Method for controlling an electric parking brake and / or an electric parking lock of a vehicle, in particular a motor vehicle

Abstract

The invention relates to a method for controlling an electric parking brake and / or an electric parking lock, wherein the parking brake and the parking lock are actuated and / or operated for engagement and / or disengagement, wherein for the purpose of implementing the actuation of the parking brake and / or the parking lock, an electric vehicle electrical system is provided and / or present, wherein the voltage level of the electric vehicle electrical system is continuously monitored, wherein a first critical voltage state is reached when a first specific voltage level is undershot, wherein when the first critical voltage state is determined and / or detected, a first specific actuation is implemented for the purpose of anti-rolling of the vehicle. The flexibility of use of the parking brake and / or the parking lock is thereby increased, i.e. a second critical voltage state can be determined and / or can be detected when a second specific voltage level is undershot, wherein the second specific voltage level is smaller than the first specific voltage level, and when the second critical voltage state is determined and / or detected, a second specific actuation is implemented for the purpose of anti-rolling of the vehicle.

Description

Technical Field

[0001] This invention relates to a method for controlling an electric parking brake and / or electric parking lock for a vehicle, particularly a motor vehicle, according to the present invention. Background Technology

[0002] Several methods and / or control systems for controlling a vehicle's parking brake and / or parking lock are known in the prior art. If the driver of the vehicle, for example, operates the so-called "EPB" button accordingly, the electric parking brake is engaged or activated in the vehicle. If the driver wants to deactivate the electronic parking brake again, they can again operate the "EPB" button accordingly. Systems known in the prior art are specifically designed such that, in the event of a failure, for example, in the vehicle's electrical system, the electric parking brake remains precisely in its intended position. In other words, if the vehicle's electrical system fails and the electric parking brake was previously engaged, the electric parking brake remains engaged, i.e., activated. Conversely, if the vehicle's electrical system fails and the electric parking brake was not previously engaged, the electric parking brake also remains disengaged, i.e., deactivated. A system in which the corresponding components accurately remain in the same position or orientation as they were before the electrical system failed is also known as a "bistable system".

[0003] Furthermore, electric parking locks are known in the prior art, which engage, particularly in vehicles, especially motor vehicles, if the driver selects gear "P," and are engaged, particularly via the gear shift lever. Gear "P" is also referred to as the "parking gear." In the case of an electric parking lock, the electric parking lock in the transmission is activated, and essentially mechanically engaged, for example, when the driver correspondingly operates the button and / or gear shift lever and when selecting gear / parking gear "P." For this purpose, an electric control motor is used. If the vehicle's electrical system fails, this electrically engaged parking lock can also be unlocked, particularly manually, via a so-called "emergency operating system." However, the currently known systems or operating modes of electric parking locks are essentially designed "monostable." This specifically means that in the event of a failure in the vehicle's electrical system, the electric parking lock is always brought to the effectively engaged position ("in direction P"). When the vehicle's electrical system fails, the electric holding magnet that would otherwise keep the electric parking lock in the disengaged position can no longer operate. Therefore, especially via a mechanical "spring-emergency system," the electric parking lock is always brought to the engaged / activated state even if the electrical system fails. In other words, when the electrical system fails, the electric parking lock is usually moved to the engaged state, primarily to prevent rolling in the vehicle.

[0004] Thus, methods and / or control systems are known in the prior art, for example from DE 10 2017 211 398A1, on which this invention is based, in which a vehicle has a correspondingly operated electric parking brake and electric parking lock. Here, the parking brake and parking lock are therefore electrically operated and / or electrically operated by means of a corresponding electric motor / drive motor and / or operable actuator to engage and disengage accordingly. To implement the corresponding operation of the parking brake and / or parking lock, an electrical on-board electrical network, particularly a 12V low-voltage network, is provided and / or present to provide electrical power. The voltage level of the electrical on-board electrical network is now continuously monitored. When it falls below a certain voltage level, a critical voltage state is reached. In this case, anti-rollover of the vehicle is achieved through the corresponding specific operation of the parking brake and / or parking lock, i.e., when this critical voltage state of the on-board electrical network is determined and / or detected. If the critical voltage state in the on-board electrical network is now detected during the autonomous parking process, a corresponding signal is sent to the control unit. Upon receiving a signal, the control unit will activate the braking system and / or secure the vehicle via the drive system. In other words, during autonomous parking, under critical voltage conditions of the onboard electrical system, the hydraulic service brake, electric parking brake, or electric parking lock will be correspondingly operated and / or effectively engaged to prevent the vehicle from rolling under critical voltage conditions, especially before the onboard electrical system completely fails.

