TWI583580B - Process to adapt to the regulation of brake force in single track vehicles dependent on the inclined position - Google Patents

Description

Method for aligning brake adjustment function with tilt position by single-row wheel vehicle

The invention relates to a method for adjusting a brake of a single-row wheel vehicle, which is provided with a front wheel brake and a rear wheel brake, in particular a locomotive. In this method, the rider pulls a first wheel The situation of the brake is found, and when the rider has the brake, the brake of the second wheel is pulled without being affected by the rider.

A method for adjusting the brake pressure in a locomotive is described in DE 10 2007 019 039 A1, which has an integrated brake function, wherein: when the hand brake lever or the brake lever is actuated, the brake function of the second brake circuit is additionally provided. .

An anti-locking (antilocker) adjustment system for locomotives is mentioned in DE 42 44 112 C2. Here, if the tilt position angle of the locomotive exceeds a critical limit value (which limits the brake pressure of the front wheel to a value smaller than the expected lock pressure), the tilt position is found.

The citations of the independent items of the patent scope of the invention are found in DE 10 2007 019 A1.

The invention relates to a method for adjusting a brake of a single-row wheel vehicle, which is provided with a front wheel brake and a rear wheel brake, in particular a power vehicle or a locomotive. In this method, the rider is triggered by a first The situation of one round of braking is obtained, and when it is known that the rider has pulled the first brake (Bremseingriff) or when it is learned that there is a brake action related to the rider in the first round, it is not The rider affects the second wheel of the brakes. The invention is characterized in that the effect of the second wheel brake being affected by the rider is dependent on the roll angle ( α ) of the locomotive. In this case, the second wheel can be a wheel or a rear wheel, and the first wheel can be another wheel.

As the roll angle of a single-row wheeled vehicle increases, more side guiding forces are needed to prevent the locomotive from slipping. This in turn makes the convertible long-term delaying force available for the braking process small. Therefore, it is preferable to consider the roll angle at the time of the brake pulling action irrelevant to the rider.

An advantageous embodiment of the present invention is characterized in that the situation in which the rider pulls the front wheel brake is detected, and when this is the case, the rear wheel is not affected by the rider depending on the roll angle α of the vehicle. The brakes are pulled. Since the front wheel brakes construct a steering torque on the front wheels, it is desirable for the rider to ignore the braking effect of the front wheels and to brake the rear wheels together in an appropriate manner without being affected by the rider.

An advantageous design of the invention is characterized in that the strength of the brake action of the second wheel (especially the rear wheel) which is independent of the rider depends on the roll angle, so that as the roll angle increases, the brake in the wheel brake cylinder The degree of pulling is small or the braking force or brake pressure is small. As the roll angle increases, the side guiding force must increase. Therefore, the brake action acting in the longitudinal direction of the vehicle is performed with a small pulling strength or braking force.

An advantageous design of the present invention is that the pulling strength of the brake that is not affected by the rider to pull the second wheel is determined according to the roll angle, such that when the roll angle α is increased or when the roll angle is exceeded Value: - The reaction threshold of the primary anti-stable system that slid the wheel is reduced, and/or - the gradient of the braking force construction following the braking force cancellation is reduced when making anti-stabilization adjustments.

By increasing the sensitivity of the anti-locking adjustment system (ABS), the brake pressure value is still small, and the ABS adjustment action is active. Thus, the pressure construction and the destructive action caused by the ABS regulation action occur only in the range of small pressure values and do not cause large pressure fluctuations.

The brake action of the first wheel may be affected by the yaw angle and may also depend on the roll angle. In the first case, that is, the brake action of the first wheel is not affected by the roll angle of the vehicle. The rider should be controlled by the first round. In the second case, that is, the brake action of the first wheel depends on the roll angle of the vehicle, the pressure construction speed should be limited according to the roll angle.确保 Ensuring a large side guiding force during the initial braking phase prevents ABS adjustment in the first round. Therefore, in the second case, the brake action of the first wheel is no longer determined by the rider's preset, but the roll angle is additionally taken into consideration by the applied driving force.

- Adjusting the pull strength of the second brake according to the maximum tire strength (F _xmax ) that can be reduced in the longitudinal direction of the vehicle without being affected by the rider.

An advantageous design of the invention is characterized in that the maximum tire strength that can be removed in the longitudinal direction of the vehicle is determined according to the following formula: Where F _{x max} : the maximum tire strength that can be removed in the longitudinal direction of the vehicle; m _r : the mass supported by the second wheel; g : the earth's gravitational constant μ : the assumption between the tire and the road, inference or The obtained friction value; α : is the roll angle of the vehicle.

An advantageous design of the present invention is characterized in that the brake is pulled by a hydraulic brake system, and the strength of the brake is measured by the pressure of the oil pressure in a wheel brake cylinder.

