Driver brake wish sensor, electric brake device and method for operating at least one driver brake wish sensor and at least one electric brake device

Abstract

The invention relates to a driver brake wish sensor (10a, 10b) for a vehicle, having a sensor memory unit (10e, 10f) in which at least one authentication key (#1 and #2) is stored and a sensor electronics (10c, 10d) by means of which at least one sensor signal (16a to 16d) can be output to at least one electric brake device (12a, 12b) as a sensor signal (16a to 16d) that is encrypted and / or authenticated with the at least one authentication key (#1 and #2). Furthermore, the invention relates to an electric brake device (12a, 12b) for a vehicle for interaction with at least one driver brake wish sensor (10a, 10b), having a memory unit (12e, 12f) in which at least one ID information (ID1 and ID2) about at least one stored authentication key (#1 and #2) is stored and a motor control device (12c, 12d) by means of which it can be determined whether at least one signal provided to the electric brake device (12a, 12b) is encrypted and / or authenticated with the at least one authentication key (#1 and #2) and only then the motor of the electric brake device (12a, 12b) is actuated by means of the motor control device (12c, 12d) taking into account the at least one signal provided.

Description

Technical Field

[0001] This invention relates to a driver braking expectation sensor for a vehicle and an electric braking device for a vehicle, which interacts with at least one driver braking expectation sensor. The invention also relates to a braking system for a vehicle. Furthermore, the invention relates to a method for operating at least one driver braking expectation sensor and at least one electric braking device on and / or in a vehicle. Background Technology

[0002] Driver braking expectation sensors and electric braking devices are known from the prior art for interaction in and / or within the braking system of a vehicle. For example, the braking system described in DE 10 2021 204 552 A1 describes a rod-type travel sensor and a differential travel sensor as such driver braking expectation sensors, and an electromechanical brake force amplifier located in front of the master brake cylinder of the braking system and a pump device with multiple pumps as corresponding electric braking devices. Summary of the Invention

[0003] The present invention provides a driver braking expectation sensor for a vehicle having the features of claim 1, an electric braking device for a vehicle having the features of claim 3, a braking system for a vehicle having the features of claim 8, and a method for operating at least one driver braking expectation sensor and at least one electric braking device on and / or in a vehicle having the features of claim 10.

[0004] This invention provides the advantageous possibility for improving the interaction between at least one driver brake expectation sensor and at least one electric braking device in and / or in a vehicle's braking system. In particular, the invention enables at least one driver brake expectation sensor to encrypt and / or authenticate information about the (current) operation of the vehicle driver's braking control elements as output by the corresponding driver brake expectation sensor, with at least one sensor signal being present. Additionally, the invention enables at least one electric braking device to reliably check and / or verify the authenticity of sensor signals as signals actually output by the corresponding driver brake expectation sensor, by means of encryption and / or authentication of the at least one sensor signal. At least one electric braking device can thus distinguish signals received by at least one external sensor (as so-called sensor signals) from at least one encrypted and / or authenticated sensor signal of the at least one driver brake expectation sensor applicable to the interaction, which external sensor does not meet the conditions for reliable co-operation with the corresponding electric braking device. In this way, it can be reliably prevented that signals distributed / operated by external sensors and received by the corresponding electric braking device undesirably affect its operation / mode of operation. Therefore, reliable operation of a vehicle equipped with at least one driver brake expectation sensor and at least one electric braking device is ensured by means of this invention.

[0005] For example, the driver braking expectation sensor can be a lever-type travel sensor, a force sensor, or a differential travel sensor. Therefore, the present invention can be used for sensor types commonly used as driver braking expectation sensors.

[0006] In an advantageous embodiment of the electric braking device, the motor control unit is additionally designed and / or programmed such that, by means of the motor control unit, position information regarding the vehicle's current position can be queried by the vehicle's position determination device, and only if, by means of the motor control unit, the vehicle's current position is identified based on the position information as equal to at least one position released for programming the storage unit, then additional ID information regarding a separate authentication key provided to the electric braking device by an external programming device can subsequently be stored in the storage unit by means of the motor control unit. Therefore, it is ensured that the embodiment of the electric braking device described herein cannot be operated by reprogramming its storage unit.

