Prediction device and prediction method for at least one brake system component of a brake system for a vehicle

Abstract

This invention relates to a prediction device and method for at least one braking system component (10, 12, 14, 16) of a vehicle's braking system, comprising the steps of: acquiring a set of values, each set having values ​​acquired during multiple driver-induced and / or autonomous braking periods of the vehicle, and each including at least one preset braking request variable (x, v) acquired at a single point in time. x and I0), at the same time point, at least one braking system response variable (p) 12 I and p 16 (S1) and at least one vehicle response variable (F and a) acquired at the same time point; the acquired numerical sets are input into a coordinate system, wherein each coordinate system has at least two axes, the axes representing the braking request preset variable or at least one of the braking request preset variables (x, v) respectively. x and I0), the braking system response variable or at least one of the braking system response variables (p) 12 I and p 16 (S3) and / or the vehicle response variables or at least one of the vehicle response variables (F and a); and by using a coordinate system to estimate whether at least one functional failure is likely to occur at at least one of the braking system components (10, 12, 14, 16) of the braking system at least within a predetermined prediction time interval (S4).

Description

Technical Field

[0001] This invention relates to a predictive device for at least one braking system component of a vehicle's braking system. Similarly, this invention also relates to a predictive method for at least one braking system component of a vehicle's braking system. Background Technology

[0002] Methods for monitoring motor vehicles are known from the prior art. For example, DE 102017218446A1 describes a method for monitoring a motor vehicle with autonomous driving capabilities, in which an energy storage device is specifically monitored that supplies power to at least one consumer configured to bring the motor vehicle to its stationary state. Summary of the Invention

[0003] The present invention provides a prediction device for at least one braking system component of a vehicle braking system having the features of claim 1, and a prediction method for at least one braking system component of a vehicle braking system having the features of claim 5.

[0004] Advantages of this invention:

[0005] This invention provides an advantageous and feasible solution not only for monitoring at least one braking system component of a vehicle's braking system, but also for its early diagnosis. In particular, the invention enables early diagnosis of the entire braking system. Therefore, the invention can not only identify a failure that has occurred in at least one braking system component of the corresponding braking system, but also predict the future functional capabilities and future operational behavior of at least one braking system component. As will be described in more detail below, the future functional capabilities of a large number of different braking system components, such as electromechanical brake force amplifiers located upstream of the master brake cylinder of the corresponding braking system and / or motorized plunger devices integrated into the corresponding braking system (e.g., particularly IPB, integrated power brakes), can be reliably predicted by the invention. Because the invention allows for more early prediction of future functional failures or malfunctions of at least one braking system component of the corresponding braking system, it is also advantageously suited for ensuring autonomous driving of vehicles equipped with such braking systems.

[0006] This invention provides a favorable and feasible solution not only for monitoring at least one braking system component in a vehicle's braking system, but also for its early diagnosis. In particular, this invention can be used for early diagnosis of the entire braking system. Therefore, this invention can not only detect past failures of at least one braking system component in each braking system, but also predict the future functional capabilities and future operational behavior of at least one braking system component. As will be explained in detail below, the future functional capabilities of a large number of different braking system components, such as electromechanical brake force amplifiers mounted upstream of the master brake cylinders of each braking system and / or electric plunger devices integrated into each braking system (especially IPB, integrated power brake), can be reliably predicted by this invention. Because this invention can predict in advance the future functional impairment or failure of at least one braking system component in each braking system, it is also well-suited for ensuring autonomous driving in vehicles equipped with braking systems.

[0007] In an advantageous embodiment of the predictive device, the electronic device is designed and / or programmed to: store a coordinate system with a set of input numerical values ​​on a storage device of the predictive device, wherein the electronic device is additionally designed and / or programmed to compare the set of numerical values ​​acquired during further driver-induced and / or autonomous braking of the vehicle with the coordinate system stored in the storage device, so as to obtain by comparison whether the braking operation currently performed by the vehicle deviates from the comparison-braking operation performed during the acquisition of the set of numerical values ​​in the coordinate system, and, additionally taking into account the acquisition frequency of the braking operation currently performed by the vehicle—which deviates from the comparison-braking operation—estimate whether at least one functional failure is likely to occur at at least one braking system component of the braking system at least within a predetermined prediction time interval. By means of the analysis of the entire “cascade” by means of the present invention, it is possible to reliably identify which or which braking system components of the corresponding braking system the functional failure, malfunction, or failure occurs at. As will be explained in more detail below, the prediction performed for at least one braking system component of the vehicle is also improved by the implementation of the predictive device described herein. In particular, the maximum possible effective driving range (Fahr-Reichweite) can be estimated by using the implementation of the predictive device described herein.

[0008] For example, the predictive device can be installed in a vehicle. Therefore, a vehicle can be equipped with its own predictive device.

[0009] Alternatively, the predictive device may include a communication device designed to receive sets of values ​​transmitted by the vehicle's data transmitting device. In this case, it is not necessary to install the predictive device at the vehicle. Therefore, the implementation of the predictive device described herein can be designed to be relatively large in size and / or relatively heavy in weight without problems. Furthermore, the implementation of the predictive device described herein can also receive sets of values ​​transmitted by the data transmitting devices of multiple vehicles, and can therefore be used for monitoring and early diagnosis of at least one braking system component of the vehicle's braking system.

