WO2011113091A1

WO2011113091A1 - A combined clutch and brake actuator for a motorized vehicle which may be operated by either a handle bar operated lever or a separate pedal. the combined actuator linking in to a 'fly by wire' type electronic control system with at least one dynamic input form the vehicle to aid vehicle stability in a range of driving conditions

Info

Publication number: WO2011113091A1
Application number: PCT/AU2011/000286
Authority: WO
Inventors: Owen Hutchinson
Original assignee: Innovative Motorcycle Technology Pty Ltd
Priority date: 2010-03-15
Filing date: 2011-03-14
Publication date: 2011-09-22

Abstract

A means by which the control of both the clutch and brake functions may be achieved by the actuation of a single lever or pedal.

Description

A COMBINED CLUTCH AND BRAKE ACTUATOR FOR A MOTORIZED VEHICLE WHICH MAY BE OPERATED BY EITHER A HANDLE BAR OPERATED LEVER OR A SEPARATE PEDAL. THE COMBINED ACTUATOR LINKING IN TO A 'FLY BY WIRE' TYPE ELECTRONIC CONTROL SYSTEM WITH AT LEAST ONE DYNAMIC INPUT FORM THE VEHICLE TO AID VEHICLE STABILITY IN A RANGE OF DRIVING CONDITIONS

This invention is intended to allow the actuation of the clutch and the rear brake by a single control using an Electronic Control Unit (1) to, by means of various inputs determine the degree of clutch disengagement required. By expanding this system with other inputs and systems shown in figure one the stability and safety of the vehicle can be further enhanced. This invention was conceived Tor motorcycles but could equally be applicable to other vehicles that employ the use of a clutch and a brake.

I'hc following description relates to a motorcycle application. Please refer to I ^'IGURIi ONli The main elements for this invention are a single control lever (13) that operates both the rear brake (8) and the clutch (10). This could also have two levers, one being a hand operated control and the other being a foot operated control. The foot operated control could also be configured to offer slightly different functionality such as but not limited to, not having the ability to actuate the clutch independently from the brake. This system employs the use of a clutch actuator (3) that in conjunction with a position sensor (4) allows the clutch to be engaged, disengaged or slipped with or without direct input from the rider. The clutch actuator may be electric, hydraulic, pneumatic or any other suitable means of actuating a clutch. The movement of this CLU TCH ACTUATOR (3) is controlled by an ELECTRONIC CONTROL UNIT (1) that by means of various inputs determines the degree of clutch slip required. In this way the rider, by means of a single control is able to regulate rear wheel retardation that is predominantly provided by two independent variables, engine braking and rear brake application. This clutch slip could be in order to prevent the engine stalling, to reduce engine braking, or to improve power delivery. Another application of this could be to prevent damage to the engine and or drive train caused by over revving through inappropriate downshifting of the gearbox. The actuator (13) lever has an amount of free play before the rear brake is applied, in circumstances where the F!CU (1) determines, this travel will operate the clutch in a similar fashion to a conventional clutch lever. I^'hc use of springs or an electrical solenoid, or by any other suitable means, may be utilized in order to provide suitable tactile feel for the operator. This induced feel may also include a method of providing tactile feel for the point at which the brake is being actuated.

The rider has at all limes the option by the movement of the control in another direction, to select clutch disengagement via the CLUTCH OVliRRIDLi SWITCH (6), The rear brake is shown to be hydraulically actuated but this could be by any other effective moans.

This system can if desired be integrated with ABS and engine management systems. By utilizing additional sensors shown in figure 1 this system could be used to achieve many desirable features relating to motorcycle control including the following:

l/Traction Control

Clutch slip is a very effective means of traction control us you arc able to maintain suspension loading as well as the motor being able to immediately deliver max power. Likewise the combination of clutch slip and rear brake application can be utilized.

This can also help prevent unwanted weight transfer due to flywheel inertia. Clutch slip can also be used to minimize the unwanted upsetting of the motorcycle during gear shifting both in terms of power delivery and the effect this has on suspension loading. This could be achieved by utilizing the following inputs to the ECU (1 ). 2/ Automatic gear shifting.

