Method for operating vehicle with drive-by-wire device using fleet monitor, and vehicle

Abstract

The invention relates to a method for operating a vehicle (10), in which at least one sensor signal is detected, which represents an operation of an operating element (16, 18) of a drive-by-wire device (12, 14) of the vehicle (10) by a user of the vehicle (10). At least one setpoint value associated with the sensor signal is compared with at least one actual value, which corresponds to an actual behavior of at least one component of the vehicle (10). At least one measure is taken when there is a predetermined deviation of the actual value from the target value. The at least one target value and the at least one actual value are transmitted to an external monitoring device (76) which compares the actual value with the target value and which causes the at least one on-board device (70) to take at least one measure in the event of a deviation. The invention also relates to a vehicle (10).

Description

[0001] The invention relates to a method for operating a vehicle, wherein at least one sensor signal is detected, which represents an operation of an operating element of a drive-by-wire system of the vehicle by a user of the vehicle. At least one setpoint value associated with the sensor signal is compared with at least one actual value. The at least one actual value corresponds to the actual behavior of at least one component of the vehicle. If there is a predefined deviation between the actual value and the setpoint value, at least one measure is taken. The invention also relates to a vehicle designed for carrying out the method.

[0002] Document DE 11 2017 005 108 T5 describes a vehicle with a steer-by-wire system, in which the wheels on the front and rear axles are steered by means of electric actuators. A monitoring controller is provided for detecting a fault state of the actuator or the steering controller. If the monitoring controller detects a fault state of the steering controller, the steering controller is deactivated or switched off. When the steering controller is switched off, a warning message can be issued to the vehicle driver or the vehicle speed can be slowed down.

[0003] Furthermore, document DE 11 2017 004 195 T5 describes a monitoring controller for an electric vehicle, which compares observed dynamic vehicle reactions with an expected dynamic vehicle reaction range. If the deviation exceeds a threshold value, the functionality of the electric vehicle is restricted.

[0004] Mechanical brake systems and mechanical steering systems are common in today's vehicles. In mechanical brake systems, there is a purely mechanical coupling between the brake pedal and the electromechanical brake pressure regulator as a fallback stage. This means that if the mechanical or electronic device of the brake pressure regulator fails or fails, the driver must apply brake pressure without an electronic booster, that is, purely through the mechanical force of the foot. This means that even if the brake pressure regulator fails, a high braking force can still be achieved.

[0005] The same is true for mechanical steering systems, which also have a purely mechanical fallback coupling between a steering handle, for example in the form of a steering wheel, and an electromechanical steering actuator, which is usually mounted on the front axle of the vehicle. This means that if the mechanical or electronic components of the steering actuator malfunction or fail, the driver must apply the required steering force solely with the strength of his or her arm.

[0006] In vehicle development, attempts are being made to eliminate these mechanical fallback stages in steering or braking systems. In braking systems, if there is no longer a mechanical connection between an operating element such as a brake pedal and the vehicle brakes, such mechanically decoupled braking is known as a brake-by-wire device or brake-by-wire system (brake-by-wire = braking via cables).

[0007] In a similar manner, steering systems in which there is no longer a mechanical connection between a steering handle, such as a steering wheel, and a steering actuator that implements the steering commands are referred to as steer-by-wire devices or steer-by-wire systems (steer-by-wire=steering by cable).

[0008] Therefore, such mechanical decoupling systems or devices can generally be referred to as wire control technology devices or wire control technology systems. In this example, the wire control technology device of the vehicle should be understood in particular as a wire control steering device and / or a wire control brake device of the vehicle.

[0009] Such a steer-by-wire device and / or brake-by-wire device can be used in particular for vehicles with fully automatic or autonomous driving functions. However, improvements in safety, comfort and personalization can also be achieved in conventional vehicles that are not autonomously driven by using a steer-by-wire device and / or brake-by-wire device.

[0010] Since steer-by-wire and brake-by-wire systems eliminate the mechanical fallback stage, the reliability of such steer-by-wire technology devices is a challenge.

[0011] To improve reliability, the interface between the electronic brake pedal and the brake pressure regulator of the wire control device can include a first data bus and a second redundant data bus. The interface between the electronic steering wheel and the steering actuator of the wire control device can also be used in a similar manner. However, other solutions can also be used to provide a backup level in the event of a failure of the wire control system or the wire control system.

[0012] In particular, in the event of so-called common cause failures (i.e. errors or failures attributable to a common cause) or cascading failures (i.e. cascading errors or failures), it may not be possible to provide an additional backup level. For example, due to a common failure cause or coupling mechanism, the primary path and the redundant path may fail simultaneously.

[0013] Common cause failures or cascading failures can occur because the same type of hardware or software is installed in multiple controllers of a line technology installation. If this hardware or software has a specific cause of failure, all affected controllers may fail at the same time. In addition, an error chain based on a single error cause may cause multiple controllers to fail one after another.

[0014] Therefore, it is desirable to detect faults in vehicle drive-by-wire technology devices at an early stage so that necessary measures or countermeasures can be taken in a timely manner.

[0015] The technical problem to be solved by the present invention is to provide a method of the aforementioned type which can increase operational safety, and to provide a vehicle for implementing the method.

[0016] This object is achieved by a method having the features of claim 1 and a vehicle having the features of claim 10. Advantageous embodiments and expedient developments of the invention are given in the dependent claims and in the following description.

[0017] In the method for operating a vehicle according to the invention, at least one sensor signal is detected, wherein the sensor signal represents an operation of an operating element of a drive-by-wire system of the vehicle by a user of the vehicle. At least one setpoint value assigned to the sensor signal is compared with at least one actual value. The at least one actual value corresponds to the actual behavior of at least one component of the vehicle. When there is a predefined deviation between the actual value and the setpoint value, at least one measure is taken. In the method, the at least one setpoint value and the at least one actual value are transmitted to an off-board monitoring device, which performs a comparison of the actual value with the setpoint value. When there is a deviation, the off-board monitoring device causes at least one on-board device to take at least one measure.

[0018] The off-board monitoring device advantageously provides an independent control mechanism which is not affected by a fault even if a wire control technology device in the vehicle fails. The provision or introduction of an off-board monitoring device can therefore increase operational safety, since the off-board monitoring device can detect a predetermined deviation between an actual value and a setpoint value, thereby causing at least one on-board device to take at least one measure.