[0010] The above advantages are also guaranteed when the corresponding prediction method is applied to at least one braking system component of the vehicle's braking system.

[0011] In an advantageous implementation of the prediction method, as at least one brake request preset variable, the following are acquired: the lever travel of the input lever connected to the brake pedal; the adjustment speed of the input lever; the target motor current intensity of the motor of the motorized brake pressure establishing device of the braking system, as required by the brake-or driving control automation mechanism; the target operating voltage of the motor of the motorized brake pressure establishing device, as required by the brake-or driving control automation mechanism; the target motor torque of the motor of the motorized brake pressure establishing device, as required by the brake-or driving control automation mechanism; the target power consumption of the motor of the motorized brake pressure establishing device, as required by the brake-or driving control automation mechanism; the target adjustment stroke of at least one adjustable piston of the motorized brake pressure establishing device, as required by the brake-or driving control automation mechanism; and / or the target pumping rate of at least one pump used in the braking system, as required by the brake-or driving control automation mechanism. Examples of at least one brake request preset variable listed herein can be measured by sensing mechanisms commonly used in each vehicle type, or can be reliably read from at least one signal from the brake-or driving control automation mechanism.

[0012] Alternatively or supplementarily, as at least one braking system response variable, the following can be obtained: the master brake cylinder pressure in the master brake cylinder of the braking system; at least one brake pressure in at least one wheel brake cylinder of the braking system; the motor current intensity of the motor of the motorized brake pressure building device of the braking system; the operating voltage of the motor of the motorized brake pressure building device; the motor torque of the motor of the motorized brake pressure building device; the power consumption of the motor of the motorized brake pressure building device; the adjustment stroke of at least one adjustable piston of the motorized brake pressure building device; controller status information regarding possible brake pressure control or possible driving dynamic control; at least one temperature at and / or within at least the motorized brake pressure building device; the pumping rate of at least one pump used in the braking system; the transmission efficiency of the transmission mechanism of the braking system connected to the motorized brake pressure building device; and / or the on / off state of at least one valve of the braking system. Therefore, the implementation of the predictive method described herein can be performed without expanding the sensing mechanisms typically already installed in the vehicle.

[0013] Similarly, as at least one vehicle response variable, the braking force induced on the vehicle by the braking system, the braking torque induced on the vehicle by the braking system, the vehicle's steering angle, the vehicle's yaw rate, the vehicle's deceleration induced on the vehicle by the braking system, the vehicle's longitudinal velocity, the vehicle's lateral velocity, the vehicle's lateral acceleration, and / or the vehicle's on-board energy supply network voltage can be obtained. Examples of at least one vehicle response variable listed here can also typically be determined without expanding the sensing mechanisms already installed on the vehicle.

[0014] In an advantageous improvement to the prediction method, in addition to at least one brake request preset variable acquired at a corresponding time point of the assigned numerical group, at least one vehicle response variable acquired at the same time point of the corresponding numerical group, and at least one braking system response variable acquired at the same time point, at least one environmental parameter regarding the vehicle's current environment is also acquired at the same time point and added to the corresponding numerical group. The numerical group is input into at least one additional coordinate system in which the environmental parameter or at least one of the environmental parameters is represented by the axes of the corresponding additional coordinate system or by a region within a plane spanned by the two axes of the corresponding additional coordinate system. Furthermore, with the additional consideration of the at least one additional coordinate system, it is estimated whether at least one functional failure is likely to occur at at least one braking system component of the braking system, at least within a predetermined prediction time interval. Therefore, environmental conditions can also be considered when making predictions using the embodiment of the prediction method described herein.

[0015] For example, road friction, road inclination angle, windshield wiper status, and / or ambient temperature can be obtained as at least one environmental parameter. Since such environmental conditions typically impair vehicle braking behavior, considering at least one of the environmental parameters listed herein together can improve the prediction.

[0016] Furthermore, a coordinate system with the input numerical set can be stored in a storage device, wherein the numerical set acquired during further driver-induced and / or autonomous braking of the vehicle is compared with the coordinate system stored in the storage device to determine, by comparison, whether the braking operation currently performed by the vehicle deviates from the comparison-braking operation performed during the acquisition of the numerical set of the coordinate system, and wherein, taking into account the acquisition frequency of the braking operation currently performed by the vehicle—which deviates from the comparison-braking operation—it is estimated whether at least one functional failure is likely to occur at least one braking system component within a predetermined prediction time interval. The advantages of the implementation of the prediction method described herein will also be explained in detail below. Attached Figure Description

[0017] Other features and advantages of the invention will now be explained with reference to the accompanying drawings. Wherein:

[0018] Figures 1a to 1g A flowchart and coordinate system are shown to explain a first implementation of the prediction method;

[0019] Figure 2 A flowchart illustrating a second implementation of the prediction method is shown;

[0020] Figure 3 A flowchart illustrating a third implementation of the prediction method is shown; and

[0021] Figure 4 A schematic diagram of one implementation of the prediction device is shown. Detailed Implementation

[0022] Figures 1a to 1g A flowchart and coordinate system are shown to explain a first implementation of the prediction method.

[0023] The prediction method described below is applicable to a wide variety of braking systems. It can even be performed on brake-by-wire systems. It should be clearly stated that the feasibility of the prediction method is not limited to a specific vehicle type / motor type equipped with the corresponding braking system.

