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

Abstract

The invention relates to a prediction system (10) and a prediction method for at least one brake system component of a brake system of a vehicle (12), having the following steps: determination of a value group of at least two different variables during at least one driver-induced and / or autonomous brake of the vehicle (12), wherein at least two variables of the same value group are determined simultaneously and in a brake situation in which at least one of the variables is outside its respectively predefined normal value range and / or the time derivative of at least one of the variables is outside the respectively predefined quasi-static range for the respective variable, and estimation of whether at least one malfunction is possible at the at least one brake system component of the brake system during at least a predefined prediction time interval on the basis of the determined value group.

Description

Technical Field

[0001] This invention relates to a prediction system for at least one braking system component of a vehicle's braking system. Similarly, this invention relates to a prediction 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 102017 218 446A1 describes a method for monitoring a motor vehicle with automated driving functions, wherein, in particular, an energy storage device is monitored, which supplies at least one load component configured to transfer the motor vehicle to its stationary state. Summary of the Invention

[0003] The present invention realizes a prediction system 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 9.

[0004] Advantages of the present invention.

[0005] This invention provides an advantageous and feasible solution for not only monitoring at least one braking system component of a vehicle's braking system, but also for early diagnosis. Therefore, this invention enables not only the identification of past faults in at least one braking system component of the corresponding braking system, but also the prediction of the future functionality and future operating characteristics of at least one braking system component. As explained in more detail below, for multiple different braking system components, such as, for example, for electromechanical brake force amplifiers located in front of the master brake cylinder of the corresponding braking system, and / or for motorized plunger devices integrated into the corresponding braking system (such as, in particular, IPB, Integrated Power Brake), the invention allows for reliable prediction of their future functionality. Because future functional failures or malfunctions of at least one braking system component of the corresponding braking system can be predicted earlier by means of the invention, this invention is also advantageously suited for ensuring the autonomous driving of vehicles equipped with the corresponding braking systems.

[0006] A particular advantage of this invention is that it allows the use of particularly dynamic braking maneuvers and / or braking with high dynamic loads, as required by the vehicle's corresponding braking—or vehicle control automation and / or regulator—to predict at least one potential malfunction at at least one braking system component. The invention therefore takes into account that, particularly under braking with high and / or dynamic loads, rapid signs of malfunction or even failure of at least one braking system component will be detected with a relatively high probability, while relatively fewer such signs will be detected under slow / quasi-static braking. Therefore, it is particularly advantageous to evaluate only braking with high and / or dynamic loads to predict additional functionality of at least one braking system component. In this way, the workload required for prediction can be significantly reduced. Similarly, this also frequently reduces the storage requirements of the electronics used for prediction.

[0007] In an advantageous embodiment of the prediction system, a first electronic device and / or a second electronic device are designed and / or programmed to plot a set of values ​​into a coordinate system having at least one first axis indicating at least one first parameter and at least one second axis indicating at least one second parameter. Such a coordinate system with the plotted set of values ​​can be advantageously evaluated for subsequent prediction.

[0008] As an advantageous improvement, the first electronic device can be additionally designed and / or programmed to obtain a set of values, which, in addition to at least one first parameter and at least one second parameter, also includes the coefficient of friction of the lane simultaneously traversed by the vehicle. This enables a specific “comparison” in subsequent predictions between the detected coefficient of friction and the relationship between at least one first parameter and at least one second parameter. In this way, it can be identified in advance whether at least one braking system component of the braking system is still “as expected” responding to braking requested by the vehicle’s driver, braking-or driving control automatic device, and / or vehicle regulator. The obtained knowledge can then be taken into account for predictions targeting at least one braking system component.

[0009] For example, the first and / or second electronic device devices are designed and / or programmed to plot sets of values ​​in a coordinate system that, in addition to at least one first axis and at least one second axis, includes at least one friction coefficient axis or sector indicating the friction coefficient in a plane bounded by the first axis or one of the first axes and the second axis or one of the second axes. The coordinate system can therefore be advantageously used to verify whether a corresponding relationship exists between at least one first parameter and at least one second parameter according to the corresponding friction coefficient.

[0010] In another advantageous embodiment of the prediction system, the first electronic device is additionally designed and / or programmed to obtain a set of values ​​that, in addition to at least one first parameter and at least one second parameter, includes at least one third parameter, wherein the at least one third parameter is obtained simultaneously with the at least one first parameter and at least one second parameter of the same set of values, and the at least one third parameter reflects ambient environmental parameters. This further improves the prediction of at least one braking system component of a vehicle implemented by means of the embodiment of the prediction system described herein. In particular, the maximum possible effective driving distance can be reliably estimated by means of the embodiment of the prediction system described herein, in that at least one ambient environmental condition is also considered during prediction.

[0011] In a preferred manner, the first electronic device and / or the second electronic device are designed and / or programmed to plot the value set into a coordinate system that, in addition to at least one first axis and at least one second axis, includes at least one third axis indicating at least one third parameter. Therefore, multiple different parameters can be investigated in a simple, rapid, and reliable manner by evaluating the coordinate system with respect to at least one possible functional malfunction at at least one braking system component, as described below.

[0012] Preferably, the first and / or second electronic devices are designed and / or programmed to assign braking operating points to sets of values ​​plotted in the coordinate system, and, taking into account the distribution of the braking operating points, to estimate whether at least one functional failure is likely to occur at at least one braking system component of the braking system during at least a pre-given prediction time interval. This improves the prediction of at least one braking system component of the braking system implemented by means of the prediction system described herein, in that the techniques described herein ensure that the sets of values ​​for braking with high and / or dynamic loads are aligned with the family of braking characteristic curves of the coordinate system as the correct operating state of the braking system and are not interpreted as functional failures.