[0007] As an advantageous improvement to the electric braking device, the motor control device can additionally be designed and / or programmed such that if the motor control device can identify a preset first minimum number of provided signals that are not encrypted and / or authenticated using at least one authentication key, then the motor control device can output a vehicle start-prevention signal to the vehicle's motor control device, thereby preventing the start of a stopped vehicle by means of the vehicle motor control device controlled by the output vehicle start-prevention signal. The embodiment of the electric braking device described herein can therefore not only identify the installation of external sensors on a vehicle equipped with the electric braking device that do not meet the conditions for operation with the corresponding electric braking device, but also prevent the start of a stopped vehicle if necessary. In this way, despite the installation of external sensors, the risk of an accident due to vehicle movement is negligible.

[0008] Alternatively or additionally, the motor control device may also be designed and / or programmed such that if the motor control device can identify a preset second minimum number of provided signals that are not encrypted and / or authenticated using at least one authentication key, then the motor control device can output at least one warning activation signal to at least one warning light device, at least one display device, and / or at least one sound output device of the vehicle. Thus, the driver of the vehicle can be informed in advance of the increased risk of an accident due to the installation of external sensors on the vehicle by means of warning light illumination, warning light flashing, image display, text display, warning sound, or announcement.

[0009] For example, the electric braking device can be an electromechanical brake force amplifier, an electric piston cylinder device, a pump device, an ABS system, or an ESP system that can be positioned in front of the vehicle's master brake cylinder. Therefore, many commonly used devices can utilize this invention.

[0010] A braking system for a vehicle having at least one such driver braking expectation sensor and at least one corresponding electric braking device also achieves the advantages described above. If the braking system includes a first driver braking expectation sensor and a second driver braking expectation sensor as at least one driver braking expectation sensor, and a first electric braking device and a second electric braking device as at least one electric braking device, then preferably, a first authentication key is stored in the first sensor storage unit of the first driver braking expectation sensor, a second authentication key is stored in the second sensor storage unit of the second driver braking expectation sensor, a first ID information about the first authentication key and a second ID information about the second authentication key are stored in the first storage unit of the first electric braking device, and the same or different first ID information about the first authentication key and the same or different second ID information about the second authentication key are stored in the second storage unit of the second electric braking device.

[0011] Furthermore, the aforementioned advantages are also provided by the corresponding method for operating at least one driver braking expectation sensor and at least one electric braking device on and / or in a vehicle. It is explicitly indicated that the method can be improved based on the above-described embodiments of the driver braking expectation sensor and / or electric braking device. Attached Figure Description

[0012] Further features and advantages of the invention will then be described with reference to the accompanying drawings. Wherein:

[0013] Figure 1 A schematic diagram illustrating an implementation of a driver braking expectation sensor and an electric braking device is shown; and

[0014] Figure 2 A flowchart is shown illustrating an implementation of a method for operating at least one driver braking expectation sensor and at least one electric braking device on and / or in a vehicle. Detailed Implementation

[0015] Figure 1 A schematic diagram of an implementation of a driver braking expectation sensor and an electric braking device is shown.

[0016] (Not shown) Vehicles / motor vehicles in Figure 1The braking system shown in the diagram, only partially, has at least one driver brake expectation sensor 10a and 10b and at least one electric braking device 12a and 12b. It should be noted that the braking system is not to be understood as a specific type of braking system. Rather, at least one driver brake expectation sensor 10a and 10b and at least one electric braking device 12a and 12b can be mounted on and / or in multiple different types of braking systems. Furthermore, the availability of the braking system or at least one driver brake expectation sensor 10a and 10b and at least one electric braking device 12a and 12b is not limited to the specific type of vehicle / motor vehicle on which they are equipped.

[0017] At least one driver brake expectation sensor 10a and 10b are understood as sensors of a type by which the operation of the vehicle's brake control element 14 can be detected by the vehicle's driver. For this purpose, at least one driver brake expectation sensor 10a and 10b each have their own sensor electronics 10c or 10d, which are designed and / or programmed such that at least one sensor parameter relating to the (current) operation of the brake control element 14 is determined / determinable. Furthermore, with the aid of the corresponding sensor electronics 10c or 10d of at least one driver brake expectation sensor 10a and 10b, at least one sensor signal 16a to 16d corresponding to at least one (self-determined) sensor parameter is output / outputtable to at least one electric braking device 12a and 12b of the vehicle. Figure 1 As shown, the brake control element 14 may be, for example, the brake pedal 14 of a vehicle. At least one driver brake expectation sensor 10a and 10b may be, in particular, a lever travel sensor 10a, a force sensor, and / or a differential travel sensor 10b. Accordingly, at least one sensor parameter may be, for example, lever travel, driving braking force, and / or differential travel.

