TWI759986B - Method for maintaining stability of a vehicle during cornering - Google Patents

Abstract

A cornering system configured to maintain stability of a vehicle during cornering. The cornering system comprises: a first sensor configured to detect a first distance between a first side of the vehicle and a surface of a road; and an electronic control unit (ECU) coupled to the first sensor and configured to: obtain a second lean angle based on the first distance detected by the first sensor; determine whether the vehicle is cornering based on the second lean angle; determine whether the vehicle is braking when it is determined that the vehicle is cornering; and control a braking force (Fx) applied to a wheel of the vehicle when it is determined that the vehicle is braking.

Description

Method for maintaining the stability of a vehicle when cornering

The present invention relates to the technical field of braking systems, in particular to a system for stabilization during cornering.

The vehicle will generate centrifugal force when turning. The faster the speed of the vehicle, the greater the centrifugal force when turning, and it is easy to cause the center of gravity of the vehicle to shift, making it impossible to turn smoothly. Therefore, drivers usually reduce their speed when turning or before turning, so as to avoid accidents caused by centrifugal force.

Compared with a car with four tires, the body is supported more firmly, so the cornering stability is high. For two-wheeled vehicles such as locomotives, their bodies are not as stable as cars, and they are more likely to lose their balance due to the centrifugal force when turning, resulting in accidents.

In view of this, it is a problem to be solved in the art to provide a turning system for stabilizing the vehicle when turning.

The technical problem to be solved by the present invention is to prevent the tire from locking due to braking when the driver is turning, which causes the vehicle to lose its stability and thus an accident occurs.

In view of this, the present invention provides a cornering system configured to maintain the stability of a vehicle when cornering. The turning system includes: a first sensor and an electronic control unit (ECU). The first sensor is configured to detect a distance between a first side of the vehicle and the ground a first inclination distance; the electronic control unit is coupled to the first sensor and configured to: obtain a second inclination angle according to the first inclination distance detected by the first sensor; according to the second inclination angle Determine whether the vehicle is turning; and if it is determined that the vehicle is turning, further determine whether the vehicle is braking, if it is determined that the vehicle is braking, control a braking force Fx applied to a tire of the vehicle.

In one embodiment, the electronic control unit is further configured to: obtain the braking force Fx; calculate a lateral force Fy; calculate a resultant force F according to the braking force Fx and the lateral force Fy; and, when the resultant force F Greater than or equal to a predetermined threshold, the braking force Fx is controlled.

In one embodiment, the turning system further includes a second sensor, the second sensor is coupled to the electronic control unit, and is configured to detect a second side of the vehicle and the ground. The second inclination distance. The electronic control unit is configured to further obtain the second inclination angle according to the first inclination distance and the second inclination distance measured by the second sensor.

In one embodiment, the turning system further includes a gravity sensor coupled to the electronic control unit and configured to detect a first inclination angle of the vehicle relative to a horizontal plane. The electronic control unit is configured to further determine whether the vehicle is turning according to the first inclination angle and the second inclination angle.

The present invention provides another method for maintaining the stability of a vehicle when turning, comprising: detecting a first suspension stroke of a first suspension mechanism of the vehicle; according to the first suspension stroke of the first suspension mechanism travel, obtain a second inclination angle; determine whether the vehicle is turning according to the second inclination angle; and if it is determined that the vehicle is turning, then further determine whether the vehicle is braking, if it is determined that the vehicle is braking, then control the vehicle One braking force Fx on one tire of .

In one embodiment, the method further includes: obtaining the braking force Fx; calculating a lateral force Fy; calculating a resultant force F according to the braking force Fx and the lateral force Fy; and when the resultant force F is greater than or equal to a A predetermined threshold value, the braking force Fx is controlled.

In one embodiment, the method further includes: detecting a second suspension stroke of a second suspension mechanism of the vehicle; and further according to the second suspension stroke of the second suspension mechanism and the first suspension The first suspension stroke of the mechanism obtains the second inclination angle.

In one embodiment, the method further includes: detecting a first inclination angle of the vehicle relative to a horizontal plane; and further determining whether the vehicle is turning according to the first inclination angle and the second inclination angle.

To sum up, the turning system of the present invention determines whether the braking force is too large when the vehicle is turning by detecting the state of the vehicle (such as the lean angle of the locomotive) and the braking force (braking force) applied to the tires, and then controls the Braking force to prevent the vehicle from becoming unstable due to tire lockup when the vehicle is cornering.

