Method and device for preventing a forward flip-over of a single-track motor vehicle

A method for preventing a forward flip-over or a flip-over about the vehicle transverse axis of a single-track motor vehicle, during a braking action of its front wheel. In the method, a lift-off indicator parameter is ascertained, which represents the flip-over hazard by a rear wheel at risk of lifting off or already having lifted off the ground surface, and the braking force at the front wheel is reduced as a function thereof to prevent a flip-over.

CROSS REFERENCE

The present application claims the benefit under 35 U.S.C. § 119 of German Patent Application No. 102019216056.5 filed on Oct. 17, 2019, which is expressly incorporated herein by reference in its entirety.

BACKGROUND INFORMATION

German Patent Application No. DE 10 2013 217 593 A1 describes a method for ascertaining a maximum permissible braking deceleration of a single-track vehicle for avoiding a forward flip-over, in whichthe overall inclination of the vehicle about its transverse axis with respect to the direction of earth's gravity is ascertained, anda maximum permissible deceleration value is ascertained as a function of the ascertained overall inclination.

SUMMARY

The present invention relates to a method for preventing a flip-forward over, or a flip-over about the vehicle transverse axis, of a single-track motor vehicle, during a braking action of its front wheel, in whicha lift-off indicator parameter is ascertained, which represents the flip-over hazard by a rear wheel at risk of lifting off or already having lifted off the ground surface, andthe braking force at the front wheel is reduced as a function thereof to prevent a flip-over.

One advantageous example embodiment of the present invention includes that a faster and/or stronger braking force reduction at the front wheel occurs as the flip-over hazard increases.

One advantageous example embodiment of the present invention includes that the lift-off indicator parameter is ascertained as a function of the pitch angle, the pitch angle velocity, as well as the float angle of the rear wheel.

One advantageous example embodiment of the present invention includes that:a pitch angle indicator parameter is ascertained as a function of the pitch angle of the motor vehicle;a pitch angle velocity indicator parameter is ascertained as a function of the pitch angle velocity of the motor vehicle;a float angle indicator parameter is ascertained as a function of the float angle of the rear wheel; andthe lift-off indicator parameter is ascertained as a function of the pitch angle indicator parameter, the pitch angle velocity indicator parameter, and the float angle indicator parameter.

One advantageous example embodiment of the present invention is characterized in that the lift-off indicator parameter is ascertained by summation of the pitch angle indicator parameter, the pitch angle velocity indicator parameter, as well as the float angle indicator parameter.

One advantageous example embodiment of the present invention is characterized in that the single-track motor vehicle is a motorcycle.

The present invention furthermore includes a device, containing means (a device) designed for carrying out the method according to the present invention. This is, in particular, a control unit in which the program code for carrying out the method according to the present invention is stored.

The device is an anti-lock braking system, for example.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

Modern two-wheelers are usually equipped as standard with an inertia measuring technology which is used to detect different vehicle dynamics data. These vehicle dynamics data allow the ascertainment of a stability indicator, which represents the stability of the two-wheeler with respect to a lift-off hazard of the rear wheel or, going beyond that, of a lifted-off rear wheel. As a function thereof, a present braking force or a present braking pressure may be reduced at the front wheel. As a result, the contact force of the rear wheel increases again, and the rear wheel is thus brought more firmly against the roadway. A lifted-off rear wheel is brought back onto the roadway by the pressure reduction at the front wheel.

The estimation for parameters such as the pitch angle, the pitch rate, and also the float angle takes place, for example, in the control unit of the anti-lock braking system. Furthermore, the wheel speeds may also be incorporated in the ascertainment of the aforementioned parameters.

The stability indicator is an abstracted parameter for mapping the stability of a two-wheeler with respect to a lift-off of the rear wheel during a brake application. In one configuration stage, the value may range between 0 and 1, 0 representing a stable two-wheeler, and 1 representing an unstable two-wheeler. A stable two-wheeler in this connection means that the rear wheel has a good, permanent ground contact, while a maximally unstable two-wheeler has a highly lifted-off rear wheel just prior to the flip-over of the motorcycle. An additionally increased instability is present when the lifted-off rear wheel is heavily laterally offset and has a large float angle.

To form the stability indicator, at least one of the following parameters is evaluated:the pitch angle;the pitch rate; andthe float angle.

The pitch angle is the rotation angle of the two-wheeler about its transverse axis. The pitch rate is the time derivative of the pitch angle, or the change of the pitch angle per unit of time, and may also be referred to as the pitch angle velocity.

The structure of one example embodiment of the present invention is shown inFIG.1. Pitch angle N, pitch rate dN/dt as well as float angle S serve as input variables. In block101, a parameter I1which represents the flip-over hazard resulting from the pitch angle is ascertained from pitch angle N. In block102, a parameter I2which represents the flip-over hazard resulting from the pitch rate is ascertained from pitch rate dN/dt, and in block103, the flip-over hazard resulting from the float angle, which is represented by indicator parameter I3, is ascertained based on float angle S of the rear wheel.

In blocks101,102and103, characteristic curves are shown in each case by way of example, the respective input variable N or dN/dt or S being plotted in the x-axis direction, and the associated indicator parameter I1or I2or I3being plotted in the y-axis direction.

While three indicator parameters I1, I2and I3are ascertained inFIG.1, in the simplest case an indicator or criterion may be derived from only one of the input variables. The characteristic curves shown in blocks101,102and103are represented as linear characteristic curves. In the simplest case, however, these characteristic curves may also only represent a query as to whether the input variable has exceeded a predefined threshold value. For example, I1=1 is set when pitch angle N exceeds a predefined threshold value NO. However, if N<N0, then I1=0 is set.

Of course, the individual characteristic curves may also map arbitrarily complex, non-linear relationships.

In block104, parameters I1, I2and I3are suitably combined, and a lift-off indicator parameter I is ascertained therefrom.

In the simplest case, the sub-criteria are added, i.e., I=I1+I2+I3. I may be limited to a maximum value of 1 by a standardization.

Of course, a more complicated combination of the individual indicators may also take place.

The sequence of one example embodiment of the method in accordance with the present invention is illustrated inFIG.2. After the start of the method in block200, in block201the output signals of the sensors are evaluated, and the respective indicator values based thereon are calculated. The stability indicator is calculated from the individual values in block202. This indicator is evaluated in a next step203. Depending on the result of the evaluation, a different adaptation of the braking force level at the front wheel brake occurs in block204.

When, in block204, the value of the indicator, for example, exceeds a previously set maximum value threshold, this means a high likelihood for a rear wheel at risk of lifting off or having lifted off. A downward adaptation of the braking force is thus carried out. If the indicator indicates a stable vehicle, the braking force level may even be upwardly adapted at the front wheel. The braking force level always remains below or equal to the driver's specification in the process, i.e., does not exceed the driver's specification.

The method restarts by the back-coupling from block203to block201and ends in block205when the driver ends the brake application.