[0013] In a particularly advantageous embodiment of the prediction system, a first electronic device can be mounted or installed in a vehicle and is designed and / or programmed to control a first communication device of the first electronic device or a vehicle equipped with the first electronic device to transmit data including a set of values ​​and / or at least one coordinate system having the set of values ​​to a second communication device of a second electronic device located separately from the vehicle, wherein the second communication device is designed to receive the set of values ​​transmitted by the first communication device. In this case, it is not necessary to mount a second electronic device, also used for advantageous prediction, in the vehicle. In the embodiment of the prediction system described herein, the second electronic device can therefore be constructed without problems with a relatively large volume and / or relatively high weight. Furthermore, in the embodiment of the prediction system described herein, the second electronic device can also receive set of values / coordinate systems transmitted by the first communication devices of the first electronic devices of multiple vehicles, thereby enabling the second electronic device of the prediction system to use at least one braking system component for monitoring and early diagnosis of the corresponding braking systems of these vehicles for multiple vehicles.

[0014] The advantages described above are also ensured when implementing the corresponding prediction method for at least one braking system component of the braking system for a vehicle.

[0015] In an advantageous embodiment of the prediction method, at least one first parameter is determined as follows: the rod travel of the entry lever connected to the brake pedal, the adjustment speed of the entry lever, the target motor current intensity of the motor of the motorized brake pressure building device of the braking system as required by the brake-or-drive control automatic device and / or regulator, the target operating voltage of the motor of the motorized brake pressure building device as required by the brake-or-drive control automatic device and / or regulator, the target motor torque of the motor of the motorized brake pressure building device as required by the brake-or-drive control automatic device and / or regulator, the target power consumption of the motor of the motorized brake pressure building device as required by the brake-or-drive control automatic device and / or regulator, the target adjustment stroke of at least one adjustable piston of the motorized brake pressure building device as required by the brake-or-drive control automatic device and / or regulator, and / or the target pump rate of at least one pump used in the braking system as required by the brake-or-drive control automatic device and / or regulator. The embodiments described herein for at least one desired braking preset parameter can be measured by means of sensing devices conventionally used in every vehicle type or can be reliably read from at least one signal from braking-or driving control automatic devices and / or regulators.

[0016] As an alternative or supplementary solution, at least one second parameter 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 generating device of the braking system, the operating voltage of the motor of the motorized brake pressure generating device, the motor torque of the motor of the motorized brake pressure generating device, the power consumption of the motor of the motorized brake pressure generating device, the adjustment stroke of at least one adjustable piston of the motorized brake pressure generating device, and the regulator state regarding possible brake pressure regulation or possible driving dynamic regulation. Information includes at least one temperature at and / or within the motorized brake pressure building device, the pump 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, at least one switching state of at least one valve of the braking system, the braking force applied to the vehicle by means of the braking system, the braking torque applied to the vehicle by means of the braking system, the vehicle's steering angle, the vehicle's yaw ratio, the vehicle's deceleration applied to the vehicle by means of 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 electrical grid voltage. Therefore, the implementation of the prediction method described herein can be carried out without expanding the sensing devices conventionally installed in the vehicle.

[0017] An advantageous improvement to the prediction method is to obtain a set of values ​​that includes at least one first parameter, at least one second parameter, and at least one third parameter, wherein the at least one third parameter is obtained simultaneously with the at least one first parameter and at least one second parameter from the same set of values. This at least one third parameter reflects environmental parameters. Because the braking characteristics of a vehicle are often also affected by environmental conditions, considering at least one environmental parameter can further improve the predictions performed by the prediction method.

[0018] As at least a third parameter, it is possible to determine, for example, the coefficient of friction of the lane the vehicle is traveling through, the lane tilt angle, the condition of the windshield wipers, and / or the outside temperature. The embodiments listed here can also typically determine at least one ambient environmental parameter without needing to extend the sensors already conventionally installed on the vehicle. Attached Figure Description

[0019] Further features and advantages of the present invention are explained below with reference to the accompanying drawings. Wherein:

[0020] Figures 1a to 1h A flowchart and coordinate system are shown to illustrate a first embodiment of a prediction method for at least one braking system component of a braking system for a vehicle.

[0021] Figures 2a to 2c A coordinate system is shown to illustrate a second embodiment of a prediction method for at least one braking system component of a braking system for a vehicle.

[0022] Figures 3a to 3e A coordinate system is shown to illustrate a third embodiment of a prediction method for at least one braking system component of a vehicle's braking system; and

[0023] Figure 4 A schematic diagram illustrating the functional mode of one embodiment of a predictive system for at least one braking system component of a vehicle's braking system is shown. Detailed Implementation

[0024] Figures 1a to 1h A flowchart and coordinate system are shown to illustrate a first embodiment of a prediction method for at least one braking system component of a braking system for a vehicle.

[0025] The predictive method described below can be implemented for a wide variety of braking systems. It can also be implemented for brake-by-wire systems. It should be clearly stated that the feasibility of the predictive method is not limited to specific vehicle types or motor vehicle types equipped with the corresponding braking systems.

[0026] In step S1 of the prediction method, during at least one driver-induced and / or autonomous braking of the vehicle, at least two different parameters x and v are respectively... x The values ​​of p are obtained. Optionally, the values ​​can be obtained during active driving dynamics adjustment or during periods when driving dynamics adjustment is not being implemented. "Driving dynamics adjustment" can be understood as adjustments required by the regulator, such as, for example, ABS adjustment (anti-lock braking system adjustment), ESP adjustment (electronic stability control), TCS adjustment (drive slip adjustment, traction control system), or ACC adjustment (distance adjustment speed controller, adaptive cruise control).