100: Cornering System

110: Cornering Control System

120: Brake Control System

210: Gravity Sensor

220: first sensor

230: Second sensor

240: The first electronic control unit

250: The second electronic control unit

260: Hydraulic Control Unit

270: Brake handle

280: Brake mechanism

810: First suspension travel sensor

820: Second suspension travel sensor

1010: The first suspension mechanism

1020: Second Suspension Mechanism

θ1: first inclination angle

θ2: Second inclination angle

D: distance from the ground when not turning

D1: The first tilt distance

D2: Second inclination distance

L1: 1st suspension travel when cornering

L2: Second suspension travel when cornering

L: horizontal distance between sensors

S1~S10: Step flow

FIG. 1 is a block diagram of a turning system according to an embodiment of the present invention.

FIG. 2 is a block diagram of a turning system according to the first embodiment of the present invention.

FIG. 3 is a flowchart of a system for executing a turn according to the first embodiment of the present invention.

4 is a schematic diagram of the tire and the ground when the vehicle is turning according to the first embodiment of the present invention.

FIG. 5 is a block diagram of a turning system according to a second embodiment of the present invention.

FIG. 6 is a flow chart of a turning system according to a second embodiment of the present invention.

7 is a schematic diagram of the tire and the ground when the vehicle is turning according to the second embodiment of the present invention.

FIG. 8 is a block diagram of a turning system according to a third embodiment of the present invention.

FIG. 9 is a flow chart of a turning system according to a third embodiment of the present invention.

10 is a schematic diagram of the tire and the ground when the vehicle is turning according to the third embodiment of the present invention.

The present invention will be described more fully hereinafter with reference to the drawings shown in the embodiments. The present invention may be embodied in many different forms and should not be limited by the examples herein. Rather, these embodiments are provided so that those skilled in the art can fully understand the present invention. Reference numerals of corresponding elements may correspond to similar elements.

The terms in the present invention are only used to describe specific embodiments, and do not limit the content of the present invention. As used herein, the singular forms "a", "the" and "the" include the plural forms unless the context clearly dictates otherwise. The terms "comprising" or "including" or "having", as used herein, indicate the presence of a feature, region, integer, step, operation, element, and/or component, but do not preclude the presence or addition of more other features, regions, Integers, steps, operations, elements, components, and/or groups thereof.

It is understood that the term "and/or" includes any and all combinations of one or more of the associated listed items. Although terms such as "first", "second" and "third" may be used herein to describe various elements, components, regions, parts and/or cross-sections, these elements, components, regions, parts and/or or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, section and/or section from another element, component, region, layer or section. Thus, a first element, component, region, section or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the present invention.

The turning system of the present invention is to prevent the tire from locking due to braking when the driver is turning, resulting in the loss of stability of the vehicle. Therefore, the turning system of the present invention can be used to monitor the state of the vehicle when turning (such as the lean angle of the locomotive when turning), and control the brakes to prevent the vehicle from being unstable due to the locking of the tires when turning, thereby causing an accident.

first embodiment

The turning system according to the first embodiment of the present invention includes a turning control system and a braking control system. The turning control system uses three sensors, namely a gravity sensor (g-sensor), a first sensor The device and the second sensor provide sensing signals to a first electronic control unit (ECU), and transmit control signals to the braking control system through the first electronic control unit to control the braking force.

Please refer to FIG. 1 for a block diagram of a turning system according to an embodiment of the present invention. The turning stabilization system 100 according to the embodiment of the present invention includes a turning control system 110 and a braking control system 120 , and the turning control system 110 and the braking control system 120 are coupled. The turning control system 10 detects the state of the locomotive, determines whether the vehicle is turning and braking, and transmits control messages to the braking control system 120 . The braking control system 120 can slow down or stop the vehicle according to the user's control, and it can also slow down or stop the vehicle according to the control signal provided by the turning control system 110 . In one embodiment, the brake control system 120 may be an antilock brake system (ABS).

Further referring to FIG. 2 , the turning control system 110 includes a gravity sensor 210 , a first sensor 220 , a second sensor 230 and a first electronic control unit 240 .