An advantageous design of the present invention is characterized in that the rear wheel brake has a situation in which the rider pulls the brake, and when this is the case, the front wheel brake is pulled, and the roll and the roll angle of the single wheel vehicle are Related to the rider, wherein the steepness or speed of the strength of the brake force of the front wheel is determined by the roll angle α of the single-wheeled vehicle.

Furthermore, the invention relates to a control device comprising a method and a means for implementing the first item of the scope of the patent application.

The invention can prevent the rear wheel from utilizing the integral brake function when the rider acts as the front wheel brake, and the brake pressure is additionally constructed until the rear wheel brakes over in the turning condition, and becomes a strong ABS adjustment. . As a result of the strong ABS adjustment, the rear wheel brake pressure will be strongly changed, so the delay of the locomotive, especially the rear wheel side guide force, will greatly change. In this way, the rider will be scared and may have a weaker braking action or a reduced tilt position, which leads to an increase in the radius of curvature of the turn, both in a dangerous situation (in this case the braking path is the shortest) avoid Free.

It is an object of the present invention to use a tilted position angle or integral or a comparable signal and additionally utilize a rotational speed to coordinate a separate vehicle function or an ABS adjustment. It can still achieve the maximum delay, but it will not cause strong pressure changes or strong brake force changes in the wheel brake cylinder. In this way, the rider will not hesitate and will make the most delays and maintain his driving route in the case of safety.

Using the tilt position value and the actual delay, as well as the friction value of the friction pair of the fake road tire, the total value of the locomotive and the mass distribution; can find out what longitudinal potential potential is available in the rear wheel, which can be considered (safety is also considered) ) It is used as the upper limit of the rear wheel's brake trigger action that is not related to the possible rider.

For example, the lateral force of a locomotive tire required for a turn can be calculated as follows: F _{x max} = m _r ̇ g ̇ tam ( α )

Where m _r is the mass acting on the locomotive tire, g : is the earth's gravity, and α is the measured or inferred tilt position angle or tilt angle.

The angle α is an angle between a lead line perpendicular to the travel route and a height direction axis of the motor. In other words, for a locomotive that does not tilt, α = 0, and the locomotive that is overturned, α = 90°. Fy is a lateral or lateral force that must be applied to the side guides by the tire or must be counteracted.

The tilting angle α is the tilt angle of the locomotive and is shown in FIG. In the figure, (100) shows a travel route (road) (101), and (101) shows a locomotive in a schematic manner. (102) is a lead straight line perpendicular to the road, and (103) is a height direction axis of the locomotive. Suppose a Kamm's friction circle is suitable for the following:

Here, F _max is the maximum measurable force, which is equivalent to the radius of the Cam's friction circle, and F _max = mr - g ̇ μ is obtained according to the following formula. The total force F _max is oriented along the transverse direction. The sum of the forces formed by the force F _{x max} . μ is the friction value between the tire and the lane, and m _r is the mass supported by the wheel that is not braked by the rider, especially the quality supported by the rear wheel. The entire amount of the locomotive is supported by the front and rear wheels, and the m _r is the supported mass portion of the rear wheels.

This Karm circle is also shown in Figure 2. The horizontal horizontal axis direction indicated by y is the horizontal direction of the locomotive, and the locomotive system is moved in the vertical vertical axis direction indicated by x. The radius of the circle represented by F _max corresponds to the maximum depressible force between the tire and the lane, which is particularly related to the friction value μ and the weight strength, and the tire is pressed against the road with this weight force. This weight force corresponds to the mass portion of the locomotive that is supported by the tire. This reduces the maximum force required shall be deemed a part of the lateral guide (and its related angle) force is applied to a portion of a motorcycle as F _y F _{x max} delay by longitudinal force (or acceleration with) a.

The maximum allowable brake pressure can be calculated using this F _{x max} estimate, the known wheel radius, and the assumption of the brake friction value. This brake pressure is the pressure that can be applied to the brakes when there is no pressure change. This value can be used as the upper limit of the active pressure build by the integral brake function to achieve stable tire properties.

In a modified embodiment, a characteristic field can be stored in the control instrument, The characteristic field directly determines the brake pressure to be adjusted by the rear wheel depending on the pressure (the pressure the rider adds to the wheel) and the angle of the tilt position. This characteristic field can be adjusted during the driving test so that the best possible compromise between the delay of the locomotive and the rest of the locomotive is achieved when braking is performed at different tilting positions and different rider pre-pressures.

In another modified embodiment, the ABS adjustment of the rear axle can be made more sensitive without taking the preset brake pressure to the rear axle depending on the tilt position. For locomotives, the ABS adjustment threshold is often adjusted to be very insensitive. Because it is generally not dangerous to brake the rear wheel slightly when driving in a straight line, the ABS adjustment threshold of the rear wheel is changed according to the tilt angle, especially when the tilt position is large. Adjusting the sliding" (Anregelschlupf) and the gentle pressure construction gradient will also automatically limit the too high pressure presets that are not relevant to the rider to the driving dynamics, because the ABS adjustment and the integral brake function overlap. . With the small "adjustment slip" described above, ABS regulation has occurred at a small pressure value. This adjustment effect is small because the pressure value is small, and the rider will not notice it. In the category of ABS regulation, the pressure relief is followed by the pressure construction of the re-doing. When the tilt position is large, it is generally more than when the ABS is adjusted. slow.