[0027] It should be clearly stated that simultaneously obtaining at least two distinct parameters x and v that take the same set of values ​​is required. x And p. Furthermore, in the following braking condition, the set of values ​​determined in method step S1 is obtained, in which the parameters x and v are... xAt least one parameter in p is outside its pre-defined normal range, and / or parameters x, v x The time derivative of at least one parameter in p is at the corresponding parameter x, v x Both p and p are outside the pre-given quasi-static range. This can also be briefly explained as determining the set of values ​​determined in method step S1 under braking conditions with high and / or dynamic loads.

[0028] In the value set determined in method step S1, each value set has at least two parameters x and v. x and at least one first parameter x and v of p x These respectively reflect the brake pedal operation performed by the driver of the vehicle, and / or the braking expectation preset of the vehicle's braking-or driving control automatic devices and / or regulators. "At least one first parameter x and v..." x "This can be understood in particular as the following parameter / unit, which indicates the intensity of the brake pedal operation performed by the driver, and / or the braking intensity preset by the brake-or-drive control automatic device and / or regulator. 'Brake-or-drive control automatic device' can be understood as an automatic device for autonomously controlling at least the speed of the vehicle, such as, for example, a distance-adjusting speed controller (ACC, Adaptive Cruise Control). Alternatively, the brake-or-drive control automatic device can also be an automatic device for controlling the autonomous braking of the vehicle (such as an emergency braking system) or an automatic device for the autonomous (driverless) driving of the vehicle. An embodiment for the regulator has been described above."

[0029] In the optional sub-step S1a of method step S1, at least one first parameter x and v for each value group can be determined / measured. x .exist Figures 1a to 1h In the embodiments, at least one first parameter x and v x It refers to the lever travel x of the engagement lever connected to the brake pedal and the adjustment speed v of the engagement lever. x The lever travel x can be easily and reliably detected, for example, using a lever travel sensor. The adjustment speed v of the lever can then be easily derived from the lever travel x. x For at least one first parameter x and v x The embodiments mentioned herein should not be interpreted restrictively. As at least one first parameter x and v in each value group... xFor example, it is also possible to determine: the target motor current intensity of the motor of the motorized brake pressure generating device of the braking system as required by the brake-or-drive control automatic device and / or regulator; the target operating voltage of the motor of the motorized brake pressure generating device as required by the brake-or-drive control automatic device and / or regulator; the target motor torque of the motor of the motorized brake pressure generating device as required by the brake-or-drive control automatic device and / or regulator; the target power consumption of the motor of the motorized brake pressure generating device as required by the brake-or-drive control automatic device and / or regulator; the target adjustment stroke of at least one adjustable piston of the motorized brake pressure generating device as required by the brake-or-drive control automatic device and / or regulator; and / or the target pump rate of at least one pump used in the braking system as required by the brake-or-drive control automatic device and / or regulator. For at least one first parameter x and v x All the embodiments described herein well reflect the intensity of the operation of the brake pedal operated by the driver or the braking desired preset braking intensity of the braking-or driving control automatic device and / or regulator.

[0030] It is also possible to perform an optional sub-step S1b of method step S1 simultaneously with sub-step S1a, in which at least two parameters x and v for each set of values ​​are obtained / measured. xAt least one second parameter p. "At least one second parameter p" can be understood as a parameter / unit that reflects the response of at least one braking system component to brake pedal operation and / or a predetermined braking parameter, the state of at least one braking system component at and / or during the response of at least one braking system component, and / or the physical parameters of the vehicle braked by means of the braking system. Exemplarily, in the embodiments described herein, the master brake cylinder pressure p in the master brake cylinder is obtained as at least one second parameter p. "Master brake cylinder pressure p" can also be understood as the pre-pressure p of the braking system. The master brake cylinder pressure p can be obtained, for example, using a pre-pressure sensor of the braking system. As an alternative or supplement to the main brake cylinder pressure p, at least one second parameter p can also be obtained as: 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 generating device of the braking system, the operating voltage of the motor of the motorized brake pressure generating device, the motor torque of the motor of the motorized brake pressure generating device, the power consumption of the motor of the motorized brake pressure generating device, the adjustment stroke of at least one adjustable piston of the motorized brake pressure generating device, and regulator status information regarding possible brake pressure regulation or possible driving dynamic regulation. At least one temperature at and / or in the motorized brake pressure building device, the pump 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, at least one switching state of at least one valve of the braking system, the braking force applied to the vehicle by means of the braking system, the braking torque applied to the vehicle by means of the braking system, the vehicle's steering angle, the vehicle's yaw ratio, the vehicle's deceleration applied to the vehicle by means of 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 electrical grid voltage. The embodiments described herein for at least one second parameter p can be measured by means of sensing devices conventionally used in every vehicle type.

[0031] As an optional improvement, sub-step S1c of method step S1 can also be implemented simultaneously with sub-steps S1a and S1b, wherein sub-step S1c, in addition to at least one first parameter x and v, x In addition to at least one second parameter p, at least one third parameter is also calculated for each set of values. Here, sub-step S1c is performed simultaneously with sub-steps S1a and S1b such that at least one first parameter x and v for the same set of values ​​are obtained. xAt least one third parameter is determined simultaneously with at least one second parameter p. "At least one third parameter" can be understood as a parameter / unit reflecting the surrounding environmental parameters. The at least one third parameter could be, for example, the coefficient of friction of the lane traversed by the vehicle, the lane inclination angle, the condition of the windshield wipers, and / or the external temperature. Sensing devices suitable for determining at least one third parameter, as described in the embodiments herein, have therefore conventionally existed in many vehicle types / motor vehicle types. To determine the coefficient of friction of the lane traversed by the vehicle, other parameters x, v, etc., in determining the same set of values, are also considered. x During the period of p, it is also possible to obtain the position data of the lane that the vehicle just passed through, and read / query the friction coefficient of the lane that the vehicle passed through at the same time from a pre-given friction coefficient map based on the corresponding position data.