[0024] In method step S1 of the prediction method, a set of values ​​is acquired during multiple driver-induced and / or autonomous braking events of the vehicle. Each set of values ​​acquired in method step S1 (all) includes at least one braking request preset variable x, v acquired at a given time point. x And I0, at the same time point, at least one braking system response variable p 12 I and p 16 , and at least one vehicle response variable F, α, r and a obtained at the same time point.

[0025] exist Figures 1a to 1g In this implementation, method step S1 is subdivided into sub-steps S1a to S1e. In sub-step S1a, at least one braking request preset variable x, v is determined at the corresponding time point of the allocated numerical group. x And I0. At least one braking request preset variable x, v x I0 and I0 should be understood as variables that reflect the control of the brake pedal by the vehicle's driver and / or by the vehicle's brake-or driving control automation mechanism's brake request preset. For example, the brake-or driving control automation mechanism may include driver assistance systems, such as, in particular, distance cruise control (ACC system, adaptive cruise control system), emergency braking systems, and / or automation mechanisms for autonomous driving vehicles. The brake request preset of the brake-or driving control automation mechanism may be at least one signal by which the brake-or driving control automation mechanism controls the vehicle's autonomous braking or autonomous driving.

[0026] For example, in sub-step S1a, the rod travel x of the input rod connected to the brake pedal and the adjustment speed v of the input rod are... x The predefined variables x and v are obtained as at least one braking request. x And I0, which reflects the driver's operation of the brake pedal. Additionally, the target motor current intensity I0 of the motor of the electromechanical brake force amplifier 10 (which serves as a brake pressure establishment device for the motorization of the braking system) is obtained by the brake-or driving control automatic mechanism, the brake force amplifier being located upstream of the master brake cylinder 12 of the braking system. For example, the target motor current intensity I0 of the motor of the electromechanical brake force amplifier 10 can be read from the brake request preset of the brake-or driving control automatic mechanism.

[0027] It is also important to note here that the target motor current intensity I0 can only be interpreted as reflecting the preset braking request variables x and v of the braking or driving control automatic mechanism. xExamples of I0. As a substitute for or supplement to the target-motor current intensity I0, the target-operating voltage of the motor of the motorized brake pressure establishing device required by the braking-or driving control automatic mechanism, the target-motor torque of the motor of the motorized brake pressure establishing device required by the braking-or driving control automatic mechanism, the target-power consumption of the motor of the motorized brake pressure establishing device required by the braking-or driving control automatic mechanism, the target-adjustment stroke of at least one adjustable piston of the motorized brake pressure establishing device required by the braking-or driving control automatic mechanism, and / or the target-pumping rate of at least one pump 14 used in the braking system required by the braking-or driving control automatic mechanism as at least one brake request preset variable x, v x And I0. Using the electromechanical brake force amplifier 10 as a motorized brake pressure building device should also be interpreted as exemplary only. Alternatively or additionally, integrated plunger devices (e.g., particularly IPB, integrated power brake) may also be used (together) as motorized brake pressure building devices.

[0028] In sub-steps S1b and S1c, at least one braking system response variable p is obtained at the corresponding time point of the assigned set of values. 12 I and p 16 These respectively reflect the preset variables x and v of at least one braking system component 10, 12, 14, 16 of the braking system in response to at least one braking request. x The reaction with I0 or the state at and / or within at least one braking system component. For example, in sub-step S1b, the master brake cylinder pressure p within the master brake cylinder 12 of the braking system. 12 The motor current intensity I of the motor of the electromechanical brake force amplifier 10, which is used as a braking pressure establishing device for motorization, is determined as at least one braking system response variable p. 12 I and p 16 As a substitute or supplement to the motor current intensity I, the operating voltage of the motor of the motorized brake pressure establishing device, the motor torque of the motor of the motorized brake pressure establishing device, the power consumption of the motor of the motorized brake pressure establishing device (also during driver-induced braking), and the adjustment stroke of at least one adjustable piston of the motorized brake pressure establishing device can also be obtained as at least one braking system response variable p. 12 I and p 16 .

[0029] Furthermore, in sub-step S1c, at least one braking pressure p in at least one wheel brake cylinder 16 of the braking system is determined. 16And controller status information regarding possible brake pressure control (e.g., anti-lock braking system control) or possible driving dynamic control. Optionally, at least one temperature at and / or within the brake pressure building device of at least the motorized vehicle, the pumping rate of at least one pump 14 used in the braking system, the transmission efficiency of the transmission mechanism of the braking system connected to the brake pressure building device of the motorized vehicle, and / or the on / off state of at least one valve of the braking system can also be obtained as at least one braking system response variable p. 12 I and p 16 .

[0030] Similarly, sub-step S1d is executed at the corresponding time point of the assigned numerical group. Sub-step S1d is used to obtain at least one vehicle response variable, F, α, r, and a, which reflects the physical variables of the vehicle being braked by the braking system. Figures 1a to 1g In this implementation, the braking force F induced on the vehicle by the braking system, the vehicle's steering angle α, the vehicle's yaw rate r, and the vehicle's deceleration a induced on the vehicle by the braking system are merely exemplarily obtained as at least one vehicle response variable F, α, r, and a. Alternatively or supplementarily, the braking torque induced on the vehicle by the braking system, the vehicle's longitudinal velocity, the vehicle's lateral velocity, the vehicle's lateral acceleration, and / or the on-board energy supply network voltage of the vehicle's on-board energy supply network may also be determined as at least one vehicle response variable F, α, r, and a.

