METHOD FOR DETERMINING JUMPS AND / OR INDICATION POINTS IN AN ACTIVITY CHARACTERISTICS OF AN ACTIVITY UNIT, EVALUATION MODULE AND VEHICLE

Description

[0001] The invention relates to a method for determining jumps and / or kink points in an actuation characteristic of an actuating unit, as well as an evaluation module for carrying out the method and a vehicle.

[0002] To influence the driving dynamics of vehicles, foot-operated or hand-operated control units are provided, which can be mechanically actuated by a driver or automatically via an actuating device, such as a foot-operated pedal or a hand-operated lever. For example, the driver can deflect a brake pedal, accelerator pedal, parking brake lever, or stretch brake lever by a specific amount of travel, whereupon the vehicle is braked or accelerated accordingly. The respective control unit can output electrical actuation signals that characterize the specific actuation and can then be further processed by an electronic control unit (ECU). As part of an electrically controlled braking system, the ECU can, for example, use brake request signals to control valves or intake / exhaust valve combinations.The control unit actuates electrical pressure modulators on the respective vehicle axles to effect electrically controlled braking corresponding to the application of the brake pedal, parking brake lever, or extension brake lever. Similarly, as part of an electrically controlled drive system, the control unit can actuate a motor via drive request signals to effect acceleration of the vehicle corresponding to the application of the accelerator pedal.

[0003] To generate the actuation signal, conventional actuators contain displacement sensors that measure the actuation path initiated by the driver or automatically. The measured actuation path is then adjusted or calibrated according to an actuation characteristic, and a calibrated actuation signal is output to the control unit for implementation. The control unit then generates the request signals from the calibrated actuation signals. The actuation characteristic is described by a stored actuation curve, which, for example, follows a spring characteristic defined by one or more springs that resist the actuation of the respective actuator with varying degrees of force. Thus, the actuation curve indicates the actuation force the driver must apply for a specific actuation path.

[0004] Traditionally, several springs are combined to create a combined spring characteristic curve, allowing for a specific pedal feel or actuation sensation across multiple actuation ranges. This results in varying actuation forces in the respective ranges or with different actuation paths, which the driver can perceive. Different vehicle reactions or changes in driving dynamics can be defined for each actuation range, and this is already taken into account in the calibrated actuation signal via the stored actuation characteristic curve. To enable this, jumps and / or inflection points, or the transition zones in the spring characteristic curve between the individual actuation ranges, must be known and incorporated into the shape of the actuation characteristic curve.For this purpose, the actuation characteristic is conventionally determined in advance at the end of the belt for each actuation unit individually and stored in the respective actuation unit, so that it can output a correspondingly calibrated actuation signal for implementation, in which the jumps or kink points are already taken into account.

[0005] This has the disadvantage that each actuator requires a time-consuming calibration process at the end of the production line to create its actuation curve. Furthermore, each actuator must contain an evaluation unit with a storage unit to save the actuation curve and process it along with the detected actuation movements. Only in this way can reliable operation be ensured when replacing the actuator or the control unit that processes the calibrated actuation signals, as recalibration in the vehicle is not yet reliably possible. Another disadvantage is that changes to the actuation curve during operation, e.g., due to wear and tear, cannot be reliably addressed, as these changes cannot be detected.

[0006] DE102014224234B3 discloses a method for calibrating a signal generator device of a haptic accelerator pedal module for a motor vehicle and a device for carrying out the method. The signal generator device has a spring element coupled to a shaft of an actuator and a stop element, which is designed to bear against a pedal nose of a pedal lever of the accelerator pedal module and to generate a force acting against an actuation direction of the pedal lever as a haptic signal.The method comprises the following steps: moving the stop element along a travel path between a first position and a second position; determining, along the travel path, an actuator sensor voltage and / or an actuator voltage and / or current supplied to the actuator for moving the stop element; approximating a first region of the actuator current and / or voltage with a first polynomial; approximating a second region of the actuator current and / or voltage with a second polynomial; and determining an intersection point of the first and second polynomials to define a contact point between the stop element and the pedal nose.

[0007] The object of the invention is therefore to provide a method by which jumps and / or inflection points in the actuation characteristic of an actuating unit can be determined in a simple and reliable manner. A further object of the invention is to provide an evaluation module and a vehicle.

[0008] This problem is solved by a method according to claim 1, as well as by an evaluation module and a vehicle according to the further independent claims. The dependent claims specify preferred embodiments.

[0009] According to the invention, it is therefore provided that jumps and / or kink points in an actuation characteristic of an actuating unit are determined by at least one actuation of an actuating means of the actuating unit, by Continuously, the actuation paths of the actuating device are determined, and an actuation speed parameter is assigned to each determined actuation path, so that pairs of values ​​are continuously formed from the determined actuation path and the assigned actuation speed parameter, whereby the actuation speed parameter is formed as a function of the actuation speed of the actuating device at the actuation path, and it is checked on the basis of the formed pairs of values ​​whether significant changes in the actuation speed occur, whereby jumps and / or kink points in the actuation characteristic are assigned to the actuation paths at which significant changes in the actuation speed occur.