[0032] To ensure the rapid implementability of method step S1, it is preferable to perform sub-steps S1a, S1b, and S1c once for each value group, while the parameters x and v being obtained do not need to be considered during the implementation of sub-steps S1a to S1c. x Whether at least one parameter in p is outside its respective pre-given normal range and / or whether the parameters x and v are being sought. x Whether the time derivative of at least one parameter in p is outside its respective pre-defined quasi-static range. If necessary, after performing sub-steps S1a to S1c, a sub-step S1d of method step S1 is also performed, in which sub-step S1d filters out the aforementioned value set obtained from the value set used for other method steps, in which the obtained parameters are not outside their respective pre-defined normal value ranges and / or the obtained parameters x, v x The time derivatives of at least one parameter in p are not outside their respective pre-defined quasi-static ranges.

[0033] In another method step S2, the obtained (and unfiltered) set of values ​​is used to estimate whether at least one functional failure is likely to occur at least one braking system component of the braking system during at least a pre-given prediction time interval. Method step S2 utilizes, particularly in braking conditions with high and / or dynamic loads, at least one simultaneously obtained set of values ​​to identify in advance whether at least one braking system component used to implement the corresponding load can no longer fully withstand the load. For advantageous prediction, the prediction method described herein therefore selectively uses a set of values ​​for at least one braking condition in which, based on the high and / or dynamic load to be addressed, even a slight reduction in functionality can still be most likely to be identified. Additionally, this method of prediction using only the set of values ​​obtained (and unfiltered) in method step S1 places lower demands on the electronics and data storage used, because the number of value sets evaluated in method step S2 is relatively small.

[0034] The predictive methods described herein can be used to investigate the overall functionality of electromechanical brake amplifiers or integrated plunger devices (such as, in particular, IPB, Integrated Power Brake) in predicting 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 according to the prior art, such as motor position sensors or differential sensors. The predictive methods described herein thus enable advantageous early diagnosis, particularly for electromechanical brake amplifiers or integrated plunger devices in vehicle braking systems. However, it should be clearly noted that the predictive methods can also be used to investigate other braking system components regarding impending malfunctions / future failures.

[0035] Preferably, the set of values ​​obtained in method step S1 is plotted in sub-step S2a of method step S2 onto a coordinate system that indicates at least one first parameter x and v. x At least one first axis and at least one second axis indicating at least one second parameter p. If in method step S1 the following set of values ​​is obtained, the set of values, in addition to at least one first parameter x and v, is... xIn addition to at least one second parameter p, the coordinate system also includes at least one third parameter, in addition to at least one first axis and at least one second axis. Specifically, if the friction coefficient of the lane simultaneously traversed by the vehicle is calculated in method steps S1 / S1c for each set of values ​​as at least one third parameter, then instead of the friction coefficient axis, the coordinate system can also have a sector indicating the friction coefficient in the plane divided by the first axis or one of the first axes and the second axis or one of the second axes.

[0036] exist Figures 1b to 1h The diagram illustrates an embodiment for this type of coordinate system, wherein, Figures 1b to 1h The axes of the coordinate system indicate the rod travel x (in mm / mm) and the adjustment speed v of the rod. x (Units are mm / s, that is, millimeters per second), master brake cylinder pressure p (unit is bar), and frequency N. Figures 1b to 1e The coordinate system reflects the braking condition in which, as illustrated by arrow A1, there is a sudden transition from partial braking to ABS-adjustment, wherein a jump occurs between a low coefficient of friction (marked M1) and a high coefficient of friction (marked M2) of the lane being traversed. The braking condition is therefore highly dynamic, as illustrated by arrow A2, before partial braking can resume. The braking condition is thus well-suited for predicting with a high probability whether at least one functional failure is about to occur at least one braking system component, at least during a pre-given prediction time interval. As illustrated by plotting... Figures 1b to 1d As illustrated graphically in regions B1 and B2 of the coordinate system, it is possible to selectively choose a set of values ​​that is most likely to indicate even a slight reduction in the functionality of at least one braking system component. The storage requirements and workload to be incurred for evaluating this set of values ​​are therefore lower. By seeking the “worst-case operation” in terms of the loads acting on at least one braking system component, it is possible not only to improve the prediction in terms of its quality but also to significantly reduce the workload and storage costs required to implement the prediction.

[0037] In an optional sub-step S2b of method step S2, braking points can be assigned to the sets of values ​​plotted in the coordinate system. (For better clarity, however, the braking points are not plotted in the coordinate system.) Figures 1b to 1hIn the coordinate system. Then, taking into account the distribution of braking points, it is possible to estimate whether at least one functional failure is likely to occur at least one braking system component during a pre-given prediction time interval. It should be explicitly noted that each overall system state depends particularly on the allocation of braking points to environmental data, lane data, and / or traffic condition data. If the position of the corresponding braking point now deviates from the pre-given target position for the determined braking operation in the corresponding coordinate system, this indicates a reduced functionality of at least one braking component of the braking system. Similarly, the transition from the first braking point to the second braking point caused by driver braking, for example, when transitioning from a dry road to snow, can be detected and evaluated accordingly. This additional evaluation of braking points thus enables transient and highly dynamic early diagnosis of the corresponding braking system. Sub-step S2b further provides a "learning model" in which new (i.e., previously unknown) braking points are detected and stored in a family of braking characteristic curves, including state transitions. These new braking points can then be evaluated in the system verbund based on anomalies. The families of braking characteristic curves used for prediction / early diagnosis can be stroke-dependent, position-dependent, speed-dependent, and / or energy-dependent.

