Anti-Lock Braking System

Abstract

Provided is an anti-lock braking system for a vehicle. The anti-lock braking system includes a hub having a hollow cavity which is configured to accommodate an axle, a device having a first part which is substantially static relative to the hub and a second part which may rotate relative to the hub when the first part and the second part are disengaged, and an actuator which is configured to control a transmission of a braking force from a frame of the vehicle to the hub by actuating the device, wherein one of the first part and the second part is configured to extend helically around the axle.

Claims

1. An anti-lock braking system for a vehicle, comprising: a hub having a hollow cavity which is configured to accommodate an axle; a device having a first part which is substantially static relative to the hub and a second part which may rotate relative to the hub when the first part and the second part are disengaged; and an actuator which is configured to control a transmission of a braking force from a frame of the vehicle to the hub by actuating the device; wherein one of the first part and the second part is configured to extend helically around the axle.

2. The anti-lock braking system of claim 1, further comprising: a torsion spring; wherein the torsion spring is configured to cause the first part and the second part to engage when the actuator is deactivated.

3. The anti-lock braking system of claim 1, wherein the device is a band clutch.

4. The anti-lock braking system of claim 1, wherein the device is a wrap spring clutch.

5. The anti-lock braking system of claim 1, further comprising: a disc of a disc brake; wherein the second part is configured to extend helically around the axle; and wherein the disc is connected to, attached to, or integrally formed with, said second part.

6. The anti-lock braking system of claim 1, further comprising: a disc of a disc brake; wherein the first part is configured to extend helically around the axle; wherein the second part comprises a cylindrical portion; and wherein the disc is connected to, attached to, or integrally formed with, said cylindrical portion.

7. The anti-lock braking system of claim 6, further comprising: a first element; a second element; and a torsion spring; wherein the torsion spring is connected to the first part by the first element; wherein the second element is configured to be movable by the actuator; and wherein the second element causes the first element to rotate relative to the hub around the axle when the second element is moved parallel to a longitudinal axis (A) of the axle.

8. The anti-lock braking system of claim 7, wherein the second element comprises a magnetic material and the actuator is configured to generate a magnetic field when activated; and/or wherein the actuator comprises an electromagnet which is substantially static relative to the axle.

9. The anti-lock braking system of claim 1, further comprising: a generator; wherein the generator comprises a first portion which is substantially static relative to the axle and a second portion which is substantially static relative to the hub; and wherein the first portion has a power output.

10. The anti-lock braking system of claim 9, further comprising: a lighting, wherein the generator is configured to provide electric energy to power the lighting through the power output.

11. The anti-lock braking system of claim 1, further comprising: an inertial measurement unit, wherein the inertial measurement unit is mounted on the axle.

12. The anti-lock braking system of claim 11, wherein the inertial measurement unit is configured to measure a yaw rate of the vehicle.

13. The anti-lock braking system of claim 11, further comprising: an angular rate sensor, wherein the angular rate sensor is configured to measure an angular rate of the hub.

14. The anti-lock braking system of claim 11, further comprising: a controller; wherein the controller is mounted on the axle; wherein the controller is configured to determine, based on measurements of the inertial measurement unit and/or the angular rate sensor whether the braking force exerted on the hub is to be reduced to prevent a wheel comprising the hub from locking up; and wherein the controller is further configured to reduce the braking force exerted on the hub by activating the actuator.

15. The anti-lock braking system of claim 1, wherein the vehicle is a single-track vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The foregoing aspects and many of the attendant advantages will become more readily appreciated as the same become better understood by reference to the following description of embodiments, when taken in conjunction with the accompanying drawings, wherein like reference numerals refer to like parts throughout the various views, unless otherwise specified.

