TW202229065A - Method and system for the control of an electro-hydraulic abs braking system - Google Patents

Abstract

A method for controlling an electro-hydraulic ABS braking system of a bicycle, in which, if the brake caliper pressure exceeds the preset maximum pressure threshold or the wheel slip ratio exceeds the preset wheel slip ratio threshold, a solenoid is switched between the de-energized configuration and the energized configuration in order to reduce the fluid pressure in the caliper.

Description

Method and system for controlling an electro-hydraulic anti-lock braking system

The present invention relates to the field of electric bicycles, and more particularly, to a method and system for controlling an electro-hydraulic anti-lock braking (ABS) system, especially but not limited to the wheels of electric bicycles.

Actuators for hydraulic anti-lock braking systems for electric bicycles with hydraulically controlled braking are known in the prior art. This feature can increase the safety level of the vehicle during braking, avoiding excessive locking of the front wheels or the rider overturning the handlebars. Due to the ABS brake actuator, directional stability is improved, allowing the rider to better master any emergency braking, regardless of the road surface, even if the coefficient of friction is low.

As we all know, when a rider applies the brakes on a bicycle equipped with an anti-lock braking system, he needs to know whether the controlled wheel is locked. This can only be done by comparing the speed of the braked wheel with the speed of the vehicle.

The present disclosure relates to a control method for an anti-lock braking system, particularly a bicycle, wherein the pressure applied to the brake can be controlled by switching the current flowing in a single solenoid control valve. An example of such a system is described in Italian Patent Application No. 102020000015367, which was still confidential at the time of filing.

It is an object of the present invention to improve rider safety when the bicycle enters surfaces with high and/or low slipperiness.

The above is achieved by a method for controlling an electro-hydraulic anti-lock braking system, in particular for a bicycle, according to claim 1, and a system for controlling an electro-hydraulic anti-lock braking system according to claim 8 Purpose. The dependent claims relate to preferred embodiments of the method and system according to the present invention.

According to a general embodiment of the present invention, the method controls an electro-hydraulic anti-lock braking system for a bicycle. The anti-lock braking system includes a hydraulically operated caliper, a hydraulic master cylinder operable by a handlebar to pressurize the caliper, and a control solenoid valve in fluid communication with the master cylinder and the caliper. The control solenoid valve is switchable between a de-energized configuration, in which it places the master cylinder in fluid communication with the caliper, and an energized configuration, in which it interrupts fluid communication between the master cylinder and the caliper and allows Decompression brake calipers.

According to one aspect of the present invention, the above-mentioned method comprises the following steps:

receive brake caliper pressure data from a pressure sensor adapted to measure pressure in the piping of the hydraulic brake circuit;

Receive vehicle speed data from a speed measuring device;

Receive the actual wheel speed data from the speed wheel sensor;

Calculate the wheel slip rate as the ratio of the vehicle speed to the actual wheel speed;

Compare caliper pressure with a preset maximum pressure threshold;

Compare wheel slip to a preset wheel slip threshold.

If caliper pressure exceeds a preset maximum pressure threshold or wheel slip exceeds a preset wheel slip threshold, the solenoid of the solenoid control valve switches between de-energized and energized configurations to reduce fluid in the caliper pressure.

According to one embodiment, an anti-rollover procedure is performed when the caliper pressure exceeds a preset maximum threshold. At least one cycle of solenoid operation is performed, wherein in each cycle of operation, the solenoid switches from a powered-on configuration to a powered-off configuration. The solenoid valve remains in the energized configuration during the anti-tip open wait time and in the de-energized configuration during the anti-tip close wait time. After each solenoid operating cycle, the number of solenoid operating cycles is stored in a counter.

According to an aspect of the present invention, in the anti-overturning procedure, the above-mentioned method further comprises the following steps:

after each solenoid operating cycle, comparing the number of solenoid operating cycles to a preset maximum number of cycles;

If the number of solenoid operating cycles equals or exceeds the preset maximum number of cycles and the caliper pressure is below the preset maximum pressure threshold, the solenoid valve is de-energized and the number of solenoid operating cycles is set to zero.

