Method and Device for Determining The Roll Angle of a Motorcycle

• US 20090222164A1
• Filed: 02/19/2007
• Published: 09/03/2009
• Est. Priority Date: 02/22/2006
• Status: Active Grant

• Current Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Original Assignee: Continental Teves AG & Co. OHG (Continental AG)
• Inventors: Kremer, Michael, Seiniger, Patrick, Kolb, Friedrich, Winner, Hermann, Koukes, Vladimir, Eckert, Alfred, Olejnik, Peter
• Granted Patent: US 8,155,798 B2
• Time in Patent Office: Days
• US Class Current: 701/36
• CPC Class Codes: B60T 2230/03 Overturn, rollover
• CPC Class Codes: B60T 8/1706 for single-track vehicles, e.g. motorcycles
• CPC Class Codes: B60T 8/172 Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters B60T8/17551 takes precedence
• CPC Class Codes: B60W 2050/0055 High-pass filters
• CPC Class Codes: B60W 2050/0056 Low-pass filters
• CPC Class Codes: B60W 2300/36 Cycles; Motorcycles; Scooters
• CPC Class Codes: B60W 40/112 Roll movement
• CPC Class Codes: B60Y 2200/12 Motorcycles, Trikes; Quads; Scooters
• CPC Class Codes: B62J 45/4151 for sensing lateral inclination of the cycle

Abstract

A device and method for determining a roll angle of a motorcycle are disclosed. The method includes the step of acquiring a rolling rate ({dot over (λ)}^M) of the motorcycle. A first roll angle variable (λ₁) is determined from the rolling rate ({dot over (λ)}^M). At least one vehicle movement dynamics characteristic variable is determined from a velocity (v), a rotational speed ({dot over (ψ)}^M), and/or an acceleration ({umlaut over (z)}^M, ÿ^M) of the motorcycle. A second roll angle variable (λ₂) is determined from one or more vehicle movement dynamics characteristic variables. The roll angle (λ_E) is calculated on the basis of the roll angle variables (λ₁, λ₂).

Claims

1-22. -22. (canceled)

23. A method for determining a roll angle of a motorcycle comprising the steps of:

acquiring a rolling rate ({dot over (λ

)}^M) of the motorcycle;

determining a first roll angle variable (λ

₁) from the rolling rate ({dot over (λ

)}^M);

acquiring at least one vehicle movement dynamics characteristic variable from a velocity (v), a rotational speed ({dot over (ψ

)}^M), an acceleration ({umlaut over (z)}^M, ÿ

^M) of the motorcycle or a combination thereof;

determining a second roll angle variable (λ

₂) from one or more vehicle movement dynamics characteristic variables; and

calculating the roll angle (λ

_E) on the basis of the roll angle variables (λ

₁, λ

₂).

24. The method as claimed in claim 23, further comprising the step of calculating the first roll angle variable (λ

₁) from the rolling rate ({dot over (λ

)}^M) by integration over time.

25. The method as claimed in claim 23, further comprising the step of filtering the first roll angle variable (λ

₁) with a high pass filter prior to the step of calculating the roll angle (λ

_E).

26. The method as claimed in claim 23, further comprising the step of filtering the second roll angle variable (λ

₂) with a low pass filter prior to the step of calculating the roll angle (λ

_E).

27. The method as claimed in claim 26, further comprising the step of filtering the first roll angle variable (λ

₁) with a high pass filter prior to the step of calculating the roll angle (λ

_E), wherein a cut-off frequency (f_Trenn) of the low pass filter that filters the second roll angle variable (λ

₂) is substantially identical to a cut-off frequency of the high pass filter that filters the first roll angle variable (λ

₁).

28. The method as claimed in claim 23, further comprising the step of filtering the rolling rate ({dot over (λ

)}^M) with a high pass filter having a cut-off frequency of approximately 0.01 Hz, prior to the step of determining the first roll angle variable (λ

₁).

29. The method as claimed in claim 23, further comprising the step of acquiring the second roll angle variable from one of the following variables:

a product of a yaw rate ({dot over (ψ

)}^M) that is determined by a rotational speed sensor and a vehicle velocity (v),

a yaw rate ({dot over (ψ

)}^M), a vehicle velocity (v) and a vertical acceleration ({umlaut over (z)}^M) of the motorcycle,

a vertical acceleration ({umlaut over (z)}^M) of the motorcycle, or

a vertical acceleration ({umlaut over (z)}^M) and a lateral acceleration (ÿ

^M) of the motorcycle.

30. The method as claimed in claim 29, wherein the second roll angle variable (λ

₂) is determined from one or more vehicle movement dynamics characteristic variables on the basis of a characteristic curve that is stored in a control unit or a characteristic diagram that is stored in a control unit, or on the basis of a calculation algorithm.