The above-described invention can be generalized in the following directions: not only when the front wheel brake is actuated by the rider during the turning, but also the active pressure is constructed on the rear wheel, and when the rear wheel brake is acted by the rider, it is also possible in the front wheel. Pressure construction. Special care should be taken here: the pressure on the front wheels is too fast, because too fast will allow the rider to quickly construct an "opposite steering torque" on the handlebars to offset the steering brake torque generated by the front brakes. So here In the front wheel, the construction of the brake pressure according to the gradient limit is adjusted depending on the tilt position.

The main flow of an embodiment of the method of the present invention is shown in FIG. After the method starts in block (300), the tilt angle α of the locomotive is found in block (301), and then in block (302) asks if the rider is braking the front wheel. Most of the front wheel brakes are operated by the rider with one hand lever. Most of the rear wheel brakes act on one foot lever. In the case of front wheel brake action (represented by the branch "y"), in the block (303), it is independent of the rider. The rear wheel is braked together according to the inclination angle. This method then ends at block (304). If it is detected that the front wheel brakes are not active (indicated by the branch "n"), then go directly to block (304) to end the method.

(100)‧‧‧ Driving route (road)

(101) ‧ ‧ locomotive

(102) ‧ ‧ lead straight line

(103) ‧‧‧The height direction axis of the locomotive

(300) ‧ ‧ process blocks

(301) ‧‧‧ Flow Blocks

(302)‧‧‧Process Block

(303) ‧‧‧ Flow Blocks

(304) ‧‧‧ Flow Blocks

Figure 1 is a schematic illustration of a tilted locomotive with indicated angles of inclination, Figure 2 is a Karm diagram, with an important force for the present invention, and Figure 3 is the main flow of the method of the present invention.

(300) ‧ ‧ process blocks

(301) ‧‧‧ Flow Blocks

(302)‧‧‧Process Block

(303) ‧‧‧ Flow Blocks

(304) ‧‧‧ Flow Blocks

Claims (8)

A method for adjusting a brake of a single-row wheeled vehicle, wherein the single-wheeled vehicle is provided with a front wheel brake and a rear wheel brake, in particular a locomotive. In this method, the rider pulls a brake of the first wheel Finding, and when the rider has the brake, the second wheel brake is pulled without being affected by the rider, wherein: the action of the second wheel brake is not affected by the rider. Depending on the roll angle ( α ) of the locomotive, depending on the roll angle α of the vehicle, the second wheel is determined to have the largest tire force that can be removed along the longitudinal side of the vehicle, and The maximum tire strength (F _xmax ) that can be reduced in the longitudinal direction is adjusted without affecting the rider, and the maximum tire strength that can be removed in the longitudinal direction of the vehicle is determined according to the following formula: : Where F _{x max} : the maximum tire strength that can be removed in the longitudinal direction of the vehicle; m _r : the mass supported by the second wheel; g : the earth's gravitational constant μ : the assumption between the tire and the road, inference or The obtained friction value; α : is the roll angle of the vehicle. The method of claim 1, wherein: the situation in which the rider pulls the front wheel brake is detected, and when this is the case, the rider's roll angle α is not affected by the rider. The brakes on the rear wheels are pulled. The method of claim 1, wherein: the pulling strength of the brake that is not affected by the rider to pull the second wheel is determined according to the roll angle, so that the strength of the brake is increased with the roll angle α. Increase and become smaller. The method of claim 1, wherein: the pulling strength of the brake that is not affected by the rider to pull the second wheel is determined according to the roll angle, so that when the roll angle α is increased or when the side is exceeded When the dip is at a threshold value, the reaction threshold of the primary anti-ball stabilization system that slides the wheel is reduced, and/or when the anti-locking adjustment is made, the gradient of the braking force construction action following the braking force cancellation is reduced. The method of claim 1, wherein the pulling force of the brake that pulls the first wheel is not affected by the roll angle α of the locomotive. The method of claim 1, wherein the pulling force of the brake of the first wheel is determined according to the roll angle α of the vehicle, wherein the speed of the pressure construction is particularly dependent on the roll angle α . The method of claim 1, wherein the brake is pulled by a hydraulic brake system, and the strength of the brake is measured by the pressure of the oil pressure in a wheel brake cylinder. For example, in the method of claim 1, wherein: the rear wheel brake has a situation in which the rider pulls the brake, and when there is a situation, the front wheel brake is pulled, and the pulling and the single wheel vehicle The roll angle is related to the rider, wherein the steepness or speed of the strength of the brake force of the front wheel depends on the roll angle α of the single wheeled vehicle.