[0005] For example, DE 10 2018 215 605 A1 also describes the potential failure of the on-board electrical network and / or the occurrence of critical voltage states. Here, the on-board electrical network of the motor vehicle has a first voltage loop and a second voltage loop, wherein the operating voltage in the first voltage loop is higher than the operating voltage in the second voltage loop. Furthermore, the second voltage loop has an auxiliary battery in addition to the main battery, thereby achieving a certain degree of system redundancy. However, the control overhead of the two voltage loops and the implementation of redundancy are costly and concentrated.

[0006] In the methods or systems known in the prior art upon which this invention is based, although the voltage state of the electric vehicle electrical network is monitored and a critical voltage state is determined, when the critical voltage state is determined, i.e., during the autonomous parking process of the vehicle, specific operation of the parking brake and / or parking lock is performed to achieve anti-rollover. This occurs precisely when the autonomous parking process of the motor vehicle is underway, whereby the autonomous parking process is interrupted due to the achievement of anti-rollover, thereby securing the vehicle accordingly. For this purpose, the parking assistance system has a monitoring unit, which is also configured to continuously or periodically monitor the electric vehicle electrical network. In any case, in the known methods or systems, on the one hand, there is no disclosure of the possibility of achieving anti-rollover for driving states other than the driving state of the motor vehicle during the autonomous parking process, or on the other hand, simply engaging or effectively activating the electric parking brake and / or electric parking lock to achieve anti-rollover when the critical voltage state of the electric vehicle electrical network is determined. Therefore, the method or system mentioned at the beginning is not optimally constructed. Summary of the Invention

[0007] Therefore, the object of the present invention is to design and improve upon known methods or control systems to such an extent that the control of electric parking brakes and / or electric parking locks for vehicles is made more flexible in use, particularly by enabling simple operation of the components and cost-effective operation.

[0008] The aforementioned task is now first solved by the method according to the invention.

[0009] The basic principle of this invention now lies first in that, when the voltage level is below a second specific voltage level, a second critical voltage state, different from a first critical voltage state of the vehicle electrical network, can be determined and / or detected, wherein the second specific voltage level is lower than the first specific voltage level. This achieves a first advantage, namely, that, compared to prior art, a distinction is made between multiple critical voltage states of the vehicle electrical network, at least between the first and second critical voltage states. This also has the advantage that anti-rollover of the vehicle is thus achieved by a corresponding second specific operation of the parking brake and / or parking lock, different from the first specific operation, when the second critical voltage state is determined and / or detected. In other words, the first specific operation of the parking brake and / or parking lock is achieved when the first critical voltage state is determined, wherein, when the second critical voltage state is determined or present, a second specific operation of the parking brake and / or parking lock, different from the first specific operation, is achieved. Therefore, the flexibility of the entire system is improved. In particular, the method can be used in different driving conditions and / or can achieve different operations of the parking brake and / or parking lock in different driving conditions, which should now be explained in more detail.