[0038] The predictive method described herein is therefore a highly sensitive and feasible approach for early identification of faults or malfunctions in the corresponding braking system. Advantageously, based on the separately created coordinate systems, it is possible to reliably predict whether a currently functioning braking system component will, at most, have limited functionality in the near future. Specifically, “initial faults” in the braking system can be identified / predicted based on the separately created coordinate systems. In particular, under braking conditions with high and / or dynamic loads, the wear of at least one braking system component can be derived from the energy consumption necessary to meet the braking expectations of the driver, braking-or driving control automation devices, and / or regulators, which deviates from model predictions. This wear manifests as varying frictional characteristics of at least one component of the braking system component. Gradual aging of at least one braking system component can also be identified by periodically storing data, for example, based on mileage. Periodically storing the created coordinate systems, for example, based on mileage, additionally ensures baseline data for later early diagnostics. Furthermore, driver driving characteristics can also be considered during prediction. Nevertheless, the method steps S1 and S2 to be implemented can be carried out using relatively inexpensive and relatively small electronic devices.

[0039] Specifically, if in method step S2 it is predicted / forecasted that at least one functional failure may occur at at least one braking system component during the prediction time interval, then as an optional method step S3, a corresponding warning can be transmitted to the driver of the vehicle by means of a light-emitting display, by means of sound output, and / or by means of image display. For transmitting the warning, at least one light-emitting element of the vehicle, the vehicle's sound output device, the vehicle's image display device, and / or the driver's mobile device, such as, in particular, a mobile phone, can be used. Therefore, the driver can be requested to visit a workshop in a variety of ways. Alternatively or supplementary, in method step S3, service information corresponding to the prediction can also be sent to the workshop.

[0040] However, if method step S2 predicts / forecasts that there is no concern about at least one functional failure occurring at at least one braking system component during the prediction time interval, then method step S4, as an option, can also provide a permissible criterion for autonomous driving of the vehicle. Correspondingly, if method step S2 predicts / forecasts that at least one functional failure may occur at at least one braking system component during the prediction time interval, then the permissible criterion for autonomous driving of the vehicle can be deactivated. Preferably, in this case, the automatic device for autonomous driving of the vehicle is constructed such that the automatic device switches to an operating mode suitable for autonomous driving of the vehicle only when a permissible criterion exists. In this way, it is ensured that the vehicle can only be put into autonomous driving if a functional failure at the vehicle's braking system is eliminated with a high probability for at least the possible duration of autonomous driving.

[0041] In another alternative method step S5, after identifying at least one potential functional failure at at least one braking system component during a pre-given prediction time interval, the vehicle's travel path can also be determined as a new route that minimizes the load. Similarly, the vehicle's travel mode can be adapted accordingly to minimize the load during continued vehicle travel, for example, through functional degradation and / or parameterization adaptation, thereby better protecting at least one braking system component of the braking system during continued vehicle travel. In this way, the actual occurrence time of at least the aforementioned functional failure at at least one braking system component can also be delayed at least slightly.

[0042] Furthermore, as an optional method step S6, after identifying that at least one functional failure may occur at at least one braking system component during at least a pre-given prediction time interval, the vehicle can also be moved to a stopped state. Specifically, after identifying a critical anomaly at at least one braking system component, the vehicle can be forcibly stopped. This improves vehicle safety standards.

[0043] Figures 2a to 2c A coordinate system is shown to illustrate a second embodiment of a prediction method for at least one braking system component of a braking system for a vehicle.

[0044] With the help of Figures 2a to 2c The prediction method reflected in the coordinate system differs from the previously described implementation only in that the braking torque M (in Nm, i.e., Newton-meter) applied to the vehicle by means of the braking system, along with the lever travel x (in mm / mm) and the lever adjustment speed v, is determined as at least one second parameter M. x (The unit is mm / s, that is, millimeters per second), and it is evaluated in the manner explained above.

[0045] For example, by using drawing to Figures 2a to 2c As illustrated graphically in regions B1 and B2 of the coordinate system, in this case it is also possible to selectively choose a set of values ​​that most likely indicates even a slight reduction in the functionality of at least one braking system component.

[0046] Figures 3a to 3e A coordinate system is shown to illustrate a third embodiment of a prediction method for at least one braking system component of a braking system for a vehicle.

[0047] Unlike the previously described implementation method, by means of Figures 3a to 3e In the prediction method described, at least one second parameter I is used to determine: the motor current intensity I (in A / Ampere) of the braking system's motor, along with the lever stroke x (in mm / mm) and the adjustment speed v of the lever. x (Units are mm / s, that is, millimeters per second) and it is evaluated in the manner already explained above. In this implementation, it is also possible to selectively choose a set of values ​​that are most likely to indicate even a slight reduction in the functionality of at least one braking system component, as shown again by means of the marked areas B1 and B2.

[0048] Figure 4 A schematic diagram illustrating the functional mode of one embodiment of a predictive system for at least one braking system component of a vehicle's braking system is shown.

