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EP2714479A1 - Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique - Google Patents

Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique

Info

Publication number
EP2714479A1
EP2714479A1 EP12713067.2A EP12713067A EP2714479A1 EP 2714479 A1 EP2714479 A1 EP 2714479A1 EP 12713067 A EP12713067 A EP 12713067A EP 2714479 A1 EP2714479 A1 EP 2714479A1
Authority
EP
European Patent Office
Prior art keywords
wheel
driver
brake
braking
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12713067.2A
Other languages
German (de)
English (en)
Inventor
Christian Groeger
Markus Lemejda
Anja Wahl
Peter Ziegler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102011076633A external-priority patent/DE102011076633A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2714479A1 publication Critical patent/EP2714479A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17554—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/304—ESP control system during driver brake actuation

Definitions

  • Integral brake on in which the brake of the second brake circuit is additionally braked when the hand brake lever or the foot brake lever.
  • the invention relates to a method for brake control in a single-track vehicle equipped with a front brake and a rear wheel brake, in particular a motor vehicle or motorcycle, in which the presence of a driver brake intervention or driver-dependent braking intervention on a first wheel is determined and in the event of a driver brake intervention driver-independent braking intervention on the second wheel is performed.
  • the essence of the invention is characterized in that the driver independent
  • the first wheel is either the front wheel or the rear wheel, the second wheel the other wheel.
  • An advantageous embodiment of the invention is characterized in that the presence of a driver-dependent braking intervention on the front wheel is determined and in its presence takes place depending on the side inclination angle of the single-lane vehicle driver independent braking intervention on the rear wheel. Since the braking of the front wheel builds up a steering torque on the front wheel, it is advantageous to leave the braking of this wheel to the driver and brak the rear independently of the driver in a suitable manner.
  • An advantageous embodiment of the invention is characterized in that the intensity of the driver-independent brake engagement on the second wheel, which is in particular the rear wheel, depends on the lateral inclination, that with increasing side tilt angle a brake engagement of lower intensity or braking force or lower brake pressure is performed in the wheel brake , With increasing side tilt angle becomes an increasing
  • An advantageous embodiment of the invention is characterized in that the intensity of the driver-independent brake engagement on the second wheel so depends on the side slope that with increasing side tilt angle or when exceeding a threshold value by the side tilt angle the threshold value of an anti-lock braking system acting on the second wheel is reduced and / or the gradient for the braking force build-up following a braking force reduction is reduced during an antilock control taking place on the second wheel.
  • ABS anti-lock control system
  • the braking interventions on the first wheel can both independently of
  • Brake intervention on the first wheel is dependent on the side tilt angle of the motor vehicle, the speed of the pressure build-up is advantageously limited depending on the side tilt angle to ensure greater lateral force in the initial phase of braking and to prevent the onset of ABS control on the first wheel.
  • the braking intervention on the first wheel is therefore no longer determined solely by the driver's default in the second case, but in addition there is also the side tilt angle in the applied braking force.
  • the intensity of the braking on the second wheel is adjusted independently of the driver.
  • An advantageous embodiment of the invention is characterized in that the maximum deductible in the vehicle longitudinal direction tire force according to the relationship
  • Fxmax denotes the maximum tire force settable in the vehicle longitudinal direction
  • mr denotes the mass supported by the second wheel
  • g denotes the earth gravitational constant
  • ⁇ denotes the assumed, estimated or determined coefficient of friction between the tire and the roadway and .alpha.
  • An advantageous embodiment of the invention is characterized in that the braking intervention by means of a hydraulic brake system is performed and that the intensity of the braking engagement is determined by the hydraulic pressure in a wheel brake cylinder.
  • An advantageous embodiment of the invention is characterized in that the presence of a driver-dependent braking engagement on the rear wheel is determined and in the presence of a dependent on the lateral inclination angle of the single-lane vehicle driver independent braking intervention takes place on the front wheel, the steepness or rapidity of the intensity build-up of the braking force and the temporal gradient the braking force build-up or the brake pressure build-up on the front wheel is dependent on the lateral inclination angle of the single-track vehicle.