[0010] In the method according to the invention, the parking brake and / or parking lock are particularly designed and / or constructed to be purely electrically operable. In other words, in the method and system according to the invention, when the critical voltage state of the electric vehicle electrical network is determined, a "spring-emergency system" without mechanical components for the parking lock is used to engage the parking lock in the transmission. According to the method according to the invention, which will be explained in more detail later, under specific conditions, i.e., according to a first specific operation or according to a second specific operation, the electric parking brake and / or electric parking lock are engaged at the first or second critical voltage state. The method or system according to the invention therefore utilizes, in particular, purely electrically operable components, especially the vehicle's purely electrically operable parking brake and purely electrically operable parking lock, without requiring an additional mechanical "emergency assistance system." The latter leads to a reduced or cost-effective implementation of the method and / or system according to the invention, because the method according to the invention can be implemented using components already present in the vehicle and does not require costly additional components.

[0011] In principle, under the first critical voltage state and / or the second critical voltage state, a warning message for the vehicle driver is generated and / or output, particularly visually and / or audibly. In particular, under the first critical voltage state, a warning message for the driver, "Drive carefully" and / or "Find a shop," is displayed visually, while under the second critical voltage state, a warning message, "Stop the vehicle," is generated and / or output, thereby making the driver aware that he should stop the vehicle as quickly as possible.

[0012] First, once the first critical voltage state of the electrical on-board network is determined, the first specific operation of the parking brake and / or parking lock should now be described:

[0013] In particular, the movement of the vehicle is continuously monitored and / or determined, especially the current vehicle speed. Therefore, the movement of the vehicle is monitored at least under a first critical voltage state, wherein, upon determining that the vehicle is stationary, the control device requests the closing of the parking brake, and in particular, the parking brake closes automatically. This is thus used to achieve anti-rollover under the first critical voltage state.

[0014] However, if the parking brake fails to close or fully close under the first critical voltage condition, especially due to a malfunction and / or closes only with insufficient braking force, then the parking lock in the vehicle's transmission is additionally engaged when the vehicle stops (i.e., in a vehicle-stationary state). When the parking brake should be unusable for the aforementioned reasons, the latter (i.e., the engagement of the parking lock) thus achieves anti-rollover protection.

[0015] Under the first critical voltage condition, the parking brake is opened via manual operation of the EBP button, particularly when the driver operates the EPB button, or automatically when the vehicle starts, particularly when the driver operates the drive pedal and / or a gear other than Park (“P”) is engaged or selected by the driver accordingly. This means that under the first critical voltage condition, the driver essentially decides whether to deactivate the parking brake and continue driving (or not to continue driving), especially if they operate the drive pedal or select a gear other than Park (“P”), in which case they will continue driving.

[0016] Under the first critical voltage state, when the vehicle starts again after being in a stationary state and exceeds a specific speed threshold (especially a specific minimum speed) and / or completes a specific time span, the above method or the above method steps are restarted from the beginning.

[0017] If a first critical voltage state exists and the vehicle is in motion, i.e., the vehicle is outside the vehicle-stationary state, no intervention is made by the parking brake or parking lock.

[0018] Below, when the second critical voltage state is present, the second specific operation of the parking brake and / or parking lock will now be described in particular:

[0019] Because the movement of the vehicle or its speed is specifically determined and / or monitored, the vehicle's movement is also monitored at least in the second critical voltage state, wherein, upon determining that the vehicle is stationary, the control device requests the parking brake to be closed, in particular, the parking brake closes automatically. The method steps are essentially the same initially as the corresponding method steps in the first critical voltage state. However, additionally, in the second critical voltage state, the parking lock in the vehicle's transmission is also engaged, in particular always engaged, i.e., the parking gear (“P”) is activated or the parking lock in the transmission is engaged. Therefore, in the second critical voltage state, vehicle anti-rollover is always achieved at least via the parking lock, regardless of whether the parking brake is available.

[0020] The parking brake is engaged manually via the EPB button, and / or automatically when the vehicle starts moving again, especially when the driver operates the drive pedal. However, this requires engagement under the second critical voltage state or active selection by the driver of a gear other than the parking position (“P”), such as drive (“D”). The control unit then receives a signal that the parking lock should be effectively disengaged again. The above method is particularly applicable in a vehicle-stationary state under the second critical voltage state.

