Anti-lock braking system for motorcycles

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The anti-lock braking system for motorcycles (ABS), called "Automatic Locking Preventer" (ABV) in the German Road Traffic Licensing Regulations , is a technical system to improve the safety of motorcyclists. It works during braking by regulating the brake pressure to prevent the wheels from locking, whereby the wheels are always kept close to the locking point. The primary goal when developing the system, however, was not to shorten the braking distance , but rather to prevent the risk of falling during emergency braking, especially if the front wheel was locked. As early as 2005, even test drivers could no longer undercut the braking distances of ABS-controlled motorcycles.

The EU regulation 168/2013 / EU on type approval, which has been binding for new vehicle types since January 1, 2016, prescribes an anti-lock braking system as standard for newly registered motorcycles with a displacement of more than 125 cm³ and an output of more than 11 kW. Exceptions apply to competition enduros and trial machines. For the first registration, the new regulations come into force on January 1, 2017. Light motorcycles can also be equipped with a combination brake.

ABS functional diagram
1 = control unit
2 = pressure modulator
3 = induction transmitter
4 = brake caliper
5 = hydraulic line

History and dissemination

The first ABS for motorcycles was introduced by Lucas Girling in 1985 . The first series manufacturer was FTE automotive , based in Ebern / Lower Franconia, at that time still a division of FAG Kugelfischer ; the system was first introduced as an option in the BMW K-100 models in 1988 and at that time cost DM 1980  surcharge. In 1991 Yamaha offered a self-developed system for the FJ 1200 that had less severe brake nodding than the FTE system. In 1992, Honda offered an ABS for the ST 1100 Pan European . ABS has been offered as an option on the new 4-valve boxers from BMW since 1993 . In 1996 there was an ABS from Kawasaki for the GPZ 1100 and the Honda CBS- ABS for the ST 1100 , in 1997 from Suzuki for the 1200 Bandit a single ABS. The breakthrough in the distribution came in 2004 with the voluntary commitment of the world market leader Honda to offer every newly developed motorcycle over 250 cm³ at least optionally with CBS-ABS from 2010. In 2013, BMW-Motorrad was the world's first motorcycle manufacturer to equip its entire model range with ABS as standard.

While ABS is standard equipment in cars, it has not yet fully caught on with motorcyclists. For driving physics, it is of elementary importance that the wheels do not lock in the event of an emergency stop and that the stability of the motorcycle is maintained via the gyroscopic forces on the front and rear wheels. The DEKRA says in her Road Safety Report 2010 motorcycle from 25 to 35% of all serious accidents that could have been avoided with ABS. "If the ABS were also combined with an integral brake and a [...] brake assistant, almost twice as many accidents (50 to 60 percent) could be avoided."

The range of motorcycles that are optionally or as standard equipped with ABS increased in the run-up to the legal regulation. In October 2015, over 300 models with ABS were available.

Supply anti-lock braking system for motorcycles
Induction transmitter on a BMW K 1100 LT

Mode of action

The wheel speed is measured on a perforated or toothed disk using an induction sensor on each wheel. An impending wheel blockage is recognized by the sensors from the "steep drop in wheel circumferential speed" and the brake pressure is reduced until the wheel rolls again. The lowering of the brake pressure is achieved by increasing the volume in the modulator. After the wheel starts rolling again, the brake pressure is increased until it is blocked again. This regulation process (pressure reduction and build-up) can be repeated up to 15 times per second. The change in the hydraulic volume is carried out by means of pistons ( plungers ) or valves. The extensive signal processing, depending on the speed up to 3000 pulses per second, takes place in a central control unit. Self-tests are carried out when the ignition is switched on and when the ABS is switched on after the minimum speed has been exceeded. Detected errors are read into an electronic memory in order to facilitate troubleshooting in the event of defects.

In the control range of the ABS, the driver feels the activity of the ABS through a pulsation in the hand or foot brake lever. This is hardly noticeable with newer valve systems.

In addition to the wheel speeds, modern systems also take into account the angle of inclination and rotational acceleration using additional sensors, so that the system's reaction when braking in bends has improved massively.