[0019] The off-vehicle monitoring device, i.e. the monitoring device that is independent of the vehicle and arranged outside the vehicle, is preferably capable of wireless communication with the vehicle, which allows the monitoring of deviations between respective actual values ​​and respective setpoint values ​​for a plurality of vehicles or a fleet. Advantageously, accumulated undesirable deviations can be identified at an early stage. Thus, appropriate measures can be initiated at an early stage, for example measures that can be implemented directly in the vehicle by the on-board device and / or maintenance measures or repair measures.

[0020] In such an application, if the deviations between respective actual values ​​and respective setpoint values ​​of a plurality of vehicles or a fleet are to be monitored, the off-vehicle monitoring device may be referred to as a fleet monitor.

[0021] The corresponding advantages apply when at least one of the vehicle's drive-by-wire technology devices is designed, for example, as a steer-by-wire device and a brake-by-wire device. The vehicle can also have both a steer-by-wire device and a brake-by-wire device.

[0022] If the by-wire control technology of the vehicle is designed as a steer-by-wire system or a steer-by-wire device, the operating element operable by the user can be a steering handle, for example in the form of a steering wheel. Thus, at least one sensor signal can indicate, for example, an operating force applied to the steering wheel and / or a corresponding rotation angle on the steering wheel. These sensor signals can assign setpoint values ​​to the behavior of the entire vehicle corresponding to the steering wheel operation and / or to the behavior of at least one vehicle component corresponding to the steering wheel operation.

[0023] The actual behavior of the entire vehicle can be described by driving dynamics data, such as yaw rate and / or longitudinal acceleration and / or lateral acceleration and / or longitudinal speed and / or lateral speed of the vehicle, etc., or can be detected by such data. A setpoint value associated with at least one sensor signal is related to the actual behavior of the entire vehicle and can accordingly be an expected value of the above-mentioned exemplary driving dynamics variable based on the sensor signal.

[0024] The actual behavior of at least one component of the vehicle may be, for example, the behavior of a steering actuator which is designed to steer steerable wheels of the vehicle. Thus, for example, a steering angle set by the steering actuator may be considered as a desired value for the associated sensor signal. Since the operating force applied to the steering wheel and / or the rotation of the steering wheel corresponds to the desired value of the steering angle, the steerable steering wheel is to be turned by the steering actuator by the desired value of the steering angle.

[0025] If the vehicle's control-by-wire technology is designed as a brake-by-wire system, these statements about setpoint values ​​and actual values ​​also apply in a similar manner. The operating element that can be operated by a vehicle user can be, for example, an electronic brake pedal, wherein at least one sensor signal can include an operating force applied to the electronic brake pedal and / or a travel of the brake pedal.

[0026] Such sensor signals related to the brake-by-wire device can also be provided with setpoint values ​​for the dynamic behavior of the entire vehicle and / or setpoint values ​​for a brake actuator or similar braking device that brakes the vehicle. For example, when changing the position of the brake pedal, the braking force and / or the pedal travel applied to the electronic brake pedal can correspond as setpoint values ​​to the expected brake pressure at the brake actuator of the brake-by-wire device. Thus, the actual value of at least one component of the vehicle can be the actual behavior of a brake actuator that is designed to brake the vehicle.

[0027] By comparing these setpoint values ​​with actual values, wherein the actual values ​​correspond to the actual behavior of the vehicle or at least a vehicle component, it can be determined whether there is a deviation between the actual values ​​and the setpoint values ​​and whether this deviation exceeds a predetermined or permitted deviation. If the latter is the case, the off-vehicle monitoring device can cause at least one on-board device to take at least one measure.

[0028] Various measures can be taken to deal with the deviation of the actual value from the setpoint value. A first measure can be, for example, simply notifying the vehicle user that a problem has occurred with the wire control technology device. For this purpose, a corresponding communication device of the vehicle can be used as an onboard device, for example in the form of a display device or a display.

[0029] Furthermore, the vehicle user can be warned that a problem has occurred with the drive-by-wire technology. Accordingly, an additional warning can be provided in the message, which makes the vehicle user more aware of the problem of impaired function of the drive-by-wire technology than the message alone. This warning or emphasis of the message can be achieved, for example, by flashing a corresponding warning message and / or emitting an additional warning tone or the like.

[0030] Additionally or alternatively, the vehicle user may be advised to go to a repair shop, or informed that it is necessary to go to a repair shop, otherwise further travel of the vehicle will be restricted at least in the near future. These warning messages or suggestions may be sent to the user via an onboard device, such as a vehicle communication device.

[0031] Another measure is to allow the vehicle to continue to travel within a certain maximum speed and / or a certain limited time and / or a certain limited distance. It can be provided that the vehicle is automatically forced to stop after the limited time and / or limited distance. This can be achieved by a corresponding speed limiter of the vehicle and / or a device that limits the remaining time and / or the remaining travel distance.

[0032] Another measure to be taken is to stop the vehicle automatically immediately. For example, the vehicle can be forced to stop by the braking device of the vehicle.

[0033] In particular, the above exemplary measures of increasing the intervention intensity can be taken according to the deviation between the actual value and the setpoint value. Additionally or alternatively, if the fault or problem in the wire control technology device persists, measures of gradually increasing the intervention intensity can also be taken, that is, successively increasing the intervention intensity.

[0034] Preferably, the off-vehicle monitoring device takes into account the magnitude of the deviation of at least one actual value from at least one desired value when determining at least one measure to be taken. For example, different measures can be provided to influence the driving state of the vehicle, and / or at least one measure includes notifying and / or warning a vehicle user, in particular the driver of the vehicle. By taking into account the magnitude of the deviation of the actual value from the desired value when determining the measure to be taken, the severity of the fault of the wire control technology device can be taken into account accordingly well, in particular in a well-graded manner.

[0035] Preferably, the off-board monitoring device compares the respective setpoint values ​​and actual values ​​of a plurality of vehicles with one another. In this way, it is easy to determine whether a fault has occurred in the respective drive-by-wire technology of a plurality of vehicles belonging to a fleet. On the one hand, this can be used to take at least one measure for the affected vehicle. Additionally or alternatively, this information can also be used to take quality assurance measures, in particular measures by the vehicle manufacturer, in order to prevent the identified fault from occurring in the future. This also contributes to increasing the operational safety of the vehicles concerned.