As shown in FIG. 2 , the gravity sensor 210 , the first sensor 220 and the second sensor 230 of the turning control system 110 are respectively coupled to the first electronic control unit 240 . The gravity sensor 210 is used to detect the angle between the vehicle and the horizontal plane to obtain a gravity sensing signal, and transmit the gravity sensing signal to the first electronic control unit 240; the first sensor 220 is used to detect the angle of the vehicle the distance between the first side and the ground to obtain a first distance sensing signal; the second sensor 230 is used to detect the distance between the second side of the vehicle and the ground to obtain a second distance sensing signals, and the first sensor 220 and the second sensor 230 transmit the first distance sensing signal and the second distance sensing signal to the first electronic control unit 240 to obtain the angle between the vehicle and the ground .

The first side mentioned herein refers to the left or right side of the vehicle body (such as the frame) as seen by a user sitting on the vehicle seat, and the second side is the other side relative to the first side side. For example, when the first side is the left side of the vehicle body, the second side is the right side of the vehicle body; when the first side is the right side of the vehicle body, the second side is the left side of the vehicle body.

The first electronic control unit 240 can receive the sensing signals of the gravity sensor 210 , the first sensor 220 and the second sensor 230 , and judge whether the vehicle is turning according to the sensing signals, and then transmit a control message to the brake Control system 120 . In one embodiment, the first electronic control unit 240 may be a processor.

The brake control system 120 includes a second electronic control unit 250 (second ECU) and a hydraulic control unit 260 (hydraulic control unit, HCU). The second electronic control unit 250 is used for receiving control information from the first electronic control unit 240 and controlling the hydraulic control unit 260 according to the control information. In one embodiment, the second electronic control unit 250 may be a processor.

In this embodiment, the first electronic control unit 240 and the second electronic control unit 250 are provided separately, but in another embodiment, the first electronic control unit 240 and the second electronic control unit 250 can also be combined. In the combined embodiment, the first electronic control unit 240 and the second electronic control unit 250 are integrated into one electronic control unit, and the electronic control unit can perform the functions of the first electronic control unit 240 and the second electronic control unit 250 . For example, the electronic control unit can receive the sensing signals of the gravity sensor 210, the first sensor 220 and the second sensor 230, and judge whether the vehicle is turning and braking according to the sensing signals, and also The hydraulic control unit 260 can be controlled.

The hydraulic control unit 260 is configured to be connected to the braking mechanism 280 of the vehicle, and can apply a braking pressure to the braking mechanism 280 to drive the braking mechanism 280 to generate a braking force on the tires to control the tires to decelerate. In one embodiment, the hydraulic control unit 260 may be a hydraulic valve. In one embodiment, the braking mechanism 280 may be a brake caliper disposed on the brake disc. For example, when the brake pressure applied by the hydraulic valve is applied to the brake caliper, it drives the brake caliper to clamp the brake disc and rub the brake disc, forcing the tire rotation speed to decrease to a stop.

The hydraulic control unit 260 is also configured to be connected to the brake handle 270 of the vehicle, and the braking pressure may correspond to the force applied by the user to the brake handle 270 , and may also be controlled by the second electronic control unit 250 . For example, the brake handle 270 can be a brake handle. When the user wants to brake, the user will press the brake handle, and the force exerted by the brake handle on the brake handle will cause the hydraulic control unit 260 to generate braking pressure on the brake mechanism 280 in response to the force to drive the brake. Mechanism 280 controls tire deceleration. For another example, the hydraulic control unit 260 is connected to the second electronic control unit 250, and is controlled by the second electronic control unit 250 to reduce the braking pressure, and drive the braking mechanism 280 to prevent the tires from locking (for example, loosening the brake caliper). brake disc).

Please refer to FIG. 3 for a flow chart of steps for implementing the turning system of the first embodiment. In step S1 : the gravity sensor 210 detects the first inclination angle θ ₁ to obtain a gravity sensing signal, and transmits the gravity sensing signal to the first electronic control unit 240 . In step S2, the first sensor 220 detects the first inclined distance D1 between the first side of the vehicle and the ground to obtain a first distance sensing signal, and transmits the first distance sensing signal to the first distance sensing signal. An electronic control unit 240; in step S3, the second sensor 230 detects the second inclined distance D2 between the second side of the vehicle and the ground to obtain a second distance sensing signal, and transmits the second distance The distance sensing signal is sent to the first electronic control unit 240 . In step S4, the first electronic control unit 240 calculates the second inclination angle θ ₂ according to the first distance sensing signal and the second distance sensing signal.