In one embodiment, the anti-skid procedure is performed when the wheel slip ratio exceeds a preset wheel slip ratio threshold. In the skid procedure, at least one solenoid operation cycle is performed, in each operation cycle, the solenoid valve is switched from the energized configuration to the de-energized configuration, so that the solenoid valve remains in the energized configuration for the anti-skid open wait time, and then the solenoid valve is turned off. Remains in power-down configuration during the skid shutdown wait time.

In one embodiment, in the anti-skid procedure, the above method further includes:

comparing the wheel slip rate to a preset wheel slip threshold after each solenoid operating cycle;

If the wheel slip rate is below a preset wheel slip threshold and a preset unlock time has elapsed, the solenoid valve (53) is de-energized and the number of solenoid operating cycles is set to zero.

According to one embodiment, the above method further includes, in the anti-skid procedure:

Compare brake caliper pressure with a preset minimum brake pressure threshold;

Compare the vehicle speed with a preset minimum speed;

If the caliper pressure is below the preset minimum pressure threshold and the vehicle speed is below the preset minimum speed, the solenoid valve is de-energized and the counter for the number of solenoid operating cycles is set to zero.

According to one embodiment, the above-mentioned method further includes the following steps when implementing the anti-overturning procedure:

Compare wheel slip with preset wheel slip;

If the wheel slip ratio exceeds the preset wheel slip ratio, the anti-skid procedure is performed.

According to a general embodiment, a system for controlling an electro-hydraulic anti-lock braking system is also disclosed. The system described above includes a hydraulically operated caliper and a hydraulic master cylinder operable by a handlebar to pressurize the caliper. A control solenoid valve may be in fluid communication with the master cylinder and the caliper. The control solenoid valve is switchable between a de-energized configuration in which it fluidly communicates the master cylinder with the caliper, and an energized configuration in which it interrupts fluid communication between the master cylinder and the caliper. This fluid communication allows for decompression of the brake caliper.

The above system further includes an electronic control unit "ECU" that can be connected to the speed measuring device and the caliper pressure sensor. The speed measuring device is suitable for measuring vehicle speed. The caliper pressure sensor is suitable for measuring caliper pressure.

The electronic control unit is configured to perform the method disclosed above.

According to one embodiment, the solenoid valve includes a main conduit adapted to provide fluid communication between the inlet and the hydraulic master cylinder, an outlet conduit adapted to provide fluid communication between the outlet and the brake caliper, and an outlet conduit adapted to provide fluid communication between the bypass outlet and the brake caliper. Bypass conduits that provide fluid communication between the accumulators.

According to one embodiment, the bypass conduit is fluidly connected to the check valve in a manner that fluidly connects the main conduit to the bypass conduit. This connection allows fluid to move in one direction, from the bypass line to the main line.

According to one embodiment, in the first position, the solenoid control valve fluidly communicates the main conduit to the outlet conduit. This in turn allows pressure to be transferred directly to the caliper. In the second position, the solenoid control valve fluidly communicates the outlet conduit with the bypass conduit, thereby reducing the pressure in the outlet conduit.

The above simplified summary of illustrative forms is provided to provide a basic understanding of the present disclosure. This summary is not an extensive overview of all contemplated forms and is neither intended to identify key or key elements of all forms nor to delineate the scope of any or all forms of the present disclosure. Its sole purpose is to present one or more aspects in a simplified form as a prelude to the more detailed description of the following disclosure. To achieve the above objectives, one or more aspects of the present disclosure include the features described and exemplarily indicated in the scope of the claims.

An illustrative description is made herein in the context of methods and systems for controlling electro-hydraulic anti-lock braking systems, particularly in bicycles. Those of ordinary skill in the art will appreciate that the following description is illustrative only and is not intended to be limiting in any way. Other modalities will readily occur to those skilled in the art having the benefit of this disclosure. Reference will now be made in detail to exemplary implementations as shown in the accompanying drawings.

The anti-lockup system and operation will be described in Figures 1-4. The general operation of the electronic control unit will first be described with reference to FIG. 5 .