[0036] Preferably, the off-vehicle monitoring device takes into account the result of the comparison of the respective setpoint value and the actual value when determining at least one measure to be taken. Thus, when a deviation occurs between the setpoint value and the actual value, the relevant vehicle can react well and adequately.

[0037] Preferably, the off-vehicle monitoring device performs an evaluation based on a plurality of setpoint values ​​and a plurality of actual values ​​obtained from a plurality of vehicles, wherein the number of deviations of the respective actual value from the respective setpoint value is taken into account. This helps to identify weak links in the wire control technology of individual vehicles in the fleet. For example, if the wire control steering devices and / or wire control brake systems of a large number of vehicles in the fleet are out of design range, this serves as a prompt that the wire control technology needs to be improved.

[0038] Preferably, the number of the deviations is taken into account when determining at least one measure to be taken. This makes it possible to cope well with an accumulation of errors which manifests itself as a correspondingly large number of deviations.

[0039] Additionally or alternatively, the off-board monitoring device performs an evaluation based on a plurality of setpoint values ​​and a plurality of actual values ​​obtained from a plurality of vehicles, wherein the deviations are assigned to the respective fault types. In this way, specific fault types can be easily and simply identified so that targeted remedial measures can be taken.

[0040] Preferably, the fault type is taken into account when determining at least one measure to be taken, because the measure to be taken can be well matched to the corresponding fault type, which is conducive to improving the operational safety of the vehicle.

[0041] Preferably, the off-board monitoring device evaluates the occurrence of the deviation based on a plurality of setpoint values ​​and a plurality of actual values ​​obtained from a plurality of vehicles with regard to its relevance in time and / or location and / or vehicle operation of the individual vehicles. It is advantageous to evaluate the deviation that occurs over time in order to be able to determine, for example, whether wear caused by time is the cause of a malfunction of the drive-by-wire technology device.

[0042] By evaluating the deviations occurring at a location, it is possible to understand whether location conditions, for example the vehicle type in hotter or colder regions and / or in wetter or drier regions and / or in flatter or more mountainous terrain or the like, and / or other environmental conditions, such as the condition of the respective road, are possible causes of the deviations.

[0043] If, for example, it is found that deviations occur more frequently under unfavorable road conditions, for example due to potholes or the like, than under good road conditions, this can be used as a hint to improve the vibration resistance of the drive-by-wire system. The measures to be taken can therefore include increasing the vibration resistance.

[0044] By evaluating the occurrence of deviations in relation to the driving operation of the respective vehicle, it can be determined, for example, whether the driver's driving style and / or the operation of the by-wire technology, such as the sudden application of high currents to device components, leads to an increased load on the by-wire technology. This increased load can be identified as the cause of the deviation. This also facilitates a more robust design of the by-wire technology, if necessary. The measures to be taken can therefore include a more robust design.

[0045] Preferably, the result of the evaluation is taken into account when determining at least one measure to be taken. The measure may in particular comprise a design of the drive-by-wire technology device taking the evaluation result into account.

[0046] Furthermore, the occurrence of the deviation in time and / or location and / or its relevance to the vehicle operation can advantageously be taken into account when selecting at least one measure to be implemented by at least one onboard device.

[0047] Additionally or alternatively, the off-board monitoring device evaluates the frequency of the deviation in terms of time and / or location and / or relevance to vehicle operation of the respective vehicle based on a plurality of setpoint values ​​and a plurality of actual values ​​obtained from a plurality of vehicles. By taking into account the frequency of occurrence of the deviation, it can be decided, for example, whether at least one on-board device should take at least one measure.

[0048] In this context, it is advantageous to take the result of the evaluation into account when determining at least one measure to be taken. This is because if deviations occur frequently in some vehicles, this indicates that maintenance or repair of the wire control system is required. Additionally or alternatively, it can also be advantageous to decide which measure to take depending on how often or rarely the deviations occur.

[0049] Preferably, the off-board monitoring device sends a status query to at least one controller of the drive-by-wire technology device. When no response to the status query is received after a first time period, the off-board monitoring device causes the at least one on-board device to take a first measure. This allows a very rapid reaction if the controller of the drive-by-wire technology device does not respond to the status query at least temporarily.

[0050] Furthermore, further or second measures can be prepared in this way. This makes it possible, in particular, for the second measure to take effect quickly. This is advantageous.

[0051] Preferably, when the first measure is taken, the vehicle is still easy for the user or driver to control. This ensures that even if the first measure is triggered by mistake, for example, it is not necessary to take the first measure, taking the first measure will not adversely affect the vehicle state of the user or driver.

[0052] Additionally or alternatively, the in-vehicle monitoring device may send a status query to at least one controller of the wire control technology device, and when no response to the status query is received after a first time period, the in-vehicle monitoring device causes the at least one on-board device to take a first measure. The in-vehicle monitoring device may also be referred to as a vehicle monitor.

[0053] Such an in-vehicle monitoring device can preferably be operated independently of at least one controller of the wire control technology device, for example, by providing a separate power supply. In addition, by designing the in-vehicle monitoring device to be independent of at least one controller of the wire control technology device, it can be ensured that when a problem occurs in at least one controller of the wire control technology device, the in-vehicle monitoring device will not be affected at the same time. As a result, the in-vehicle monitoring device can well perform the function of monitoring the wire control technology device.

[0054] Additionally or alternatively, it may also be provided that the external monitoring device and / or the internal monitoring device checks whether the at least one controller sends status information to the monitoring device at predetermined time intervals, in particular regularly, without issuing a status query before sending the status information. Therefore, if the status information is still not received after a first time period, the at least one on-board device may take a first measure at the prompt of the external monitoring device and / or the internal monitoring device. This is also advantageous for monitoring the function of the wire control technology device.

[0055] For example, if at least one controller sends a status message to the exterior monitoring device and / or the interior monitoring device every 50 milliseconds, the on-board device can take the first measure after 60 milliseconds, for example.

[0056] Such an in-vehicle monitoring device can also be used in a method in which at least one setpoint value and at least one actual value are not transmitted to an external monitoring device. In such a method, the in-vehicle monitoring device can accordingly compare the at least one actual value and the at least one setpoint value instead of the external monitoring device and cause at least one onboard device to take at least one measure if a predetermined deviation exists.