Systems

ABS-I, hydraulic unit

The systems today differ depending on the motorcycle manufacturer. The pressure modulation is carried out either via electronically controlled solenoid valves (e.g. BMW, Ducati, Honda, Kawasaki, KTM, Suzuki, Yamaha) or via the plunger system (old BMW, Honda). The control frequencies and the control quality differ widely depending on the system development. The first generation (ABS I) had a maximum of seven control processes per second, the latest systems can have 15 control processes per second and are designed for the control range between the static friction values 0.1 and 1.3. Below 4–6 km / h or 10 km / h ( Honda SH 300 ) the ABS is switched off due to the system. The optimal control range for newer systems is 10-15% slip , the first prototype controlled mechanically at 20%, the second ABS generation controlled brake slip close to the limit range at 30%.

Single ABS

Lucas Girling's first prototype of an ABS for motorcycles from 1985 was a mechanical-hydraulic system. A simple spring-mass system recognized the impending wheel blockage by means of centrifugal force, the brake pressure reduction was regulated by valves.

Pressure modulator Bosch ABS-8M
  • First generation (ABS-I): construction period from 1988 to 1993 (FTE automotive) or 1996 (Nissin). Control frequency 7 Hz, plunger system, electro-hydraulic system, system weight 11 kg due to two separate hydraulic units.
  • Second generation (ABS – II): construction period 1993 to 2006 (depending on the manufacturer), plunger system, pressure reduction by means of solenoid valves. System weight 4.5–6 kg.
  • Third generation (ABS – III): construction period 1999/2001 to 2008, system weight 2.6–4.3 kg (single ABS and others CORA, Bosch ABS – 5M); Integral ABS with brake booster from 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, can be combined with ASC .
  • Fifth generation (Conti MAB, Bosch ABS 9M base, plus and enhanced): construction period from 2009, valve system, system weight 1.2 kg or 0.7 kg light and compact anti-lock braking system.
  • Sixth generation (Bosch MSC, consisting of ABS 9M enhanced / SU-MM5.10): construction period from 2013. A lean position sensor with three acceleration and three yaw rate sensors can detect lean and pitch angles up to 100 times in one second; this is intended to identify the physical limit in advance. The motorcycle stability control (MSC) was first used in 2013 on the KTM 1190 Adventure . The trade press speaks of "Lean ABS" or "Curve ABS".

Combination ABS

  • The Honda CBS-ABS has been offered as an option since 1996 (Honda ST 1100) or as standard since 2003 in various Honda models. The brake pressure is built up by the hand brake lever on four of the six brake pistons of the front brake discs, while the rear brake piston is braked with a specified brake pressure by means of a secondary brake cylinder and control electronics. The foot brake lever first brakes the rear wheel, and a solenoid valve decelerates the remaining two pistons of the front wheel brake. Both wheels are always braked, regardless of whether the driver only operates one or both brake levers. In 2009 Honda introduced a CBS-ABS (Combined Sports) specially developed for super athletes. The driver only specifies the brake pressure ( brake by wire ), two electronic pumps brake the front and rear wheels in a well-measured manner.
  • The integral ABS from BMW-Motorrad has been available since 2001 in the versions partially integral (the footbrake only brakes the rear wheel, the handbrake lever both wheels) and fully integral (foot- / handbrake levers brake both wheels - BMW K 1200 LT ). With the integral ABS with brake booster from FTE automotive (CORA BB), the brake pressure is modulated via an electromagnetic coil and the control piston is controlled via a ball valve. With ABS control, the electromagnetic coil acts on the control piston, which thus acts against the control pressure of the master brake cylinder. The CORA BB system was only used in BMW motorcycles and was criticized for system failures. The integral ABS (Conti MIB) produced by BMW and Continental-Teves from 2006 is now based on the valve principle and does not require a brake booster. Since June 2010, BMW has offered ASC for retrofitting the 2nd generation integral ABS . In 2009, BMW introduced the deactivatable Race ABS (Bosch 9ME) on the BMW S 1000 RR, an ABS with four different route modes (Rain, Sport, Race, Slick) that the driver can select .

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

System limits

Cornering: The motorcycle ABS is designed to maintain driving stability in straight ahead emergency braking. Newer systems (from the 3rd generation) are considered to be suitable for curves to a limited extent, systems that are fully suitable for curves are still in development. Even with the latest generation (Bosch MSC), Bosch does not speak of cornering ABS, "because there are situations where MSC does not help". However, the physical and system-related problem of the brake steering torque turning in during cornering remains.