[0049] The prediction system 10 described below is capable of using prediction, particularly early diagnosis, of at least one braking system component for the braking system of vehicle 12. The application possibilities of the prediction system 10 described below are not limited to the specific type of braking system of the corresponding braking system, nor to the specific vehicle type / motor vehicle type of the vehicle / motor vehicle 12 equipped with the corresponding braking system.

[0050] The prediction system 10 includes a first electronic device 10a designed and / or programmed to obtain values ​​for at least two distinct sets of parameters during at least one driver-induced and / or autonomous braking event. Furthermore, the first electronic device can simultaneously obtain / is able to obtain the same set of at least two parameters. Similarly, for each set of at least two parameters, they can be obtained / obtained under braking conditions where at least one parameter is outside its pre-defined normal range, and / or the time derivative of at least one parameter is outside the pre-defined quasi-static range of the corresponding parameter. Therefore, all sets of values ​​are determined in at least one braking condition with high and / or dynamic loads.

[0051] At least one first parameter of at least two parameters reflects the braking expectation preset by the driver's brake pedal operation and / or the vehicle's braking-or driving control automatic device and / or regulator, while at least one second parameter of at least two parameters reflects the response of at least one braking system component to the brake pedal operation and / or braking expectation preset parameter, the state of at least one braking system component in and / or during braking, and / or the physical parameters of the vehicle braked by means of the braking system. As an advantageous improvement, the first electronic device can be additionally designed and / or programmed to obtain a set of values ​​that, in addition to at least one first parameter and at least one second parameter, includes at least one third parameter, wherein at least one third parameter is obtained simultaneously with at least one first parameter and at least one second parameter of the same set of values, and this at least one third parameter reflects ambient environmental parameters. Ambient environmental parameters can be, in particular, the coefficient of friction of the lane traversed by the vehicle 12. Further embodiments for at least one first parameter, at least one second parameter, and at least one third parameter have been described above.

[0052] Furthermore, the first electronic device 10a and / or the second electronic device 10b of the prediction system 10 are designed and / or programmed to estimate, based on the obtained set of values, whether at least one functional failure is likely to occur at at least one braking system component of the braking system at least during a predetermined prediction time interval. Therefore, the prediction system 10 described herein also achieves the advantages already explained above.

[0053] Specifically, the first electronic device 10a and / or the second electronic device 10b can be designed and / or programmed to plot value sets in a coordinate system having at least one first axis indicating at least one first parameter and at least one second axis indicating at least one second parameter. In addition to the at least one first axis and at least one second axis, the coordinate system can also include at least one third axis indicating at least one third parameter. Specifically, the coordinate system can have a friction coefficient axis or a sector indicating the friction coefficient in the plane separated by the first axis or one of the first axes and the second axis or one of the second axes. As an advantageous improvement, the first electronic device 10a and / or the second electronic device 10b can additionally be designed and / or programmed to assign braking operating points to the value sets plotted in the coordinate system, and, taking into account the distribution of the braking operating points, estimate whether at least one functional failure is likely to occur at least one braking system component of the braking system at least during a predetermined prediction time interval. The prediction system 10, that is, its first electronic device 10a and / or its second electronic device 10b, can be specifically designed / programmed for implementing the method steps explained above.

[0054] exist Figure 4 In this embodiment, the first electronic device 10a can be mounted / installed in a corresponding vehicle 12. Furthermore, the first electronic device 10a is designed / programmed to control a first communication device 14a of the vehicle equipped with or using the first electronic device 10a, to transmit data 16, including a set of values ​​and / or at least one coordinate system having the set of values, to a second communication device 14b of the second electronic device 10b, which exists separately from the vehicle 12. The second communication device 14b is then designed to receive the data 16 transmitted by the first communication device 14a. Additionally, information stored on the second electronic device 10b, such as friction coefficient maps and / or weather information, can also be provided to the first electronic device 10a via the communication devices 14a and 14b.

[0055] The first electronic device 10a can also be designed / programmed to create advance predictions, and especially if there are unknown or suspicious operating points in the created coordinate system, it transmits data 16 with the advance predictions to the second electronic device 10b. Upon receiving the data 16 with at least the desired set of values, the second electronic device 10b creates a prediction / early diagnosis for at least one braking system component in the manner already explained above. For this purpose, vehicle model, family of characteristic curves, and / or information about worst-case operation and its consequences can be stored on the second electronic device 10b.

[0056] The prediction information 18 determined by the second electronic device 10b can then be transmitted to the vehicle 12 via communication devices 14a and 14b. The prediction information 18 may include, in particular, a command 20, which then triggers at least one of the method steps S3 to S6 described above at the vehicle 12.

[0057] The second electronic device 10b can therefore still perform advantageous prediction / early diagnosis even at a relatively large distance from the vehicle 12. The interaction between the second electronic device 10b and the vehicle 12 thus neither increases the weight of the vehicle 12 nor requires structural space available at the vehicle 12 for the second electronic device 10b. This also allows for a relatively large and / or relatively heavy construction of the second electronic device 10b without adversely affecting the usability of the prediction system 10 / its second electronic device 10b. Furthermore, the interaction between the second electronic device 10b and the vehicle 12 can be achieved in this case without increasing the manufacturing cost of the vehicle 12.

[0058] like Figure 4 As illustrated in the diagram, the second electronic device 10b, equipped with the second communication device 14b, can also work in conjunction with multiple vehicles 12 to perform predictive / early diagnostics. Since vehicles 12 are typically equipped with their own communication devices 14a, the second electronic device 10b can therefore be used in various ways. Optionally, early diagnostics can also be performed "at two levels": first, a prediction is created at the vehicle level, and finally, it is correlated at a "higher level" in the cloud through a vehicle fleet consisting of several / many vehicles 12. As an advantageous improvement, the predictive system 10 / its second electronic device 10b can also be additionally designed / programmed to send test sequences for verifying the predictions to the corresponding vehicles 12, preferably in a manner that the implementation of the test sequences at the vehicle 12 does not affect the vehicle's driving characteristics or the driver's comfort.