[0021] When a second critical voltage state of the vehicle exists, but the vehicle's motion is determined, i.e., especially the vehicle speed (from which it can be seen that there is no vehicle-stationary state), for example, when the vehicle reaches the second critical voltage state on a rural road or highway, then the driving torque is limited by the corresponding operation of the vehicle's drive motor and / or transmission, especially thus limiting and / or reducing the vehicle's possible achievable speed. Simultaneously, a warning message is generated and / or output to the driver, which includes at least a prompt to the driver that the vehicle's speed is limited and / or that a serious malfunction of the vehicle exists. In other words, the driver is specifically prompted to stop and / or park the vehicle as quickly as possible. If the latter is not performed by the driver, the parking lock in the transmission is unconditionally or immediately engaged technically after a specific time span, especially after 60 seconds. Here, "technically engaged" of the parking lock does not simultaneously include effective engagement of the parking lock. The latter (i.e., effective engagement of the parking lock in the transmission) only occurs when the reduced vehicle speed is below a specific limit, especially 2.5 km / h. This ensures that at higher vehicle speeds, especially above 2.5 km / h, although the control system generates a signal for engaging the parking lock technically, the parking lock is mechanically constructed and designed within the transmission so that it is only effectively engaged when the vehicle speed is below a certain limit, especially 2.5 km / h, and then can be locked.

[0022] When the vehicle is in a state where the parking lock is engaged, the force engagement between the transmission and the drive motor is also disengaged, and a specific warning message is generated and / or output to the driver, especially visually and / or audibly. The warning message includes, in particular, a prompt to the driver that the transmission is defective and / or the vehicle should be stopped as soon as possible.

[0023] The control technology restarts from scratch only when the vehicle starts again after being stationary and exceeds a certain speed threshold and / or completes a certain time span.

[0024] The advantages mentioned at the beginning are achieved by utilizing the method steps explained above, or by corresponding specific operation of the parking brake and / or parking lock in the presence of a first critical voltage state or a second critical voltage state. In particular, different possibilities for operating the electric parking brake and / or electric parking lock can now be realized for different driving states of the vehicle, which improves the flexibility of the method, while ensuring safety aspects, especially by eliminating the need for additional mechanical components, which also has a corresponding cost-effective advantage. Attached Figure Description

[0025] Several possibilities now exist for designing and improving the method according to the invention in an advantageous manner. Preferred embodiments of the invention will now be explained in more detail with reference to the accompanying drawings and related description. Wherein:

[0026] Figure 1 A schematic diagram of the flowcharts of various method steps of a method for controlling an electric parking brake and / or electric parking lock for a vehicle according to the present invention is shown, particularly for a determined first critical voltage state or for a second critical voltage state for the vehicle electrical network. Detailed Implementation

[0027] exist Figure 1 The main method steps of the method for controlling an electric parking brake and / or electric parking lock for a vehicle, especially a motor vehicle, according to the present invention are now schematically shown.

[0028] In particular, in the method according to the invention, the operation of the electric parking brake and the electric parking lock can be performed, especially solely, electrically. In other words, the electric parking brake and / or electric parking lock are operated or electrically run using corresponding electric motors / drive motors and / or actuators to engage and disengage accordingly. The term "engage" refers to activating the parking brake and / or parking lock. The term "disengage" refers to, or correspondingly includes, deactivating the parking brake and / or parking lock.

[0029] To enable the corresponding operation of the parking brake and / or parking lock, an electrical on-board electrical network for providing power is provided and / or exists. This electrical on-board electrical network is particularly implemented as a 12V low-voltage network.

[0030] In particular, it involves the continuous monitoring of the voltage level of the electric vehicle electrical network. This method is implemented, especially by means of electrical and / or electronic controllers or corresponding control units, particularly by means of a microcomputer. A separate monitoring unit may also be used to monitor the voltage level of the electric vehicle electrical network.