[0010] The invention recognizes that, due to a change in the actuation characteristics at the jumps and / or inflection points, the driver must apply a different actuation force to operate the actuating device. If the driver actuates the device at a certain actuation speed, they cannot maintain this speed at the jumps or inflection points because they cannot immediately adapt to the change in actuation force. Consequently, a change in actuation speed occurs, which can be detected via the actuation speed parameter. This can occur not only during manual actuation by the driver but also during automated actuation, where the force change also cannot be adapted instantaneously.

[0011] It is assumed that the actuating unit can be actuated manually or automatically via the actuating means, whereby different actuating ranges are defined by the actuating characteristics, which are separated from each other by the jumps or kink points, with different actuating forces being set in the actuating ranges for actuating the actuating means.

[0012] Advantageously, the procedure can be performed continuously as soon as the actuator is used, allowing calibration to take place even if the actuator unit is already installed in the vehicle. The procedure only uses the actuation travel and actuation speed, or the actuation speed parameter, making it easy to perform. In particular, this allows the procedure to be carried out after initial installation, retrofitting, or during operation to compensate for wear, i.e., when the actuation characteristics have changed. Therefore, if the actuation process uses the actuator's actuations during vehicle operation, a complex calibration procedure before commissioning, as is currently required (e.g., at the end of the production line), can be advantageously eliminated.

[0013] According to a preferred embodiment, the actuation speed is used directly as the characteristic parameter and is preferably derived from the actuation path, in particular by deriving the actuation path and / or by calculating a difference quotient. This further simplifies the method, as only the actuation path needs to be continuously recorded for each actuation to detect the presence of jumps or inflection points. The temporal profile of the actuation speed can then provide information about a change in the actuation force due to jumps and / or inflection points in the actuation characteristic, for example, if a significant change is a falling or rising edge in the temporal profile of the actuation speed.

[0014] According to a further preferred embodiment, it is additionally or alternatively provided that an actuation acceleration is used as an actuation speed parameter, which characterizes the change in actuation speed over time and is thus calculated as a function of the actuation speed. The actuation acceleration can preferably be derived from a derivative and / or a difference quotient of the actuation speed or from a double derivative / difference quotient of the actuation stroke.The actuation acceleration can advantageously also provide information about the degree of change in actuation speed. This allows, for example, the determination of significant changes in actuation speed due to jumps and / or inflection points. It can be used to ascertain whether an acceleration maximum or minimum exists for specific actuation paths, since maximum changes in actuation speed are to be expected at these jumps and / or inflection points. Actuation acceleration can thus also indicate whether significant changes in actuation speed occur.

[0015] Different actuation speed parameters can also be combined to, for example, validate a result. Actuation paths where significant changes in actuation speed are derived from the actuation speed can be compared with actuation paths where significant changes in actuation speed result from the actuation acceleration, and corrected accordingly, or vice versa.

[0016] According to a further embodiment, the actuation path is output via an actuation signal generated by the actuation unit depending on the actuation. The actuation path is preferably detected by a displacement sensor that, in some way, detects the deflection of the actuating element due to the actuation. This allows the actuation path, or the resulting actuation speed parameter, to be analyzed anywhere in the vehicle in order to determine the jumps or inflection points in the actuation characteristic, according to the invention. According to a preferred embodiment, this makes it possible to perform the method outside of the actuation unit. This eliminates the need for an evaluation module and / or a storage unit within the actuation unit. Nevertheless, subsequent determination of the jumps or inflection points is easily possible when retrofitting or replacing the actuation unit.

[0017] According to a further embodiment, the actuation characteristic is defined by a spring characteristic curve. This spring characteristic curve is determined by springs within the actuation unit. The springs resist the actuation of the actuator with varying degrees of force in the respective actuation ranges, and there are jumps and / or kink points in the spring characteristic curve between these ranges. The spring characteristic curve encompasses all springs that influence the required actuation force. The actuation unit can therefore also include pneumatic components containing springs that resist the actuation of the actuator. This achieves a specific pedal feel or actuation sensation, as different actuation forces are required in the different actuation ranges.From this actuation characteristic formed by the spring characteristic curve, at least jumps and / or inflection points can be detected in a simple manner using the method according to the invention. The actuation characteristic can also be defined in a comparable form other than by a spring characteristic curve. Even then, the method according to the invention can detect jumps and / or inflection points in the actuation characteristic that have a feedback effect on the actuation force.

[0018] Preferably, it is further provided that when determining the value pairs and / or when checking for significant changes in actuation speed, only those value pairs are considered for which the actuation travel lies within a specific actuation interval and / or the actuation speed lies within a specific speed interval and / or the actuation acceleration lies within a specific acceleration interval. Accordingly, only those actuations are considered in which a significant change in actuation speed is to be expected as a result of a jump or a kink in the actuation characteristic. This reduces computational effort and memory requirements, as events that are irrelevant or less relevant are disregarded.The actuation interval and / or the speed interval and / or the acceleration interval can be determined, for example, based on a standard actuation characteristic with commonly occurring jumps or inflection points for the respective type of actuation unit, and the actuation speeds or accelerations that can be expected from it.