  • control device comprising means which are designed to carry out the above-mentioned methods.
  • the drawing comprises the figures 1 to 3.
  • Fig. 1 shows a schematic representation of an inclined motorcycle with marked inclination angle.
  • Fig. 2 shows the comb ' see circle with the forces essential to the invention.
  • Fig. 3 shows the basic sequence of the method according to the invention.
  • the present invention provides a way to prevent that when performed by the driver front wheel braking of the rear wheel by means of the integral brake function additionally built rear brake pressure is so great that the rear wheel is significantly overbrake in a curve situation and gets into a strong ABS control.
  • a strong ABS control would have the consequence that the rear brake pressure fluctuates greatly, so that the deceleration of the motorcycle and in particular the cornering force of the rear wheel varies greatly.
  • the driver may be frightened and possibly slow down or reduce the banking angle, resulting in an increase in the radius of curvature. Both are in a dangerous situation, in which the braking distance should be minimal to avoid.
  • the object of the invention is to use the
  • Delay effect is achieved, but without causing strong pressure fluctuations in the wheel brake cylinder or braking force fluctuations. As a result, the driver is not insecure and can continue to delay as much as possible in a safety-critical situation and keep his lane.
  • a total mass of the motorcycle and a mass distribution can be determined which longitudinal force potential is available at the rear wheel. This can, possibly provided with a safety margin, be used as an upper limit for a possible driver-independent braking intervention on the rear wheel
  • Fy is the side force or lateral force which must be applied or compensated by the tire for lateral guidance.
  • the skew angle ⁇ is the inclination angle of the motorcycle and in Fig.l drawn.
  • 100 denotes the carriageway
  • 101 a schematic representation of the inclined motorcycle
  • 102 the vertical to the carriageway
  • 103 the vertical axis of the motorcycle.
  • Fmax is the maximum deductible force corresponding to the radius of the crest 'rule friction circle and is obtained according to the equation
  • the total directional force Fmax is the vectorial sum of the transversal force Fy and the longitudinal force Fxmax.
  • ⁇ is the coefficient of friction between the tire and the road surface
  • mr is the mass supported by the driver-independently braked wheel, in particular the mass supported by the rear wheel. The entire mass of the motorcycle is supported by the front wheel and the rear wheel, and mr is the mass fraction supported by the rear wheel.
  • the comb 'sche circuit is also shown in Fig. 2.
  • the horizontal abscissa indicated by y represents the transverse direction to the motorcycle which moves in the vertical ordinate direction indicated by x.
  • the circle radius denoted by Fmax corresponds to the maximum deductible force between the tire and the roadway, which in particular depends on the coefficient of friction ⁇ and the Weight depends on which the tire is pressed onto the road. This weight corresponds to the tire-supported mass fraction mr of the motorcycle.
  • This maximum deductible force Fmax must be partly applied as force Fy for the necessary, dependent on the inclination angle side guide, partly as a longitudinal force Fxmax for the deceleration (or the acceleration) of the motorcycle available.
  • the maximum allowable brake pressure can be calculated, which is still without brake during braking
  • Pressure modulation is possible. This value can be used as the upper limit for active pressure build-up by the integral brake function to achieve stable wheel behavior.
  • a map can be stored in the control unit, which determines the brake pressure to be set at the rear wheel as a function of the pressure which the driver feeds on the front wheel and the banking angle. This map can be adjusted in the driving test so that the best possible compromise between deceleration of the motorcycle and the rest of the motorcycle when braking at different inclinations and different rider priorities is found.
  • Anregelschlupf finds even at relatively low pressures an ABS control instead, which is hardly noticeable for the driver because of the small pressure values. Also, the pressure build-up following the pressure build-up within the scope of the ABS control takes place more slowly than with an ABS control when there is a steep incline.
  • Front wheel brake is adjusted during cornering, but also a possible pressure build-up on the front wheel when the rear brake is operated by the driver.
  • the pressure build-up on the front wheel is too fast, because otherwise the driver has to build very quickly a counter-steering torque on the handlebar to the by the
  • Fig. 3 After starting the method in block 300, the angle of inclination ⁇ of the motorcycle is determined in block 301. In block 302 it is then queried whether the driver brakes the front wheel. The
  • Front wheel braking is done by the driver usually by operating a hand lever, the rear wheel brake is usually by pressing a