[0031] When the voltage drops below a first specific level, for example, when only 10V or lower remains in a 12V low-voltage power grid, the first critical voltage state of the vehicle's electrical system is reached. If the first critical voltage state is reached, the vehicle's anti-rollover function can be achieved through the corresponding first specific operation of the parking brake and / or parking lock, i.e., when the first critical voltage state of the vehicle's electrical system is determined and / or detected, especially by the aforementioned monitoring unit.

[0032] The disadvantages mentioned at the beginning are now avoided in the first place, namely, when the voltage is below the second specific voltage level, a second critical voltage state different from the first critical voltage state of the vehicle electrical network can be determined and / or detected, wherein the second specific voltage level is less than the first specific voltage level, and when the second critical voltage state is determined and / or detected, the vehicle anti-rollover is achieved by the corresponding second specific operation of the parking brake and / or parking lock, which is different from the first specific operation.

[0033] This now primarily offers the advantage of identifying and / or determining multiple critical voltage states of the vehicle's electrical network. For example, a first critical voltage state is identified when the current voltage level of the vehicle's electrical network drops, particularly below 10V, and a second critical voltage state is identified when the current voltage level drops, for example, below 8V. Both scenarios indicate that the electrical vehicle's electrical network will fail in the near future.

[0034] For different voltage states, namely for the first critical voltage state and for the second critical voltage state, electric parking brakes and / or electric parking locks that are only electrically operable are now operated in different ways or by using different sequential processes of method steps.

[0035] In principle, the first critical voltage state I and the second critical voltage state II are generated and / or output via warning messages to the vehicle driver. These warning messages can be output visually and / or audibly. Specifically, the first critical voltage state I includes the warning messages “Drive with caution” and / or “Find a shop,” while the second critical voltage state II generates and / or outputs the warning message “Stop the vehicle.”

[0036] exist Figure 1 These warning messages are illustrated in method steps 1a and 1b. In short, under the first critical voltage state I, the vehicle can still operate more extensively than under the second critical voltage state II. In particular, when the second critical voltage state II is present or determined, additional safety aspects must be considered, causing the method steps for controlling the electric parking brake and electric parking lock to be performed in a different, second specific manner, which will be explained in more detail below.

[0037] exist Figure 1 On the left, the first critical voltage state I is schematically shown as a box, where, in Figure 1 On the right side, the second critical voltage state II is shown as the second box. Within the corresponding boxes, the various method steps are also schematically shown accordingly, as should be noted beforehand. The on-board electrical network itself is schematically shown in "box form". Figure 1In the "block diagram" shown and selected here, the "vehicle electrical network" is shown as an outer box / outer frame, where the first critical voltage state I is shown essentially on the left as a box, and the second critical voltage state II is shown essentially on the right as a box. The various method steps are then shown within the boxes using numbers, with the process also at least partially indicated by corresponding arrows. For clarity, corresponding components such as control units, wiring, and also the parking brake, parking lock, and / or the vehicle itself are not shown in detail here.

[0038] The method according to the invention should now be explained first, so that the first critical voltage state I is explained in more detail, that is, the various method steps are explained in more detail under the first critical voltage state I:

[0039] In principle, vehicle speed is determined and / or monitored, especially continuously or persistently monitored and / or determined. Therefore, vehicle motion or speed is monitored at least under the first critical voltage state I, such that when the vehicle is determined to be stationary, the control device requests the closing of the parking brake, and in particular, the parking brake also closes automatically. This is in Figure 1 The method is illustrated in step 2.

[0040] If the parking brake fails to close or fully close, and / or closes with insufficient braking force, especially due to a malfunction, then the parking lock in the vehicle's transmission is additionally engaged. This is in Figure 1 Step 3 of the method is shown. However, the parking lock is only effectively engaged in the vehicle's transmission when the electric parking brake cannot be effectively activated.

[0041] The parking brake is released manually via the EPB button, or automatically when the vehicle starts, especially when the driver operates the drive pedal and / or a gear other than Park (P) is engaged or selected by the driver. In other words, at the first critical voltage state, the driver can intentionally keep the vehicle moving, especially continuing to drive, and specifically by operating the drive pedal and / or by engaging a gear other than Park (P), especially by selecting gear D, to signal this. This is in... Figure 1 The method is illustrated in step 4.