[0019] Preferably, it is also provided that, when determining the value pairs and / or when checking for significant changes in the actuation speed, only those value pairs are considered for which the actuation speed remains above a speed limit for at least a minimum actuation interval. This ensures that only those value pairs resulting from at least partially continuous actuation of the actuator are taken into account, and from which a significant change due to a jump and / or inflection point in the actuation characteristic can therefore be determined. This also reduces computational effort and memory requirements, as events that are irrelevant or less relevant are disregarded.

[0020] According to a preferred further development, the test for significant changes in actuation speed includes determining whether a falling edge and / or a rising edge in the actuation speed occurs during a specific actuation path. This suggests that a change in actuation speed inevitably occurs when the actuating device is loaded or unloaded due to a jump and / or kink point in the actuation characteristic.

[0021] Preferably, the system further provides that, when testing for significant changes in actuation speed, it is determined at which actuation path an acceleration maximum or minimum occurs. This can also be identified as a jump and / or a kink in the actuation characteristic, since the actuation speed changes maximally in magnitude due to the change in force. Preferably, the acceleration maxima and minima can be averaged over several actuations and an averaged acceleration maximum or minimum is output. The actuation path associated with the respective average acceleration value can then, in turn, be assigned to a jump and / or a kink in the actuation characteristic. This further improves the accuracy of the determination.

[0022] To avoid false detections due to systematic outliers or noise in the signal, it may preferably be provided to filter the time course of the actuation path and / or the actuation speed and / or the actuation acceleration, e.g. by "moving average".

[0023] As an alternative to evaluating the actuation acceleration or actuation speed for a single actuation of the actuating device, a preferred embodiment may provide that a histogram is created for the continuously generated pairs of values ​​of actuation path and actuation speed or actuation path and actuation acceleration, wherein for each generated pair of values ​​a frequency for the occurrence of this pair of values ​​during actuation of the actuating device is determined and this frequency is assigned to the pair of values; and - the histogram is evaluated by checking whether pairs of values ​​accumulate for certain actuation paths, wherein the actuation paths at which pairs of values ​​accumulate are identified as significant changes in the actuation speed, wherein these significant changes in the actuation speed are assigned jumps and / or kink points in the actuation characteristic.

[0024] Thus, pairs of values ​​are essentially linked across multiple actuations, thereby providing new information for evaluation: the frequency of occurrence of a value pair. If a value pair is recorded more frequently for a specific actuation path, then the respective actuation speed parameter, i.e., the actuation speed or acceleration, occurs more frequently along that actuation path. This has the advantage of allowing a distinction between recurring changes (i.e., with high frequency) and random changes (i.e., with low frequency) in actuation speed.These recurring changes in actuation speed can be extracted from the actuation speed itself, in the form of frequently recurring points on an ascending or descending slope, or from the actuation acceleration, in the form of frequently recurring acceleration maxima or minima, corresponding to a sharp change in actuation speed. Varying actuation speeds that do not occur due to jumps and / or inflection points can therefore be identified from the continuously measured actuation speed or acceleration, as these occur less frequently and can be disregarded.

[0025] Preferably, it can also be provided that, in the event that no clear indication of jumps and / or inflection points in the actuation characteristic can be found from the histogram or from the pairs of values ​​of individual actuations when testing for significant changes in the actuation speed, because, for example, there are too few actuations, the standard actuation characteristic is used initially, which corresponds, for example, to a standard spring characteristic curve in which the position of the jumps and / or inflection points is known.

[0026] According to a further embodiment, the actuation of the actuator involves loading and / or unloading the actuator at least once, resulting in different signs for the actuation speed in the evaluation. The jumps or inflection points can be recorded in both directions of actuation. However, to save computational effort, only one direction can be considered.

[0027] According to a preferred embodiment, after determining the jumps or inflection points in the actuation characteristic, a requirement curve for the braking or acceleration requirement is generated. This requirement curve assigns different dependencies between the target requirements (braking or acceleration) and the corresponding predefined actuation path to the actuation ranges separated by the jumps or inflection points. Transition ranges are assigned to the actuation paths where jumps or inflection points occur in the actuation characteristic. These transition ranges are determined by the detected position of the jumps or inflection points. Advantageously, this allows the previously determined jumps or inflection points to be used to define which target requirements should be applied before and after the transition ranges, depending on the detected actuation path.

[0028] According to the invention, an evaluation module for carrying out the method according to the invention is further provided, wherein the evaluation module is designed, to continuously determine the actuation paths of the actuating device, to assign an actuation speed parameter to each determined actuation path, so that pairs of values ​​can be continuously formed from the determined actuation path and the assigned actuation speed parameter, whereby the actuation speed parameter can be formed as a function of the actuation speed of the actuating device at the actuation path, and on the basis of the formed pairs of values ​​it can be checked whether significant changes in the actuation speed occur, whereby jumps and / or kink points in the actuation characteristic can be assigned to the actuation paths at which significant changes in the actuation speed occur.

[0029] Preferably, the evaluation module is integrated into a vehicle's control unit and / or is not located in the actuating unit. This can be implemented via software and / or hardware, for example, as a software or hardware extension in the respective control unit.

[0030] According to the invention, a vehicle with the evaluation module is further provided, wherein the vehicle has at least one actuation unit, wherein the at least one actuation unit is connected to the evaluation module via a communication path for transmitting the actuation path to the evaluation module.

