Anti-lock braking system for motorcycles

Called The anti-lock braking system for motorcycles (ABS), in the German Road Traffic Licensing Regulations " Anti-lock " ( ABV ) is a technical system to improve the safety of motorcyclists. It is effective for strong braking, and in particular not haftfähigem roadbed, by counteracting a possible locking of the wheels and thus a fall, by reducing the brake pressure. The primary objective in the development of the system, however, was not to shorten the braking distance, but also to prevent the risk of falling during hard braking, especially by a blocked front wheel. Today, even a test driver can not provide the stopping distances of ABS -controlled motorcycles.

The binding from 1 January 2016 for new vehicle types EU Regulation 168/2013/EU for type approval of motorcycles writes for newly registered motorcycles over 125 cm3 and 11 kW, standard anti-lock brakes before. Exceptions apply for competition enduro and trial machines. The rules come into force on January 1, 2017 For the first registration.

History

The first ABS for motorcycles was introduced in 1985 by Lucas Girling. The first series was the company manufacturer FTE automotive is based in boars / Lower Franconia, was still a division of the company FAG ball fishermen; the system was first introduced in 1988 as an option on the BMW K-100 models and then cost 1980 DM charge. 1991 Yamaha FJ 1200 in a self-developed system will be offered, which had to have less strong brake dive than the RTD system. 1992 Honda offered for the ST 1100 ABS on. Since 1993, ABS was offered as an option on the new 4-valve boxers from BMW. 1996 there was a Kawasaki GPZ 1100 ABS for Honda and the CBS - ABS for the ST 1100 1997 Suzuki Bandit 1200s for a single- ABS. The breakthrough in the spread came in 2004 through the commitment of the world leader Honda, from the year 2010, every newly developed motorcycle over 250 cc at least optionally offer with CBS - ABS. BMW Motorrad is the world's first motorcycle manufacturer of its entire range of models, from the 2013 model year, as standard equip with ABS.

Today ABS provide for motorcycles:

• Bosch: for BMW, Kawasaki, KTM, Moto Guzzi, Suzuki
• Brembo: Ducati, Harley -Davidson
• Continental Teves: for Aprilia, BMW
• Nissin: for Honda, Triumph
• Yamaha developed independently ABS systems.

Operation

At one hole or gear wheel, the wheel speed is measured by inductive sensor at each wheel. The brake pressure is reduced at the wheel whose rotational speed is reduced during braking disproportionate as compared to the other wheel. The lowering of the brake pressure is achieved by an increase in volume in the modulator, and then increased again if necessary. The change in hydraulic volume is performed by means of piston ( plunger ) or valves. The extensive signal processing, depending on the speed of up to 3000 pulses per second, is performed in a central control unit. When the ignition and when turning on the ABS after exceeding the minimum velocity effected self-tests. Detected errors are read into an electronic memory to facilitate troubleshooting defects. In the control range of the ABS, the driver is the activity of the ABS, informed by a pulsating in the hand or foot brake lever. In newer systems, this valve is barely noticeable.

Systems

The systems today are different according to motorcycle manufacturers. The pressure modulation is performed either via electronically controlled solenoid valves (eg BMW, Ducati, Honda, Kawasaki, KTM, Suzuki, Yamaha) or via the plunger system (BMW old, Honda). The rule frequencies and the control quality is far apart, depending on system development. The first generation ( ABS I ) was at a maximum of seven control operations per second, newest systems can have 15 control actions per second and are designed 0.1 and 1.3 for the control range between the static friction values. Below 4-6 km / h or 10 km / h ( Honda SH 300), the ABS is switched off due to the system. The optimal parameter ranges from newer systems at 10-15 % slip, the first prototype regulated mechanically at 20 %, the second -generation ABS regulated close to the border area at 30 % wheel slip.

Single - ABS

The first prototype of an ABS for motorcycles of Lucas Girling in 1985 was a mechanical- hydraulic system. A simple spring-mass system recognized the threat Radblockade means of centrifugal force, the brake pressure reduction was regulated by valves.

• First Generation (ABS -I): Construction period 1988-1993 ( FTE automotive ) or 1996 ( Nissin ). Control frequency 7 Hz, Plunger, electro-hydraulic system, system Weight 11 kg by two separate hydraulic units.
• Second Generation (ABS -II): construction period 1993 to 2006 ( depending on the manufacturer ), Plunger, pressure reduction by means of solenoid valves. System weight 4.5-6 kg.
• Third Generation (ABS -III): construction period 1999/2001 to 2006 system weight from 2.6 to 4.3 kg ( single- ABS among others, CORA, Bosch ABS 5M ); Integral ABS with brake booster of FTE automotive ( CORA BB) system Weight 4.5 kg.
• Fourth generation (Bosch ABS -8M, Conti MIB): construction period from 2006 to date, valve system, system weight 1.5-2.3 kg, combined with ASC.
• Fifth generation ( Conti MAB, Bosch ABS 9 base, Bosch 9ME ): construction from 2009, valve system, system Weight 1.2 kg or 0.7 kg lightweight and compact anti -lock braking system.
• Sixth Generation (Bosch MSC consisting of ABS 9/SU-MM5.10 ): Built starting in 2013 through an angle sensor with three acceleration and three yaw rate sensors, can be captured in one second angle and pitch angle up to 100 times, . order to be recognized the physical limit in advance. The system comes first time in 2013 at the KTM 1190 Adventure to use. The trade press talks about " skew ABS " or " Curve ABS ".