[0057] Therefore, the advantages and preferred embodiments of the vehicle exterior monitoring device are also applicable to the vehicle interior monitoring device, especially in the method in which the vehicle exterior monitoring device is not used at all but the vehicle interior monitoring device is used. However, the vehicle interior monitoring device can also exist simultaneously with the vehicle exterior monitoring device.

[0058] In a variant of the method, the by-wire technology of the vehicle can be monitored during at least partially automated and / or autonomous driving of the vehicle. In particular, during at least partially automated driving, when the corresponding systems of the vehicle independently take over functions such as acceleration, braking, lane change, etc., it is very advantageous to use by-wire technology. This also applies to highly automated driving, in particular autonomous driving. It is therefore advantageous to monitor the function of the by-wire technology by means of an in-vehicle monitoring device and / or an out-vehicle monitoring device.

[0059] In a variant of this method, instead of at least one sensor signal resulting from actuation of an operating element of the drive-by-wire system, a signal is detected which represents, for example, a steering request and / or a braking request which is executed by the drive-by-wire system. In the method, a desired value associated with the signal is compared with an actual value, and at least one measure is initiated if the actual value deviates from the desired value.

[0060] The comparison of the setpoint value with the actual value can be performed by an external monitoring device and / or an internal monitoring device, and if a deviation occurs, at least one on-board device can initiate at least one measure.

[0061] In this way, a fault or malfunction of at least one component of the drive-by-wire system can be detected or identified, for example during automated driving operation of the vehicle, in particular during highly automated driving operation.

[0062] This is particularly advantageous when environmental and / or operating conditions make it more likely that a component or by-wire technology will malfunction or fail, or when reduced performance of the by-wire technology due to environmental conditions, particularly environmental conditions ahead of the vehicle in the direction of travel, may lead to undesirable driving conditions.

[0063] Preferably, the exterior vehicle monitoring device and / or the interior vehicle monitoring device causes the at least one onboard device to take a second measure when no response to the status inquiry is received after a second time period following the first time period.

[0064] Additionally or alternatively, the vehicle exterior monitoring device and / or vehicle interior monitoring device causes the at least one vehicle-mounted device to take a second measure when the state information of the at least one controller is not received after a second time period following the first time period. For example, the second measure can be prepared by taking the first measure and then taking the second measure.

[0065] If the status information sent by at least one controller to the exterior and / or interior monitoring device is to be sent every 50 milliseconds, a preparatory first measure can be taken, for example, after 60 milliseconds and then a second measure after 70 milliseconds.

[0066] If the second measure is braking or deceleration, especially as part of emergency braking, the first measure can be preparatory braking or start braking. For example, braking can be started after 60 milliseconds, or after 70 milliseconds if the status information sent every 50 milliseconds is not received.

[0067] By taking these successive measures in such a phased manner, a prompt and adequate reaction to problems or malfunctions of the vehicle's drive-by-wire technology can be ensured very reliably.

[0068] It is expedient that the second measure has a stronger influence on the driving state of the vehicle than the first measure. In particular, the first measure may not yet have any influence on the driving state of the vehicle, or have hardly any influence, for example because the first measure merely issues information or a warning to the vehicle user or driver, for example by an onboard device.

[0069] However, even if the first measure is to initiate vehicle braking without actual vehicle deceleration, the second measure can be taken very quickly, for example in the form of actual braking. This is because by preparing or initiating the actual braking process as the first measure, the subsequent braking process as the second measure results in a very direct and immediate deceleration of the vehicle.

[0070] If at least one controller has not responded to the status query after the second time period has elapsed, the vehicle can be braked by taking a second measure, for example, the vehicle can be braked to a standstill. Such an emergency response is particularly advantageous for quickly bringing the vehicle into a particularly safe driving state, for example, the vehicle can be stopped.

[0071] The preparation for deceleration or braking of the vehicle or the initiation of partial braking in particular comprises reducing an existing gap between a brake pad and a brake disc of at least one brakeable wheel of the vehicle, without any braking effect at all or at most only a very slight braking effect. However, by preparing for the braking operation in this way, the subsequent braking operation can be carried out very quickly, because the brake pad is already very close to the brake disc due to the preparation for the braking operation. This is advantageous.

[0072] If the brake device is designed as a parking brake of a vehicle, in particular an electronic parking brake of a vehicle, which has a spindle drive, the spindle can initially rotate during the braking preparation without producing an actual braking effect. However, due to these rotations, the play is already reduced.

[0073] In the case of an additional or alternative embodiment of the vehicle brake system as a hydraulic brake, the clearance can be reduced by introducing brake fluid into the brake caliper of the brake system, etc. However, depending on the embodiment of the vehicle brake system, other measures besides the brake activation preparation measures described here by way of example can also be taken.

[0074] Preferably, the in-vehicle monitoring device performs a comparison of the actual value with the setpoint value when communication with the off-vehicle monitoring device is lost. In this case, the in-vehicle monitoring device causes at least one on-board device to take at least one measure. Thus, the in-vehicle monitoring device can be used as a fallback level in particular when communication with the off-vehicle monitoring device is lost.

[0075] This situation may occur, for example, if communication with an external or off-board monitoring device is not possible due to a missing or insufficiently stable communication connection. Furthermore, communication with an off-board monitoring device may not be possible if the off-board monitoring device fails or is otherwise impaired in function. In this case in particular, it is advantageous to be able to rely on an on-board monitoring device, i.e. a vehicle monitor.

[0076] A vehicle according to the invention is designed to detect at least one sensor signal, wherein the sensor signal represents an operation of an operating element of a drive-by-wire technology system of the vehicle by a user of the vehicle. The vehicle is designed to assign a setpoint value to the sensor signal and to detect at least one actual value, which corresponds to the actual behavior of at least one component of the vehicle. The vehicle has a transmission device, by means of which at least one setpoint value and at least one actual value are transmitted to an off-board monitoring device. The off-board monitoring device is designed to perform a comparison of the actual value with the setpoint value and to send an indication to a receiving device of the vehicle when there is a predefined deviation between the actual value and the setpoint value. The vehicle is also designed to cause at least one on-board device to take at least one measure based on the indication.

[0077] Accordingly, the vehicle is designed to carry out the method according to the invention, thereby increasing the operational safety of the vehicle.

[0078] The advantages and preferred embodiments described for the method according to the invention also apply to the vehicle according to the invention and vice versa.