FIG. 4 is a schematic diagram of the vehicle and the ground when the vehicle turns according to the first embodiment. The first inclination angle θ ₁ is the angle of the vehicle relative to the horizontal plane, and the second inclination angle θ ₂ is the angle of the vehicle relative to the ground. When the vehicle turns on a flat surface, the first inclination angle θ ₁ is equal to the second inclination angle θ ₂ ; when the vehicle turns on an inclined surface, the first inclination angle θ ₁ is not equal to the second inclination angle θ ₂ .

The first inclination angle θ ₁ is detected by the gravity sensor 210 disposed on the vehicle. For example, the gravity sensor 210 may be disposed at the center of gravity of the vehicle and mounted on the circuit board of the first electronic control unit 240 , or mounted outside the circuit board of the first electronic control unit 240 and connected by wires. In one embodiment, the gravity sensor 210 can measure the tilt angle of the vehicle according to the weight change of the vehicle, such as an accelerometer.

The first sensor 220 is disposed on a first side of the vehicle (taking FIG. 4 as an example, it is disposed on the left side of the vehicle body), and detects the first inclined distance D1 between the first side of the vehicle and the ground . In one embodiment, the distance between the first side and the ground may be the distance between the first sensor 220 and the ground (see FIG. 4 ).

The second sensor 230 is disposed on a second side of the vehicle (taking FIG. 4 as an example, it is disposed on the right side of the vehicle body), opposite to the first sensor 230 in the horizontal direction, and detects the second side of the vehicle The second inclined distance D2 between the side and the ground. In one embodiment, the distance between the second side and the ground may be the distance between the second sensor 230 and the ground (see FIG. 4 ).

In this embodiment, the first sensor 220 and the second sensor 230 are disposed on the left and right sides of the vehicle body, and are horizontally opposite to each other. However, in another embodiment, the first sensor 220 and the second sensor 230 can be disposed on the left and right sides of the vehicle, and are not horizontally opposite to each other. In this embodiment, the first sensor 220 and the second sensor The height difference of the sensor 230 relative to the horizontal plane must be input to the first electronic control unit 240 in advance.

In this embodiment, the first sensor 220 and the second sensor 230 are disposed on the left and right sides of the center of the rear wheel. However, in another embodiment, the first sensor 220 and the second sensor 230 may be disposed on the left and right sides of the center of the front wheel. Also, in another embodiment, the first sensor 220 and the second sensor 230 may be disposed on the left and right sides between the rear wheel and the front wheel.

In one embodiment, the first sensor 220 and the second sensor 230 may be light, sound wave or image sensors disposed on the tires of the vehicle.

Referring back to FIG. 3 , in step S4 , the first electronic control unit 240 determines the horizontal distance L between the first sensor 220 and the second sensor 230 according to the first inclined distance D1 and the second inclined distance D2 After calculating the second inclination angle θ ₂ of the vehicle relative to the ground, the process proceeds to step S5 . The second inclination angle θ ₂ is calculated according to the following formula:

In step S5, the first electronic control unit 240 will determine whether the vehicle is turning, if the first inclination angle _θ1 or the _second inclination angle θ2 is not equal to 90 degrees, or both the first inclination angle _θ1 and the _second inclination angle θ2 are not equal to 90 degrees, then the first electronic control unit 240 will determine that the vehicle is turning, and then proceed to step S6; if the first inclination angle θ ₁ and the second inclination angle θ ₂ are equal to 90 degrees, the first electronic control unit 240 will determine that the vehicle is not in the After turning, it will return to step S1.

In step S6, when the user exerts a force on the brake handle 270, the hydraulic control unit 260 is driven to apply a braking pressure and the braking mechanism 280, and the braking mechanism 280 generates a braking force Fx on the tires of the vehicle. When the braking force Fx is set to the braking force Fx After the sensor on the mechanism 280 detects it, the turning system 100 will proceed to step S7.

In step S7, the second electronic control unit 250 of the cornering system 100 will use Kalman filter (Kalman filter) to estimate the value applied to the tires, which is perpendicular to the braking force Fx, according to the vehicle specifications, the angle and speed changes of the tire characteristics at the moment of turning. Lateral force Fy. Next, the first electronic control unit 240 will perform step S8.

In this embodiment, step S6 is prior to step S7, but in another embodiment, step S7 may be prior to step S6. Also, in another embodiment, step S6 and step S7 may be performed simultaneously, that is, the first electronic control unit 240 may obtain the braking force Fx and calculate the lateral force Fy at the same time.