Claims

1. A prediction system (10) for at least one braking system component of a braking system of a vehicle (12), the prediction system having: A first electronic device (10a) is designed and / or programmed to respond to at least two different parameters (x, v) during at least one driver-induced and / or autonomous braking of the vehicle (12). x The values ​​of p, M, and I are obtained from the set of values. in, The first electronic device (10a) can simultaneously determine at least two parameters (x, v) of the same set of values ​​under the following braking conditions. x p, M and I), the parameters (x, v) in this braking condition x At least one of the parameters (x, p, M, and I) is outside its respective pre-defined normal range, and / or the parameters (x, v) x The time derivative of at least one of the parameters (x, v, p, M, and I) is at the corresponding parameter (x, v). x Outside of the pre-defined quasi-static ranges of p, M, and I, And among them, the at least two parameters (x, v) x At least one first parameter (x and v) of (p, M, and I). x The parameters (x, v) respectively reflect the brake pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the braking expectation preset of ... x At least one second parameter (p, M and I) of the braking system reflects the response of at least one braking system component to the brake pedal operation and / or the preset braking expectation parameter, the state of at least one braking system component at and / or in, and / or the physical parameter (M) of the vehicle (12) braked by means of the braking system. The prediction system (10) comprises a first electronic device (10a) and / or a second electronic device (10b) designed and / or programmed to estimate, based on a set of obtained values, whether at least one functional failure is likely to occur at least one braking system component of the braking system during at least a pre-given prediction time interval. The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to plot the set of values ​​into a coordinate system that indicates the at least one first parameter (x and v). x At least one first axis and at least one second axis indicating the at least one second parameter (p, M, and I), The first electronic device (10a) is additionally designed and / or programmed to obtain a set of values, in addition to the at least one first parameter (x and v). x In addition to the at least one second parameter (p, M, and I), it also includes the coefficient of friction of the lane traversed by the vehicle (12) simultaneously. The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to plot the set of values ​​in a coordinate system that, in addition to the at least one first axis and the at least one second axis, includes at least one friction coefficient axis or sector indicating the friction coefficient in a plane spanned by the first axis or one of the first axes and the second axis or one of the second axes.

2. The prediction system (10) according to claim 1, wherein, The first electronic device (10a) is additionally designed and / or programmed to obtain a set of values, in addition to the at least one first parameter (x and v). x In addition to the at least one second parameter (p, M, and I), there is at least one third parameter, wherein the at least one first parameter (x and v) belongs to the same value group as the at least one first parameter (x and v). x The at least one third parameter is obtained by simultaneously using the at least one second parameter (p, M, and I) and the at least one third parameter, which reflects the surrounding environmental parameters.

3. The prediction system (10) according to claim 2, wherein, The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to plot the set of values ​​into the coordinate system, which includes at least one third axis indicating the at least one third parameter in addition to the at least one first axis and the at least one second axis.

4. The prediction system (10) according to any one of claims 1 to 3, wherein, The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to assign braking operation points to sets of values ​​plotted in the coordinate system, and to estimate whether at least one functional failure is likely to occur at at least one braking system component of the braking system during at least the pre-given prediction time interval, taking into account the distribution of the braking operation points.

5. The prediction system (10) according to any one of claims 1 to 3, wherein, The first electronic device (10a) can be mounted or mounted on the vehicle (12) and is designed / or programmed to control a first communication device (14a) of the first electronic device (10a) or the vehicle (12) equipped with the first electronic device (10a) to transmit data (16) including the obtained value set and / or having at least one coordinate system with the obtained value set to a second communication device (14b) of a second electronic device (10b) that exists separately from the vehicle (12), wherein the second communication device (14b) is designed to receive the value set transmitted by the first communication device (14a).

6. A prediction system (10) for at least one braking system component of a braking system of a vehicle (12), the prediction system having: A first electronic device (10a) is designed and / or programmed to respond to at least two different parameters (x, v) during at least one driver-induced and / or autonomous braking of the vehicle (12). x The values ​​of p, M, and I are obtained from the set of values. in, The first electronic device (10a) can simultaneously determine at least two parameters (x, v) of the same set of values ​​under the following braking conditions. x p, M and I), the parameters (x, v) in this braking condition x At least one of the parameters (x, p, M, and I) is outside its respective pre-defined normal range, and / or the parameters (x, v) x The time derivative of at least one of the parameters (x, v, p, M, and I) is at the corresponding parameter (x, v). x Outside of the pre-defined quasi-static ranges of p, M, and I, And among them, the at least two parameters (x, v) x At least one first parameter (x and v) of (p, M, and I). x The parameters (x, v) respectively reflect the brake pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the braking expectation preset of ... x At least one second parameter (p, M and I) of the braking system reflects the response of at least one braking system component to the brake pedal operation and / or the preset braking expectation parameter, the state of at least one braking system component at and / or in, and / or the physical parameter (M) of the vehicle (12) braked by means of the braking system. The prediction system (10) comprises a first electronic device (10a) and / or a second electronic device (10b) designed and / or programmed to estimate, based on a set of obtained values, whether at least one functional failure is likely to occur at least one braking system component of the braking system during at least a pre-given prediction time interval. The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to plot the set of values ​​into a coordinate system that indicates the at least one first parameter (x and v). x At least one first axis and at least one second axis indicating the at least one second parameter (p, M, and I), The first electronic device (10a) is additionally designed and / or programmed to obtain a set of values, in addition to the at least one first parameter (x and v). x In addition to the at least one second parameter (p, M, and I), there is at least one third parameter, wherein the at least one first parameter (x and v) belongs to the same value group as the at least one first parameter (x and v). x The at least one third parameter is obtained by simultaneously using the at least one second parameter (p, M, and I), and this at least one third parameter reflects the surrounding environmental parameters. The first electronic device (10a) and / or the second electronic device (10b) are designed and / or programmed to plot the set of values ​​into the coordinate system, which includes at least one third axis indicating the at least one third parameter in addition to the at least one first axis and the at least one second axis.