[0079] Therefore, the present invention also includes the developments of the vehicle according to the present invention, which have the features associated with the developments of the method according to the present invention. Therefore, the corresponding developments of the vehicle according to the present invention will not be described here.

[0080] For application cases or use cases that may occur in the method and are not explicitly described here, provision can be made for error messages and / or user feedback requests to be issued according to the method and / or for default settings and / or predetermined initial states to be set.

[0081] The present invention also includes combinations of features from the described embodiments.

[0082] The embodiments of the present invention are described below. In the accompanying drawings:

[0083] Figure 1 A purely schematic diagram of a vehicle is shown, the vehicle being intended for communication with an off-vehicle monitoring device or a fleet monitor, the vehicle having a steer-by-wire device and a brake-by-wire device;

[0084] Figure 2 Schematically shows the communication with the off-vehicle monitoring device Figure 1 Multiple vehicles shown;

[0085] Figure 3 The method sequence is schematically shown, wherein an in-vehicle monitoring device or a vehicle monitor is used to monitor a drive-by-wire technology device of a vehicle; and

[0086] Figure 4 The method sequence is schematically shown in which an off-vehicle monitoring device monitors drive-by-wire technology devices of a plurality of vehicles.

[0087] The embodiments explained below are preferred embodiments of the present invention. The components described in the embodiments represent individual features of the present invention, which should be considered independently. They can also independently further constitute the present invention, and therefore can also be considered as part of the present invention individually or in a combination other than the illustrated embodiment. In addition, other features of the present invention can also supplement the embodiments described.

[0088] In the drawings, elements having the same functions are denoted by the same reference numerals.

[0089] Figure 1A purely schematic vehicle 10 is shown, for example in the form of a motor vehicle, which has at least one wire control technology device. The vehicle can have, for example, a steering wire control device 12 and / or a brake wire control device 14 as at least one wire control technology device. The steering wire control device 12 can have a steering wheel 16 or a similar steering wheel handle as an operating element, which can be operated by a user of the vehicle 10, in particular the driver of the vehicle 10. The operating element in the brake-by-wire control device 14 that can be operated by the user or the driver of the vehicle 10 can be designed as a brake pedal 18.

[0090] However, in the steer-by-wire device 12 , there is no mechanical connection between the steering wheel 16 and a steering actuator 20 of the vehicle 10 that may be used to adjust the steering angle of a steerable wheel 22 of the vehicle 10 .

[0091] Similarly, in the brake-by-wire device 14, there is no mechanical connection between the brake pedal 18 and the brake device 24 or similar brake actuator of the vehicle 10. The brake device 24 is designed to brake the wheels 22 of the vehicle 10, and for the sake of clarity, the brake device 24 is only shown in the front wheel area of ​​the vehicle 10.

[0092] In each wire control technology device, a controller 26 is provided, instead of mechanically coupling the steering wheel 16 with the steering actuator 20 and the brake pedal 18 with the brake device 24. When the driver manipulates the steering wheel 16 or the brake pedal 18, the controller 26 transmits the driver's request to the steering actuator 20 or the brake device 24 in an electronic manner. For the sake of clarity, Figure 1 Only one such controller 26 is shown, although each drive-by-wire device may have a plurality of such controllers 26. Instead, each drive-by-wire device may have or include its own controller 26, such as the steering-by-wire device 12 may have at least one such first controller 26, and the brake-by-wire device 14 may have at least one such second controller 26.

[0093] like Figure 1 As shown, the vehicle 10 has a control mechanism in the form of an in-vehicle monitoring device 28, which is designed independently of the steering-by-wire control device 12 and the brake-by-wire control device 14 and can also be called a vehicle monitor. The in-vehicle monitoring device 28 or control mechanism is installed inside the vehicle 10 and is used to monitor the rated function and actual function of the steering-by-wire control device 12 and the brake-by-wire control device 14. If the steering-by-wire control device 12 and the brake-by-wire control device 14 deviate from the design range, the driving function of the vehicle 10 can be reduced or prevented under the prompting of the vehicle monitor.

[0094] This can be achieved, for example, if the vehicle 10 no longer complies with the steering request expressed by the driver by operating the steering wheel 16. This is also the case if the vehicle 10 no longer complies with the braking request expressed by the driver by depressing the brake pedal 18. Figure 3 ) and the actual value 32 or the actual data (see Figure 3 ) can be compared to determine that the design range has been deviated from in this way.

[0095] The setpoint value 30 corresponds to the sensor signal of the (currently electronic) steering wheel 16 and to the sensor signal of the (currently electronic) brake pedal 18. For example, the sensor of the steering wheel 16 can detect the operating force 34 applied to the steering wheel 16 by the driver of the vehicle 10 (see Figure 3 In addition, the sensor of the steering wheel 16 can also detect the angle 36 at which the driver turns the steering wheel 16 from the initial position of the steering wheel 16 (see Figure 3 ).

[0096] The setpoint value 30 advantageously describes a setpoint behavior of the vehicle 10 relative to the brake pedal 18. Thus, at least one sensor of the brake pedal 18 can detect an actuation force 38 (see Figure 3 In addition, at least one sensor can also detect the travel 40 of the brake pedal 18 as a sensor signal (see Figure 3 ), or when the driver of the vehicle 10 operates the brake pedal 18, the travel 40 (see Figure 3 ).

[0097] The in-vehicle monitoring device 28 can generate a setpoint value 30 (see Figure 3 ) is compared with the actual value 32, which corresponds to the actual behavior of the vehicle 10 and / or the behavior of at least one component of the vehicle 10. For example, the dynamic driving data 42 (see Figure 3 ) can be considered as such actual values ​​32, for example in the form of a yaw rate 44 of the vehicle 10 and / or a longitudinal acceleration 46 of the vehicle 10 and / or a lateral acceleration 48 of the vehicle 10 and / or a longitudinal speed 50 of the vehicle 10 and / or a lateral speed 52 of the vehicle 10. In addition to the actual values ​​32 mentioned here as examples, other actual values ​​can also be used, which correspond to the actual behavior of the vehicle 10 as dynamic driving data 42.

[0098] In addition, according to Figure 3, data from the actuator 54 of the steering-by-wire device 12 or the brake-by-wire device 14 detected by sensors can be used as actual values ​​32. For example, these actual values ​​32 detected by sensors can be a brake pressure 56 applied by the brake device 24 or an axle steering angle 58 set by the steering actuator 20.