Combination ABS

→ Main article: Honda CBS

• The Honda CBS - ABS has been offered since 1996 ( Honda ST 1100) optional or standard since 2003 in various Honda models. The brake pressure is built up by the hand brake lever in four of the six pistons of the front wheel brake discs, mitgebremst the rear brake piston by means of a secondary brake cylinder and the brake control electronics with a predetermined pressure. The brake pedal first brakes the rear wheel via a solenoid valve delays the remaining two pistons of the front brake. There are always both wheels braked, regardless of whether the driver is operating only one or both brake levers. 2009, Honda introduced a CBS - ABS (Combined Sports) designed specifically for a super sports car. Only the brake pressure is set by the driver ( brake by wire ), two electronic pump the brakes well measured from the front and rear.

→ Main article: Integral ABS

• The Integral ABS of BMW Motorrad since 2001 in the partially integral version ( the foot brake brakes only the rear wheel, hand brake both wheels ) and full integral ( Fuß-/Handbremshebel slow down both wheels - BMW K 1200 LT ) are offered. When Integral ABS with brake booster of FTE automotive ( CORA BB), the brake pressure is modulated by an electromagnetic coil controlled by a ball valve of spool. Wherein the ABS control, the electromagnetic coil acting on the control piston, which thus acts against the control pressure of the brake master cylinder. The CORA BB system came exclusively from BMW motorcycles to use and stand by system failures in the criticism. That from 2006, manufactured by BMW and Continental Teves Integral ABS ( Conti MIB) is now based on the valve principle and comes without brake booster from. BMW offers since June 2010 for the integral - ABS Generation 2 ASC for retrofitting. 2009 BMW with the turn-off Race - ABS (Bosch 9ME ) was introduced on the BMW S 1000 RR an ABS with four different selectable by the driver Streckenmodi ( Rain, Sport, Race, Slick ).

Both systems, Combined Sports from Honda as well as Race ABS from BMW, have been successfully used since 2009, with slight modifications in IDM motorcycle racing.

System boundaries

The motorcycle ABS is until now (as of 2013) designed to maintain stability at straight-ahead hard braking. Newer systems (from the 3rd generation ) are considered restricted curve fit, fully suitable for curves systems are still in development. Bosch also talks to the latest generation (Bosch MSC) not of curves ABS, " because there are situations where MSC does not help ." The physical and system-related problem of the inward-turning brake steering torque when cornering braking remains.

Older systems are (rear -wheel lift-off protection) equipped with no rollover protection. In particular, the high slip control of up to 30 % of the second -generation ABS, in extreme cases with adherent film carriageway, just before standstill, leading to rollover. Also latest systems can wave road or downhill to the short opening of the brake pressure on the front wheel lead, even though the tire is not yet at the limit of adhesion. Lose the rear wheel during braking short term contact with the ground, the ABS regulates the brake pressure on the front wheel down and extended so unexpectedly the braking distance.

Dissemination

While the ABS heard in the car sector of the standard equipment, it has not yet been able to prevail in this scale among motorcyclists. It is for the physics of fundamental importance that during emergency braking wheels do not lock and remain unchanged, the stability of the motorcycle on the centrifugal forces on the front and rear.

Meanwhile, increases the range of bikes and scooters that are optional or standard with ABS. Recent studies of the ADAC go in extrapolations of 160 no fatalities among motorcycle riders (with a total of 651 fatalities among motorcycle riders in 2009 ) per year and up to 6900 motorcycle accidents with injuries could have been prevented in 2009 if the driver ABS would have been on board. The ADAC criticized the inadequate dissemination of ABS for motorcycles.

On motorcycles under 250 cm3 ABS is even circulated only less than one percent of the models. For the heavier machines, there is the security system at just over 25 percent of two-wheelers in Europe. The DEKRA Road Safety Report says in her motorcycle in 2010 from 25 to 35 % of all serious accidents could have been avoided with ABS. " If one were to combine the ABS with an additional integral brake and a currently nor in the development of technical Brake Assist, almost twice as many accidents (50 to 60 percent) could even be avoided. "