[0018] At least one driver braking expectation sensor 10a and 10b also have their own sensor storage units 10e and 10f, respectively, in which at least one authentication key #1 and #2 are stored. The stored authentication keys #1 and #2 can be understood in particular as authentication numbers. Furthermore, each sensor electronics 10c or 10d of the at least one driver braking expectation sensor 10a and 10b is designed and / or programmed such that at least one sensor signal 16a to 16d output by the corresponding driver braking expectation sensor 10a or 10b is output / outputtable to at least one electric braking device 12a and 12b of the vehicle, respectively, as sensor signals 16a to 16d encrypted and / or authenticated using at least one authentication key #1 and #2 stored in the associated sensor storage unit 10e or 10f.

[0019] Figure 1 At least one electric braking device 12a and 12b of the braking system can be understood as a device having its own motor and its own motor control device 12c or 12d for operating its motor. Since the types of motors suitable for electric braking devices 12a and 12b are known, [the following is omitted]. Figure 1 Graphical reproduction of the individual motors of at least one electric braking device 12a and 12b. Figure 1 At least one electric braking device 12a and 12b of the braking system schematically shown herein may be, for example, an electromechanical brake force amplifier 12a located in front of / possibly in front of the master brake cylinder (not shown) of the braking system / vehicle, a pump device 12b having at least one motor-operated / operable pump via a pump device 12b, an ABS (Anti-lock Braking System), an ESP (Electronic Stability Program) system, and / or an electric piston cylinder device. DPB (Decoupled Assist Braking) devices and / or IPB (Integrated Assist Braking) devices may be particularly used as electric piston cylinder devices. However, the examples of at least one electric braking device 12a and 12b listed herein should be interpreted illustratively only.

[0020] In addition to their respective motors and corresponding motor control devices 12c or 12d, at least one electric braking device 12a and 12b also have (its own) storage unit 12e or 12f, which stores at least one ID information ID1 and ID2 relating to at least one authentication key #1 and #2 stored in the corresponding sensor storage unit 10e or 10f of at least one interacting driver braking expectation sensor 10a and 10b. The at least one ID information ID1 and ID2 may, for example, be the corresponding stored authentication keys #1 and #2 or comparison information corresponding to the stored authentication keys #1 and #2.

[0021] Therefore, each motor control device 12c or 12d of at least one electric braking device 12a and 12b is also designed and / or programmed such that, by means of the respective motor control device 12c or 12d, taking into account at least one ID information ID1 and ID2 stored in its storage unit 12e or 12f, it can be determined whether at least one signal (as so-called sensor signals 16a to 16d) provided to the respective electric braking device 12a or 12b is encrypted and / or authenticated using at least one stored authentication key #1 and #2. Furthermore, the motor control device 12c or 12d of at least one electric braking device 12a and 12b is designed and / or programmed such that, if the at least one signal provided is encrypted and / or authenticated using at least one authentication key #1 and #2, then the motor of the respective electric braking device 12a or 12b is operated by means of the associated motor control device 12c or 12d, taking into account the at least one signal provided. Conversely, if at least one of the provided signals is not encrypted and / or unauthenticated, or if the authentication keys #1 and #2 used for this purpose are different from at least one ID information ID1 and ID2 stored in the corresponding storage unit 12e or 12f, then the signal content of the associated at least one signal will not be used by the corresponding motor control device 12c or 12d to operate the associated motor. Identifying at least one unencrypted and / or unauthenticated signal or at least one incorrectly encrypted and / or incorrectly authenticated signal may also trigger the degradation of the corresponding electric braking device 12a or 12b and / or the transfer of at least one function of it to a replacement component.

