle)
b = rear semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the rear axle)
t = rear track
L = wheelbase of the vehicle
M = mass of the vehicle
g = acceleration of gravity F = resultant of the forces acting on the vehicle Fx = longitudinal component of the forces acting on the vehicle
Fy = transverse component of the forces acting on the vehicle
Fz = vertical component of the forces acting on the vehicle
FA = braking force to the front wheel developed by the front brake
FP = braking force to the rear wheels developed by the rear brakes
K = braking distribution
K0 = breaking distribution with the vehicle "unloaded" Kl = breaking distribution with the vehicle "loaded" Pin = pressure input to the limitation device
Pout = pressure output from the limitation device Pcuto = pressure threshold with the vehicle "unloaded" Pcuti = pressure threshold with the vehicle "loaded" μ = coefficient of adhesion available between tyre and road
μχ = coefficient of adhesion committed by the vehicle in the longitudinal direction
μy = coefficient of adhesion committed by the vehicle in the transverse direction
iR = minimum friction coefficient from which is the condition necessary for the rollover of the vehicle is satisfied
q = characteristic coefficient breaking corrector.
The inventor has also set a necessary " condition for the rollover of the vehicle.
For example, he has set as a necessary but not sufficient condition for a three-wheeled vehicle to rollover, that the resultant of the forces acting on its centre of gravity CG intersects the road surface on its support perimeter (Figure 1), i.e., on the perimeter defined by an imaginary triangle having as its vertexes the centres of the footprints of the two rear wheels and the front wheel.
Further rollover hypotheses can be formulated, for example taking into account the load transfer between the rear axle and front axle during braking.
For clarity, reference will be made below to the hypothesis of the support perimeter.
Both the longitudinal and transverse components of the forces acting on the vehicle commit adhesion respectively' in the longitudinal and transverse directions. Therefore, they can be expressed as:
1) Fx = Mg μχ
2) Fy = -Mg μy
The vertical component of the forces acting on the vehicle can be reduced to the sole weight force:
3) Fz = -Mg
Between μχ, μγ and μ, the following relation applies:
Combining 1), 2), 3) so that the resultant of the forces acting on the vehicle's centre of gravity CG intersects the road surface on the support perimeter of the vehicle itself, we obtain the following link between μχ and μγ:
6) Where L = a + b is the wheelbase of the vehicle
Given
7) δ =
2L
Combining equations 4), 5), 6) and 7),. we obtain: that has as its solution:
where the discriminant of the square root is:
From the condition of existence of the radical, we can calculate the minimum friction coefficient above which the condition required for rollover is satisfied:
Figure 2 graphically represents the system of equations 8) and highlights how, for coefficients of friction less than μϊΐ, there are no intersections between the straight line defined by equation 5) and the circumference associated to equation 4) .
After a braking system of the vehicle is dimensioned, the relationship between the braking force to the rear wheels FP and the braking force to the front wheel FA is defined "braking distribution":
From theory relating to the dynamics of the vehicle, we obtain the limit adhesion curve of the vehicle, exclusively a function of the value of the coefficient of adhesion μ available between tyre and road and the geometric and mass parameters of the vehicle (Figure 3) . For each value of the coefficient of adhesion μ available between the tyres and road, there is a corresponding point of the limit adhesion curve that defines the value of FP and FA for which there is, simultaneously, the locking of the rear wheels and the front wheels.
Always with reference to Figure 3, given the limit adhesion curve of the vehicle, knowing ]iR, i.e., the minimum friction coefficient at which the condition necessary for rollover is satisfied, it is possible to derive the value of FP and FA for which there is, simultaneously, the locking of the rear wheels and the front wheels, and hence their ratio (braking distribution) : a
13) K - H
b a
F Tr~^!t
14) from which— = -y
FA b
H R
The following parameters will vary with the load conditions of the vehicle:
H = distance of the centre of gravity from the ground a = front semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the front axle)
b = rear semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the rear axle) , for which R varies with the load conditions of the vehicle as the function of "a" and "H" .
Therefore it is necessary to change the ratio (braking distribution) as a function of the load conditions of the vehicle.