[0099] The vehicle monitor or in-vehicle monitoring device 28 can be obtained by a subtractor 60 (see Figure 3 ) to determine the deviation of at least one actual value 32 from at least one setpoint value 30. The deviation can be compared with a threshold value 62 to determine whether a predetermined deviation exists or whether the current deviation is greater than the predetermined threshold value 62.

[0100] If the comparison of the deviation with the threshold value 62 indicates that at least one actual value 32 has a predetermined deviation from at least one setpoint value 30, then the Figure 3 At least one action to be taken is selected from the action module 64. For example, at least one action may include notifying the driver of the vehicle 10 66 or warning the driver of the vehicle 10 68. For notification 66 and / or warning 68, an onboard device 70 (see Figure 1 ), which can be designed as a display device or a display of the vehicle 10, for example.

[0101] Additional measures may be designed to restrict 72 the vehicle 10 from continuing to move (see Figure 3 ). For example, the restriction 72 on the continued driving of the vehicle 10 may include only allowing the vehicle 10 to continue driving at a lower speed, such as when the vehicle 10 is driving on a highway at a speed not exceeding 130 kilometers per hour. In addition, the restriction 72 may also include that the vehicle can only be driven within a certain limited time, such as within 40 minutes, and / or can only be driven on a limited route, such as a 25-kilometer journey. Once the time and / or distance limit is exceeded, the vehicle 10 will automatically be forced to stop.

[0102] The limitation 72 of the driving speed of the vehicle 10 and / or the limitation 72 of the driving time and / or the driving distance can also be implemented by at least one onboard device 70 of the vehicle 10, so that Figure 1 The diagram is shown purely schematically.

[0103] Additional measures to be taken may include immediately stopping 74 the vehicle 10 (see Figure 3 ). Therefore, the vehicle 10 will be automatically forced to stop immediately. The stop 74 measure can also be implemented by the vehicle-mounted device 70, for example, the device 70 operates the brake device 24.

[0104] In particular, when the measures of notification 66 , warning 68 and restriction 72 are taken, the driver of vehicle 10 may be advised to visit a repair shop or may be required to visit a repair shop.

[0105] Whether a notification 66, an alarm 68, a restriction 72 or a stop 74 is selected as a measure depends on the specific fault mode of the vehicle 10. For example, such a fault mode can be described by the size of the deviation between the setpoint value 30 and the actual value 32. In particular, if the deviation of at least one actual value 32 from at least one setpoint value 30 is large, a measure with a greater influence on the driving state of the vehicle 10 can be selected, such as a restriction 72 or even a stop 74. Conversely, if the deviation of at least one actual value 32 from at least one setpoint value 30 is small, a notification 66 or an alarm 68 is sufficient.

[0106] Additionally or alternatively, the above-described exemplary measures may also be taken in cascade, such as first notifying 66, then alarming 68, then limiting 72, and finally stopping 74, without actually providing all of these exemplary measures. Rather, in order to take measures in cascade, it is sufficient in principle to first execute the first measure and then the second measure.

[0107] exist Figure 1 In the illustrated case, there is an off-vehicle monitoring device 76, which is an external control mechanism located outside the vehicle 10. For example, the off-vehicle monitoring device 76 may be located on a server 78, Figure 1 The server 78 is shown in purely schematic form. The vehicle 10 can communicate with an off-board monitoring device 76 . For this purpose, the vehicle 10 has a transmission device 80 , via which the setpoint value 30 and the actual value 32 can be transmitted to the off-board monitoring device 76 .

[0108] according to Figure 2 This transmission to the off-vehicle monitoring device 76 can also be completed by multiple vehicles 10, 82, Figure 2 Except Figure 1 In addition to the vehicle 10 in FIG. 1 , only one further vehicle 82 is shown. In this case, the functional configuration of at least one further vehicle 82 may be similar to that of the reference vehicle 10. Figure 1 The vehicle 10 is identical or similar. At least, Figure 2 The further vehicle 82 shown in FIG. 8 also has a transmission device 80 and at least one wire control technology device. Thus, the (electronic) steering wheel 16 and the (electronic) brake pedal 18 of the relevant wire control technology devices are schematically shown as examples. Figure 2 Among the other vehicles 82.

[0109] Since the respective setpoint values ​​30 and actual values ​​32 of a plurality of vehicles 10 , 82 can be transmitted to the off-vehicle monitoring device 76 , the off-vehicle monitoring device 76 can also be referred to as a fleet monitor.

[0110] according to Figure 4 When the off-board monitoring device 76 is used, the method for determining the setpoint value 30 and the actual value 32 is the same as Figure 1 and Figure 3 The same is true for the vehicle monitor and the in-vehicle monitoring device 28, respectively. When a fleet monitor is used, these setpoint values ​​30 and actual values ​​32 may be referred to as fleet data 84 (see Figure 4 ).

[0111] according to Figure 2 Failures of the steering wire control device 12 of each vehicle 10 , 82 and / or the brake wire control device 14 of each vehicle 10 , 82 can send signals to the off-vehicle monitoring device 76 .

[0112] As described above for the operating mode of the vehicle monitor, when using the off-vehicle monitoring device 76, the Figure 4 The measures in the corresponding measures module 64 shown are referred to Figure 1 and Figure 3 Therefore, if there is a deviation between the actual value 32 and the rated value 30, the off-vehicle monitoring device 76 can make at least one on-vehicle device 70 ( Figure 2 Subtractor 60 may also be operated at this time, wherein, according to Figure 4 , the subtractor 60 is operated by the off-vehicle monitoring device 76 .

[0113] Figure 4 The measures module 64 shown preferably includes measures such as notification 66, alarm 68, restriction 72 and stop 74. Figure 3 In particular, at least one of the measures can be taken if a corresponding number of vehicles 10, 82 or fleets are within the design scope of the respective steer-by-wire device 12 and / or brake-by-wire device 14. Additionally or alternatively, at least one of the measures can also be taken if certain faults in the steer-by-wire device 12 and / or brake-by-wire device 14 of the individual vehicles 10, 82 increase.

[0114] Relative to Figure 1 and Figure 3 The difference is that if an off-board monitoring device 76 or a fleet monitor is used, not only the threshold comparison 86 (see Figure 4 ) to determine whether to take corresponding measures for each vehicle 10 and 82. Instead, by evaluating the fleet data 84, the failure mode of the entire fleet can also be determined.