Element 100 denotes a system for controlling the electro-hydraulic anti-lock braking system of a bicycle. The anti-lock braking system includes a hydraulically operated brake caliper 51 and a hydraulic master cylinder 40 , which can be operated by the handlebar 41 to pressurize the brake caliper 51 .

The system 100 includes a control solenoid valve 53 fluidly connected to the master cylinder 40 and the caliper 51 . The control solenoid valve 53 is switchable between a de-energized configuration and an energized configuration. In the de-energized configuration, the solenoid valve 53 is controlled to fluidly communicate the master cylinder 40 with the caliper 51 . In the energized configuration, the control solenoid valve 53 interrupts fluid communication between the master cylinder 40 and the caliper 51 and allows decompression of the caliper 51 .

More specifically, the master cylinder 40 may be in fluid communication to the inlet of the solenoid valve 53 via a main conduit. The main conduit is adapted to withstand the pressure increase caused by actuating the handle 41 .

The solenoid valve 53 further includes an outlet 46 and a bypass outlet 49 .

Outlet 46 is suitable for connecting the solenoid valve to caliper conduit 47 .

The bypass passage 55 is in fluid communication with the main conduit 42 via a check valve 57 .

The control solenoid valve 53 can be switched between two positions: a first position, as shown in Figures 1 to 3, and a second position, as shown in Figure 4, which respectively correspond to when the control solenoid valve 53 is When powered off and on.

In the de-energized configuration, the first passage 48 fluidly communicates the inlet 43 and the outlet 46 in a manner that allows pressure to be transferred from the master cylinder 40 to the caliper conduit 47 . Bypass conduit 55 is blocked in this configuration. The check valve 57 moves in the direction B due to the pressure in the main pipe 42 and blocks the bypass pipe 55 so as to allow only the pressure to be transmitted to the caliper 51 as shown in FIG. 3 .

In other words, pressure is transmitted directly from the master cylinder 40 to the caliper 51 to allow the rider to reduce the speed of the bicycle.

The system 100 includes an electronic control unit "ECU" 60 operatively coupled to the solenoid 53' that controls the solenoid valve 53 in a manner to energize and de-energize the solenoid 53' according to a control method, which is described below.

When the solenoid 53' is energized, as shown in FIG. 4, the solenoid valve 53 is controlled to move to the second position. In this second position, the main conduit 42 is blocked in a manner that does not increase the fluid pressure in the caliper conduit 47 . In the second position, the caliper conduit 47 is in fluid communication with the bypass conduit 55 via the bypass passage 58 .

The bypass passage 58 includes a first bypass inlet 54 and a second bypass inlet 49 adapted to allow fluid pressure to pass from the caliper conduit 47 to the bypass conduit 55 .

According to one embodiment, the system 100 further includes an accumulator 56 in fluid communication with the main conduit 42 and the bypass conduit 55 , eg, via a check valve 57 .

In the second position of the control solenoid valve 53 , the accumulator 56 is in fluid communication with the bypass conduit 55 . The pressure is transferred from the caliper conduit 47 to the bypass conduit 55 , and since the check valve 57 is closed, the pressure is absorbed by the accumulator 56 , reducing the total pressure in the caliper conduit 47 and the bypass conduit 55 .

To return to the first position, the solenoid valve 53 needs to be de-energized.

In one embodiment, the control solenoid valve 53 further includes a reaction spring 44 adapted to move the control solenoid valve 53 back to the first position when the solenoid 53' is de-energized.

Moving or switching from an energized configuration to a de-energized configuration, if the pressure in main conduit 42 falls below the absorption pressure of accumulator 56, check valve 57 may open to reintroduce fluid pressure back to main conduit 42 and back to the master cylinder 40.

In other words, when the pressure in the master cylinder 40 is greater than the pressure in the accumulator, the check valve 57 can be closed. When the master cylinder pressure is lower than the pressure in accumulator 56 , check valve 57 opens to allow fluid stored in accumulator 56 to escape back to master cylinder 40 .

Electronic control unit 60 is configured to energize and de-energize control solenoid valve 53 in response to received data or information.

In more detail, the electronic control unit 60 may be connected to a speed measuring device suitable for measuring vehicle speed, and a caliper pressure sensor suitable for measuring caliper pressure.

