Tip-over detection device for motor vehicle

• US 20030132837A1
• Filed: 10/21/2002
• Published: 07/17/2003
• Est. Priority Date: 10/19/2001
• Status: Active Grant

• Current Assignee: Yamaha Hatsudoki Kabushiki Kaisha (Yamaha Corporation)
• Original Assignee: Yamaha Hatsudoki Kabushiki Kaisha (Yamaha Corporation)
• Inventors: Hasegawa, Takahiko, Kataoka, Masashi
• Granted Patent: US 6,941,206 B2
• Time in Patent Office: Days
• US Class Current: 340/440
• CPC Class Codes: B60W 2300/36 Cycles; Motorcycles; Scooters
• CPC Class Codes: B60W 2520/125 Lateral acceleration
• CPC Class Codes: B60W 2520/18 Roll
• CPC Class Codes: B60W 30/04 related to roll-over prevention
• CPC Class Codes: B62J 45/4151 for sensing lateral inclination of the cycle
• CPC Class Codes: F02D 41/021 Introducing corrections for particular conditions exterior to the engine conjoint control of vehicle sub-units for propelling the vehicle B60W30/18
• CPC Class Codes: G01C 9/06 Electric or photoelectric indication or reading means

Abstract

A vehicle includes a tip over detection device that uses a vertically oriented sensor to improve the accuracy of detecting when the vehicle has tipped over. An ECU communicates with the accelerometer and controls engine operation. The ECU stops the engine, preferably gradually, when the vehicle has tipped over. The sensor can also detect lean in additional directions that are orthogonal to the vertical direction.

Claims

1. A wheeled vehicle comprising a frame, at least one front wheel coupled to the frame, at least one rear wheel coupled to the frame, a prime mover coupled to the frame and drivingly connected to at least one of the front and rear wheels, a control unit connected to the prime mover, and a sensor being coupled to the frame and communicating with the control unit, the sensor outputting a lean signal to the control unit that varies with a leaning angle of the vehicle, the sensor having at least one axis of detection and being arranged such that the axis of detection assumes a generally vertical central position when the vehicle stands upright, the lean signal being generated when the axis of detection moves from its central position as the vehicle leans, the control unit being configured to determine whether the vehicle tips over based upon the lean signal.

2. The vehicle as set forth in claim 1, wherein the control unit is configured to determine a lean angle of the vehicle relative to an upright position based at least in part on the signal from the sensor, and to ascertain when the determined lean angle equals or exceeds a preset tip over angle.

3. The vehicle as set forth in claim 2 additionally comprising a speedometer communicating with the control unit and being adapted to output a speed signal that varies with a speed of the vehicle, the control unit preserves the lean signal as being indicative of the reference angle when the speed signal indicates that the vehicle runs faster than a preset speed, and when the lean signal varies within a preset range.

4. The vehicle as set forth in claim 1, wherein the accelerometer adapted to additionally output a second lean signal that vary with the leaning angle of the vehicle, the accelerometer additionally has a second detection axis of the leaning angle that extends generally normal to the first detection axis, the second lean signal is generated with the second detection axis moving when the vehicle leans, the control unit adapted to determine whether the vehicle tips over based upon the first and second lean signals.

5. The vehicle as set forth in claim 4, wherein the first lean signal is indicative of a difference from a preset reference angle that is determined when the vehicle stands straight, the second lean signal is indicative of a change amount of an acceleration.

6. The vehicle as set forth in claim 4, wherein the control unit uses a numerical value that is obtained when the second lean signal is divided by the first lean signal to determine whether the vehicle tips over.

7. The vehicle as set forth in claim 1, wherein the control unit compares the lean signal to a threshold signal indicative of a lean angle of the vehicle, the threshold signal is variable based upon a mount angle of the accelerometer relative to the outer housing.

8. The vehicle as set forth in claim 1, wherein the accelerometer is placed at the control unit, the control unit is mounted on either the frame or the motive member so that the detection axis of the accelerometer moves in a plane normal to a longitudinal center axis of the vehicle that extends fore to aft when the vehicle leans.

9. The vehicle as set forth in claim 1, wherein the control unit is positioned generally on a center plane that incorporates a longitudinal center axis of the vehicle that extends fore to aft.

10. The vehicle as set forth in claim 1, wherein the control unit adapted to stop an operation of the motive member when the control unit determines that the vehicles tips over down.

11. A wheeled vehicle comprising a frame, a front wheel attached to the frame, a rear wheel attached to the frame, a motive member mounted to the frame and connected to at least one of the front wheel and the rear wheel, a control unit electrically connected to the motive member, and an accelerometer electrically communicating with the control unit, the accelerometer adapted to output first and second lean signals that vary with a leaning angle of the vehicle, the control unit adapted to determine whether the vehicle tips over primarily based upon the first signal and to verify whether the first signal is truly indicative of the tip over of the vehicle based upon the second signal.

12. The vehicle as set forth in claim 11, wherein the accelerometer has first and second detection axes of the leaning angle, the first detection axis extends generally perpendicularly when the vehicle stands straight, the first lean signal is generated in relation to the first detection axis, the second detection axis extends generally normal to the first detection axis, the second lean signal is generated in relation to the second detection axis.

13. The vehicle as set forth in claim 11, wherein the first lean signal is indicative of a difference from a preset reference angle that is determined when the vehicle stands straight, the second lean signal is indicative of a change amount of an acceleration.

14. The vehicle as set forth in claim 11, wherein the control unit uses a numerical value that is obtained when the second lean signal is divided by the first lean signal to determine whether the vehicle tips over down.

15. A method for determination of a vehicle'"'"'s tip over, the vehicle having a control unit and an accelerometer electrically communicating the control unit, the accelerometer having a detection axis of a leaning angle of the vehicle that extends generally perpendicularly when the vehicle stands straight, the method comprising generating a lean signal indicative of a movement of the detection axis when the vehicle leans, and determining whether the vehicle tips over based upon the lean signal.

16. The method as set forth in claim 15 additionally comprising generating a speed signal indicative of a speed of the vehicle, determining whether the vehicle runs faster than a preset speed based upon the speed signal, determining whether the lean signal varies within a preset range, and preserving the lean signal as being indicative of a reference angle of the vehicle.

17. The method as set forth in claim 15, wherein the accelerometer having a second detection axis of the leaning angle that extends generally normal to the first axis, the method additionally comprising generating a second lean signal indicative of a movement of the second detection axis when the vehicle leans, and determining whether the vehicle tips over down based upon the first and second lean signals.

18. A method for determination of a vehicle'"'"'s tip over, the vehicle having a control unit and an accelerometer electrically communicating the control unit, the accelerometer having first and second detection axes of a leaning angle of the vehicle, the method comprising generating first and second lean signals indicative of movements of the first and second detection axes, respectively, when the vehicle leans, determining whether the vehicle tips over primarily based upon the first lean signal, and verifying whether the first signal is truly indicative of the vehicle'"'"'s tip over based upon the second lean signal.