[0022] The advantageous design / programming of the respective motor control units 12c or 12d of at least one electric braking device 12a and 12b, and their assembly with their respective storage units 12e and 12f, enable a reliability check, which ensures that only at least one sensor signal 16a to 16d applicable to the co-operating driver braking expectation sensors 10a and 10b is considered when operating the motor of the respective electric braking device 12a or 12b. The decryption and / or authentication performed by the received electric braking device 12a or 12b for this purpose is continuous and unaffected by the current driving operation of the vehicle. Each electric braking device 12a and 12b / its corresponding motor control unit 12c or 12d can thus check whether at least one signal received by the respective electric braking device 12a or 12b (as so-called sensor signals 16a to 16d) is actually output by at least one desired driver braking expectation sensor 10 and 10b. Therefore, at least one electric braking device 12a and 12b recognizes the signal itself output to the corresponding electric braking device 12a and 12b by an external sensor (which is not applicable to the advantageous interaction with the corresponding electric braking device 12a and 12b), such that the signal from the external sensor does not affect / interfere with the operation of the corresponding electric braking device 12a or 12b.

[0023] Therefore, the braking system described herein utilizes at least one driver brake expectation sensor 10a and 10b and at least one electric braking device 12a and 12b, having components optimized such that replacing at least one driver brake expectation sensor 10a and 10b with an external sensor would not result in affecting / interfering with the operation of at least one electric braking device 12a and 12b. Therefore, when equipped with… Figure 1 This eliminates the risk of conventional accidents in vehicles with advanced braking systems. Therefore, equipping vehicles with... Figure 1 The braking system improves its safety standards.

[0024] Each motor control unit 12c or 12d of at least one electric braking device 12a and 12b is preferably designed and / or programmed such that location information 18 regarding the current position of the vehicle can be queried by the vehicle's location determination device 20 via the respective motor control unit 12c or 12d. The vehicle's location determination device 20 may in particular be a GPS system, whose GPS data as location information 18 can be queried / become queried via the respective motor control unit 12c or 12d of at least one electric braking device 12a and 12b. The queried location information 18 can then be used by the respective electric braking device 12a or 12b as a "protection mechanism" to prevent "unauthorized" programming of the electric braking device's storage unit 12e or 12f. Preferably, the corresponding motor control unit 12c or 12d of at least one electric braking device 12a and 12b is designed and / or programmed such that additional ID information regarding additional authentication keys #1 and #2 provided by an external programming device to the corresponding electric braking device 12a or 12b is stored / can be stored in the associated storage unit 12e or 12f only if the current position of the vehicle is identified / can be identified by the motor control unit 12c or 12d according to the position information 18, which is equal to at least one position released for programming the corresponding storage unit 12e or 12f. At least one position released for programming the corresponding storage unit 12e or 12f can be understood, for example, as a location in at least one selected production plant and / or a location in at least one selected workshop. In this manner, it can be ensured that the programming of the corresponding storage units 12e and 12f of at least one electric braking device 12a and 12b is performed only by professionals in at least one production plant and / or at least one workshop. Conversely, a person without expertise cannot / can hardly operate the storage units by reprogramming the individual storage units 12e and 12f of at least one electric braking device 12a and 12b.

[0025] In an alternative embodiment of at least one electric braking device 12a and 12b, its respective motor control unit 12c or 12d may also be designed / programmed to prevent programming of the associated storage unit 12e or 12f using cybersecurity measures. For example, in this case, the respective motor control unit 12c or 12d of at least one electric braking device 12a and 12b is designed and / or programmed such that data read only through a serial interface to at least one preset server is stored as additional ID information about an additional authentication key on the associated storage unit 12e or 12f. This also prevents the operation of at least one electric braking device 12a and 12b by means of calibration procedures or diagnostic commands executed by an unauthorized person.

[0026] As an advantageous improvement to at least one electric braking device 12a and 12b, each of its motor control devices 12c or 12d can be additionally designed and / or programmed such that if the motor control device 12c or 12d identifies / can identify a preset first minimum number of provided signals not encrypted and / or authenticated using at least one authentication key #1 and #2, then in response, the motor control device 12c or 12d outputs / can output a vehicle start-prevention signal 22 to the vehicle motor control device 24 of the vehicle. If necessary, the vehicle motor control device 24 is designed / programmed such that the vehicle motor control device 24, operated by means of the output vehicle start-prevention signal 22, prevents the starting of a stopped vehicle. The vehicle motor control device 24 can be understood, for example, as a central vehicle control unit, a central controller of the vehicle, an electric motor control unit or control device that controls the electric drive motor of the vehicle, and controls the fuel injection device of a vehicle equipped with an internal combustion engine.