According to a preferred embodiment, the monitoring of speed may be performed by one or more speed sensors or other suitable speed measuring devices, such as GPS, cameras, radar or light radar (LIDAR) or the like.

As mentioned above, within the ABS unit, the connection of the conduits to the first and second positions can be implemented in a manner that allows three functional braking conditions, depending on the position of the handlebars and the conditions that control the solenoid valve 53 . The three possible braking conditions are as follows: brake off (fig. 2), manual braking (fig. 3), and reduced brake pressure (fig. 4).

In the "brake off" condition or condition "A", the handlebars are not activated, all pressure in the system is allowed to be released by draining fluid through the check valve 57 to the master cylinder reservoir, and the solenoid valve 53 is controlled in a power-down configuration (Figure 2).

In the "manual brake" condition or condition "B", the handlebar 41 is activated and pressure is transmitted directly to the caliper. The control solenoid valve 53 is in a de-energized configuration. The check valve 57 is closed so that hydraulic fluid does not enter the accumulator 56 from the master cylinder 40 (FIG. 3).

The "reduced brake pressure" condition or condition "C" occurs when the electronic control unit 60 detects that the front wheels 50 are beginning to slip or that the bicycle is in danger of tipping over; Fluid in master cylinder 40 is blocked and the pressure in caliper 51 is allowed to escape into bypass line 55 and be absorbed by accumulator 56 until the pressure in caliper 51 becomes equal to the spring in accumulator 56 The pressure created by the force, as shown in Figure 4.

As shown in FIG. 5, a method is performed by the electronic control unit to control the solenoid valve 53 in response to received input information. The electronic control unit 60 is configured to monitor the speed of the wheels 50 through electrical connections between at least one wheel speed monitoring device. The electronic control unit 60 is further configured to store the minimum speed and actively compare the speed of the wheel 50 received from the speed monitoring device with the minimum speed stored on the electronic control unit 60 .

The electronic control unit 60 is suitable for executing the above-mentioned method as a real-time software control program. The above method works as a "state machine", changing the conditions of the anti-lock braking system based on input received from eg speed sensors, caliper pipe pressure sensors, etc.

The electronic control unit 60 is adapted to receive information about the state of the bicycle, related to speed, wheel slip calculations and/or rollover prevention calculations. The method performed by the electronic control unit 60 is formulated to switch the control solenoid valve 53 between a de-energized configuration and an energized configuration in response to the aforementioned inputs. The main structure of the "state machine" is shown in Figure 5.

The general concept of operation enabled by the control flow program is as follows.

When the rider does not activate the brake lever (handlebar) 41 or the bicycle is stationary, the electronic control unit 60 remains in condition "A".

When the rider activates the brake lever and the bicycle is moving, the electronic control unit moves from condition "A" to condition "B". Then, the electronic control unit starts to monitor the deceleration of the bicycle through the caliper pressure relative to the preset caliper pressure threshold, and the risk of wheel locking through the wheel slip rate relative to the preset wheel slip threshold, respectively.

If the bike decelerates too much, the caliper pressure is compared to a preset caliper pressure threshold, and the electronic control unit executes an anti-rollover procedure. This combines control solenoids to switch between de-energized and energized configurations to allow fluid to escape from the caliper to the bypass line and accumulator while slowing the bike down. The calculated risk of the bicycle tipping over is thus avoided.

The anti-tipping procedure is configured to cycle between a powered-up configuration and a powered-down configuration, where each time each cycle is completed, a counter is used to store the number of cycles completed.

The method then compares the number of solenoid cycles to a preset maximum number of cycles.

The ECU can return to condition "B" only when the number of solenoid cycles equals or exceeds the preset maximum number of cycles and the caliper pressure is below the preset caliper pressure threshold.

If the wheel slip rate is too large, indicating that the braked wheels are at risk of locking, the electronic control unit 60 executes the anti-skid procedure. The electronic control unit 60 switches the control solenoid valve between a de-energized configuration and an energized configuration. To allow fluid to escape from caliper 51 to bypass conduit 55 and accumulator 56, wheel torque is reduced in response. Thereby avoiding the risk of the bicycle slipping.