[0031] Therefore, the sub-steps S1a to S1d described herein can be "cascaded" to monitor / continue tracking how the driver's and / or the brake request preset by the brake-or driving control automatic mechanism affects the vehicle being braked by the braking system, as the response of at least one braking system component. Method step S1 here focuses on combining individual monitoring results from monitoring, electrical observation, and thermal observation. Thus, method step S1 clarifies the relationship between the driver's brake request and / or the brake request preset by the brake-or driving control automatic mechanism, the component behavior of at least one braking system component, and the vehicle's driving state. As will become clear from the following description, a comprehensive braking model or family of braking characteristic curves can be created in this way, which can be used to predict at least one braking system component of the braking system.

[0032] In the implementation described herein, method step S1 further includes a sub-step S1e as an optional improvement. Sub-step S1e acquires at least one braking request preset variable x, v at the same time (at which time the corresponding numerical set is obtained). x and I0, at least one braking system response variable p 12 I and p 16And at least one vehicle response variable F, α, r, and a) is executed. In sub-step S1e, at least one environmental parameter μ about the current environment of the vehicle is obtained at the corresponding time point of the assigned numerical group and added to the corresponding numerical group. For example, in the embodiment described herein, in sub-step S1e, road friction μ is obtained as at least one environmental parameter μ. Alternatively or supplementarily, road inclination angle, windshield wiper status, and / or ambient temperature (together) may also be determined as at least one environmental parameter μ.

[0033] It should be clearly pointed out here that the values ​​of the same set of values ​​are obtained at the same time. Therefore, sub-steps S1a to S1d or S1a to S1e are executed simultaneously for each set of values, and are frequently executed repeatedly for multiple sets of values.

[0034] After method step S1 (but before method step S3), in optional method step S2, the adjustment speed v of the brake pedal adjusted by the driver can be filtered out when the ambient temperature is outside the predetermined normal temperature range. x The numerical data acquired when the vehicle's power supply network voltage is outside the predetermined normal speed range, when the data providing device malfunctions, and / or when braking is reduced. In these cases, method step S3, as described below, is performed without using the numerical data filtered out in method step S2. Alternatively, the "filtered" numerical data may be analyzed separately from the "unfiltered" numerical data in the following manner.

[0035] In method step S3, the acquired (and unfiltered) set of numerical values ​​is input into a coordinate system, wherein each coordinate system has at least two axes, the axes representing the braking request preset variable or at least one of the braking request preset variables x and v, respectively. x and I0, the braking system response variable or at least one of the braking system response variables p 12 I and p 16 And / or the vehicle response variables or at least one of the vehicle response variables F, α, r, and a. If at least one environmental parameter μ is also acquired in method step S1e, the numerical group from method step S3 can also be input into at least one additional coordinate system, in which the environmental parameter μ or at least one of the environmental parameters is represented by the axes of the corresponding coordinate system or by a region in a plane spanned by the two axes of the corresponding coordinate system. At least one additional axis of the at least one additional coordinate system represents the braking request preset variable or at least one of the braking request preset variables x, v xand I0, the braking system response variable or at least one of the braking system response variables p 12 I and p 16 And / or the vehicle response variables or at least one of the vehicle response variables F, α, r and a.

[0036] Figures 1b to 1g An example of the coordinate system created in method step S3 is shown.

[0037] exist Figure 1b In the coordinate system, the first axis reflects the adjustment speed v of the brake pedal. x The second shaft reflects the main brake cylinder pressure p 12 Furthermore, the third axis reflects the adjustment speed v. x and the main brake cylinder pressure p 12 The frequency N of the corresponding numerical group is obtained by inputting the values. Figure 1b The numerical sets in the coordinate system allow people to obtain the braking operations performed by the vehicle during driver-induced and / or autonomous braking, such as "rapid braking" indicated by arrow 18, "slow brake pedal withdrawal control" indicated by arrow 20, "slow braking and slow brake pedal withdrawal control" indicated by arrow 22, and ABS control methods under high friction μ indicated by label 24.

[0038] exist Figure 1c In the coordinate system, the first axis also represents the adjustment speed v of the brake pedal. x Furthermore, the second shaft also indicates the main brake cylinder pressure p. 12 However, through Figure 1c The third axis of the coordinate system is used to reflect the motor current intensity I of the motor of the electromechanical braking force amplifier 10, which is used as a braking pressure establishment device for motorization. Figure 1c Arrow 26 in the coordinate system also reflects braking operation, but it will not be described in detail here.

[0039] pass Figure 1d A coordinate system is used to reflect the braking operation, taking into account the control performed during the braking operation, wherein the first axis reflects the lever travel x of the brake pedal and the second axis reflects the master brake cylinder pressure p. 12 Furthermore, the third axis reflects the frequency N. For example, in Figure 1d As can be seen in the coordinate system, the surface of the coordinate system, which is supported by the first axis and the second axis, is subdivided into multiple regions C1 to C3. These regions represent the ABS control method for low friction μ (region C1), the ABS control method for medium friction μ (region C2), and the ABS control method for high friction μ (region C3), respectively.

[0040] exist Figure 1eIn the coordinate system, the first axis reflects the vehicle deceleration 'a', the second axis reflects the steering angle 'α', and the third axis reflects the yaw rate 'r'.

