Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
  • B60T8/1706—Braking or traction control means specially adapted for particular types of vehicles for single-track vehicles, e.g. motorcycles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
  • B60T2230/03—Overturn, rollover
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2240/00—Monitoring, detecting wheel/tyre behaviour; counteracting thereof
  • B60T2240/06—Wheel load; Wheel lift

Definitions

• the invention relates to a method according to the preamble of claim 1 and to a computer program product according to claim 12.
• the motorcycle has developed in recent decades from a cost-effective means of transportation to a recreational vehicle, in which also increasingly the safety of the driver is brought to the fore. Similar to automobiles a few years ago, motorcycles are increasingly equipped with anti-lock braking systems (ABS). From EP 0 548 985 B1, for example, a blockage protection device for motorcycles is known. Furthermore, from DE 40 00 212 Al a method for anti-lock brakes of a motorcycle and for determining the Haftbeiivess known.
• ABS anti-lock braking systems
• the object of the present invention is to provide a method for rollover prevention in motorcycles with an anti-lock braking system, which prevents the lifting of the rear wheel early, without leading to significant under-braking of the vehicle.
• the invention is based on the idea that, when there is a vehicle deceleration exceeding a critical vehicle-specific threshold leading to a possible rollover, a special control mode for brake pressure control on the front brake is initiated. Shows the rear wheel during special control mode Tendencies to take off, ie there is a reduction in the normal force on the rear wheel, so the brake pressure is maintained or reduced at the front wheel. As a result, the rear wheel again gets full ground contact. A reduction in the normal force at the rear wheel during the special control mode is preferably detected by a slip inlet or an ABS pressure reduction phase on the rear wheel.
• normal force on the rear wheel describes the weight resting on the rear wheel.
• slip entry is to be understood according to the invention that the wheel speed of the considered wheel away from the vehicle speed, so that there is a slip s> 0.
• RadschlupfGerman is intended in generalization according to the invention, the slip behavior / the slip course of a wheel and / or the speed behavior, which is directly related to the slip, and / or the acceleration behavior of a wheel.
• the special regulation of the front wheel brake pressure is initiated only with a stable running front wheel, which is not in a pressure reduction phase of the ABS control.
• a reduction in the normal force at the rear wheel during the special control mode is preferably detected by the brake pressure curve at the rear wheel brake. Most preferably, the reduction of the normal force is detected by means of an ABS pressure reduction phase on the rear wheel. If a wheel pressure sensor is located on the rear wheel, a reduction in the normal force is detected on the basis of a brake pressure level close to zero.
• a reduction in the normal force at the rear wheel during the special control mode is detected on the basis of the wheel slip pattern of the rear wheel, very particularly preferably based on a slip inlet of the rear wheel.
• the pressure increase gradient of the front wheel brake pressure be limited during the special control mode.
• the pressure increase gradient of the front wheel brake pressure in the special control mode is already limited, even if no ABS control is present.
• An advantage of the method according to the invention in comparison with the lift-off detection is that an early system reaction with significantly lower modulation of the front wheel pressure is present.
• the lower modulation is also due to the fact that the rear wheel of the motorcycle has not or hardly lifted off the road, which has not yet come to a critical shift of the vehicle's center of gravity.
• the invention also relates to a computer program product which defines an algorithm according to the method described above.
• Fig. 1 shows a block diagram of the exemplary method.
• Block 1 denotes an ABS control program.
• ai imit a vehicle-specific critical value
• critical delay is used as a triggering criterion for the initiation of a special control mode 3 of the normal ABS routine 1.
• the value of the critical deceleration threshold a.iimi t is dependent on the vehicle used and the vehicle-specific configuration of the brake system. If a reduction or a loss of the normal force on the rear wheel is then detected in block 4, a special regulation 5 of the front wheel brake pressure is carried out. For this example, the brake pressure is maintained or reduced at the front wheel.
• the evaluation of the slip inlet and / or the pressure reduction at the rear wheel can therefore be regarded as a measure of the normal force loss, which results from the dynamic wheel load distribution of the motorcycle.
• the normal force loss is evaluated on the basis of the rear wheel slip occurring, and it becomes a corresponding (preventive) pressure reduction, or zero pressure reduction, i. Keeping pressure, also generated for the front wheel.
• This Vorderraddruckabbau leads to a slight reduction in the vehicle deceleration, in such a way that just the required measure for lifting prevention is reduced.
• the special regulation of the front brake pressure provides that at decay phases on the rear wheel, a portion of the pressure reduction is also controlled at the front wheel.
• the amount of pressure reduction introduced at the front wheel is determined here as a function of exceeding the vehicle-specific critical deceleration threshold, ie the further the critical threshold amount of ai imit has been exceeded, the greater the proportion transmitted to the front wheel is selected.
• the transmitted pressure reduction can even exceed the size of the pressure reduction at the rear wheel in particularly critical situations or vehicles.
• the dimensioning of the pressure reduction initiated at the front wheel is effected by a defined pressure difference to be controlled.
• This defined pressure difference is determined as a function of the exceeding of the vehicle-specific critical deceleration threshold.
• the wheel slip patterns of the wheels are evaluated to detect a critical braking force component of the front wheel.
• the deceleration specification eg the gradient of the vehicle reference speed and / or the wheel acceleration threshold values / limit values, can additionally be limited.
• Delayed pressure build-up on the front wheel e.g., longer build-up pauses in this situation, i.e., longer pauses between the pressure build-up pulses
• the evaluation of the normal force loss at the rear wheel takes place, taking into account the pressure braked by the driver in the rear wheel brake circuit.
• the positive slip is used for the evaluation at the rear wheel.
• the lifting rear wheel will almost maintain the speed at take-off, or its speed will be lower Dynamic decrease (delay in the range of about -0.3g to Og).
• the rear wheel speed will thus be above the vehicle reference speed because the vehicle is still braked by the front wheel. If the rear wheel speed is about 4 km / h above the vehicle reference speed, the special control is triggered and the brake pressure reduction on the front wheel is dimensioned as a function of the positive slip.
• Another embodiment is to transmit the positive slip of the rear wheel as a brake slip on the front wheel. This virtual slip creates a pressure reduction phase on the front wheel, which prevents further lifting.

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

Priority Applications (2)

Applications Claiming Priority (4)

Publications (1)

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Cited By (5)

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Citations (6)

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• 2005
  • 2005-11-14 WO PCT/EP2005/055958 patent/WO2006053864A1/de not_active Ceased
  • 2005-11-14 JP JP2007541938A patent/JP4986860B2/ja not_active Expired - Fee Related
  • 2005-11-14 EP EP20050803148 patent/EP1817215B1/de not_active Expired - Lifetime
  • 2005-11-14 DE DE102005054557A patent/DE102005054557A1/de not_active Withdrawn

Patent Citations (6)

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