According to one embodiment of the invention, the input received by the electronic control unit 60 may be calculated externally by a separate real-time software application based on physical measurements that are performed simultaneously within the electronic control unit 60 .

A more detailed explanation of system input is presented below.

Vehicle speed is considered to be the true speed of the vehicle. This can be calculated externally on-the-fly from one or more wheel speed sensors or other speed measurement technologies such as GPS, cameras, radar or lidar.

Wheel slip is considered to be the ratio between the actual rotational speed of the wheels and the theoretical wheel speed, corresponding to the true vehicle speed.

Caliper pressure, the pressure in outlet conduit 47 that connects control solenoid valve 53 to caliper 51 .

As shown in Figure 5, reference numerals are included to further describe each transition. Each transition will be described in detail below.

1) The brake caliper pressure exceeds the preset caliper pressure threshold and the vehicle speed exceeds the preset minimum vehicle speed.

2) The brake caliper pressure exceeds the preset anti-rollover pressure threshold.

3) The wheel slip ratio exceeds the preset wheel slip threshold.

4) The number of operating cycles of the solenoid exceeds the preset maximum number of operating cycles.

5) The wheel slip rate is lower than the preset wheel slip rate threshold and after the preset unlock waiting time expires.

6) The brake caliper pressure is lower than the preset caliper pressure threshold and the vehicle speed is lower than the preset minimum vehicle speed.

7) The wheel slip ratio exceeds the preset wheel slip threshold.

8) The brake caliper pressure is below the preset caliper threshold and the vehicle speed is below the minimum vehicle speed.

9) After the anti-rollover is turned on for the waiting time.

10) Anti-tipping off after waiting time.

11) After the anti-skid opening wait time.

12) Anti-skid off after waiting time.

Advantageously, when there is a risk of the bicycle tipping over while braking, the comparison of the caliper pipe pressure with a preset anti-tipping pressure threshold allows the electronic control unit to implement an appropriate response to protect the rider's safety.

If the electronic control unit 60 detects the following requirements: the wheel speed is below the minimum speed or the caliper pipe pressure is below the minimum caliper pressure, the electronic control unit 60 enters the no-brake state. This condition is consistent with the "no brakes" condition described above.

When the anti-rollover procedure is completed, the electronic control unit 60 returns to the "hand brake" condition.

In other words, when the anti-roll procedure is complete, the system returns to manual braking and continues to monitor wheel speed and caliper line pressure. If the same anti-tip conditions are met, the program returns to the anti-tip conditions again until no more anti-tip conditions exist.

In the "Hand Brake" condition, if the caliper line pressure is below the caliper threshold and the speed of the front wheels is below the minimum speed, the electronic control unit returns to the no-brake state.

In a preferred embodiment, the electronic control unit is further configured to determine the wheel slip rate and compare the wheel slip rate with an anti-skid threshold stored on the electronic control unit 60 . If the wheel slip ratio is higher than the anti-skid threshold, the electronic control unit 60 enters the anti-skid state. The electronic control unit 60 can enter the anti-skid state from the manual braking state or the anti-rollover state. The electronic control unit 60 then implements a skid procedure to energize the control solenoid from the energized configuration to the de-energized configuration, thereby preventing the bicycle from locking up, and more specifically, preventing the bicycle from locking up on a slippery surface. From the perspective of the anti-skid procedure, if the wheel slip rate is lower than the anti-skid threshold after the above procedure is finished, the electronic control unit enters the manual braking state.

In other words, during braking on a slippery road, the electronic control unit 60 detects the front wheel slip and energizes and de-energizes the control solenoid valve 53 (the system changes from the manual brake state to the reduced brake pressure state). Once grip is regained, the current to the solenoid is cut off and the system reverts to manual braking.

As described below, pressurized brake fluid is injected from the main line into the bypass line to move the check valve 69 in the "A direction".

Under normal braking conditions, ie when the bicycle is braking but the front wheel is not locked and therefore not slipping, the control solenoid is not energized. Reaction spring 44 in main hydraulic chamber 38 pushes the control solenoid (in "direction A") into the retracted position or position 1, keeping bypass passage 58 open, which allows brake fluid to pass directly from the main conduit to the outlet conduit. The anti-lock braking system is not activated.