Landscapes

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

Abstract

L'invention concerne un procédé de régulation de freinage pour un véhicule à trajectoire unique équipé d'un frein de roue avant et d'un frein de roue arrière, selon lequel l'éventuelle présence d'une intervention de freinage exercée par le conducteur sur une première roue est déterminée et, en présence d'une intervention de freinage exercée par le conducteur, une intervention de freinage indépendante du conducteur est exercée sur la deuxième roue. L'essentiel de l'invention réside en ce que l'opération de freinage indépendante du conducteur dépend de l'inclinaison latérale du véhicule à moteur.
EP12713067.2A 2011-05-27 2012-03-28 Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique Withdrawn EP2714479A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011076633A DE102011076633A1 (de) 2010-09-14 2011-05-27 Schräglagenabhängige Anpassung einer Bremskraftregelung bei einspurigen Fahrzeugen
PCT/EP2012/055539 WO2012163567A1 (fr) 2011-05-27 2012-03-28 Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique

Publications (1)

Publication Number Publication Date
EP2714479A1 true EP2714479A1 (fr) 2014-04-09

Family

ID=45937311

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12713067.2A Withdrawn EP2714479A1 (fr) 2011-05-27 2012-03-28 Adaptation d'une régulation de la force de freinage en fonction d'une position inclinée pour des véhicules à trajectoire unique

Country Status (3)

Country Link
EP (1) EP2714479A1 (fr)
TW (1) TWI583580B (fr)
WO (1) WO2012163567A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI586568B (zh) * 2016-05-03 2017-06-11 Motorcycle inclination control of the variable linkage brake system
JP2018134991A (ja) 2017-02-22 2018-08-30 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 制御装置、制御方法及びブレーキシステム
JP2018134990A (ja) * 2017-02-22 2018-08-30 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 制御装置、制御方法及びブレーキシステム
JP2018154272A (ja) 2017-03-21 2018-10-04 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング 制御装置及び制御方法

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4244112C2 (de) * 1992-12-24 2000-10-12 Bayerische Motoren Werke Ag Antiblockierregelsystem für Motorräder
DE10232362B4 (de) * 2002-07-17 2018-03-15 Robert Bosch Gmbh Verfahren und Vorrichtung zur Stabilisierung eines einspurigen Kraftfahrzeugs
US7006901B2 (en) * 2002-11-18 2006-02-28 Wang Everett X Computerized automated dynamic control system for single-track vehicles
DE10316351A1 (de) * 2003-04-10 2004-10-28 Bayerische Motoren Werke Ag Integralbremse für Motorräder
JP4361385B2 (ja) * 2004-01-30 2009-11-11 本田技研工業株式会社 自動二輪車のブレーキ装置
JP2009536127A (ja) 2006-05-06 2009-10-08 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 原動機付き二輪車におけるブレーキ圧制御方法及びその装置
ITMI20060976A1 (it) * 2006-05-17 2007-11-18 Piaggio & C Spa Veicolo rollante a quattro ruote a trazione elettrica
DE102008011575A1 (de) * 2007-03-16 2008-09-18 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zur Stabilisierung eines einspurigen Kraftfahrzeugs
DE102008021523A1 (de) * 2007-06-11 2008-12-18 Continental Teves Ag & Co. Ohg Verfahren zur Regelung eines elektronisch gesteuerten Regelungssystems und elektronisches Regelungssystem

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2012163567A1 *

Also Published As

Publication number Publication date
TWI583580B (zh) 2017-05-21
TW201304988A (zh) 2013-02-01
WO2012163567A1 (fr) 2012-12-06

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