In step S8, the second electronic control unit 250 calculates the resultant force F generated by the braking force Fx and the lateral force Fy, and proceeds to step S9. The resultant force F is obtained according to the following formula:

In step S9, the second electronic control unit 250 determines whether the resultant force F is greater than a predetermined threshold value initially set. If it is determined that the resultant force F is greater than or equal to the preset threshold, the first electronic control unit 240 will determine that the vehicle is braking, and transmit a control message to the second electronic control unit 250 of the braking control system 120 , and the second electronic control unit 250 will control the The message controls the hydraulic control unit 260 to reduce the braking pressure, so as to drive the braking mechanism 280 to reduce the braking force Fx applied to the tires to prevent the tires from locking up, thereby stabilizing the vehicle; if it is determined that the resultant force F is less than the preset threshold, the turning system 100 will return to the step S6.

The preset threshold value can be calculated and obtained by those skilled in the art according to the specifications of different vehicles. In one embodiment, the preset threshold range is between 1% and 70% of the vehicle weight (N), and the preset threshold may be 10%, 20%, 30%, 40%, 50% or 60% of the vehicle weight (N). ). In another embodiment, the preset threshold may be 2%˜30% of the vehicle weight (N), and the preset threshold may be 5%, 10%, 15%, 20% or 25% of the vehicle weight (N).

Second Embodiment

The second embodiment of the turning system of the present invention is based on the aforementioned first embodiment. The turning control system of the present invention uses two sensors, namely a gravity sensor and a first sensor, which provide sensing signals to the first sensor. An electronic control unit transmits control information to the braking control system through the first electronic control unit to control the braking force.

Please refer to FIG. 5 , which is a schematic diagram showing a second embodiment of the turning system 100 of the present invention. The turning control system 110 includes a gravity sensor 210 , a first sensor 220 and a first electronic control unit 240 . The gravity sensor 210 and the first sensor 220 are respectively coupled to the first electronic control unit 240 . The gravity sensor 210 is used to detect the angle between the vehicle and the horizontal plane to obtain a gravity sensing signal, and transmit the gravity sensing signal to the first electronic control unit 240; the first sensor 220 is used to detect the angle of the vehicle The distance between the first side and the ground is used to obtain a first distance sensing signal, and the first distance sensing signal is transmitted to the first electronic control unit 240 to obtain the angle between the vehicle and the ground.

Please refer to FIG. 6 for a flow chart of steps for implementing the turning system of the second embodiment. In step S1 : the gravity sensor 210 detects the first inclination angle θ ₁ to obtain a gravity sensing signal, and transmits the gravity sensing signal to the first electronic control unit 240 . In step S2, the first sensor 220 detects the first inclined distance D1 between the first side of the vehicle and the ground to obtain a first distance sensing signal, and transmits the first distance sensing signal to the first distance sensing signal. An electronic control unit 240 . In step S3, the first electronic control unit 240 calculates the second inclination angle θ ₂ according to the first distance sensing signal.

Please refer to FIG. 7 , which is a schematic diagram of the tire and the ground when the vehicle is turning according to the second embodiment. The first inclination angle θ ₁ is detected by the gravity sensor 210 disposed on the vehicle. For example, the gravity sensor 210 can be disposed at the center of gravity of the vehicle, such as mounted on the circuit board of the first electronic control unit 240, or mounted outside the circuit board of the first electronic control unit 240, and connected by wires . In one embodiment, the gravity sensor 210 can measure the tilt angle of the vehicle according to the weight change of the vehicle, such as an accelerometer.

The first sensor 220 is arranged on one side of the vehicle (taking FIG. 7 as an example, it is arranged on the left side of the vehicle body), and the distance D between the vehicle and the ground when the vehicle is not turning is input into the first electronic control unit as a preset value in advance 240. In one embodiment, as shown in FIG. 7 , the distance D between the vehicle and the ground when the vehicle is not turning may be the distance between the first sensor 220 and the ground when the vehicle is not turning. Moreover, the first sensor 220 can detect the first inclined distance D1 between the first side of the vehicle and the ground. In one embodiment, as shown in FIG. 7 , the first inclination distance D1 may be the distance between the first sensor 220 and the ground when the vehicle turns.

Also, in one embodiment, the first sensor 220 may be a light, sound wave or image sensor disposed at the center of the tire of the vehicle.