[0031] Preferably, the evaluation module is not located in the actuating unit and / or the evaluation module is part of a control unit of the vehicle. Accordingly, the method can preferably take place outside the actuating unit, so that the latter does not require an evaluation module or a storage unit for storing an actuating characteristic curve.

[0032] Preferably, the actuating unit is a brake actuating unit with a foot-operated brake pedal, a hand-operated parking brake lever, or a stretch brake lever as the actuating means in an electrically controlled braking system, and / or a drive actuating unit with a drive pedal (accelerator pedal) as the actuating means of an electrically controlled drive system. However, other actuating units and actuating means are also possible. The actuating unit is understood here to be the entire unit consisting of the actuating means and related components. Thus, at least all those components that influence the actuating characteristics are included. For example, in the case of an electropneumatic foot brake valve, this also includes the pneumatic components, which may also contain springs and thus contribute to the actuating characteristics. This applies analogously to other types of actuating.

[0033] The invention will be explained in more detail below with reference to the drawings. The drawings show: Fig. 1 a vehicle with a brake actuation unit and a drive actuation unit; Fig. 2a an exemplary demand characteristic curve for a specific spring characteristic curve; Fig. 2 characteristic curves resulting from actuation signals; Fig. 2c a combination of the characteristic curves according to Fig. 2b from different measurements; Fig. 2 your frequency distribution for the characteristic curves according to Fig. 2c ; and Fig. 3 a flowchart of the method according to the invention.

[0034] According to Figur 1 A vehicle 1, in particular a commercial vehicle 1, is shown, which has an electrically controlled braking system 2 and an electrically controlled drive system 3. As part of the braking system 2, a brake actuation unit 2a with a brake actuation means 2b, for example a brake pedal, a parking brake lever, or a stretch brake lever, is provided, which can be actuated manually by a driver or automatically by an actuation system and can be deflected by a specific brake actuation distance sB. Similarly, a drive actuation means 3b, e.g., an accelerator pedal, of a drive actuation unit 3a of the drive system 3 can be deflected manually or automatically by a drive actuation distance sA. The respective actuation distance sB, sA, can be determined by a displacement sensor 2c, 3c in the respective actuation unit 2a, 3a.

[0035] Depending on the respective actuation path sB, sA, a brake actuation signal BB or a drive actuation signal BA is output to a brake evaluation module 2d or a drive evaluation module 3d, respectively. The brake evaluation module 2d can be part of a brake control unit 2e (ECU), and the drive evaluation module 3d can be part of a drive control unit 3e (ECU). The respective control unit 2e, 3e (ECU) serves as the higher-level control system for the brake system 2 to implement a deceleration request (target vehicle deceleration ztarget) or for the drive system 3 to implement an acceleration request (target vehicle acceleration atarget). The evaluation modules 2d, 3d can also be located at a different location within the vehicle 1.

[0036] According to the invention, an actuation signal BB, BA, which characterizes or contains the respective actuation path sB, sA, is transmitted to the respective evaluation module 2d, 3d via a specific communication path 2f, 3f (wireless or wired) according to the invention. To implement a target requirement zSet, aSet corresponding to the actuation path sB, sA, the respective evaluation module 2d, 3d refers to a stored requirement characteristic curve KB, KA (see figure). Fig. 2a ) which assigns a specific desired target requirement zSpot, aSpot to the actuation path sB, sA, e.g., a target vehicle deceleration zSpot (braking system 2) or a target vehicle acceleration aSpot (drive system 3). This requirement characteristic KB, KA can, for example, be stored directly in the evaluation module 2d, 3d in a storage unit 2g, 3g or in an external storage unit 4.

[0037] A brake demand characteristic curve KB already takes into account the actuation characteristic F of the brake actuation unit 2a. Accordingly, an actuation characteristic curve is already included, where the actuation characteristic curve indicates which actuation force PF must be applied for a specific brake actuation travel sB. This actuation characteristic curve can have jumps Mi and / or inflection points Li, at which the behavior of the brake actuation unit 2a changes and which are therefore also taken into account in the brake demand characteristic curve KB. The changing behavior results from a spring characteristic curve FK (see...). Fig. 2a ) of the brake actuation unit 2a, which co-determines the actuation characteristic F and which is defined by one or more springs 2h in the brake actuation unit 2a, wherein the springs 2h oppose the actuation of the brake actuation means 2b to varying degrees depending on the brake actuation travel sB. The spring characteristic curve FK includes all springs 2h that have an effect on the actuation characteristic F or the actuation force PF required. The brake actuation unit 2a comprises all these springs 2h.

[0038] Accordingly, depending on the number of jumps Mi and / or inflection points Li, different actuation ranges Nk can be defined, in each of which different actuation forces PF are required to deflect the respective brake actuation device 2b, acting in the opposite direction to the actuation. This achieves a specific pedal feel or actuation feel, whereby the brake demand characteristic KB can be used to determine which vehicle reaction or target vehicle deceleration zSoll should follow in the respective actuation ranges Nk by making a corresponding assignment. In the brake demand characteristic KB, transition ranges Üi are assigned to the jumps Mi and / or the inflection points Li or the respective brake actuation paths sB at which they occur, in which the individual actuation ranges Nk transition into one another.The respective target vehicle deceleration zSoll can then be output via a brake request signal SXB for implementation by the electronically controlled brake system 2.