[0041] exist Figure 1f In the coordinate system, the first axis also reflects the adjustment speed v of the brake pedal. x The second shaft also reflects the main brake cylinder pressure p. 12 Furthermore, the third axis also reflects the adjustment of speed v. x and the main brake cylinder pressure p 12 The frequency N of the corresponding numerical group is obtained. Figure 1f The braking operations marked in the coordinate system are: "rapid braking" indicated by arrow 18, "braking at a moderate speed" indicated by arrow 28, "slow release of the brake pedal" indicated by arrow 20, "slow braking and slow release of the brake pedal" indicated by arrow 22, and ABS control method under high friction μ indicated by mark 24.

[0042] In addition, Figure 1g In the coordinate system, the brake pedal travel x is represented by the first axis, and the master brake cylinder pressure p is represented by the second axis. 12 The frequency N is represented by a third axis. The surface of the coordinate system, spanned by the first and second axes, is subdivided into regions C1 to C3 as described above.

[0043] Method step S3 can additionally enable the recording of current and cumulative loads and load curves for each driving condition, even if this is not graphically reflected in the coordinate system described above.

[0044] In another method step S4 of the prediction method described herein, a coordinate system is used to estimate whether at least one functional failure is likely to occur at at least one braking system component within the braking system at least within a predetermined prediction time interval. Therefore, method step S4 takes full advantage of the fact that the coordinate system allows for early identification of whether the behavior of at least one braking system component in the system network (and possibly in conjunction with environmental influences) is due to damage to at least one braking system component or due to wear to at least one braking system component. Unlike conventional detection and more likely response options for identifying signs of damage or wear at the braking system, performing the prediction method described herein enables early diagnosis or preventative identification of damage or wear to at least one braking system component.

[0045] Therefore, the prediction method described herein is a highly sensitive and feasible solution for early identification of faults or malfunctions in the corresponding braking system. More advantageously, by establishing a coordinate system in each case, it is possible to reliably predict whether, in the best-case scenario, a still-functioning braking system component will have limited functionality in the near future. In particular, "initial faults" in the braking system can be identified / predicted using the coordinate system established in each case. The method steps S1 and S4 performed for this purpose can be implemented using relatively inexpensive and compact electronic mechanisms.

[0046] In particular, the predictive method can also analyze the overall functionality of electromechanical brake amplifiers or integrated plunger devices to predict their future availability / functionality. Specifically, this method can also predict future failures of electromechanical brake amplifiers or integrated plunger devices that cannot be predicted using conventional monitoring methods and sensors (such as motor position sensors or differential sensors) according to the prior art. Therefore, the predictive method described herein enables advantageous early diagnosis, particularly for electromechanical brake amplifiers or integrated plunger devices in a vehicle's braking system. However, it should be clearly noted that this predictive method can also analyze impending functional failures / future malfunctions of other braking system components.

[0047] By recording the current and cumulative loads and load curves implemented in method step S3, deviations can be identified, and then confirmed or eliminated in method step S4 using elimination and reliability analysis. Deviations may be caused by wear or damage. In particular, deviations from known patterns may be an indication of creep wear. Method step S4 can also predict load changes.

[0048] In particular, if method step S4 predicts / forecasts that at least one functional failure may occur at at least one braking system component within the prediction time interval, then as an optional method step S5, a corresponding warning may be transmitted to the vehicle's driver via an illuminated display, an audible output, and / or an image display. To transmit the warning, at least one illuminated element of the vehicle, the vehicle's audible output device, the vehicle's image display device, and / or the driver's mobile device, such as, in particular, their mobile phone, can be used. Therefore, the driver can be urged to visit a service station in various ways. Alternatively or supplementarily, service information corresponding to the prediction may also be sent to the service station in method step S5.

[0049] However, if method step S4 predicts / forecasts that there is no risk of at least one functional failure occurring at at least one braking system component within the prediction time interval, then method step S6 may optionally issue a release criterion for autonomous driving of the vehicle. Correspondingly, if method step S4 predicts / forecasts that at least one functional failure may occur at at least one braking system component within the prediction time interval, the release criterion for autonomous driving of the vehicle can be deactivated. In this case, it is preferable to design the automatic mechanism for the autonomous driving vehicle to switch to an operating mode suitable for autonomous driving only when a release criterion exists. This ensures that the vehicle is only put into autonomous driving if a functional failure at its braking system can be eliminated with a high probability, at least for the possible duration of autonomous driving.

[0050] Figure 2 A flowchart illustrating a second implementation of the prediction method is shown.

[0051] Figure 2 The prediction method is an improvement on the aforementioned implementation method. Its feasibility is neither limited to a specific type of braking system nor to a specific type of vehicle.

[0052] As an improvement to the aforementioned embodiment, method step S10 is performed after method step S4, in which a coordinate system with the input numerical set is stored in a storage device. Then, the numerical set acquired during further driver-induced and / or autonomous braking of the vehicle is compared with the coordinate system stored in the storage device. This is represented by method step S11. This comparison determines whether the braking operation currently performed by the vehicle deviates from the comparison-braking operation performed during the acquisition of the numerical set of the coordinate system. If the braking operation currently performed by the vehicle corresponds to at least one comparison-braking operation, then in method step S12, it is analyzed whether a deviation occurs in at least one coordinate system during the predicted driving period for the corresponding braking operation. If this is not the case, then as method step S13, the corresponding braking load is simply added to the braking system. Otherwise, if deviations repeatedly occur under known braking operations, then method step S5, as described above, is performed.