With reference to figure 4, we will have:
K0 for the vehicle in running conditions, so
"unloaded" ;
Kl for the vehicle under full load conditions, so
"loaded" .
According to the different conditions, K0 may be greater or smaller than Kl .
According to a first embodiment of the invention, the braking system is dimensioned so ■ as to achieve a cautionary braking distribution K* between K0 and Kl, without any correction device (Figure 5) .
According to a further embodiment of the invention, the braking system is dimensioned so as to achieve a cautionary braking distribution K* between K0 and Kl, and provides a correction device 114 (Figures 6 and 9)..
Said correction device comprises a limitation valve 114b suitable for to limit the pressure Pout output as a function of the' load of the vehicle, for example detected on the basis of the state of the suspensions, for example rear, or as a function of the deceleration developed in braking or by fixing a pre-set threshold value.
The limitation of pressure Pout is performed so as to obtain a braking distribution trend that approximates in a manner deemed adequate the limit adhesion curve, generally by a broken line. According to a first embodiment example, the pressure Pout is limited by maintaining a constant pressure Pout/' according to a further . example , the pressure Pout is limited by imposing a constant of proportionality coefficient q with respect to the input pressure Pin, defined characteristic coefficient of the braking corrector.
■ According to a yet further embodiment, the braking system is dimensioned so as to achieve maximum braking distribution (K0 or Kl, depending of the greater value between the two) , for example Kl, and provides for the introduction of a correction device 114 comprising a modulation valve 114a that modulates the distribution K between K0 and Kl as a function of the load (Figures 7 and 9) , through variation of Pout-
According to a further embodiment, the braking system is dimensioned so as to achieve the maximum braking distribution (K0 or Kl, depending on the greater value between the two) , for example Kl, and providing a correction device 114 comprising a modulation valve 114a that modulates the distribution K between K0 and Kl as a function of the load and a limitation valve 114b to impose a pressure limitation as a function of the load of the vehicle, for example detected based on the state of the suspensions, for example rear, or as a function of the deceleration developed in braking, or by setting a predefined threshold value (Figures 8 and 9).
In this case as well, the limitation of the pressure Pout is performed so as to obtain a braking distribution trend that approximates in a manner deemed adequate the limit adhesion curve, generally by a broken line. According to a first embodiment example, the pressure Pout is limited by maintaining a constant pressure Pout; according to a further example, the pressure Pout is limited by imposing a constant of proportionality coefficient q with respect to the input pressure Pj.n.
According to an embodiment of the invention (Figure 9), a system 100 for the distribution of braking between front axle and rear axle of a three-wheeled vehicle comprises :
- an actuating element 102 for braking control, for example a lever or a pedal;
- a rear brake group 104a, 104b suitable to operate in braking on the rear wheels of the vehicle;
- a front brake group 106 suitable to operate in braking on the front wheel of the vehicle;
- a correction device 114 hydraulically associated to the actuating element and to the rear brake group 104a, 104b (or, in a variant not represented, to the front brake group 106) .
For example, according to the embodiment of Figure 9, the system 100 comprises
- an upstream circuit 108' operatively engaged with the actuation element 102 and in input to the correction device 114; and
- a downstream circuit 110 operatively engaged with the rear brake group 104a, 104b and in output to the correction device 104.
In addition, the system 100 includes a front circuit 108'' operatively engaged with the actuation element 102 and with the front brake group 106.
According to an embodiment, the correction device 114 comprises only . a pressure limitation valve 114b; according to a further embodiment, the correction device 114 comprises only a modulation valve 114b; according to a yet further embodiment, the correction device comprises both a pressure limitation valve 114b and a modulation valve 114a, wherein the limitation valve 114b is placed in series with the modulation valve 114a, downstream of it. In this latter embodiment, constructively, the correction device 114, according to a variant, is realised as two structurally separate groups that function as limitation valve and the modulation valve respectively; according to a further variant, it is realised as a single structural group that operates as limitation valve and modulation valve. According to a yet further variant, the correction device 114 is constituted by a single valve that operates simultaneously for modulation and for limitation.