Rollover protection: Older systems were equipped without rollover protection (rear-wheel-lift-off-protection). In particular, the high slip regulation of up to 30% of the second ABS generation can, in extreme cases, lead to a rollover on an adhesive road, shortly before the vehicle comes to a standstill. Remedy: If the rear wheel briefly loses contact with the ground during braking, the ABS reduces the brake pressure on the front wheel and thereby prevents a rollover, but slightly increases the braking distance. Modern ABS systems with "stoppie control" also allow the rear wheel to be lifted up to an angle that can be set by the driver. If the rear of the vehicle leaves its lane or the vehicle threatens to roll over, the brake pressure on the front wheel is reduced to stabilize the vehicle.

Uneven road surface: On a very bumpy road surface, the brake pressure on the front wheel may briefly open because the compression causes a “steep drop in wheel circumferential speed” even though the tire has not yet reached the limit of grip.

literature

  • Jürgen Stoffregen: Motorcycle technology: basics and concepts of engine, drive and chassis. 9th edition. Springer Vieweg Verlag, Wiesbaden, 2018, ISBN 978-3-658-07445-6 .
  • Joachim Funke, Hermann Winner : Requirements for future motorcycle brake systems to increase driving safety (= reports from the Federal Highway Research Institute. Issue F 46). Wirtschaftsverlag NW, Verlag für Neue Wissen, Bremerhaven, 2004, ISBN 978-3-86509-094-2 .