[0042] If the vehicle, after coming to a standstill, restarts at the first critical voltage state and exceeds a specific speed threshold (especially a specific minimum speed) and / or completes a specific time span, the control technique restarts the method from scratch. This is in... Figure 1 The method is illustrated in step 5.

[0043] However, if the vehicle's motion is determined, or if the vehicle's speed is at a specific minimum, especially if v > 0 km / h, i.e., if there is no stationary state of the vehicle during the determination of the first critical voltage state I, then no intervention is made via the parking brake and / or parking lock. In other words, no operation, and in particular, no engagement of the parking brake and / or parking lock, is performed. This is in Figure 1 This is illustrated in step 6 of the method. In particular, it should be noted that if a vehicle-stationary state is determined, this is also indicated in boxes (I and II) by the corresponding notation v≈0 km / h there. A vehicle-stationary state is thus represented by v≈0 km / h, and a vehicle speed that is moving or present is represented by v>0 km / h. It should be noted that a "vehicle-stationary state" may also exist when only a fairly low driving speed is determined, for example, "<0.5 km / h". For the reasons stated above, the vehicle-stationary state is schematically represented in the boxes there using the notation "v≈0 km / h", which should also be noted again. A "vehicle-stationary state" in the sense defined here may also exist if v<0.5 km / h.

[0044] exist Figure 1 The right side of the middle section shows the method steps for determining and / or having a second critical voltage state II.

[0045] As described above, firstly, a corresponding warning message is output via step 1b, wherein, in the case of the second critical voltage state II, the movement and / or speed of the vehicle are continuously determined and / or continuously detected.

[0046] At least under the second critical voltage state II, the vehicle's motion or speed is monitored, wherein, upon determining the vehicle is stationary, the control device requests the closing of the parking brake, specifically, the parking brake closes automatically. The latter in Figure 1 Method step 7 is illustrated here. Therefore, method step 7 is initially similar to method step 2, but now, especially in the presence of the second critical voltage state II, the parking lock in the vehicle's transmission is always engaged in method step 7, specifically by engaging or activating the "Parking P" position (in the transmission). Thus, anti-rollover is achieved essentially independently of effective engagement or independent of the parking brake's functional capability. This is illustrated here in method step 7. In short, regardless of whether the parking brake is engaged under the second critical voltage state II or may be unable to engage due to fault and / or condition, the parking lock in the vehicle's transmission is at least automatically and effectively engaged (see method step 7).

[0047] The parking brake is opened manually via the EPB button, and / or automatically when the vehicle starts, especially when the driver operates the drive pedal. However, in this method, the latter is only implemented if the driver also engages a gear other than parking (P) or selects such a gear (e.g., drive (D)), or if the driver signals to the control system that they specifically want a gear other than parking (P). This is in... Figure 1 The method is shown in step 8. Thus, the engaged parking lock can be deactivated (i.e. disengaged) again, especially when the driver moves the vehicle again, particularly for a very short time, and thus the vehicle can be moved onto or loaded onto a trailer.

[0048] Steps 7 and 8 of the above method are performed when the second critical voltage state II is determined or exists in the vehicle-stationary state.