[0044] FIG. 1 illustrates an anti-lock braking system for a vehicle according to a first example;

[0045] FIG. 2 illustrates a modification of the anti-lock braking system shown in FIG. 1;

[0046] FIG. 3 illustrates an anti-lock braking system for a vehicle according to a second example;

[0047] FIG. 4 illustrates a modification of the anti-lock braking system shown in FIG. 3;

[0048] FIG. 5 illustrates an anti-lock braking system for a vehicle according to a third example;

[0049] FIG. 6 illustrates a modification of the anti-lock braking system shown in FIG. 5;

[0050] FIG. 7 illustrates an anti-lock braking system for a vehicle according to a fourth example; and

[0051] FIG. 8 shows a flow chart of a method of operating the anti-lock braking systems shown in FIG. 1 to FIG. 7.

[0052] Notably, the drawings are not necessarily drawn to scale and unless otherwise indicated, they are merely intended to conceptually illustrate the structures and procedures described herein.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0053] FIG. 1 illustrates anti-lock braking system 10. Anti-lock braking system 10 comprises hub 12 having hollow cavity 14. Hollow cavity 14 accommodates axle 16 to which hub 12 is connected by a ball bearing. Anti-lock braking system 10 further comprises device 18 having first part 20 and second part 22 which form a clutch (e.g., a band clutch, a wrap spring clutch, etc.). First part 20 is integrally formed with hub 12. Second part 22 is connected to disc 24 of disc brake 26 by cylindrical portion 28 and may rotate relative to hub 12 around the longitudinal axis A of axle 16 when first part 20 and second part 22 are disengaged. One side of cylindrical portion 28 dives into a ring-shaped opening in hub 12. Anti-lock braking system 10 further comprises actuator 30. Actuator 30 may control the transmission of the braking force from disc brake 26 (which may be mounted on the frame of the vehicle) to hub 12 by actuating device 18. When actuator 30 actuates device 18, second part 22 which extends helically around axle 16 starts rotating relative to hub 12. This allows for temporarily reducing the braking torque which is exerted by disc brake 26 on a wheel that is connected to hub 12 by spokes or other means.

[0054] FIG. 2 shows a modified anti-lock braking system 10 where controller 32 and inertial measurement unit 34 are integrated into hub 12 and mounted on axle 16. Controller 32 is configured to determine, based on measurements of inertial measurement unit 34 (which measures a yaw rate of the vehicle) and angular rate sensor 36 (which measures an angular rate of hub 12 around axis A) whether the braking force exerted on hub 12 is to be reduced to prevent a wheel comprising hub 12 from locking up. If controller 32 determines that the braking force exerted on hub 12 is to be reduced, controller 32 activates actuator 30 to (temporarily) disengage first part 20 and second part 22. Controller 32 is further configured to monitor a response of the vehicle to the activation of the actuator 30 and adjust an operation of the clutch (i.e., decrease or increase a friction between first part 20 and second part 22) as deemed necessary or beneficial for stabilizing a motion of the vehicle. Once the motion of the vehicle has been stabilized, controller 32 may deactivate actuator 32. This may cause first part 20 and second part 22 to (re-)engage.

[0055] The electric energy required by actuator 30, controller 32, inertial measurement unit 34, and angular rate sensor 36 is provided by generator 38. Generator 38 comprises first portion 38a which is substantially static relative to axle 16 and second portion 38b which is substantially static relative to hub 12, wherein the power output of generator 38 is comprised in first part 38a. If the vehicle comprises a lighting, generator 38 may also provide electric energy to the lighting. Anti-lock braking system 10 further comprises an energy storage (which may be integrated in the first part 38a of generator 38 or controller 32) and the electric devices may be supplied with electric energy from the energy storage. The energy storage may be used to continuously power a subset of the electric devices (such as the lighting) or as a backup energy source if (another part of) generator 38 fails. Alternatively, all power generated by the (other parts of) generator 38 may be supplied to the energy storage which may then provide the energy to power (all) the electric devices of the vehicle.

[0056] FIG. 3 illustrates an anti-lock braking system 10 for a vehicle which differs from the anti-lock braking system 10 shown in FIG. 1 in that the first part 20 extends helically around axle 12 and in that the second part 22 comprises the cylindrical portion 28, wherein the disc 24 is integrally formed with the cylindrical portion 28. As illustrated by FIG. 4, the same modifications that may be made to the anti-lock braking system 10 of FIG. 1 (as illustrated by FIG. 2) may also be applied to the anti-lock braking system 10 of FIG. 3.