[0027] Alternatively or additionally, the respective motor control devices 12c and 12d of at least one electric braking device 12a and 12b can also be improved such that if the motor control device 12c or 12d identifies / can identify a preset second minimum number of provided signals that are not encrypted and / or authenticated using at least one authentication key #1 and #2, then the motor control device 12c or 12d outputs / can output at least one warning activation signal 26 to at least one warning light device 28a of the vehicle, at least one display device 28b of the vehicle, and / or at least one sound output device 28c of the vehicle. Then, the at least one warning activation signal 26 can activate the illumination and / or flashing of at least one warning light device 28a, at least one image display and / or at least one text display on at least one display device 28b, and / or at least one warning sound and / or announcement output / transmitted by at least one sound output device 28c, thereby informing the driver of the increased accident risk due to the installation of external sensors on the vehicle.

[0028] exist Figure 1 In the example, the braking system shown has exactly two driver brake expectation sensors 10a and 10b, namely a lever-type travel sensor 10a and a differential travel sensor 10b. The two driver brake expectation sensors 10a and 10b are part of an electronic pedal 30 that also includes a brake actuation element 14 configured as a brake pedal 14. The driver brake expectation sensors 10a and 10b interact with exactly two electric braking devices 12a and 12b, which are an electromechanical brake force amplifier 12a and a pump device 12b. With the help of… Figure 1 As can be seen, a first authentication key #1 is stored in the first sensor storage unit 10e of the first driver braking expectation sensor 10a, and a second authentication key #2, different from the first authentication key #1, is stored in the second sensor storage unit 10f of the second driver braking expectation sensor 10b. The first driver braking expectation sensor 10a outputs its sensor signals 16a and 16b, encrypted and / or authenticated using the first authentication key #1, to the first electric braking device 12a and the second electric braking device 12b. The second driver braking expectation sensor 10b also outputs its sensor signals 16c and 16d, encrypted and / or authenticated using the second authentication key #2, to the first electric braking device 12a and the second electric braking device 12b. Therefore, the first storage unit 12e of the first electric braking device 12a stores first ID information ID1 regarding the first authentication key #1 and second ID information ID2 regarding the second authentication key #2. The second storage unit 12f of the second electric braking device 12b also stores the same or different first ID information ID1 regarding the first authentication key #1 and the same or different second ID information ID2 regarding the second authentication key #2. Therefore, an "authentication signal" different from the two driver braking expectation sensors 10a and 10b can be output as its sensor signals 16a to 16b to each of the two electric braking devices 12a and 12b, wherein each of the two electric braking devices 12a and 12b can detect the credibility of the different authentication signals.

[0029] Figure 2 A flowchart is shown illustrating an implementation of a method for operating at least one driver braking expectation sensor and at least one electric braking device on and / or in a vehicle.

[0030] The feasibility of the method described thereafter is not limited to a specific vehicle / motor type. Furthermore, the feasibility of the method does not depend on the vehicle / motor being equipped with any specific additional braking system components.

[0031] The method described thereafter has at least one method step S1-1 and S1-2, which are performed by a corresponding sensor electronics of at least one driver braking expectation sensor. In method step S1-1 or S1-2, at least one sensor parameter relating to the (current) manipulation of the vehicle's braking control elements by its driver is determined. Exemplarily, in the embodiment of the method described herein, the lever travel is determined in method step S1-1 by means of the corresponding sensor electronics of a first driver braking expectation sensor designed as a lever travel sensor, and the differential travel is determined in method step S1-2 by means of the corresponding sensor electronics of a second driver braking expectation sensor configured as a differential travel sensor.