Preferably, moreover, the system 100 comprises detection means 120.
According to a preferred embodiment, the detection means 120 are suitable to detect the load configuration of the vehicle; for example, said detection means are operatively connected with the suspensions, for example the rear, of the vehicle and determine a load signal as a function of the state of the suspensions. For example, said signal is determined as a function of the distance between the wheel hub and the casing.
According to a further embodiment, said detection means 120 are suitable to .detect the deceleration of the vehicle; for example, said detection means comprise a deceleration sensor.
According to a yet further embodiment, said detection means 120 are suitable to determine a threshold pressure value; for example, said detection means comprise storage means containing a predefined pressure threshold value.
Preferably said detection means comprise electronic management means, for example an electronic control unit.
Preferably, moreover, the system 100 includes a power group 130 operatively associated to the actuation element 102 and suitable for pressurising the fluid contained in the hydraulic circuit at a pressure dependent on the entity of the actuation element 102.
The power group 130 is for example hydraulic or electro-hydraulic (BBW, brake by wire type systems).
The inventor has established how the application of the distribution method described above, for example by means of the braking system described above, produces a remarkable stability of the three-wheeled vehicle during braking, especially at low adhesions.
In a variant of the invention, the system and method described above are also applicable to a three-wheeled vehicle having one rear wheel and two front wheels, tilting or not.
It is clear that one skilled in the art, in order to meet contingent needs, may make changes to the method and system described above, that provide for the steps of setting a necessary geometric or dynamic for the rollover of the vehicle; .determining a minimum coefficient of friction )iR above which the condition necessary for rollover is satisfied; determining a distribution of braking force K as a function of the geometric characteristics and mass of the vehicle and the minimum coefficient of friction iR.

Claims

1 . Method for the distribution of the braking action between front axle and rear axle of a three-wheeled vehicle, wherein
for the vehicle is defined
CG = centre of gravity
H = distance of the centre of gravity from the ground a = front semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the front axle)
b = rear semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the rear axle)
t = rear track
L = wheelbase of the vehicle = a + b
FA = braking force to the front wheel developed by the front brake
FP = braking force to the rear wheels developed by the rear brakes;
'given that
- the values kO for the unloaded vehicle and Kl for the loaded vehicle are calculated;
- a value K* is selected such that KO < K* < Kl
- the braking system is dimensioned so that
2. Method according to claim 1, wherein, furthermore, the following are defined
Pcuto = pressure in the braking system with the vehicle unloaded;
Pcuti = pressure in the braking system with the vehicle loaded;
and wherein
- the load condition of the vehicle is detected;
- if the vehicle is unloaded, the pressure Pout in the braking circuit is limited starting from Pcut0r if the pressure tends to exceed said threshold value Pcuto;
- if the vehicle is loaded, the pressure Pout in the braking circuit is limited starting from Pcuti/ if the pressure tends to exceed said threshold value Pcuti;
- in the intermediate load conditions, the pressure Pout in the braking circuit is limited between Pcuto and Pcuti.
3. Method according to claim 2, wherein the load
condition of the vehicle is detected as a function of the state of the suspensions, for example the rear
suspensions.
4. Method for the distribution of the braking action between front axle and rear axle of a three-wheeled vehicle, wherein for the vehicle is defined
CG = centre of gravity
H = distance of the centre of gravity from the ground a = front semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the front axle )
b = rear semi-wheelbase (distance along the horizontal axis x of the centre of gravity from the rear axle)
t = rear track
L = wheelbase of the vehicle = a + b
FA = braking force to the front wheel developed by the front brake
FP = braking force to the rear wheels developed by the rear brakes given that μκ =
- the values kO for the unloaded vehicle and Kl for the loaded vehicle are calculated;
- the value Kmax is identified as the greater of the values KO and Kl;
- the braking system is dimensioned so that
- the load condition of the vehicle is detected; - the value of K is modulated as a function of the load of the vehicle, by operating on the pressure in the braking circuit in order to respect the boundary conditions of adhesion.