In other words, the solenoid is energized in such a way as to avoid the wheel from locking up when on a slippery surface.

According to a preferred embodiment, in the anti-skid state, the electronic control unit is further configured to perform the following steps:

If the brake line caliper pressure is below the caliper pressure threshold and the vehicle speed is below the minimum speed, the electronic control unit enters the no-brake state.

In other words, if the vehicle decelerates and the rider no longer activates the brakes, the electronic control unit returns to the no-brake state, as this is a safe state for the rider.

While specific embodiments of the present invention have been disclosed, it is to be understood that such disclosure is for purposes of illustration only, and the invention is not in any way limited thereto. Various modifications will be apparent to those skilled in the art in view of the foregoing illustrations. The scope of the invention is limited only by the scope of the appended claims.

40: Hydraulic master cylinder (master cylinder) 41: Handle 42: Main Pipe 43: Entrance 44: Reaction spring 46: Export 47: Brake caliper pipe (outlet pipe) 48: first channel 49: Bypass exit 50: Wheels 51: Brake caliper 53: Solenoid valve 54: First bypass entrance 55: Bypass piping 56: Accumulator 57: Check valve 58: Bypass channel 60: Electronic Control Unit 100: System A: Direction A: Conditions B: Direction B: Condition C: condition

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate one or more exemplary aspects of the disclosure, and together with the detailed description serve to explain their principles and implementations. Figure 1 is the circuit diagram of the hydraulic brake system; Figure 2 is a schematic diagram of the hydraulic braking system when the solenoid is de-energized; Figure 3 is a schematic diagram of the hydraulic braking system when the vehicle is running and the brakes are actuated in a de-energized configuration; Figure 4 is a schematic diagram of a hydraulic braking system in an energized configuration; and Figure 5 is a block diagram of the control scheme of the electronic control unit. Detailed descriptions of preferred embodiments of the present invention are disclosed below with reference to the accompanying drawings.

none

40: Hydraulic master cylinder (master cylinder)

41: Handle

42: Main Pipe

43: Entrance

44: Reaction spring

46: Export

47: Brake caliper pipe (outlet pipe)

48: first channel

49: Bypass exit

50: Wheels

51: Brake caliper

53: Solenoid valve

54: First bypass entrance

55: Bypass piping

56: Accumulator

57: Check valve

58: Bypass channel

60: Electronic Control Unit

100: System

Claims (11)