[0115] For example, such a fault mode may include an increase or frequency 88 of certain faults or anomalies of the by-wire technology device of the vehicle 10, 82. Additionally or alternatively, the severity 90 of the respective fault may also be determined by analyzing the fleet data 84 by the off-board monitoring device 76. For example, the severity 90 of the respective fault may be determined by determining the size of the deviation of the respective actual value 32 from the respective setpoint value 30.

[0116] Additionally or alternatively, the frequency or time of occurrence of certain faults may also be determined 92. Evaluation of the time occurrence and / or time accumulation of deviations may also facilitate appropriate measures so that corresponding measures may be taken.

[0117] Additionally or alternatively, the off-board monitoring device 76 can also evaluate the fault in terms of the occurrence position 94 and / or the accumulation position 94. This is because evaluating the fault occurrence position and / or the accumulation position in the vehicle-to-vehicle data 84 is very meaningful for taking possible measures, especially for maintaining and / or repairing the individual wire control technology devices of the vehicles 10, 82.

[0118] Additionally or alternatively, a vehicle operation 96 (see Figure 4 Such analysis of the occurrence and / or accumulation of failures based on operation also facilitates the adoption of appropriate measures or countermeasures.

[0119] For example, in this way it can be detected whether the steering-by-wire device 12 and / or the brake-by-wire device 14 will fail or will fail more frequently under certain environmental conditions and / or operating conditions of the vehicle 10, 82. Appropriate preventive measures can then be taken for these environmental conditions and / or operating conditions. These measures can include, for example, a more robust design of the respective by-wire technology device. In particular, the quality assurance department of the respective vehicle 10, 82 manufacturer can be informed so that appropriate measures can be taken.

[0120] Reference Figure 4 The described process may also provide a range of actions, such as in the form of notifications 66, alerts 68, restrictions 72, and stops 74. Which action is taken depends on the specific failure mode identified in the fleet by the off-board monitoring device 76. As described above, the failure mode may be determined by occurrence or frequency 88 and / or severity 90 and / or time 92 and / or location 94.

[0121] At least one vehicle 10, 82 has a respective receiving device 98 for receiving a command from the off-vehicle monitoring device 76. Based on the command, at least one on-board device 70 of the respective vehicle 10, 82 can take at least one measure.

[0122] Regardless of whether the vehicle exterior monitoring device 76 is present or the vehicle interior monitoring device 28 is present instead of or in addition to it, it can be performed in the following exemplified manner.

[0123] Firstly, the monitor or interior monitoring device 28 and / or the fleet monitor or exterior monitoring device 76 monitor the function of at least one drive-by-wire technology device of the vehicle 10 , 82 .

[0124] For example, the monitoring device 28, 76 can send a status query to at least one controller 26 of the control-by-wire technology device. If the control-by-wire technology device does not send a response after a first period of time has elapsed, the monitoring device 28, 76 can take a first measure.

[0125] For example, the braking of vehicle 10, 82 can be prepared or initiated. Additionally or alternatively, as a first measure, the driver of vehicle 10, 82 can also be informed or warned. If no response is given to the status query after the first time period has elapsed, there are two possibilities.

[0126] If the monitoring device 28, 76 receives a response to the status query after the first time period but before the second time period has ended, it can be concluded that the wire control technology device is not faulty. In this way, the first action in the form of the first measure can be canceled.

[0127] Advantageously, the first measure or action itself or the cancellation of the measure or action will not cause serious interference with the driver's control of the vehicle 10, 82 or affect the driving state of the vehicle 10, 82. This ensures that even if an error is triggered when the first measure is not necessarily taken, the vehicle 10, 82 will not be in a driving state that is difficult for the driver to control.

[0128] However, if at least one controller 26 of each by-wire technology device of vehicles 10 , 82 still does not respond to the status query after the second time period, monitoring device 28 , 76 may interpret this as a prompt that the by-wire technology device of vehicles 10 , 82 is not working or has a fault.

[0129] Then, the onboard device 70 of the vehicle 10, 82 is prompted to take a second measure. It is particularly advantageous that the second measure has a greater impact on the driving state of the vehicle 10, 82 than the first measure. For example, after the second time period, the vehicle 10, 82 can be completely stopped 74 as an emergency response or second action.

[0130] If the first measure is to start or prepare braking of the vehicle 10, 82, the complete stop 74 can be designed as an intensification of the braking effect of the brake device 24. It is particularly suitable that the deceleration preparation of the vehicle 10, 82 only leads to a very slight deceleration of the vehicle 10, 82, which is not noticeable to the driver of the vehicle 10, 82.

[0131] When the vehicle 10, 82 is prepared to decelerate in this way, it can be ensured that the brake pads of the brake device 24 are in contact only with the brake disc of the brake device 24, without the brake pads exerting any significant pressure on the brake disc. However, by reducing the clearance between the brake pads and the brake disc in this way, it can be ensured that the subsequent braking 74 takes place particularly quickly. Therefore, a particularly safe state of the vehicle 10, 82 can be established in particular by this emergency reaction in the form of a rapid stop 74 of the vehicle 10, 82.

[0132] Here, a two-stage measure is described as an example, i.e., a first measure is taken after a first time period has passed and there is no response to the status query, and a second measure is taken after a second time period has passed and there is still no response to the status query. However, it is also possible to provide more than two stages when taking the measures, wherein after a plurality of time periods, a corresponding check is performed to determine whether the monitoring device 28, 76 has not received a response to the status query.

[0133] In the example of initiating braking, the components of the brake device 24 that require pressurized brake fluid can be pre-filled with brake fluid, for example, after the first time period has ended. After the second time period has ended, the pressure of the brake fluid or similar hydraulic fluid can be increased. In addition, after the third time period has ended, the pressure can be further increased. Finally, after the fourth time period has ended and the brake device 24 has not responded to the status query, the vehicle 10 can be fully braked or decelerated.

[0134] The monitoring devices 28 and 76 can ensure that all these cascaded interventions in the form of pre-charging, pressure increase and finally braking are carried out by issuing corresponding commands to at least one on-board device 70 .

[0135] Regarding the number of time periods and the design of measures, the above-mentioned practice of taking continuous measures after a total of four time periods should be understood as being merely exemplary. Therefore, after each time period ends unsuccessfully, fewer measures or more measures may also be taken.