[0057] FIG. 5 illustrates an anti-lock braking system 10 which differs from the anti-lock braking system 10 shown in FIG. 3 in that the anti-lock braking system 10 shown in FIG. 5 comprises torsion spring 40 which causes first part 20 and second part 22 to engage when actuator 30 is deactivated. Torsion spring 40 is connected to first part 20 by first element 42. When actuator 30 (which may comprise an electromagnet) is activated, second element 44 (which may comprise a magnetic material) is moved parallel to axis A towards actuator 30. As second element 44 is connected to hub 12 by a linear bearing, second element 44 will not rotate around axis A as a result of an increase or decrease in the rotational speed of hub 12.

[0058] Second element 44 is connected to first element 42 by a mechanism which causes first element 42 to rotate relative to hub 12 around axis A when second element 44 is moved parallel to said axis. For example, second element 44 may comprise an outer thread which engages with an inner thread of first element 42 such that an axial movement of second element 44 is translated into a rotational movement of first element 42. As first element 42 is connected with an end of first part 20 (with the other end of first part 20 being attached to hub 12), a rotational movement of first element 42 may increase or decrease a tension to which first part 20 is subjected.

[0059] If the rotational movement of first element 42 (caused by actuator 30) decreases the tension to which first part 20 is subjected, the force of friction between first part 20 and second part 22 decreases. If the rotational movement of first element 42 (caused by actuator 30) increases the tension to which first part 20 is subjected, the force of friction between first part 20 and second part 22 increases. Accordingly, the transmission of the braking force from disc brake 26 to the hub 12 can be controlled by positioning second element 44 through actuator 30.

[0060] As illustrated by FIG. 6, the same modifications that may be made to the anti-lock braking system 10 of FIG. 3 (as illustrated by FIG. 4) may also be applied to the anti-lock braking system 10 of FIG. 5.

[0061] As a further modification, actuator 30, controller 32, and inertial measurement unit 34 may not be static relative to axle 16 (as shown in FIG. 4, FIG. 5, and FIG. 6) but static relative to hub 12. Likewise, first portion 38a of generator 38 may be static relative to hub 12 and second portion 38b of generator 38 may be static relative to axle 16 which may facilitate the provision of electric energy to those electric devices that are static to hub 12. FIG. 7 illustrates an anti-lock braking system 10 which differs from the anti-lock braking systems 10 shown in FIGS. 1 to 6 in that neither the first part 20 nor the second part 22 extend helically around the axle 16. However, the anti-lock braking system 10 shown in FIG. 7 is similar to the anti-lock braking systems 10 shown in FIGS. 2, 4, and 6 in that the anti-lock braking system 10 shown in FIG. 7 comprises controller 32 and inertial measurement unit 34 which are mounted on axle 16.

[0062] In addition, although the detailed description has featured anti-lock braking systems 10 where a disc 24 of a disc brake 26 could be temporarily disconnected from the hub 12, it is also contemplated to apply a braking force onto the hub 12 by closing the clutch instead of transmitting the breaking force through the closed clutch.

[0063] FIG. 8 shows a method of operating an anti-lock braking system 10. The method starts at block 46 with determining, by controller 32, whether the braking force exerted on hub 12 is to be reduced. If it is determined that the braking force exerted on hub 12 is to be reduced, the controller 32 activates actuator 30 at step 48. If it is determined that the braking force exerted on hub 12 is not (or no longer) to be reduced, the method loops back to block 46.

REFERENCE SIGNS LIST

[0064] 10 anti-lock braking system [0065] 12 hub [0066] 14 cavity [0067] 16 axle [0068] 18 device [0069] 20 first part [0070] 22 second part [0071] 24 disc [0072] 26 disc brake [0073] 28 cylindrical portion [0074] 30 actuator [0075] 32 controller [0076] 34 inertial measurement unit [0077] 36 angular rate sensor [0078] 38 generator [0079] 38a first portion [0080] 38b second portion [0081] 40 torsion spring [0082] 42 first element [0083] 44 second element [0084] 46 step [0085] 48 step