[0032] In at least one additional method step S2-1 and S2-2, at least one sensor signal corresponding to at least one sensor parameter is output to at least one electric braking device by means of the corresponding sensor electronics of at least one driver braking expectation sensor. Therefore, in the embodiment described herein, in method step S2-1, the lever travel sensor outputs the determined lever travel to at least one electric braking device by means of its at least one sensor signal, and in method step S2-2, the differential travel sensor outputs the determined differential travel to at least one electric braking device by means of its at least one sensor signal. Furthermore, in each sub-step S2a-1 or S2a-2 of at least one method step S2-1 and S2-2, the at least one sensor signal is encrypted and / or authenticated before its output by means of the corresponding sensor electronics of at least one driver braking expectation sensor using at least one authentication key stored in the sensor storage unit of the same driver braking expectation sensor. In each additional sub-step S2b-1 or S2b-2 of at least one method step S2-1 and S2-2, the at least one sensor signal is output to at least one electric braking device as a sensor signal encrypted and / or authenticated using at least one authentication key, respectively.

[0033] Each motor control unit of at least one electric braking device, after outputting at least one sensor signal to the corresponding electric braking device (by executing method step S2-1 or S2-2), executes at least one additional method step S3-1 or S3-2, in which it checks whether at least one signal (as a so-called sensor signal) provided to the corresponding electric braking device is actually output by a single driver braking expectation sensor of the braking system or at least one of the driver braking expectation sensors. In the corresponding method step S3-1 or S3-2, by means of the corresponding motor control unit, it is determined whether at least one signal (as a so-called sensor signal) provided to the corresponding electric braking device is encrypted and / or authenticated using at least one authentication key, taking into account at least one ID information stored in the storage unit of the same electric braking device regarding at least one authentication key stored in the corresponding sensor storage unit of at least one driver braking expectation sensor. Figure 2 In this embodiment, the braking system includes an electromechanical brake force amplifier and a pump device having at least one pump operable by means of its motor as at least one electric braking device. Therefore, in method step S3-1, the motor control device of the electromechanical brake force amplifier determines whether at least one signal provided to the electromechanical brake force amplifier is encrypted and / or authenticated using at least one authentication key. Correspondingly, in method step S3-2, the motor control device of the pump device determines whether at least one signal provided to the pump device is encrypted and / or authenticated using at least one authentication key.

[0034] Only when it is identified in the corresponding method step S3-1 or S3-2 that at least one signal provided to the corresponding electric braking device is actually encrypted and / or authenticated using at least one authentication key, then as method step S4-1 or S4-2, the corresponding motor of the corresponding electric braking device is operated by means of an associated motor control device in consideration of at least one signal provided to the corresponding electric braking device. Thus, in method step S4-1, the motor of the electromechanical brake amplifier is operated in consideration of at least one signal provided to the electromechanical brake amplifier, and in method step S4-2, at least one signal provided to the pump device is considered when operating the motor / pump motor of the pump device. However, if it is determined during the execution of the corresponding method step S3-1 or S3-2 that at least one signal provided to the corresponding electric braking device is not encrypted and / or authenticated using at least one authentication key, then the degradation of the corresponding electric braking device and the transfer of its function to the backup braking system can be performed in at least one (optional) method step S5-1 or S5-2. Therefore, performing the method described herein also achieves the aforementioned advantages.

[0035] As an optional improvement, the method steps described subsequently can be performed before performing the method described herein, in order to design / program the braking system to perform the above method steps:

[0036] In (optional) method step S10, at least one driver brake expectation sensor and at least one electric braking device may be installed on and / or in the respective vehicle. In another (optional) method step S11, the completion of the installation of at least one driver brake expectation sensor and at least one electric braking device may be signaled. Method step S11 may trigger (optional) method steps S12-1 and S12-2 performed by at least one sensor electronics device using at least one driver brake expectation sensor, in which at least one sensor electronics device outputs at least one authentication key stored on the sensor storage unit of the same driver brake expectation sensor to at least one electric braking device. In method step S12-1, a lever-type travel sensor may, for example, output its first authentication key to an electromechanical brake force amplifier and pump device. Accordingly, in method step S12-2, a differential travel sensor may output its second authentication key to an electromechanical brake force amplifier and pump device. In at least one additional (optional) method steps S13-1 to S13-4, each motor control device of at least one electric braking device stores at least one received authentication key or information / comparison information derived therefrom as ID information in the storage unit of the same electric braking device. Therefore, in the method described herein, the motor control device of the electromechanical brake force amplifier stores the ID information transmitted via a first authentication key output by a lever-type travel sensor in the storage unit of the electromechanical brake force amplifier in method step S13-1, and stores the ID information transmitted via a second authentication key output by a differential travel sensor in the storage unit of the electromechanical brake force amplifier in method step S13-3. Correspondingly, the motor control device of the pump device stores the ID information transmitted via a first authentication key output by a lever-type travel sensor in the storage unit of the pump device in method step S13-2, and stores the ID information transmitted via a second authentication key output by a differential travel sensor in the storage unit of the pump device in method step S13-4.