A method for controlling an electro-hydraulic anti-lock braking system, particularly an anti-lock braking system for a bicycle, wherein the anti-lock braking system comprises: a hydraulically operated brake caliper (51); a hydraulic master cylinder (40), which can be operated by a handle (41) to pressurize the brake caliper (51); A control solenoid valve (53), in fluid connection with the master cylinder (40) and the brake caliper (51), wherein the control solenoid valve (53) is switchable between a de-energized configuration and an energized configuration, in which The master cylinder (40) is fluidly connected to the brake caliper (51) in an electrical configuration, and the fluid connection between the master cylinder (40) and the brake caliper (51) is severed and allowed to decompress the caliper (51) in the energized configuration Brake Caliper (51), The method includes the following steps: a) receiving brake caliper pressure data from a pressure sensor (86) adapted to measure pressure in a conduit of a hydraulic brake circuit; b) receiving vehicle speed data from a speed measuring device; c) Receive the actual wheel speed data from the wheel speed sensor; d) Calculate a wheel slip rate, that is, the ratio of the actual wheel speed to the vehicle speed; e) comparing the brake caliper pressure with a preset maximum pressure threshold; f) comparing the wheel slip with a preset wheel slip threshold; g) if the caliper pressure exceeds the preset maximum pressure threshold or the wheel slip ratio exceeds the preset wheel slip ratio threshold, switching the control solenoid valve between the de-energized configuration and the energized configuration ( 53) to reduce the fluid pressure in this caliper. The method of claim 1, wherein when the caliper pressure exceeds the preset maximum threshold, an anti-roll procedure is performed, wherein at least one solenoid operating cycle is performed, wherein the solenoid is switched in each operating cycle pipe from the energized configuration to the de-energized configuration, wherein the solenoid valve (53) remains in the energized configuration for an anti-tipping open wait time, and remains in the de-energized configuration for an anti-tipping close wait time, and wherein After each solenoid operating cycle, the number of solenoid operating cycles is stored in a counter. The method of claim 2, further included in the anti-overturning procedure: after each solenoid operating cycle, comparing the solenoid operating cycle number with a preset maximum cycle number; If the number of operating cycles of the solenoid valve equals or exceeds the preset maximum number of cycles and the caliper pressure is lower than the preset maximum pressure threshold, the solenoid valve (53) is de-energized and the number of operating cycles of the solenoid valve Set to zero. The method of claim 1, wherein when the wheel slip ratio exceeds the preset wheel slip ratio threshold, an anti-skid routine is performed, wherein at least one solenoid operating cycle is performed, wherein in each operating cycle, the electromagnetic The valve ( 53 ) switches from an energized configuration to a de-energized configuration, wherein the solenoid valve ( 53 ) remains in the energized configuration for a slip-on wait time and remains in the de-energized configuration for a slip-off wait time. The method of claim 4, further included in the anti-skid procedure: comparing the wheel slip rate with the preset wheel slip threshold after each solenoid valve operation cycle; If the wheel slip ratio is below the preset wheel slip threshold and a preset unlock time has elapsed, the solenoid valve (53) is de-energized and the number of solenoid valve operating cycles is set to zero. The method of claim 4 or 5, further included in the anti-skid procedure: comparing the brake caliper pressure with the preset minimum brake pressure threshold; compare the vehicle speed with the preset minimum speed; If the caliper pressure is lower than the preset minimum pressure threshold and the vehicle speed is lower than the preset minimum speed, the solenoid valve (53) is de-energized and the counter for counting the number of solenoid valve operating cycles is set zero. The method of any one of claims 1 to 6, including in the anti-tip procedure: comparing the wheel slip rate with the preset wheel slip rate; If the wheel slip ratio exceeds the preset wheel slip ratio, the anti-skid procedure is executed. A system (100) for controlling an electro-hydraulic anti-lock braking system, particularly an anti-lock braking system in a bicycle, wherein the anti-lock braking system comprises: a hydraulically operated brake caliper (51); a hydraulic master cylinder (40), which can be operated by a handle (41) to pressurize the brake caliper (51); A control solenoid valve (53), in fluid connection with the master cylinder (40) and the brake caliper (51), wherein the control solenoid valve (53) is switchable between a de-energized configuration and an energized configuration in which the de-energized The master cylinder (40) is fluidly connected to the brake caliper (51) in the energized configuration and the fluid connection between the master cylinder (40) and the brake caliper (51) is severed and the brake is allowed to decompress in the energized configuration pliers (51); and an electronic control unit (ECU), connectable to a speed measuring device configured to measure vehicle speed, and to a caliper pressure sensor configured to measure caliper pressure, the electronic control unit being configured to perform according to request item 1 The method of any one of to 7. The system (100) of claim 8, wherein the solenoid valve comprises: a main conduit (42) adapted to provide fluid communication between an inlet (43) and the hydraulic master cylinder (40); an outlet conduit (47) adapted to provide fluid communication between an outlet (46) and the brake caliper (51); A bypass conduit (55) adapted to provide fluid communication between the bypass outlet (49) and an accumulator (56). The system (100) of claim 8 or 9, wherein the bypass conduit (55) is fluidly connected to a check valve (57) in a manner that fluidly connects the main conduit (42) to the bypass conduit (55) And allow fluid to move in one direction, from the bypass conduit (55) to the main conduit (42). The system of claim 8 or 9, wherein the control solenoid valve is switchable between a first position and a second position in which the control solenoid valve fluidly connects the main conduit (42) to the outlet conduit (47), allowing pressure to be transferred directly to the brake caliper (51), and in the second position (2), the control solenoid valve fluidly communicates the outlet conduit with the bypass conduit, thereby reducing pressure in the outlet conduit pressure.

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