By including a gearshift actuator, GUAR CHANGE AC TUATOR (9), and possibly THE GEAR POSfTTON SENSOR (39) the system now has the ability to make lully automated gear shifts. Power delivery can be maximized by measured amounts of clutch slip during shifts. The ENGINE MANAGEMENT SYSTEM (29) may also be employed to reduce power during shifts if desired. Likewise the ACTIVE SUSPENSION (24) and (32) could be employed to help prevent unwanted weight translor. The shift smoothness may also be improved by using one or any inputs from the DR1VELTNE TORQUE SENSOR (31 ), PRESSURE TRANSDUCER (9), SUSPENSION SENSORS (23) and (33). FRONT AND REAR WliEET, SPEED SENSORS (I I) and (12) and the GYROSCOPE (28)

3/Stability Control

The system also can include an active steering damper that utilizes the STEERING FORCE SENSORS (38) and STEERING ANGLE SENSOR (37) as an input in order to control a variable damping system (ACT IVE STEERING DAMPER (36) ), so as to dampen unwanted steering oscillation yet still retain full steering fee] under normal conditions. The STEER ΓΝΟ FORCE SLiNSORS (38) could be in the form of load cells placed between the handle bars and their attachment point to the steering mechanism in order to ascertain the amount of force the rider is using to steer the bike, This may also incorporate the use of the GYROSCOPE (28) and or SA TELLITE NAVIGATION SYSTEMS (30) to enhance its operation, In certain conditions the system could also automatically drag the rear brake in order to offer a parachute effect to help stabilize the bike. I -ikewise under certain conditions it is beneficial lo allow the engine revs to rise by slipping the clutch. Tf the revs are allowed to rise quickly this has the effect of transferring weight to the rear of the motorcycle. Any rise in engine rpm will tend to stabilize the bike due lo the gyroscopic forces generated mainly but not exclusively by the crankshaft. Active suspension integrated into the system could be employed to further enhance stability by preventing pitching of the bike or to help prevent unwanted weight transfer.

The l>rivelinc torque sensor and or a chain slack sensor could be used via the ECU and engine management, throttle position sensor, throttle actuator and clutch actuator to ensure that power fluctuations have a minimal effect on stability.

The Clutch Actuator (3) can be used as the basis to provide a slipper clutch effect by partially disengaging clutch thereby regulating the engine braking. This can be particularly useful when down shifting whilst entering a comer.

Also applying die rear brake during cornering bus the effect of tightening the bikes line during cornering and this could be utilized automatically by the system to enhance cornering ability. This could also utilize both the Gyroscope (28) and also the Satellite

4/ An.ti forward flip control.

Tl'a motorcycle is about to flip forwards, for example from excessive application of the front brake a rapid rise in RPM will cause weight transfer to the rear of the bike. The disengagement of the clutch by the CLUTCH ACTUATOR (3) before the rear wheel contacts the ground is essential to prevent rapid acceleration. The use of the l-^'RONT ABS (22) could be employed to also reduce the front wheel braking force with possible iripul from a Tadar system to ascertain if this course of action is desirable. ACTlVli FRONT SUSPENSION (24) could be employed to help stop excessive front suspension dive. The detection of this forward flip condition could be detected by one or combination of the following: TILT SWITCHES (35), GYROSCOPE (28), SATELLlTli NAVIGATION SYSTEMS (29), SUSPENSION SF.NSORS (33) AND (23), WI U-liL SPEED SENSORS (12) and (11).

5/Launch Control

6/ Disengage clutch when bike is dropped.

When the motorcycle is dropped the clutch is automatically disengaged and also if desired the rear wheel is braked in order to prevent possible harm to the rider, in a race situation this is particularly desirable so as lo allow the rider to remount and resume riding.

7/ Disengage Clutch when starting engine.

This prevents the starter moving the bike forward when operated if in gear.

8/ Disengage Clutch when on side stand.

9/ Anti Squat.

By combining a degree of rear brake application and clutch slip a more even application of power is achievable, helping to prevent the sudden compression of the rear suspension that can reduce downwards pressure on the rear tire and lead to a loss of miction.