Claims

1. A driver braking expectation sensor (10a, 10b) for a vehicle, comprising: Sensor electronics (10c, 10d) are designed and / or programmed such that at least one sensor parameter relating to the driver's operation of the vehicle's braking control element (14) can be determined, and at least one sensor signal (16a to 16d) corresponding to the at least one sensor parameter can be output to at least one electric braking device (12a, 12b) of the vehicle. Its features It has sensor storage units (10e, 10f), and at least one authentication key (#1 and #2) is stored on the sensor storage unit; The sensor electronics (10c, 10d) are additionally designed and / or programmed to enable the at least one sensor signal (16a to 16d) to be output to the at least one electric braking device (12a, 12b) as sensor signals (16a to 16d) encrypted and / or authenticated using the at least one authentication key (#1 and #2), respectively.

2. The driver braking expectation sensor (10a, 10b) according to claim 1, wherein, The driver braking expectation sensors (10a, 10b) are rod-type stroke sensors (10a), force sensors, or differential stroke sensors (10b).

3. An electric braking device (12a, 12b) for a vehicle, for interacting with a driver braking expectation sensor (10a, 10b) according to claim 1 or 2, comprising: Motor control devices (12c, 12d) are designed and / or programmed to enable the motor of the electric braking device (12a, 12b) to be controlled by means of the motor control devices (12c, 12d). Its features The device has storage units (12e, 12f) on which at least one ID information (ID1 and ID2) of the at least one authentication key (#1 and #2) stored on the corresponding sensor storage units (10e, 10f) of the at least one driver braking expectation sensor (10a, 10b) is stored. The motor control devices (12c, 12d) are additionally designed and / or programmed such that, by means of the motor control devices (12c, 12d), it is possible to determine, in consideration of at least one stored ID information (ID1 and ID2), whether at least one signal provided to the electric braking devices (12a, 12b) is encrypted and / or authenticated using the at least one authentication key (#1 and #2), and only if the at least one provided signal is encrypted and / or authenticated using the at least one authentication key (#1 and #2) is the motor of the electric braking devices (12a, 12b) operated by means of the motor control devices (12c, 12d) in consideration of the at least one provided signal.

4. The electric braking device (12a, 12b) according to claim 3, wherein, The motor control devices (12c, 12d) are additionally designed and / or programmed such that, by means of the motor control devices (12c, 12d), the location information (18) of the current position of the vehicle can be queried by the vehicle's location determination device (20), and only if the motor control devices (12c, 12d) can identify, based on the location information (18), that the current position of the vehicle is equal to at least one position released for programming the storage units (12e, 12f), then additional ID information about additional authentication keys provided by the external programming device to the electric braking devices (12a, 12b) can subsequently be stored in the storage units (12e, 12f) by means of the motor control devices (12c, 12d).

5. The electric braking device (12a, 12b) according to claim 3 or 4, wherein, The motor control devices (12c, 12d) are additionally designed and / or programmed such that if the motor control devices (12c, 12d) can identify a preset first minimum number of provided signals that are not encrypted and / or authenticated using the at least one authentication key (#1 and #2) or that are not encrypted and / or authenticated using the at least one authentication key (#1 and #2), then the motor control devices (12c, 12d) can output a vehicle start-prevention signal (22) to the vehicle motor control device (24) of the vehicle, thereby preventing the start of the stopped vehicle by means of the vehicle motor control device (24) controlled by the output vehicle start-prevention signal (22).