[0053] However, if it is determined in method step S11 that the braking operation currently performed by the vehicle deviates from the comparison-braking operation, then as method step S14, it is analyzed whether the corresponding deviation occurs within a specified operating range. If this is the case, then as method step S15, a response is made to this braking operation that recurs within each specified operating range by recording the corresponding braking operation / pattern in the relevant coordinate system. Otherwise, as method step S16, the frequency of the braking operation currently performed by the vehicle—which deviates from the comparison-braking operation—is obtained. Then, in method step S16, the obtained frequency is used to estimate whether at least one functional failure is likely to occur at least one braking system component of the braking system within at least a predetermined prediction time interval. Then method step S5 can be re-executed.

[0054] Figure 3 A flowchart illustrating a third implementation of the prediction method is shown.

[0055] Figure 3 The prediction method is also an improvement on the implementation shown in Figure 1. Its feasibility is not limited to a specific braking system type or a specific vehicle type.

[0056] exist Figure 3 In the prediction method, method step S20 is performed after method step S4. In method step S20, it is analyzed whether at least one damage indicator and / or at least one wear and / or friction indicator can be identified at at least one coordinate system. The corresponding damage indicator is an indication of failure or malfunction of at least one braking system component, caused by damage to at least one braking system component, for example, due to impact load. The corresponding damage indicator can typically be identified by the pedal dynamics of the brake pedal, by the vehicle's driving conditions (Fahrprofil), and / or by at least one tilt angle of at least one mechanical or electrical variable. Correspondingly, each wear and / or friction indicator is an indication of failure or malfunction of at least one braking system component due to wear and / or friction occurring at at least one braking system component. The corresponding wear and / or friction indicator can typically be determined by the motor torque of the motor of the motorized brake pressure establishing device, the motor speed of the motorized brake pressure establishing device, the electrical or mechanical power of the motorized brake pressure establishing device, and / or at least one measured temperature.

[0057] If at least one damage indicator is identified at the coordinate system in method step S20, then at least one braking system component is determined to be damaged in method step S21. If necessary, method step S5, as described above, can then be performed. However, if the presence of at least one wear and / or friction indicator is determined in method step S20, then it is determined in method step S22 that wear and / or friction occurring at at least one braking system component is identifiable. In this case, method step S5, as described above, can also be performed.

[0058] Figure 4 A schematic diagram of one implementation of the prediction device is shown.

[0059] The predictive device 30 described below can be used to predict, in particular to diagnose, at least one braking system component of the braking system of vehicle 32. The availability of the predictive device 30 described below is not limited to the specific type of braking system or the specific vehicle / motor vehicle type of the vehicle / motor vehicle 32 equipped with the corresponding braking system.

[0060] The prediction device 30 can predict, particularly for early diagnosis, at least one braking system component of the braking system of the vehicle 32. For this purpose, a set of numerical values ​​34 is provided to the electronics 36 of the prediction device 30. The set of numerical values ​​34 includes values ​​acquired during multiple driver-induced and / or autonomous braking events of the vehicle 32. Furthermore, the set of numerical values ​​34 also includes at least one brake request preset variable acquired at a point in time, at least one braking system response variable acquired at the same point in time, and at least one vehicle response variable acquired at the same point in time. As described above, the at least one brake request preset variable reflects the driver's and / or the vehicle 32's braking-or driving control automatic mechanism's control of the brake pedal. Correspondingly, the at least one braking system response variable reflects the response of at least one braking system component to the at least one brake request preset variable, or the state at and / or within the at least one braking system component. Additionally, the at least one vehicle response variable reflects the physical variables of the vehicle 32 being braked by the braking system. Examples of at least one brake request preset variable, at least one braking system response variable, and at least one vehicle response variable have been given above.

[0061] Electronic device 36 is designed and / or programmed to input numerical sets 34 into coordinate systems, each of which has at least two axes representing the brake request preset variable or at least one of the brake request preset variables, the brake system response variable or at least one of the brake system response variables, and / or the vehicle response variable or at least one of the vehicle response variables. As also described above, if the numerical sets 34 also have at least one environmental parameter acquired at the corresponding time of the assigned numerical sets 34, the numerical sets can also be input into a corresponding additional coordinate system.

[0062] Furthermore, the electronic device 36 is also designed and / or programmed to estimate, via the coordinate system, whether at least one functional malfunction is likely to occur at at least one braking system component of the braking system, at least within a predetermined prediction time interval. Therefore, the prediction device 30 described herein brings about the advantages of the prediction method explained above. The prediction device 30 / its electronic device 36 can in particular be designed / programmed to perform all the methodological steps of the prediction method explained above.

[0063] The prediction device 30 can be understood as a prediction device 30 that can be installed / placed on the vehicle 32. However, as in Figure 4 As illustrated in the diagram, the prediction device 30 may also include a communication device 38 designed to receive the data set 34 transmitted by the data transmission device 40 of the vehicle 32, particularly via the Internet 42. The prediction information 44 determined by the prediction device 30 / its electronics 36 can then be transmitted again to the vehicle 32. The prediction information 44 can then trigger the method steps S5 and S6 explained above at the vehicle 32.