31. The method as claimed in claim 23, further comprising the steps of:

determining two or more second roll angle variables (λ

₂, λ

₂″

) in different ways from one or more of the vehicle movement dynamics characteristic variables ({dot over (ψ

)}^M, v, {umlaut over (z)}^M, ÿ

^M),

determining at least one roll angle variable (λ

₂″

) from at least one acceleration variable ({umlaut over (z)}^M, ÿ

^M) of the motorcycle, and

comparing the second roll angle variables (λ

₂, λ

₂″

) for plausibility checking of the roll angle (λ

_E).

32. The method as claimed in claim 31, further comprising the steps of comparing second roll angle variables (λ

₂, λ

₂″

) and detecting a malfunction of an acceleration sensor or a rotational speed sensor on the basis of the comparing step.

33. The method as claimed in claim 23, wherein the step of acquiring a rolling rate ({dot over (λ

)}^M) of the motorcycle comprises the sub-steps of;

acquiring acceleration values; and

determining an offset of the rotational speed sensor from the acquired acceleration values.

34. The method as claimed in claim 33, wherein a linearity fault of the rolling rate is determined using the offset of the rotational speed sensor.

35. The method as claimed in claim 23, wherein the step of calculating the roll angle (λ

_E) includes the sub-steps of;

filtering at least two roll angle variables (λ

₁, λ

₂¹, λ

₂²) with a high pass filter or a low pass filter;

weighted summing of the at least two roll angle variables (λ

₁, λ

₂¹, λ

₂²) with weighting parameters (P1, P2, P3), wherein the weighting parameters (P1, P2, P3) are adapted as a function of a current travel situation,

the current travel situation being detected on the basis of at least one of the following variables;

engine speed, engine torque, steering angle, vehicle velocity (v), vehicle acceleration, wheel speed (ω

_i), state of a roadway, rolling rate ({dot over (λ

)}^M), yaw rate ({dot over (ψ

)}^M), roll angle acceleration, yaw angle acceleration, roll angle (λ

_E), wheel slip, vehicle load, inclination of the roadway.

36. The method as claimed in claim 35, further comprising the step of selecting the cut-off frequencies of the filters for filtering the roll angle variables (λ

₁, λ

₂¹, λ

₂²) as a function of the current travel situation.

44. The use of the method as claimed in claim 23 in one of the following systems of the motorcycle:

an electronically controlled brake system, a turning light system, a chassis system, an electrical steering system, a vehicle movement dynamics control system or a combination thereof.

37. A device for determining the roll angle of a motorcycle, said device comprising:

at least one evaluation unit;

a means for acquiring a rolling rate ({dot over (λ

)}^M) of the motorcycle; and

at least one means for acquiring at least one vehicle movement dynamics characteristic variable;

wherein the at least one vehicle movement dynamics characteristic variable is a vehicle velocity (v), a yaw rate ({dot over (ψ

)}^M) of the motorcycle, an acceleration ({umlaut over (z)}^M, ÿ

^M) of the motorcycle or a combination thereof;

wherein the at least one evaluation unit comprises an adding circuit for adding two roll angle variables (λ

₁, λ

₂) to calculate a roll angle (λ

_E), wherein a first roll angle variable (λ

₁) is determined from the rolling rate ({dot over (λ

)}^M) of the motorcycle, and a second roll angle variable (λ

₂) is determined using the at least one vehicle movement dynamics characteristic variable.

38. The device as claimed in claim 37, wherein the at least one evaluation unit comprises a high pass filter for filtering the rolling rate ({dot over (λ

)}^M).

39. The device as claimed in claim 38, wherein the at least one evaluation unit comprises an integrating circuit for integrating the first roll angle variable (λ

₁) from the filtered rolling rate ({dot over (λ

)}^M).

40. The device as claimed in claim 37, wherein the at least one evaluation unit comprises a high pass filter for filtering the first roll angle variable (λ

₁) before calculating the roll angle (λ

_E).

41. The device as claimed in claim 37, wherein at least one evaluation unit comprises a low pass filter for filtering the second roll angle variable (λ

₂) before calculating the roll angle (λ

_E).

42. The device as claimed in claim 41, said at least one evaluation unit further comprising a high pass filter for filtering the first roll angle variable (λ

₁) before calculating the roll angle (λ

_E), wherein the low pass filter has a cut-off frequency (f_Trenn) that is substantially equal to a cut-off frequency of the high pass filter.

43. The device as claimed in claim 37, wherein the at least one evaluation unit comprises a circuit for determining the second roll angle variable (λ

₂) from one of the following variables;

a yaw rate ({dot over (ψ

)}^M) and a vehicle velocity (v) on the basis of a characteristic curve (13) or a characteristic diagram,

a yaw rate ({dot over (ψ

)}^M), a vehicle velocity (v) and a vertical acceleration ({umlaut over (z)}^M) of the motorcycle,

a vertical acceleration ({umlaut over (z)}^M) of the motorcycle, or

a vertical acceleration ({umlaut over (z)}^M) and a lateral acceleration (ÿ

^M) of the motorcycle.