[0039] The calibration of the brake actuation signal BB therefore does not take place in the brake actuation unit 2a itself by applying a pre-learned actuation characteristic curve, as is the case in the prior art, but rather in the brake evaluation module 2d via a brake demand characteristic curve KB that already automatically takes the actuation characteristic curve into account. This eliminates the need for a storage unit in the brake actuation unit 2a and for a pre-performed calibration, thus minimizing space and costs.

[0040] The same applies to the drive actuation unit 3a, which has springs 3h and thereby forms a specific actuation characteristic F according to a specific spring characteristic curve FK with jumps Mi and / or inflection points Li. The drive actuation signal BA of the drive actuation unit 3a is calibrated in the drive evaluation module 3d via a drive requirement characteristic curve KA with transition ranges Üi, which takes the actuation characteristic F into account, so that a resulting target vehicle acceleration aSun can be output via a drive requirement signal SXA for implementation by the drive system 3.

[0041] To ensure that, in these configurations, when the actuating units 2a, 3a or the control devices 2e, 3e or the evaluation modules 2d, 3d are replaced, a current requirement characteristic KB, KA is available that takes into account the specific jumps Mi and / or inflection points Li from the actuating characteristic F or the actuating characteristic of the respective actuating unit 2a, 3a, the invention provides for the requirement characteristic KB, KA to be taught in during the operation of the actuating unit 2a, 3a. For this purpose, the actuating path sB, sA, which is set during manual or automated actuation of the actuating means 2b, 3b, is analyzed in more detail.

[0042] It was recognized that when the respective actuating means 2b, 3b is manually or automatically actuated by the driver or the actuating system, when the actuating path sB, sA approaches one of the jumps Mi and / or inflection points Li in the actuating characteristic F, i.e., when there is a change in the spring characteristic FK of the respective actuating means 2b, 3b, changes in the actuating speed vB, vA of the respective actuating means 2b, 3b also occur simultaneously (see Fig. 2b ).

[0043] This results from the fact that the driver or the actuation system is generally unable to maintain the actuation speed vB, vA exactly at the jumps Mi and / or inflection points Li of the actuation characteristic F when the required actuation force PF changes. It cannot immediately adapt to the change in force. For example, an increase in the actuation force PF from one of the jumps Mi and / or inflection points Li results in a reduction of the actuation speed vA, vB, and conversely, a reduction in the actuation force PF from one of the jumps Mi and / or inflection points Li results in an increase in the actuation speed vA, vB. In both cases, the driver or the automated actuation system does not anticipate a change in the actuation characteristic F or the required actuation force PF, which is reflected in a change in the actuation speed vB, vA.Against this background, the learning process can be carried out according to . Fig. 3 The process is carried out as follows: In an initial step St0, the procedure is initialized, for example after replacing the actuating unit 2a, 3a or after a certain period of time to counteract wear. In a first step St1, the respective actuating path sB, sA is determined from the transmitted actuating signal BB, BA over time t (see...). Fig. 2b In a second step, the actuation velocity vB, vA and / or an actuation acceleration aB, aA for each actuation path sB, sA is determined from the temporal profile as an actuation velocity parameter St2, e.g., by simply and / or twice differentiating the actuation path sB, sA or by simply and / or twice calculating a difference quotient Q. When the respective actuation means 2b, 3b is loaded, the actuation velocity vB, vA is positive, and when the respective actuation means 2b, 3b is unloaded, it is negative. In a simplified version, only positive values ​​for the actuation velocity vB, vA can be considered, i.e., only when the respective actuation means 2b, 3b is loaded. Subsequently, an optional filtering of the derived signal can be performed (St2a).

[0044] Each actuation path sB, sA can now be assigned a specific actuation speed parameter, i.e., an actuation speed vB, vA and / or an actuation acceleration aB, aA, so that in a third step St3, value pairs PB(sB, vB / aB), PA(sA, vA / aB) can be generated from the recorded actuation path sB, sA and the assigned actuation speed vB, vA or actuation acceleration aB, aA. Both the actuation speed vB, vA and the actuation acceleration aB, aA can be used to evaluate the change in the actuation speed vB, vA due to a jump Mi and / or a kink Li at a specific actuation path sA, sB.

[0045] The value pairs PB, PA can be according to Fig. 2c The values ​​are plotted, resulting in a point cloud when several such value pairs PB, PA are plotted. The determination of such value pairs PB, PA takes place continuously for one or more actuations of the actuating means 2b, 3b. To determine whether jumps Mi and / or kinks Li are present in the actuating characteristic F, a fourth step St4 is first provided to check, based on the generated value pairs PB, PA, whether significant changes in the actuating speed vB, vA occur.