[0064] Therefore, even when the distance between the predictive device and the vehicle 32 is relatively large, the predictive device 30 can still perform advantageous prediction / early diagnosis. Thus, the collaborative operation of the predictive device 30 and the vehicle 32 does not increase the weight of the vehicle 32, nor does it require structural space within the vehicle 32 for the predictive device 30. This also allows the predictive device 30 to be designed with a relatively large volume and / or relatively heavy weight without compromising its usability. Furthermore, in this configuration, the predictive device 30 can work collaboratively with the vehicle 32 without increasing the manufacturing cost of the vehicle 32. (As in...) Figure 4As illustrated in the diagram, the prediction device 30, equipped with communication device 38, can also work in conjunction with multiple vehicles 32 to perform prediction / early diagnosis. Since vehicles 32 are generally equipped with their own data transmission devices 40, the prediction device 30 can be used in a variety of ways. Optionally, early diagnosis can also be performed "at two levels": first, prediction is made at the vehicle level, and then, at a "higher level" in the cloud, it is correlated through a convoy of several / multiple vehicles 32.

Claims

1. A predictive device (30) for at least one braking system component (10, 12, 14, 16) of a braking system for a vehicle (32), comprising: Electronic device (36), which is designed and / or programmed for: - The sets of values ​​(34) to be provided to the electronic device (36) are input into the coordinate system, the sets of values ​​having values ​​acquired during multiple driver-induced and / or autonomous braking periods of the vehicle (32) and each including at least one brake request preset variable (x, v) acquired at a point in time. x and I0), at the same time point at at least one braking system response variable (p) 12 I and p 16 ) and at least one vehicle response variable (F, α, r, and a) acquired at the same time point, wherein the at least one braking request preset variable (x, v) x I0 and I0 respectively reflect the driver's and / or the braking request preset of the vehicle (32) and driving control automatic mechanism of the vehicle (32) to control the brake pedal, and at least one braking system response variable (p) 12 I and p 16 The above reflects the preset variables (x, v) of at least one braking system component (10, 12, 14, 16) for at least one braking request. x The response of I0) or the state at and / or within at least one of the braking system components (10, 12, 14, 16), and at least one vehicle response variable (F, α, r, and a) reflects the physical variables of the vehicle (32) braked by the braking system, wherein, Each coordinate system has at least two axes, which respectively represent the braking request preset variable or at least one of the braking request preset variables (x, v). x and I0), the braking system response variable or at least one of the braking system response variables (p) 12 I and p 16 ) and / or the vehicle response variables or at least one of the vehicle response variables (F, α, r, and a); and - Using a coordinate system, estimate whether at least one functional failure may occur at at least one of the braking system components (10, 12, 14, 16) within a predetermined prediction time interval. Its features are, In addition to at least one braking request preset variable (x, v) obtained at the corresponding time point of the assigned numerical group (34), x And I0), at least one vehicle response variable (F, α, r and a) and at least one braking system response variable (p) obtained at the same time point from the corresponding numerical group (34). 12 I and p 16 In addition, at the same time point, at least one environmental parameter of the current environment of the vehicle (32) was obtained and added to the numerical group (34). The electronic device (36) is also additionally designed and / or programmed to: - Input the numerical set (34) into at least one additional coordinate system in which the environmental parameter or at least one of the environmental parameters is represented by the axes of the corresponding additional coordinate system or by a region in a plane spanned by the two axes of the corresponding additional coordinate system, and, - Taking at least one additional coordinate system into account, estimate whether at least one functional failure is likely to occur at at least one of the braking system components (10, 12, 14, 16) of the braking system within at least a predetermined prediction time interval.

2. The prediction device (30) according to claim 1, wherein, The electronic device (36) is designed and / or programmed to store a coordinate system with a set of input values ​​on a storage device of the prediction device (30), and wherein the electronic device (36) is additionally designed and / or programmed to compare a set of values ​​(34) acquired during further driver-induced and / or autonomous braking of the vehicle (32) with the coordinate system stored on the storage device in order to obtain by comparison whether the braking maneuver of the braking currently performed by the vehicle (32) deviates from the comparison-braking maneuver performed during the acquisition of the set of values ​​of the coordinate system, and, taking into account the acquisition frequency of the braking maneuver of the braking currently performed by the vehicle (32) – which deviates from the comparison-braking maneuver – whether at least one functional failure is likely to occur at at least one of the braking system components (10, 12, 14, 16) of the braking system at least within a predetermined prediction time interval.

3. The prediction device (30) according to claim 1 or 2, wherein, The prediction device (30) can be installed in the vehicle (32).

4. The prediction device (30) according to claim 1 or 2, wherein, The prediction device (30) includes a communication device (38) designed to receive a set of values ​​(34) transmitted by a data transmission device (40) of the vehicle (32).