107Anti Sti.il

By having the clutch actuator disengage the clutch when the engine RPM drops to a predetermined value an engine stall can be prevented. The ECU ( I ) can also be programmed to consider the rate of decrease in rpin and disengage the clutch at a Idghcr RPM if the rate of fall in RPM is more rapid. Input from both the Drivelme Torque Sensor (31 ) and also the Chain Slack Sensor (34), Gear Position Sensor (19), Cylinder Pressure Sensor ( 17), Rear Wheel Speed Sensor (11), Front Wheel Speed Sensor ( 12), Throttle Position Sensor (26), Pressure Transducer (7) and Engine Temperature Sensor (15) may also be used to help determine the optimum point at which to disengage the clutch.

I I/Anfi wheel stand or wheel stand control.

This system could also be used to control the angle of a wheel stand in order to a help prevent unwanted wheel stands or prevent the bike from flipping. This could use inputs from the Gyroscope (28), Till Switches (35), Suspension Sensors (23), (33), Driveline Torque Sensor (31), Engine RPM Sensor ( 18). 12/ Power slide or Slide control.

TIic system could be used to help it rider initiate or continue a slide in ii corner in order to simplify controls (he ECU is able to be programmed to respond to given input to achieve a desired result. This could then allow the system lo be tuned to suit the rider's style or technique. The ECU ( I ) may be programmed to recognize a specific sci of circumstances that enable a temporary change of functionality. For example if the rider liolds the throttle open above a certain setting for a period of time a launch program may be initiated. Programming of the ECU (I) could be achieved by simple multi position switches, by programming using a computer or even by means of a self learning system. This could be achieved by the system realizing when a bad result has occurred i.e. a crash and then modifying its own parameters to intervene earlier or more dramatically to achieve a belter outcome. A series of easily assessable switches could be used to enable to disable individual functions as desired. Note that input from all of the sensors and transducers could be used to create a "picture" of what the rider is trying to get the bike to do and then alter the parameters lhat the ECU (I ) has at it's disposal in order to enhance to stability, safety and controllability of the bike. The use of multiple Satellite Navigation Systems placed in different locations on the bike could also l>e used to help "inform" the ECU (I ) of the motorcycles position relative to the horizontal or vertical. A RADAR SYSTEM (40) could be used to provide additional information to ECU (1) that could also be used for crash prevention, Note that for many applications of this invention it may be beneficial to employ all of^' the components shown in figure in order to provide the ECU (1 ) with as much input and control as possible, however for specific applications or for cost reasons the number of components in this system may be reduced. Conversely other inputs or function controls may be added to the system with the objective of providing both as much information and control (o the ECU (1 ) as possible and or desirable. There also may be many more benefits from the use of such a system that will only become apparent once it is in use.

DRAWING REFERENCES.

1/ ELECTRONIC -CONTROL UNIT

2/ BRAKE MAS TER CYLINDER

/ CLUTCH ACTUATOR

4/ CLUTCH ACTUATOR POSITION SENSOR

5/ COMBINED CLUTCH AND BRAKE ACTUA TOR POSITION SENSOR. 6/ CLUTCH OVERJR1DE SWITCH.

7/ BRAKE PRESSURE TRANSDUCER

8/ REAR BRAKE.

9/ CLUTCH ACTUATOR PRESSURE TRANSDUCER.

10/ CLUTCH.

11/ REAR WHEEL SPEED SENSOR.

12/ FRONT WHEEL SPEED SENSOR.

13/ COMBINED CLUTCH AND BRAKE ACTUATOR.

14/ REAR ABS SYSTEM.

15/ ENGINE TEMPERATURE SENSOR.

16/ KNOCK SENSOR.

17/ CYLINDER PRESSURE SENSOR,

18/ ENGINE RPM SENSOR.

19/ GEAR POSITION SENSOR.

20/ STARTER MOTOR.

21/ FRONT BRAKE.

22/ FRONT ABS SYSTEM.

23/ FRONT SUSPENSION SENSOR.

24/ ACTIVE FRONT SUSPENSION.

25/ THROTTLE ACTUATOR.