[0046] This can be done, for example, by determining in a first sub-step St4.1 whether a falling flank X (see above) occurs in the actuation speed vB, vA when loading the respective actuating means 2b, 3b. Fig. 2c ) is present, and / or it is determined whether an increasing flank Y exists for the unloading of the respective actuating means 2b, 3b. This follows from the fact that when loading the respective actuating means 2b, 3b over a jump Mi and / or inflection point Li, a decrease in the actuating speed vB, vA is to be expected if the actuating force PF increases at the jump Mi and / or inflection point Li in the loading direction, and when unloading over the same jump Mi and / or inflection point Li, an increase in the actuating speed vB, vA is to be expected, since the actuating force PF decreases at the jump Mi or inflection point Li along the unloading direction. As already described, this follows from the driver's inability to adapt to the change in force. The respective flanks X, Y can be determined directly from the temporal profile of the actuating speed vB, vA.

[0047] Additionally or alternatively, in a second sub-step St4.2, the actuation acceleration aB, aA can be used to determine whether a maximum acceleration amax or a minimum acceleration amin exists for specific actuation paths sB, sA. The actuation path sB, sA at which a maximum acceleration amax or a minimum acceleration amin occurs can be identified as a jump Mi and / or an inflection point Li in the actuation characteristic F, since the actuation speed vB, vA changes continuously and to a maximum extent due to the change in force. Additionally, an averaged maximum acceleration aavgmax or an averaged minimum acceleration aavgmin and the respective associated actuation path sB, sA can be determined over several actuations in order to identify the jumps Mi and / or inflection points Li and, if necessary, to verify them with the determination via the actuation speed vB, vA.

[0048] To improve the quality of the assessment, it may be additionally provided that, in a preliminary step St4a, a histogram H is created from the formed value pairs PB, PA, which is exemplified in Fig. 2d The histogram H represents a frequency distribution of the value pairs PB, PA, i.e., the frequency with which A could be determined for a specific actuation speed vB, vA and / or actuation acceleration aB, aA when the actuating device 2b, 3b was actuated multiple times with a specific actuation path sB, sA. The higher the frequency A for a square or a specific value pair PB, PA in the histogram H, the higher the Fig. 2d Example number given.

[0049] In all evaluation variants, preferably only certain value pairs PB, PA can be considered. For example, only those value pairs PB, PA can be used where the actuation path sB, sA lies within an actuation interval sI and / or the actuation speed vB, vA lies within a speed interval vl and / or the actuation acceleration aB, aA lies within an acceleration interval al. The actuation intervals sl, vl, al can be defined here depending on a standard actuation characteristic FD with known jumps Mi and / or inflection points Li.

[0050] Furthermore, it can be considered whether a pair of values ​​PB, PA belongs to a continuous actuation of the actuator. For this purpose, the actuation speed vB, vA can be monitored over a specific actuation path sB, sA. If, for example, it is determined that the actuation speed vB, vA remains above a speed limit vG for at least a minimum actuation interval slmin, then continuous actuation of the actuator can be concluded. This allows pairs of values ​​PB, PA for which a very small change in the actuation speed vB, vA is expected at one of the jumps Mi and / or inflection points Li, or which provide no indication of a jump Mi and / or inflection point Li, to be disregarded during the evaluation or testing, thereby reducing computation time and memory requirements.

[0051] In a fifth step of the test, St5, jumps Mi and / or inflection points Li in the actuation characteristic F can be assigned to a specific actuation path sB, sA, where a falling edge Y and / or a rising edge X and / or an acceleration maximum amax and / or an acceleration minimum amin and / or an averaged acceleration maximum aavgmax and / or an averaged acceleration minimum aavgmin occur. In the histogram H, higher frequencies A are to be expected in the region of a falling edge Y and / or a rising edge X and / or an acceleration maximum amax and / or an acceleration minimum amin and / or an averaged acceleration maximum aavgmax and / or an averaged acceleration minimum aavgmin, since these orValue pairs PB, PA with these values ​​of the actuation speed parameter are determined with a higher number of actuations of the respective actuation means 2b, 3b. This can be taken into account when creating the requirement characteristic curve KB, KA by assigning the actuation paths sB, sA, in which jumps Mi and / or inflection points Li were detected, to a transition range Üi in the requirement characteristic curve KB, KA. A specific change in driving dynamics can be assigned to the actuation ranges Nk between the jumps Mi and / or the inflection points Li or the transition ranges Ük by defining a target requirement zTarget, aTarget as a function of the actuation path sB, sA.

[0052] Preferably, it can also be provided that, in the event that no clear indication of jumps Mi and / or inflection points Li in the actuation characteristic F can be found during the test for significant changes in the actuation speed vB, vA from the histogram H or from the value pairs PB, PA of individual actuations, because, for example, there are too few actuations, the standard actuation characteristic FD is used initially, which corresponds, for example, to a standard spring characteristic curve in which the position of the jumps Mi and / or inflection points Li is known. Reference symbol list (part of the description)