5. A method for predicting at least one braking system component (10, 12, 14, 16) of a braking system for a vehicle (32), comprising the following steps: - Acquire numerical sets (34), each having values ​​acquired during multiple driver-induced and / or autonomous braking events of the vehicle (32) and each including at least one brake request preset variable (x, v) acquired at a single point in time. x and I0), at the same time point at at least one braking system response variable (p) 12 I and p 16 ) and at least one vehicle response variable (F, α, r, and a) acquired at the same time point, wherein at least one braking request preset variable (x, v) x I0 and I0 respectively reflect the braking pedal operation preset by the vehicle's driver and / or by the vehicle's braking-or driving control automatic mechanism, at least one braking system response variable (p 12 I and p 16 The above reflects the preset variables (x, v) of at least one braking system component (10, 12, 14, 16) for at least one braking request. x The response of (I0) or the state at and / or within at least one of the braking system components (10, 12, 14, 16), and at least one vehicle response variable (F, α, r and a) reflects the physical variables (S1) of the vehicle (32) being braked by the braking system. - Input the obtained numerical set (34) into the coordinate system, where, Each coordinate system has at least two axes, which respectively represent the braking request preset variable or at least one of the braking request preset variables (x, v). x and I0), the braking system response variable or at least one of the braking system response variables (p) 12 I and p 16 ) and / or the vehicle response variables or at least one of the vehicle response variables (F, α, r, and a) (S3); and - Estimate by coordinate system whether at least one functional failure may occur at at least one of the braking system components (10, 12, 14, 16) of the braking system within at least a predetermined prediction time interval (S4). The feature is that, in addition to at least one braking request preset variable (x, v) obtained at the corresponding time point of the assigned numerical group (34), x And I0), at least one vehicle response variable (F, α, r and a) and at least one braking system response variable (p) obtained at the same time point from the corresponding numerical group (34). 12 I and p 16 In addition, at the same time point, at least one environmental parameter of the current environment of the vehicle (32) is acquired and added to the numerical set (34) (S1e), wherein the numerical set (34) is input into at least one additional coordinate system in which the environmental parameter or at least one of the environmental parameters is represented by the axes of the corresponding additional coordinate system or by a region in a plane spanned by the two axes of the corresponding additional coordinate system, and wherein, with the additional consideration of at least one additional coordinate system, it is estimated whether at least one functional failure is likely to occur at at least one of the braking system components (10, 12, 14, 16) of the braking system at least within a predetermined prediction time interval.

6. The prediction method according to claim 5, wherein, As the preset variables (x, v) of the at least one braking request x (and I0), obtain the lever travel (x) and adjustment speed (v) of the input lever connected to the brake pedal. x The target motor current intensity (I0) of the motor of the motorized brake pressure establishing device (10) of the braking system as required by the brake-or driving control automatic mechanism, the target operating voltage of the motor of the motorized brake pressure establishing device (10) as required by the brake-or driving control automatic mechanism, the target motor torque of the motor of the motorized brake pressure establishing device (10) as required by the brake-or driving control automatic mechanism, the target power consumption of the motor of the motorized brake pressure establishing device (10) as required by the brake-or driving control automatic mechanism, the target adjustment stroke of at least one adjustable piston of the motorized brake pressure establishing device (10) as required by the brake-or driving control automatic mechanism, and / or the target pumping rate (S1a) of at least one pump (14) used in the braking system as required by the brake-or driving control automatic mechanism.

7. The prediction method according to claim 5 or 6, wherein, As the at least one braking system response variable (p) 12 I and p 16 ), to obtain the master brake cylinder pressure (p) in the master brake cylinder (12) of the braking system. 12 At least one braking pressure (p) within at least one wheel brake cylinder (16) of the braking system. 16 The following are considered: motor current intensity (I) of the motor of the motorized brake pressure establishing device (10) of the braking system; operating voltage of the motor of the motorized brake pressure establishing device (10); motor torque of the motor of the motorized brake pressure establishing device (10); power consumption of the motor of the motorized brake pressure establishing device (10); adjustment stroke of at least one adjustable piston of the motorized brake pressure establishing device (10); controller status information regarding possible brake pressure control or possible driving dynamic control; at least one temperature at and / or within at least the motorized brake pressure establishing device (10); pumping rate of at least one pump (14) used in the braking system; transmission efficiency of the transmission mechanism of the braking system connected to the motorized brake pressure establishing device (10); and / or at least one on / off state (S1b, S1c) of at least one valve of the braking system.

8. The prediction method according to claim 5 or 6, wherein, As the at least one vehicle response variable (F, α, r and a), the braking force (F) caused by the braking system on the vehicle (32), the braking torque caused by the braking system on the vehicle (32), the steering angle (α) of the vehicle (32), the yaw rate (r) of the vehicle (32), the vehicle deceleration (a) caused by the braking system on the vehicle (32), the longitudinal velocity of the vehicle (32), the lateral velocity of the vehicle (32), the lateral acceleration of the vehicle (32) and / or the on-board energy supply network voltage (S1d) of the on-board energy supply network of the vehicle (32) are obtained.

9. The prediction method according to claim 5 or 6, wherein, As one of the at least one environmental parameters, road friction, road tilt angle, windshield wiper status, and / or ambient temperature (S1e) are obtained.

10. The prediction method according to claim 5 or 6, wherein, A coordinate system with input numerical sets (34) is stored in a storage device, wherein the numerical sets (34) acquired during further driver-induced and / or autonomous braking of the vehicle (32) are compared with the coordinate system stored in the storage device to obtain, by comparison, whether the braking operation of the braking currently performed by the vehicle (32) deviates from the comparison-braking operation performed during the acquisition of the numerical sets (34) of the coordinate system, and wherein, taking into account the acquisition frequency of the braking operation of the braking currently performed by the vehicle (32) – which deviates from the comparison-braking operation – it is estimated whether at least one functional failure (S10 to S16) is likely to occur at least within a predetermined prediction time interval of the braking system at at least one of the braking system components (10, 12, 14, 16).

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