[0049] However, if the second critical voltage state II is determined and the vehicle is moving (especially traveling), the vehicle is outside of a vehicle-stationary state. Under the second critical voltage state II, the vehicle's movement is also monitored, and thus, when a travel speed outside the vehicle-stationary state is determined, travel torque is limited by corresponding control of the vehicle's drive motor and / or transmission. Consequently, the possible achievable speed of the vehicle is correspondingly limited and / or reduced. For example, this aspect is used to more or less force the driver to stop and / or park the vehicle for the shortest possible time when the vehicle is traveling on rural roads or highways and the second critical voltage state II of the onboard electrical system is determined. This is in... Figure 1 Step 9 of the method is shown. Simultaneously, in particular, a warning message for the driver is generated and / or output visually and / or audibly, wherein the warning message includes at least a prompt to the driver that the vehicle speed is limited and / or that a serious vehicle malfunction exists. This is also performed in step 9. After a specific time span, particularly after 60 seconds, the parking lock in the transmission is engaged technically and unconditionally, particularly immediately. Here, the term "technically engaged" means that although the parking lock is manipulated such that it can be engaged in the transmission, it is not yet effectively engaged, particularly if the vehicle speed has not yet fallen below a certain limit, particularly 2.5 km / h. The parking lock is only effectively engaged in the transmission when the vehicle speed falls below the specific limit, particularly below the aforementioned 2.5 km / h. For this purpose, a mechanical device is present or integrated in the transmission such that the parking lock can be engaged technically, but the parking lock can only lock when the vehicle speed is below a certain limit. The latter prevents the parking lock from effectively engaging / locking at higher driving speeds. Figure 1Step 10 in the diagram illustrates the steps involved in completing a specific time span, particularly in... Figure 1 Step 11 should show the unconditional engagement of the parking lock.

[0050] Additionally, particularly in step 11, the force engagement between the vehicle's transmission and drive motor is also separated, and / or a specific warning message for the driver is generated and / or output. Here, the warning message specifically includes a prompt to the driver that the transmission is defective and / or the vehicle should be stopped as immediately as possible.

[0051] The control technique restarts from scratch only when the vehicle starts again during the second critical voltage state after a defined vehicle-stationary state and exceeds a specific speed threshold and / or completes a specific time span.

[0052] Several advantages are achieved by utilizing the method described above according to the invention. To achieve this, the method particularly includes an electrical and / or electronic controller or corresponding control unit (not shown herein), particularly a microprocessor and / or multiple monitoring units, especially for monitoring the current voltage of the electrical vehicle electrical grid. Also present are corresponding sensors for determining vehicle speed, a processor (timer) for implementing time spans, and corresponding electric drive motors and / or actuators for operating the electric parking brake and / or electric parking lock.

[0053] As a result, using the method according to the invention, parking brakes and parking locks that can operate purely electrically can be controlled with the greatest possible reliability, even if the vehicle's electrical system is on the verge of failure in the near future. To this end, corresponding critical voltage states are determined in advance, and specific control of the electric parking brake and electric parking lock is then implemented for the corresponding determined voltage states, as described above.

[0054] List of reference numerals

[0055] I. First critical voltage state

[0056] II. Second Critical Voltage State

[0057] 1a Output warning message

[0058] 1b Output warning message

[0059] 2. Request the parking brake to be closed.

[0060] 3. In the event of parking brake failure, additionally engage the parking lock in the transmission.

[0061] 4. Continue driving by engaging the parking brake (via the EPB button and / or automatically when the vehicle starts) or while selecting a gear other than Parking (P).

[0062] 5. Starting from Scratch Method

[0063] 6. When the vehicle is not stationary, i.e., when v>0km / h, no intervention is required using the parking brake or parking lock.

[0064] 7. The parking brake is requested to be closed by the control device, especially by the transmission device, but the parking lock is always engaged additionally.

[0065] 8. Select a gear other than P to continue driving and / or release the parking brake or disengage the parking lock.

[0066] 9. When v>0km / h, apply driving torque limiting and / or issue a warning to the driver.

[0067] 10. The time span has passed.

[0068] 11. Unconditionally engage the parking lock

[0069] Parking gear, especially the P gear.