Web links

Wiktionary: Anti-lock braking system  - explanations of meanings, word origins, synonyms, translations
Commons : Anti-lock braking system  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Jürgen Stoffregen: Motorcycle technology. 7th edition, 2010, p. 378.
  2. ↑ a b Ralf Schneider: ABS comparison test - AB stinence ended. In: Motorrad 12/2005. May 24, 2005, p. 24 ff , accessed on May 3, 2019 .
  3. ↑ a b Motorcycle ABS comparison. In: adac.de. Archived from the original on June 6, 2010 ; Retrieved July 2, 2010 . Motorcycle ABS comparison
  4. ↑ Regulation (EU) No. 168/2013 of the European Parliament and of the Council on the approval and market surveillance of two-, three-wheel and four-wheel vehicles. In: Official Journal of the European Union. Art. 3, number 25, January 15, 2013, accessed on December 14, 2015 . Motorcycle 23/2010. October 29, 2010, p. 10. More safety for motorcycles thanks to new regulations for type approvals. In: European Parliament press release . November 20, 2012, accessed May 3, 2019 .
  5. ↑ Stefan Kaschel: ABS special (part 5): The story. In: motorradonline. September 4, 2009, archived from the original on November 20, 2015 ; accessed on May 3, 2019 .
  6. ↑ Motorcycles: Delayed Panic. In: Der Spiegel 13/1988. March 28, 1988, pp. 243-244 , accessed May 3, 2019 .
  7. ↑ Motorrad Test , 1992, p. 80.
  8. ↑ Motorcycle Test , 1992.
  9. ↑ Motorbike Test , 1996
  10. ↑ Security 360 °: Highlight ABS: ABS as standard. Now in all current models. In: bmw-motorrad.de. Archived from the original on September 23, 2015 ; Retrieved January 13, 2013 .
  11. ↑ Vehicle safety: Increase active and passive safety. (PDF; 6.9 MB) In: DEKRA Road Safety Report Motorcycle 2010. p. 42 , archived from the original on May 16, 2010 ; accessed on May 3, 2019 .
  12. ↑ Stephan Maderner: Fewer accidents through ABS and other active safety systems. In: kfz-Betrieb . May 7, 2010; Archived from the original on January 6, 2013 ; accessed on May 3, 2019 .
  13. ↑ Claus Christoph Eicher, Ruprecht Müller: Over 240 two-wheel models with ABS. In: adac.de. June 11, 2018, accessed May 3, 2019 . Motorcycles (over 50 cm3) with ABS in Germany (model year 2015). (pdf, 112 kB) In: adac.de. January 16, 2015, archived from the original on October 11, 2017 ; accessed on May 3, 2019 .
  14. ↑ Yamaha technology lexicon: ABS (anti-lock brake). In: Yamaha Motor Germany. Archived from the original on October 26, 2009 ; accessed on May 3, 2019 .
  15. ↑ Jürgen Stoffregen: Motorcycle technology. 7th edition, 2010, p. 377.
  16. ↑ Jens Möller-Töllner: Big ABS cornering special: Motorcycles with ABS cornering in comparison. In: motorradonline.de . October 29, 2015, accessed February 26, 2020 .
  17. ↑ Stefan Kaschel: ABS special (part 4): The technology. In: motorradonline. September 4, 2009, archived from the original on July 26, 2010 ; accessed on May 3, 2019 .
  18. ↑ Jürgen Stoffregen: Motorcycle technology. 7th edition, 2010, p. 379 ff.
  19. ↑ Motorrad 15/1985, page 48 ff.
  20. ↑ New generation of ABS for motorcycles from Bosch. Bosch press release, July 6, 2006, accessed on May 3, 2019 (reproduced on PresseBox).
  21. ^ Benjamin Pfalzgraf: ABS from Continental: 1.2 kilograms more safety. In: motorradonline.de . February 18, 2009, archived from the original on July 18, 2010 ; accessed on May 3, 2019 . Electronic braking systems for motorcycles. In: conti-online.com. Archived from the original on July 23, 2012 ; accessed on May 3, 2019 .
  22. ↑ Automotive technology: Award for Bosch innovation. In: bosch-presse.de. January 2010, archived from the original on March 26, 2010 ; accessed on May 3, 2019 .
  23. ↑ New tilt sensor SU-MM5.10 for motorcycles. In: bosch-presse.de. October 2, 2012, accessed May 3, 2019 . Bosch with additional functions for the anti-lock braking system. In: bosch-presse.de. October 2, 2012, accessed May 3, 2019 . Motorrad 23/2013, pp. 52–55.
  24. ↑ Two types of combined ABS combining CBS and ABS. In: Honda.com. Archived from the original on August 19, 2013 ; Retrieved July 3, 2010 .
  25. ↑ Data: CBR600RR. (PDF; 18 kB) In: honda.at. Retrieved May 4, 2019 .
  26. ↑ Hans-Joachim Mag: Test Tour: Honda CBR 1000 RR Fireblade Combined ABS. In: KÜS Newsroom . August 18, 2009, accessed May 4, 2019 .
  27. ↑ ABS problems: BMW checks 260,000 motorcycles. In: Spiegel Online . July 11, 2005, accessed May 4, 2019 . Marion Englert: BMW-ABS: When the time comes, advice comes ... or not. In: bikersjournal.de. August 3, 2005, archived from the original on November 18, 2007 ; accessed on May 4, 2019 . Jürgen Stoffregen (BMW): BMW-Motorrad-Integral-ABS - Answers to your questions. (pdf, 84 kB) In: fahrlehrerverbaende.de. Federal Association of Driving Instructors' Associations, August 10, 2005, accessed on May 4, 2019 .
  28. ↑ Thomas Jungmann: BMW develops third generation of integral ABS for motorcycles. In: ATZonline . July 7, 2006, archived from the original on December 1, 2015 ; accessed on May 4, 2019 .
  29. ↑ ASC for motorcycles with Integral ABS II - BMW: Anti-slip control can now be retrofitted. In: Motorradonline.de . June 2, 2010, archived from the original on March 7, 2016 ; accessed on May 4, 2019 .
  30. ↑ BMW S 1000 RR: Technical data. BMW motorcycle, archived from the original on May 11, 2012 ; accessed on May 4, 2019 .
  31. ↑ Markus Braunsperger, Horst Reichl, Hans-Albert Wagner (all BMW Motorrad): The Integral ABS from BMW-Motorrad - an innovative motorcycle anti-lock braking system. (pdf, 541 kB) In: tuev-sued.de. March 4, 2003, p. 6 , archived from the original on November 1, 2007 ; accessed on May 4, 2019 . Stefan Kaschel: Basics (Part 7): Conclusion. In: motorradonline.de . November 18, 2009, archived from the original on December 21, 2009 ; accessed on May 4, 2019 .
  32. ↑ Jürgen Stoffregen: Motorcycle technology. 7th edition, 2010, p. 396 ff.
    Hans-Albert Wagner: Slip Control System for a Two-Wheeled Motor Vehicle. WIPO Patent Application WO / 2006/079384, December 2, 2005, accessed May 5, 2019 (reproduced on sumobrain.com).
  33. ↑ Motorrad 23/2013, p. 55.
  34. ↑ Patrick Seiniger: Development of a roll angle sensor for future braking systems. 2006.
  35. ^ Test: anti-lock braking systems. In: Touring Driver. August 2003, p. 36 ff. , Archived from the original on December 22, 2015 ; accessed on May 5, 2019 .
  36. ↑ Gert Thöle: Technology excursion: Brake stoppies - rollover with ABS bikes? In: motorradonline.de . September 15, 2016, accessed March 12, 2019 .