[0053] 1 Vehicle 2 Electrically controlled braking system 2a Brake actuation unit 2b Brake actuation device 2c Position sensor of the brake actuation unit 2a 2d Brake evaluation module 2e Brake control unit 2f Communication path in the braking system 2g Brake storage unit 2h Spring in the brake actuation unit 3 Electrically controlled drive system 3a Drive actuation unit 3b Drive actuation device 3c Position sensor of the drive actuation unit 3a 3d Drive evaluation module 3e Drive control unit 3f Communication path in the drive system 3g Drive storage unit 3h Springs in the drive actuation unit 3a 4 External storage unit A Frequency a Target vehicle target acceleration aB Brake actuation acceleration aA Drive actuation acceleration al Acceleration interval amax Acceleration maximum aavgmax Average acceleration maximum amin Acceleration minimum aavgmin Average acceleration minimum BA Drive actuation signal BB Brake actuation signal F Actuation characteristicFK Spring characteristic curve FD Standard actuation characteristic H Histogram KA Drive requirement characteristic curve KB Brake requirement characteristic curve Li Inclination points in the actuation characteristic Mi Jumps in the actuation characteristic Nk Actuation ranges PB, PA Value pairs PF Actuation force Q Difference quotient sA Drive actuation travel sB Brake actuation travel sl Actuation interval slmin Minimum actuation interval SXA Drive requirement signal SXB Brake requirement signal t Time Üi Transition range in the requirement characteristic curve KB, KA vA Drive actuation speed vB Brake actuation speed vG Speed ​​limit vl Speed ​​interval X Falling edge Yan Rising edge z Target vehicle target deceleration i, k Index St1, St2, St3, St4, St4a, St4.1, St4.2, St5 Steps of the procedure

Claims

1. Method for determining jumps (Mi) and / or break points (Li) in an actuation characteristic (F) of an actuation unit (2a, 3a), wherein the actuation unit (2a, 3a) can be actuated via an actuation means (2b, 3b), wherein the actuation characteristic (F) defines different actuation ranges (Nk) which are separated from one another by the jumps (Mi) and / or the break points (Li), wherein different actuation forces (PF) for actuating the actuation means (2b, 3b) are each set in the actuation ranges (Nk), wherein the jumps (Mi) and / or the break points (Li) are determined by actuating the actuation means (2b, 3b), in which method - actuation travel values (sB, sA) of the actuation means (2b, 3b) are continuously determined (St1), - an actuation speed parameter (vB, vA, aB, aA) is assigned (St2) to each of the determined actuation travel values (sB, sA), so that pairs of values (PB, PA) consisting of the determined actuation travel value (sB, sA) and the assigned actuation speed parameter (vB, vA, aB, aA) are continuously formed (St3), wherein the actuation speed parameter (vB, vA, aB, aA) is formed on the basis of an actuation speed (vB, vA) of the actuation means (2b, 3b) at the relevant actuation travel value (sB, sA), and - using the pairs of values (PB, PA) formed, it is checked whether there are (St4) significant changes (X, Y) in the actuation speed (vB, vA), wherein jumps (Mi) and / or break points (Li) in the actuation characteristic (F) are assigned (St5) to the actuation travel values (sB, sA) at which there are significant changes (X, Y) in the actuation speed (vB, vA).

2. Method according to claim 1, characterized in that the actuation speed (vB, vA) is used as an actuation speed parameter, the actuation speed (vB, vA) being derived from the actuation travel value (sB, sA), in particular by deriving the actuation travel value (sB, sA) and / or by forming a difference quotient (Q).

3. Method according to claim 1 or claim 2, characterized in that when checking for significant changes (X, Y) in the actuation speed (vB, vA), it is established whether, for a specific actuation travel value (sB, sA), there is (St4.1) a falling edge (X) in the actuation speed (vB, vA) and / or a rising edge (Y) in the actuation speed (vB, vA).

4. Method according to any of the preceding claims, characterized in that an actuation acceleration (aB, aA) is used as an actuation speed parameter, the actuation acceleration (aB, aA) characterizing the change in actuation speed (vB, vA) over time, the actuation acceleration (aB, aA) being derived from the actuation travel value (sB, sA), in particular by twice deriving the actuation travel value (sB, sA) and / or by twice forming a difference quotient (Q).

5. Method according to claim 4, characterized in that when checking for a significant change (X, Y) in the actuation speed (vB, vA), it is established at which actuation travel value (sB, sA) an acceleration maximum (amax) or an acceleration minimum (amin) is located (St4.2).

6. Method according to claim 5, characterized in that acceleration maxima (amax) and acceleration minima (amin) are averaged over a plurality of actuations of the actuation means (2b, 3b) and, when checking for a significant change (X, Y) in the actuation speed (vB, vA), it is established at which actuation travel value (sB, sA) an averaged acceleration maximum (aavgmax) or an averaged acceleration minimum (aavgmin) is located.

7. Method according to any of claims 4 to 6, characterized in that significant changes (X, Y) in the actuation speed (vB, vA) resulting from pairs of values (PB, PA) consisting of the determined actuation travel value (sB, sA) and the assigned actuation speed (vB, vA) are compared and / or validated and / or corrected with significant changes (X, Y) in the actuation speed (vB, vA) resulting from pairs of values (PB, PA) consisting of the determined actuation travel value (sB, sA) and the assigned actuation acceleration (aB, aA).

8. Method according to any of the preceding claims, characterized in that the actuation travel value (sB, sA) is output via an actuation signal (BB, BA) generated by the actuation unit (2a, 3a) on the basis of the actuation, the actuation travel value (sB, sA) preferably being detected by a travel sensor (2c, 3c).