6. The electric braking device (12a, 12b) according to any one of claims 3 to 5, wherein, The motor control devices (12c, 12d) are additionally designed and / or programmed such that if the motor control devices (12c, 12d) can identify a preset second minimum number of provided signals that are not encrypted and / or authenticated using the at least one authentication key (#1 and #2) or that are not encrypted and / or authenticated using the at least one authentication key (#1 and #2), then the motor control devices (12c, 12d) can output at least one warning activation signal (26) to at least one warning light device (28a) of the vehicle, at least one display device (28b) of the vehicle, and / or at least one sound output device (28c) of the vehicle.

7. The electric braking device (12a, 12b) according to any one of claims 3 to 6, wherein, The electric braking devices (12a, 12b) are electromechanical brake force amplifiers (12a), electric piston cylinder devices, pump devices (12b), ABS systems or ESP systems that can be placed in front of the main brake cylinder of the vehicle.

8. A braking system for a vehicle, comprising: At least one driver braking expectation sensor (10a, 10b) according to claim 1 or 2; and At least one electric braking device (12a, 12b) according to any one of claims 3 to 7.

9. The braking system according to claim 8, wherein, The braking system includes a first driver braking expectation sensor (10a) and a second driver braking expectation sensor (10b) as at least one driver braking expectation sensor (10a, 10b), and a first electric braking device (12a) and a second electric braking device (12b) as at least one electric braking device (12a, 12b), wherein a first authentication key (#1) is stored in the first sensor storage unit (10e) of the first driver braking expectation sensor (10a), and a second authentication key (#1) is stored in the second sensor storage unit (10b) of the second driver braking expectation sensor (10b). The unit (10f) stores a second authentication key (#2), the first storage unit (12e) of the first electric braking device (12a) stores a first ID information (ID1) about the first authentication key (#1) and a second ID information (ID2) about the second authentication key (#2), and the second storage unit (12f) of the second electric braking device (12b) stores the same or different first ID information (ID1) about the first authentication key (#1) and the same or different second ID information (ID2) about the second authentication key (#2).

10. A method for operating at least one driver braking expectation sensor (10a, 10b) and at least one electric braking device (12a, 12b) on and / or in a vehicle, comprising the steps of: At least one sensor parameter relating to the driver's operation of the vehicle's braking control element (14) is determined (S1-1, S1-2) by means of the corresponding sensor electronics (10c, 10d) of the at least one driver braking expectation sensor (10a, 10b). The at least one sensor signal (16a to 16d) corresponding to the at least one sensor parameter is output (S2-1, S2-2) to the at least one electric braking device (12a, 12b) by means of the corresponding sensor electronics (10c, 10d) of the at least one driver braking expectation sensor (10a, 10b); and The respective motors of the at least one electric braking device (12a, 12b) are controlled by motor control devices (12c, 12d) of the same electric braking devices (12a, 12b); Its characteristics include the following steps: Using the corresponding sensor electronics (10c, 10d) of the at least one driver braking expectation sensor (10a, 10b), the at least one sensor signal (16a to 16d) is encrypted and / or authenticated (S2a-1, S2a-2) using at least one authentication key (#1 and #2) stored in the sensor storage unit (10e, 10f) of the same driver braking expectation sensor (10a, 10b). Thus, the at least one sensor signal (16a to 16d) is output (S2b-1, S2b-2) to the at least one electric braking device (12a, 12b) as sensor signals (16a to 16d) encrypted and / or authenticated using the at least one authentication key (#1 and #2). Using the corresponding motor control device (12c, 12d) of the at least one electric braking device (12a, 12b), taking into account the ID information (ID1 and ID2) of the authentication keys (#1 and #2) stored in the corresponding sensor storage unit (10e, 10f) of the at least one identical electric braking device (12a, 12b) regarding the at least one driver braking expectation sensor (10a, 10b), it is determined (S3-1, S3-2) whether at least one signal provided to the corresponding electric braking device (12a, 12b) is encrypted and / or authenticated using the at least one authentication key (#1 and #2); and Only if the at least one signal provided is encrypted and / or authenticated using the at least one authentication key (#1 and #2), then the motor control device (12c, 12d) of the same electric braking device (12a, 12b) operates (S4-1, S4-2) the corresponding motor of the at least one electric braking device (12a, 12b) in consideration of the at least one signal provided to the corresponding electric braking device (12a, 12b).

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