5. Method according to claim 4, wherein, furthermore, the following are defined
Pcuto = pressure in the braking system with the vehicle unloaded;
Pcuti = pressure in the braking system with the vehicle loaded;
and wherein
- if the vehicle is unloaded, the pressure Pout in the braking circuit is limited starting from Pcuto/ if the pressure tends to exceed said threshold value Pcuto;
- if the vehicle is loaded, the pressure Pout in the braking circuit is limited starting from Pcuti, if the pressure tends to exceed said threshold value Pcuti;
- in the intermediate load conditions, the pressure Pout in the braking circuit is limited between Pcuto and Pcuti-
6. Method according to claim 4, wherein the load condition of the vehicle is detected as a function of the state of the suspensions, for example the rear suspensions.
7. Method for the distribution of the braking action between front axle and rear axle of a three-wheeled vehicle, comprising the steps of:
- fixing a geometric or dynamic condition necessary for the rollover of the vehicle;
- determining a minimum coefficient, of friction pR above which the condition necessary for rollover is satisfied;
- determining a distribution of braking force K as a function of the geometric characteristics and mass of the vehicle and the minimum coefficient of friction R.
8. Braking assembly (100) for a three-wheeled vehicle, comprising:
- an actuating element (102) manoeuvrable by a driver for braking control, for example a lever or a pedal;
- a rear brake group (104a, 104b) suitable to operate in braking on the rear wheels of the vehicle;
- a front brake group (106) suitable to operate in braking on the front wheel of the vehicle;
an upstream hydraulic circuit (108' ), operatively associated to the actuating element (102) , and a downstream circuit (110) operatively associated to the rear brake group;
- a correction device (114), associated in input to the upstream hydraulic circuit (108') and in output to the downstream circuit (110) ;
wherein said correction device (114) comprises only a modulation valve (114a) or only a limitation valve (114b) or both (114a, 114b), wherein the limitation valve (114b) is placed in series with the modulation valve (114a), downstream of it.
9. System according to claim 8, wherein the correction device (114), when it comprises both the modulation valve (114a) and the limitation valve (114b), constructively, is realised
as two structurally separate groups that function, respectively, as limitation valve and modulation valve, or
as a single structural group that operates as limitation valve and modulation valve, or
- consists of a single valve that operates simultaneously for modulation and for limitation.
10. System according to claim 8 or 9, wherein the modulation valve (114a) is suitable to modulate a braking distribution (K) as a function of the load of the vehicle, between a value K0 with the vehicle unloaded and a value Kl with the vehicle loaded.
11. System according to claim 8, 9 or 10, wherein the limitation valve (114b) is suitable to limit the pressure in output from the correction device as a function of the load of the vehicle or the deceleration, or to impose a predetermined threshold value.
12. System according to any of claims 8 to 11, further comprising,
- detection means (120) operatively connected with said correction device (114), suitable to detect the load conditions of the vehicle, or a deceleration, or to impose a predetermined threshold pressure value.
13. System according to claim 12, wherein said detection means (120) comprise electronic management means, for example an electronic control unit.
14. Braking system (100) for the realisation of a braking force on a three-wheeled vehicle on the basis of a distribution K of the braking action between the front axle and rear axle in accordance with the method of claims 1 to 3, the method of claims 4 to 6 or with the method of claim 7.
EP16723515.9A 2015-03-27 2016-03-24 System and method for the distribution of the braking action between front-axle and rear-axle of a three-wheeled vehicle Withdrawn EP3274224A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITPD20150066 2015-03-27
PCT/IB2016/051694 WO2016157049A1 (en) 2015-03-27 2016-03-24 System and method for the distribution of the braking action between front-axle and rear-axle of a three-wheeled vehicle

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Publication Number Publication Date
EP3274224A1 true EP3274224A1 (en) 2018-01-31

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EP (1) EP3274224A1 (en)
CN (1) CN107864646A (en)
WO (1) WO2016157049A1 (en)

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JP7056349B2 (en) * 2018-04-23 2022-04-19 トヨタ自動車株式会社 Automatic tilt vehicle
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