9. Method according to any of the preceding claims, characterized in that the actuation characteristic (F) is specified by a spring characteristic curve (FK), the spring characteristic curve (FK) being defined by springs (2h, 3h) in the actuation unit (2a, 3a), the springs (2h, 3h) opposing actuation of the actuation means (2b, 3b) to different degrees in the respective actuation ranges (Nk) and there being break points (Li) in the spring characteristic curve (FK) between the actuation ranges (Nk).

10. Method according to any of the preceding claims, characterized in that when determining the pairs of values (PB, PA) and / or when checking for a significant change (X, Y) in the actuation speed (vB, vA), only the pairs of values (PB, PA) for which the actuation travel value (sB, sA) lies in one or more specified actuation intervals (sI) and / or the actuation speed (vB, vA) lies in one or more specific speed intervals (vI) and / or the actuation acceleration (aB, aA) lies in one or more specific acceleration intervals (aI) are taken into account.

11. Method according to claim 10, characterized in that the actuation interval (sl) and / or the speed interval (vI) and / or the acceleration interval (al) are established on the basis of a standard actuation characteristic (FD) for the relevant actuation unit (2a, 3a).

12. Method according to any of the preceding claims, characterized in that when determining the pairs of values (PB, PA) and / or when checking for a significant change (X, Y) in the actuation speed (vB, vA), only the pairs of values (PB, PA) for which the absolute value of the actuation speed (vB, vA) remains above a speed limit (vG), at least for a minimum actuation interval (slmin), are used.

13. Method according to any of the preceding claims, characterized in that - a histogram (H) is created (St4a) for the continuously formed pairs of values (PB, PA) consisting of the determined actuation travel value (sB, sA) and the assigned actuation speed parameter (vB, vA, aB, aA), a frequency (A) for the occurrence of this pair of values (PB, PA) being determined for each pair of values (PB, PA) formed when actuating the actuation means (2b, 3b), and this frequency (A) being assigned to the pair of values (PB, PA); and - the histogram (H) is evaluated by checking whether pairs of values (PB, PA) accumulate for specific actuation travel values (sB, sA), the actuation travel values (sB, sA) where pairs of values (sB, sA) accumulate being identified as significant changes (X, Y) in the actuation speed (vB, vA), these significant changes (X, Y) in the actuation speed (vB, vA) being assigned jumps (Mi) and / or break points (Li) in the actuation characteristic (F).

14. Method according to any of the preceding claims, characterized in that in the event that, during the check for a significant change (X, Y) in the actuation speed (vB, vA), jumps (Mi) and / or break points (Li) in the actuation characteristic (F) cannot be assigned to an actuation travel value (sB, sA), a jump (Mi) and / or a break point (Li) is assigned to the actuation travel values (sB, sA) where a jump (Mi) and / or a break point (Li) is located in one of the standard actuation characteristics (FD) assigned to the actuation unit (2a, 3a).

15. Method according to any of the preceding claims, characterized in that after determining the jumps (Mi) and / or the break points (Li), a requirement characteristic curve (KB, KA) is created, the requirement characteristic curve (KB, KA) assigning different dependencies between the target requirements (zSoll, aSoll) to be implemented and the correspondingly specified actuation travel value (sB, sA) to the actuation ranges (Nk) which are separated from one another by the jumps (Mi) and / or the break points (Li).

16. Evaluation module (2d, 3d) for carrying out the method according to any of the preceding claims, wherein the evaluation module (2d, 3d) is configured to - continuously determine actuation travel values (sB, sA) of the actuation means (2b, 3b), - assign an actuation speed parameter (vB, vA, aB, aA) of the actuation means (2b, 3b) to each of the determined actuation travel values (sB, sA), so that pairs of values (PB, PA) consisting of the determined actuation travel value (sB, sA) and the assigned actuation speed parameter (vB, vA, aB, aA) can be continuously formed, wherein the actuation speed parameter (vB, vA, aB, aA) can be formed on the basis of the actuation speed (vB, vA) of the actuation means (2b, 3b) at the relevant actuation travel value (sB, sA), and - using the pairs of values (PB, PA) formed, it can be checked whether significant changes (X, Y) in the actuation speed (vB, vA) occur, it being possible for jumps (Mi) and / or break points (Li) in the actuation characteristic (F) to be assigned to the actuation travel values (sB, sA) at which significant changes (X, Y) in the actuation speed (vB, vA) occur.

17. Vehicle (1) comprising an evaluation module (2d, 3d) according to claim 16, wherein the vehicle (1) has at least one actuation unit (2a, 3a) and a travel sensor, wherein the at least one actuation unit (2a, 3a) is connected to the evaluation module (2d, 3d) via a communication path (2f, 3f) in order to transmit the actuation travel value (sB, sA) to the evaluation module (2d, 3d), and wherein the travel sensor is configured to detect the actuation travel value.

18. Vehicle (1) according to claim 17, characterized in that the evaluation module (2d, 3d) is not arranged in the actuation unit (2a, 3a) and / or the evaluation module (2d, 3d) is part of a control apparatus (2e, 3e) of the vehicle (1).

19. Vehicle according to claim 18, characterized in that the actuation unit (2a, 3a) is a brake actuation unit (2a) comprising a brake actuation means (2b) of an electrically controllable brake system (2) and / or a drive actuation unit (3a) comprising a drive actuation means (3b) of an electrically controllable drive system (3).