；若D1<D，

In step S3, the first electronic control unit 240 calculates the second inclination angle θ ₂ according to the vertical distance D between the vehicle and the ground when the vehicle is not turning and the first inclination distance D1 , and then proceeds to step S4 . The second inclination angle θ ₂ is calculated according to the following formula: If D1>D,

;If D1<D,

Steps S5-S9 of the turning system of the second embodiment and steps S5-S10 of the first embodiment will not be repeated here.

Third Embodiment

The third embodiment of the turning system of the present invention is based on the aforementioned first embodiment, and its turning control system replaces the first sensor and the second sensor of the first embodiment with the first suspension stroke sensor and the The second suspension travel sensor provides a suspension travel signal to the first electronic control unit, and transmits the control information to the braking control system through the first electronic control unit to control the braking force.

Please refer to FIG. 8 , which is a schematic diagram showing a third embodiment of the turning system 100 of the present invention. The gravity sensor 210 , the first suspension travel sensor 810 and the second suspension travel sensor 820 of the turning control system 110 are respectively coupled to the first electronic control unit 240 . The gravity sensor 210 is used to detect the angle between the vehicle and the horizontal plane to obtain a gravity sensing signal, and transmit the gravity sensing signal to the first electronic control unit 240; the first suspension travel sensor 810 is used to detect The first suspension stroke of the first suspension mechanism is used to obtain the first suspension stroke signal; the second suspension stroke sensor 820 is used to detect the second suspension stroke of the second suspension mechanism to obtain the second suspension stroke signal, In addition, the first suspension travel sensor 810 and the second suspension travel sensor 820 transmit the first suspension travel signal and the second suspension travel signal to the first electronic control unit 240 to obtain the angle between the vehicle and the ground.

Please refer to FIG. 9 for a flow chart of steps for implementing the turning system of the third embodiment. In step S1 : the gravity sensor 210 detects the first inclination angle θ ₁ to obtain a gravity sensing signal, and transmits the gravity sensing signal to the first electronic control unit 240 . In step S2 , the first suspension stroke sensor 810 detects the first suspension stroke L1 of the first suspension mechanism to obtain a first suspension stroke signal, and transmits the first suspension stroke signal to the first electronic control unit 240 . In step S3 , the second suspension travel sensor 820 detects the second suspension travel L2 of the second suspension mechanism to obtain a second suspension travel signal, and transmits the second suspension travel signal to the first electronic control unit 240 . In step S4 , the first electronic control unit 240 calculates the second inclination angle θ ₂ according to the first suspension travel sensing signal and the second suspension travel signal of the first suspension travel sensor 810 and the second suspension travel sensor 820 .

Please refer to FIG. 10 , a schematic diagram of the vehicle turning and the ground according to the third embodiment. The first inclination angle θ ₁ is detected by the gravity sensor 210 disposed on the vehicle. For example, the gravity sensor 210 can be disposed at the center of gravity of the vehicle, such as mounted on the circuit board of the first electronic control unit 240, or mounted outside the circuit board of the first electronic control unit 240, and connected by wires . In one embodiment, the gravity sensor 210 can measure the tilt angle of the vehicle according to the weight change of the vehicle, such as an accelerometer.

The first suspension travel sensor 810 and the second suspension travel sensor 820 are disposed adjacent to the first suspension mechanism 1010 and the second suspension mechanism 1020 for monitoring the connection between the first suspension mechanism 1010 and the second suspension mechanism 1020 The suspension stroke is monitored, and a suspension stroke signal is correspondingly output to the first electronic control unit 240 .

In this embodiment, the first suspension travel sensor 810 and the second suspension travel sensor 820 are disposed on the left and right sides of the rear wheel. However, in another embodiment, the first suspension travel sensor 810 and the second suspension travel sensor 820 may be disposed on the left and right sides of the front wheel.

The suspension travel sensor used in the present invention may be a combination of a sliding variable device and an adjusting unit. The adjusting unit is a sliding rod mechanism, which is installed between the frame swing arm and the frame main body of the vehicle. In this design, as the first suspension mechanism 1010 or the second suspension mechanism 1020 performs a suspension stroke, the suspension stroke may be a release stroke or a compression stroke, and the sliding rods in the sliding rod mechanism will also be extended or compressed. Retract, and then drive the resistance value adjustment button on the sliding varistor to move, so as to adjust the resistance value of the sliding varistor. Therefore, according to the change of the resistance value of the sliding rheostat, the first suspension stroke sensor 810 and the second suspension stroke sensor 820 can respectively obtain the first suspension stroke according to the first suspension stroke L1 and the second suspension stroke L2 Signal and the second suspension travel signal, and output the corresponding suspension travel signal to the first electronic control unit 240, the first electronic control unit 240 can calculate the lean angle of the vehicle, and then determine whether the vehicle is turning. In another embodiment, the slider mechanism can be replaced with a pull rod mechanism or a push rod mechanism.