7. A prediction method for at least one braking system component of a braking system for a vehicle (12), the prediction method comprising the following steps: During at least one driver-induced and / or autonomous braking of the vehicle (12), for at least two different parameters (x, v) respectively. x The values ​​of p, M, and I are obtained from the set of values. in, At the same time, in the following braking conditions, at least two parameters (x, v) with the same set of values ​​are obtained. x p, M and I), the parameters (x, v) in this braking condition x At least one of the parameters (x, p, M, and I) is outside its respective pre-defined normal range, and / or the parameters (x, v) x The time derivative of at least one of the parameters (x, v, p, M, and I) is at the corresponding parameter (x, v). x Outside of the pre-defined quasi-static ranges of p, M, and I, And among them, the at least two parameters (x, v) x At least one first parameter (x and v) of (p, M, and I). x The parameters (x, v) respectively reflect the brake pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the at least two parameters (x, v) respectively reflect the braking pedal operation performed by the driver of the vehicle (12) and / or the braking or driving control automatic device and / or regulator of the vehicle (12) and the braking expectation preset, and the braking expectation preset of ... x At least one second parameter (p, M and I) of the braking system reflects (S1) the response of at least one braking system component to the brake pedal operation and / or the at least one braking desired preset parameter, the state of at least one braking system component at and / or in, and / or the physical parameter (M) of the vehicle (12) braked by means of the braking system. And based on the obtained set of values, it is estimated whether at least one functional failure may occur at least at least one braking system component of the braking system during at least a pre-given prediction time interval (S2). The set of values ​​is plotted in a coordinate system that indicates the at least one first parameter (x and v). x At least one first axis and at least one second axis indicating the at least one second parameter (p, M, and I), In addition, the following set of values ​​is obtained, which, in addition to the at least one first parameter (x and v), is also obtained. x In addition to the at least one second parameter (p, M, and I), it also includes the coefficient of friction of the lane traversed by the vehicle (12) simultaneously. The set of values ​​is plotted in a coordinate system that, in addition to the at least one first axis and the at least one second axis, includes at least one friction coefficient axis or sector indicating the friction coefficient in a plane spanned by the first axis or one of the first axes and the second axis or one of the second axes.

8. The prediction method according to claim 7, wherein, As the at least one first parameter (x and v) x To determine: the travel (x) of the entry lever connected to the brake pedal, and the adjustment speed (v) of the entry lever. x The target motor current intensity of the motor of the motorized brake pressure building device of the braking system as required by the automatic braking or driving control device and / or regulator; the target operating voltage of the motor of the motorized brake pressure building device as required by the automatic braking or driving control device and / or regulator; the target motor torque of the motor of the motorized brake pressure building device as required by the automatic braking or driving control device and / or regulator; the target power consumption of the motor of the motorized brake pressure building device as required by the automatic braking or driving control device and / or regulator; the target adjustment stroke of at least one adjustable piston of the motorized brake pressure building device as required by the automatic braking or driving control device and / or regulator; and / or the target pump rate of at least one pump used in the braking system as required by the automatic braking or driving control device and / or regulator.

9. The prediction method according to claim 7 or 8, wherein, The following parameters (p, M, and I) are determined as follows: master brake cylinder pressure (p) 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; motor current intensity (I) of the motor of the motorized brake pressure building device of the braking system; operating voltage of the motor of the motorized brake pressure building device; motor torque of the motor of the motorized brake pressure building device; power consumption of the motor of the motorized brake pressure building device; adjustment stroke of at least one adjustable piston of the motorized brake pressure building device; regulator status information regarding possible brake pressure regulation or possible driving dynamic regulation; and at least the location and / or location of the motorized brake pressure building device. At least one temperature, pump rate of at least one pump used in the braking system, transmission efficiency of the transmission mechanism of the braking system connected to the motorized brake pressure building device, at least one switching state of at least one valve of the braking system, braking force applied to the vehicle (12) by means of the braking system, braking torque (M) applied to the vehicle (12) by means of the braking system, steering angle of the vehicle (12), deflection ratio of the vehicle (12), vehicle deceleration applied to the vehicle (12) by means of the braking system, longitudinal velocity of the vehicle (12), lateral velocity of the vehicle (12), lateral acceleration of the vehicle (12), and / or on-board grid voltage of the vehicle (12)'s on-board electrical grid.

10. The prediction method according to claim 7 or 8, wherein, Find the following set of values, which, apart from at least one of the first parameters (x and v) x In addition to the at least one second parameter (p, M, and I), there is at least one third parameter, wherein at least one first parameter (x and v) of the same value group is included. x The at least one third parameter is obtained by simultaneously using at least one second parameter (p, M, and I) and the at least one third parameter reflects the surrounding environmental parameters.

11. The prediction method according to claim 10, wherein, The at least one third parameter is determined as follows: the coefficient of friction of the lane traversed by the vehicle (12), the lane tilt angle, the condition of the windshield wipers, and / or the external temperature.

Images