[0070] D gear / Drive gear

Claims

1. A method for controlling an electric parking brake and / or an electric parking lock of a vehicle, wherein, The parking brake and parking lock are electrically operated and / or electrically operated for corresponding engagement and / or disengagement, wherein, in order to achieve the corresponding operation of the parking brake and / or the parking lock, an electrical on-board electrical network for providing electrical power is provided and / or present, wherein the voltage level of the electrical on-board electrical network is monitored, wherein a first critical voltage state (I) is reached when the voltage level is below a first specific voltage level, and wherein, when the first critical voltage state (I) of the on-board electrical network is determined and / or detected, the anti-rollover of the vehicle is achieved by the corresponding first specific operation of the parking brake and / or the parking lock, characterized in that, when the voltage level is below a second specific voltage level, the on-board electrical network can be determined and / or detected. A second critical voltage state (II) different from the first critical voltage state (I) of the vehicle electrical network, wherein the second specific voltage level is lower than the first specific voltage level, and when the second critical voltage state (II) is determined and / or detected, the anti-rollover of the vehicle is achieved by a corresponding second specific operation different from the first specific operation of the parking brake and / or the parking lock, wherein the movement or speed of the vehicle is monitored under the first critical voltage state (I) and the second critical voltage state (II), and the first specific operation and the second specific operation are performed differently depending on whether the vehicle is determined to be stationary or to be traveling at a speed other than stationary.

2. The method according to claim 1, characterized in that, Under the first critical voltage state (I) and / or the second critical voltage state (II), a warning message is generated and / or output for the driver of the vehicle.

3. The method according to claim 2, characterized in that, In the first critical voltage state (I), generate and / or output the warning message "Drive carefully" and / or "Find a workshop", and / or in the second critical voltage state (II), generate and / or output the warning message "Stop the vehicle".

4. The method according to any one of claims 1 to 3, characterized in that, Under the first critical voltage state (I), the movement or speed of the vehicle is monitored, and when the vehicle is determined to be stationary, the control device requests the closure of the parking brake.

5. The method according to claim 4, characterized in that, If the parking brake is not closed or not fully closed and / or is closed with insufficient braking force, then the parking lock in the vehicle's transmission is additionally engaged.

6. The method according to claim 4, characterized in that, The parking brake is opened by manually operating the EPB button, or automatically when the vehicle is started and / or in a gear other than the parking gear ("P") or when selected by the driver.

7. The method according to claim 4, characterized in that, When the vehicle starts again after the vehicle has been stationary and exceeds a certain speed threshold and / or completes a certain time span, the control technology restarts the method from scratch.

8. The method according to claim 4, characterized in that, Outside of the vehicle being stationary, i.e. when the vehicle is in motion, no intervention is made by the parking brake or the parking lock.

9. The method according to any one of claims 1 to 3, characterized in that, Under the second critical voltage state (II), the movement or speed of the vehicle is monitored, and when the vehicle is determined to be stationary, the control device requests the closure of the parking brake.

10. The method according to claim 9, characterized in that, Engage the parking lock in the vehicle's transmission.

11. The method according to claim 10, characterized in that, The parking brake is opened by manually operating the EPB button, and / or automatically opened when the vehicle starts and when a gear other than parking ("P") is engaged or selected by the driver.

12. The method according to claim 9, characterized in that, Under the second critical voltage state (II), the movement or speed of the vehicle is monitored, and when a driving speed other than that of the vehicle being stationary is determined, the driving torque is limited by the corresponding operation of the drive motor and / or transmission.

13. The method according to claim 12, characterized in that, Generate and / or output a warning message for the driver, wherein the warning message includes at least a notification to the driver that the speed of the vehicle is limited and / or that a serious malfunction of the vehicle exists.

14. The method according to claim 12, characterized in that, After a specific time span, the parking lock in the transmission device is engaged unconditionally in terms of control technology.

15. The method according to claim 14, characterized in that, However, the parking lock in the transmission device is only effectively engaged when the vehicle speed is below a certain limit.

16. The method according to claim 14, characterized in that, It separates the force engagement between the transmission and the drive motor, and / or generates and / or outputs specific warning messages for the driver.

17. The method according to claim 16, characterized in that, The warning message includes a prompt to the driver that the transmission is defective and / or the vehicle should be stopped as soon as possible.

18. The method according to claim 9, characterized in that, When the vehicle starts again after being stationary and exceeds a certain speed threshold and / or completes a certain time span, the control technique restarts the method from scratch.

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