In another embodiment, the suspension travel sensor may be a combination of a rotary varistor and a linkage. In this way, as the first suspension mechanism 1010 or the second suspension mechanism 1020 performs a suspension stroke, the suspension stroke may be a release stroke or a compression stroke, and the link mechanism will rotate the knob on the rotary varistor, thereby way to adjust the resistance value of the rotary rheostat. Therefore, according to the change of the resistance value of the rotary varistor, the first suspension stroke sensor 810 and the second suspension stroke sensor 820 can obtain the first suspension stroke according to the first suspension stroke L1 and the second suspension stroke L2 respectively. The travel signal and the second suspension travel signal are outputted to the first electronic control unit 240 , and the first electronic control unit 240 can calculate the inclination angle of the vehicle and determine whether the vehicle is turning. In another embodiment, the linkage system can be selectively used with a gear mechanism.

In one embodiment, the suspension mechanism may be a shock absorber or a spring.

Referring back to FIG. 9, in step S4, the first electronic control unit 240 calculates the second inclination angle θ 2 according to the first suspension stroke L1 and the second suspension stroke L2, and then calculates the second inclination angle θ ₂ according to the first suspension sensor 810 and the second suspension sensor The horizontal distance L between the detectors 820 is calculated to obtain the second inclination angle θ ₂ of the vehicle relative to the ground, and then the process proceeds to step S5 . The second inclination angle θ ₂ is calculated according to the following formula:

Steps S5-S10 of the third embodiment and steps S5-S10 of the first embodiment will not be repeated here.

To sum up, the turning system of the present invention determines whether the braking force of the vehicle is too large when the vehicle is turning by detecting the state of the vehicle (such as the lean angle of the locomotive) and the braking force (braking force) applied to the tires, and then controls the Braking force to prevent the vehicle from becoming unstable due to tire lockup when the vehicle is turning. Therefore, the turning system of the present invention can maintain the stability of the vehicle when turning.

These embodiments and claims are not necessarily required to achieve all of the disclosed technical advantages or technical features. Furthermore, the abstract and the title are provided only to facilitate patent document searching and are not intended to limit the scope of the present invention in any way.

100: Cornering System

110: Cornering Control System

120: Brake Control System

210: Gravity Sensor

220: first sensor

230: Second sensor

240: The first electronic control unit

250: The second electronic control unit

260: Hydraulic Control Unit

270: Brake handle

280: Brake mechanism

Claims (5)

A method for maintaining the stability of a vehicle when turning, comprising: detecting a first suspension stroke of a first suspension mechanism of the vehicle; obtaining a first suspension stroke according to the first suspension stroke of the first suspension mechanism second inclination angle; determine whether the vehicle is turning according to the second inclination angle; and if it is determined that the vehicle is turning, then further determine whether the vehicle is braking, if it is determined that the vehicle is braking, then control a tire of the vehicle A braking force on Fx. The method for maintaining the stability of a vehicle when turning as described in claim 1, further comprising: obtaining the braking force Fx; calculating a lateral force Fy; calculating a resultant force according to the braking force Fx and the lateral force Fy F; and when the resultant force F is greater than or equal to a predetermined threshold, controlling the braking force Fx. The method for maintaining the stability of a vehicle when turning as claimed in claim 1, further comprising: detecting a second suspension stroke of a second suspension mechanism of the vehicle; and further according to the second suspension mechanism of the second suspension mechanism The second inclination angle is obtained by the second suspension stroke and the first suspension stroke of the first suspension mechanism. The method for maintaining the stability of a vehicle when turning as described in claim 3, further comprising: detecting a first inclination angle of the vehicle relative to a horizontal plane; and further judging according to the first inclination angle and the second inclination angle Whether the vehicle is turning. The method for maintaining the stability of a vehicle when turning as described in claim 1, further comprising: detecting a first inclination angle of the vehicle relative to a horizontal plane; and further judging according to the first inclination angle and the second inclination angle Whether the vehicle is turning.

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