Motorcycle ABS using horizontal and vertical acceleration sensors

• US 5,445,443 A
• Filed: 12/23/1993
• Issued: 08/29/1995
• Est. Priority Date: 12/24/1992
• Status: Expired due to Term

• Current Assignee: Bayerische Motoren Werke AG
• Original Assignee: Bayerische Motoren Werke AG
• Inventors: Hauser, Berthold, Roll, Georg, Ohm, Heinz F.
• Primary Examiner(s): BALLATO, JOSIE
• Application Number:
  US08/172,225
• Time in Patent Office: 614 Days
• Field of Search: 303/100, 303/9.64, 303/115.6, 303/108, 303/111, 303/103, 303/105, 364/426.01, 364/426.02, 364/426.04
• US Class Current: 303/137
• 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 8/17554 specially adapted for enhancing stability around the vehicles longitudinal axle, i.e. roll-over prevention road vehicle drive control systems for roll-over prevention otherwise than by controlling a particular sub-unit B60W30/04
• CPC Class Codes: B60T 8/241 Lateral vehicle inclination
• CPC Class Codes: B60T 8/246 Change of direction
• CPC Class Codes: B60T 8/3225 Systems specially adapted for single-track vehicles, e.g. motorcycles B60T8/3235 takes precedence

Abstract

An antilock brake system for motorcycles, which ensures that after travel on a curve has been definitely recognized, a modified antilock brake system is activated which adjusts itself dynamically to the degree of tilt reached. The antilock brake system monitors travel on the curve and the degree of tilt with two acceleration sensors and supplements the monitoring circuit by an auxiliary circuit which causes the ABS control, through control signals, to maintain the braking pressure on the front wheel even before the anticipated lockup pressure is reached.

Claims

1. Antilock braking system for a motorcycle having front and rear wheels, comprising:

wheel sensors that output signals;

a monitoring circuit coupled to the wheel sensors to receive the sensor output signals, and which detects overbraking states from the sensor output signals and generates corresponding control signals;

A pressure modulator coupled to the monitoring circuit which adjusts brake pressures at the two wheels in response to the control signals;

A curve pressure control, coupled to the monitoring circuit, that recognizes travel on curves and controllable regulated braking on curves, said curve pressure control having two acceleration sensors to determine the tilt angle Φ

of the vehicle and, if this angle exceeds a critical threshold Φ

krit, said curve pressure control causes the monitoring circuit to maintain, via the control signals, the brake pressure at the front wheel before an anticipated lockup pressure is reached; and

wherein the acceleration sensors are mounted on the motorcycle such that a first one of the acceleration sensors detects horizontal vehicle acceleration perpendicular to a direction of travel and perpendicular to a vertical axis of the motorcycle, while a second one of the acceleration sensors measures vertical acceleration of the motorcycle at right angles thereto.

2. Antilock braking system according to claim 1, further comprising a lowpass filter coupled to the acceleration sensors that suppress high-frequency jitter components of the sensor output signals and assist in preventing low-frequency ground-produced noise components, and wherein the output signal from the first acceleration sensor must exceed at least half the value of the output signal from the second acceleration sensor for the tilt angle Φ

determined by the sensor output signals to be considered valid.

3. Antilock braking system according to claim 1, wherein the acceleration sensors are mounted at 45°

to the motorcycle and therefore both detecting one horizontal and one vertical acceleration component, and further comprising a lowpass filter coupled to the acceleration sensors and to the curve pressure control, wherein determination of the tilt angle following lowpass filtration of the two acceleration sensor signals is accurate due to suppression of ground-reduced noise components that occur in the vertical acceleration components of both acceleration sensors.

4. Antilock braking system according to claim 1, wherein the curve pressure control, apart from active ABS control, sets a maximum permissible front wheel brake pressure Pab as a function of the tilt angle, where Pab, for small tilt angles Φ

, assumes a high value slightly below the anticipated wheel lockup brake pressure and, with increasing tilt angles Φ

, decreases steadily according to at least one of a linear function and an exponential function.

5. Antilock braking system according to claim 4, wherein the curve pressure control includes means for performing active limitation of the front wheel brake pressure to the value Pab, even when the monitoring circuit still does not recognize any lockup tendency of the front wheel, so that in the event of brake application in the tilted position, at least on a surface with average frictional values, sufficient lateral guidance is ensured for the front wheel.

6. Antilock braking system according to claim 5, wherein the pressure modulator is a piston pressure modulator, and wherein the curve pressure control for the limitation of the front wheel brake pressure to the value Pab includes means for performing preventive preliminary adjustment of motor torque, and means for adjusting this torque such that the piston pressure modulator automatically and mechanically separates the front wheel brake cylinder from the main brake cylinder if the front wheel brake pressure exceeds the value Pab.

7. Antilock braking system according to claim 6, further comprising means for checking vehicle deceleration AREF at specified equidistant time intervals following initiation of pressure limitation to Pab, and means for correcting a function Pab=f1 when AREF undershoots a required minimum value AREFmin, the means for correcting including means for setting a higher brake pressure Pab in the event of insufficient deceleration AREF.

8. Antilock braking system according to claim 7, further comprising means for determining a minimum deceleration AREFmin as a function of the current tilt angle Φ

according to a reciprocal function, so that a reduced deceleration of the motorcycle is produced as the tilt angle increases.

9. Antilock braking system according to claim 8, further comprising means for increasing the minimum deceleration AREFmin by a constant factor when an antilock protective control is acting on the rear wheel so as to anticipate a higher deceleration level due to rear wheel braking.

10. Antilock braking system according to claim 9, wherein the curve pressure control includes means for constantly storing, during active regulation, the front wheel brake pressure value POein which produces an overbraking state, and forming a reference pressure point POstop, with an amount PODelta=f2 (Φ

) being subtracted from a last lockup pressure POein, with the amount of PDelta being dependent on the tilt angle, and for delivering a signal POstop to the monitoring circuit to maintain the front wheel brake pressure PO when the front wheel brake pressure PO has reached the reference pressure point POstop in a reloading phase.

11. Antilock braking system according to claim 10, wherein the monitoring circuit includes means for, upon receiving signal POstop, reducing PO by a small amount DPO so that in the event of a constant tilt Φ

the brake pressure PO is alternately reduced by small amounts and then increased again, whereupon a constant pressure level is effectively produced, and with increasing tilt angle Φ

a corresponding pressure reduction to a lower level is produced, while when the tilt angle Φ

is reduced, the normal brake pressure buildup of the reloading phase takes place, and stops buildup of the front wheel brake pressure PO.

12. Antilock braking system according to claim 10, further including means for checking, at specific equidistant time points, whether the vehicle deceleration AREF has been reached, and correcting a PDelta=f2 when the vehicle deceleration AREF undershoots a required minimum value AREFmin, with the correction taking place such that, in the event of an insufficient deceleration AREF, a small pressure differential PDelta is set.

13. Antilock braking system according to claim 10, further including means for checking, at specified equidistant time points following initiation of brake pressure maintenance, the vehicle deceleration AREF achieved, and for correcting a function PDelta=f2 when the vehicle deceleration AREF exceeds a required maximum value AREFmax, with the correction being made such that in the event of an excessive deceleration AREF, a greater pressure differential PDelta is set.