26/ THROTTLE POSITION SENSOR.

27/ STAND SENSOR.

28/ GYROSCOPE.

29/ ENGINE MANAGEMENT SYSTEM.

0/ SATELLITE NAVIGATION SYSTEMS.

31/ DRIVEI.INE TORQUE SENSOR,

32/ ACTIVE REAR SUSPENSION.

33/ REAR SUSPENSION SENSOR.

4/ CHAIN SLACK SENSOR.

5/ TILT SWITCHES.

36/ ACTIVE STEERING DAMPER.

37/ STEERING ANCLE SENSOR.

8/ STEERING FORCE SENSORS.

9/ GEAR CHANGE ACTUATOR.

0/ RADAR SYSTEM.

Claims

DUAL FONCTION CONTROL FOR CLUTCH AND BRAKL

SYSTEMS.

CLAIMS.

What is claimed:

1/ A combined clutch and brake actuator for a motorized vehicle including:

A single handle bar mounted, hand operated lever.

A means to detect the force applied to, and or, the position of, the hand operated lever.

A means to operate a clutch niuction that can operate independently from said hand operated lever.

A means to operate a brake function.

A means to detect at least one other dynamic function relating to the vehicle, to be used as an input to the electronic control system.

An electronic control system that controls the actuation of the clutch, dependant on the inputs.

2! An invention according to claim one whereby the rear brake function is. operated by means of a conventional hydraulic system linked to the hand operated lever, which may or may not include an automatic braking system, but where tbe initial portion of the handlebar mounted lever's travel or level of forco applied to said lever docs not cause actuation of the rear brake. This iuilia! portion of the said levers travel or level of force applied, will cause possible clutch actuation by means of a servo clutch mechanism controlled by means of an electronic control unit. The degree of clutch disengagement being determined by programmable electronics, as a response to inputs from sensors on said vehicle.

.V An invention according to any one of the preceding claims whereby the programming of the control electronics is such that the combined clutch and brake application is proportioned to improve the stability of the vehicle when the state of input or inputs arc at predetermined levels.

4/ An invention according to any one of the preceding claims that also incorporates the use of a servo throttle or what is commonly referred to as "fly by wire throttle" to control the engine or motor R.P.M, which combined with a degree of clutch disengagement allows the use of the gyroscopic forces and iucrtial forces generated by rotating members of the engine and drive train to further enhance the stability or braking capabilities of the vehicle 5/ An invention according to any one of the preceding claims that also incorporates a foot operated control that may function in the same manner as the liand operated lever or via the electronic control system may be programmed to respond in a different manner.

6/ An invention according lo any one of the preceding claims that also incorporates a means for the operator lo achieve full clutch disengagement <i( any time by means of a separate switch arrangement that causes the clutch servo mechanism to fully disengage the clutch,

7/ An invention according to any one of the preceding claims that also incorporates a means for detecting if the said vehicle's has fallen over or has been crashed and as a result disengages the clutch via the servo clutch actuating mechanism so as lo prevent drive to it's wheels.

8/ An invention according to any one of the preceding claims that also incorporates a means for detecting the angle of the motorcycle and utilizes a degree of clutch disengagement as a means of

preventing crashing

9/ An invention that is designed to improve stability of a vehicle including:

A means to detect force applied to steer the vehicle;

A means to detect steering angle;

A means to provide a variable damping force to the steering;

An electronic control system to vary the dumping force applied to the vehicle according to the state of steering angle and the applied steering force.

10/ An invention as according to any one of the preceding claims, where the inputs to the electronic control unit include one or any of the following;

hand operated lever position, engine RPM, throttle position sensor, brake line pressure, clutch acntation pressure, engine temperature, gear position sensor, drive chain slack sensor, steering angle sensor, steering force sensors, driveline torque sensor, front wheel speed sensor, rear wheel speed sensor, engine temperature sensor, knock sensor, cylinder pressure sensor, gyroscope, satellite navigation, rear suspension sensor, front suspension sensor, clutch actuator position sensor, starter motor activation sensor, front wheel A.B.S activation sensor, rear wheel A.13. S activation sensor. Tilt sensors, stand position sensor,