[0136] In summary, these examples illustrate how an improved monitor may be provided for a steer-by-wire system and / or a brake-by-wire system.

[0137] Reference numerals list

[0138] 10 Vehicles

[0139] 12 Steer-by-wire

[0140] 14 Brake-by-wire

[0141] 16 Steering Wheel

[0142] 18 Brake pedal

[0143] 20 Steering actuator

[0144] 22 Wheels

[0145] 24 Braking device

[0146] 26 Controller

[0147] 28 Monitoring Devices

[0148] 30 Rated value

[0149] 32 Actual value

[0150] 34 Operating force

[0151] 36 Angle

[0152] 38 Operational force

[0153] 40 Stroke

[0154] 42 Data

[0155] 44 Yaw rate

[0156] 46 Longitudinal acceleration

[0157] 48 Lateral acceleration

[0158] 50 Longitudinal speed

[0159] 52 Horizontal speed

[0160] 54 Actuator

[0161] 56 Brake pressure

[0162] 58 Axle steering angle

[0163] 60 Subtractor

[0164] 62 Threshold

[0165] 64 measures module

[0166] 66 Notice

[0167] 68 Alarm

[0168] 70 Devices

[0169] 72 Restrictions

[0170] 74 Stop

[0171] 76 Monitoring Device

[0172] 78 Servers

[0173] 80 Transmission device

[0174] 82 Vehicles

[0175] 84 Fleet data

[0176] 86 Threshold comparison

[0177] 88 Frequency

[0178] 90 Severity

[0179] 92 Time

[0180] 94 Locations

[0181] 96 Vehicle Operation

[0182] 98 Receiving Device

Claims

1. A method of operating a vehicle (10), wherein: At least one sensor signal is detected, the sensor signal representing an operation of an operating element (16, 18) of a drive-by-wire technology device (12, 14) of the vehicle (10) by a user of the vehicle (10), wherein at least one setpoint value (30) assigned to the sensor signal is compared with at least one actual value (32), the at least one actual value corresponding to the actual behavior of at least one component of the vehicle (10), and wherein at least one measure (66, 68, 72, 74) is taken when there is a predetermined deviation between the actual value (32) and the setpoint value (30), characterized in that the at least one setpoint value (30) and at least one actual value (32) are transmitted to an off-board monitoring device (76), the off-board monitoring device performs a comparison of the actual value (32) with the setpoint value (30), and when there is a deviation, the off-board monitoring device causes at least one on-board device (70) to take at least one measure (66, 68, 72, 74).

2. The method according to claim 1, characterized in that The off-vehicle monitoring device (76) takes into account the magnitude of a deviation of at least one actual value (32) from at least one desired value (30) when determining at least one measure (66, 68, 72, 74) to be taken.

3. The method according to any one of the preceding claims, characterized in that The off-vehicle monitoring device (76) compares respective setpoint values ​​(30) and actual values ​​(32) of a plurality of vehicles (10, 82) with one another, wherein the off-vehicle monitoring device (76) takes the result of the comparison into account when determining at least one measure (66, 68, 72, 74) to be taken.

4. The method according to claim 3, characterized in that The off-vehicle monitoring device (76) performs an evaluation based on a plurality of setpoint values ​​(30) and a plurality of actual values ​​(32) obtained from a plurality of vehicles (10, 82), wherein the number of deviations of the respective actual value (32) from the respective setpoint value (30) is taken into account and / or the deviation is assigned to the respective fault type, wherein the number of deviations and / or the fault type are taken into account when determining at least one measure (66, 68, 72, 74) to be taken.

5. The method according to claim 3 or 4, characterized in that: The off-vehicle monitoring device (76) evaluates the occurrence of the deviation in time and / or location and / or in relation to vehicle operation of the respective vehicle (10, 82) based on a plurality of setpoint values ​​(30) and a plurality of actual values ​​(32) obtained from a plurality of vehicles (10, 82), wherein a result of the evaluation is taken into account when determining at least one measure (66, 68, 72, 74) to be taken.

6. The method according to any one of claims 3 to 5, characterized in that The off-vehicle monitoring device (76) evaluates the frequency of the deviations based on a plurality of setpoint values ​​(30) and a plurality of actual values ​​(32) obtained from a plurality of vehicles (10, 82) in terms of time and / or location and / or relevance to vehicle operation of the respective vehicles (10, 82), wherein a result of the evaluation is taken into account when determining at least one measure (66, 68, 72, 74) to be taken.

7. The method according to any one of the preceding claims, characterized in that The off-board monitoring device (76) and / or the on-board monitoring device (28) sends a status query to at least one controller of the wire control technology device (12, 14), and when no response to the status query is received after a first time period, causes the at least one on-board device (70) to take a first measure (66, 68, 72, 74).

8. The method according to claim 7, characterized in that The exterior vehicle monitoring device (76) and / or the interior vehicle monitoring device (28) causes the at least one onboard device (70) to take a second measure (66, 68, 72, 74) when no response is received to the status inquiry after a second time period following the first time period, wherein the second measure particularly affects the driving state of the vehicle (10) more strongly than the first measure (66, 68, 72, 74).

9. The method according to any one of the preceding claims, characterized in that When communication with the off-board monitoring device (76) stops, the on-board monitoring device (28) compares the actual value (32) with the setpoint value (30) and causes at least one on-board device (70) to take at least one measure (66, 68, 72, 74).

10. A vehicle, designed to detect at least one sensor signal, which represents an operation of an operating element (16, 18) of a drive-by-wire technology device (12, 14) of the vehicle (10) by a user of the vehicle (10), wherein: The vehicle (10) is designed to assign a setpoint value (30) to the sensor signal and to detect at least one actual value (32), the actual value corresponding to the actual behavior of at least one component of the vehicle (10), characterized in that the vehicle (10) has a transmission device (80), by means of which at least one setpoint value (30) and at least one actual value (32) are transmitted to an off-board monitoring device (76), the off-board monitoring device being designed to compare the actual value (32) with the setpoint value (30) and to send an indication to a receiving device (98) of the vehicle (10) when there is a predefined deviation between the actual value (32) and the setpoint value (30), and wherein the vehicle (10) is designed to cause at least one on-board device (70) to take at least one measure (66, 68, 72, 74) based on the indication.

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