Methods for continuous braking systems in vehicles, particularly commercial vehicles, computer programs and / or computer-readable media, control devices, and vehicles.

Abstract

The present invention relates to a method (300) for a continuous brake (210) for a vehicle (200a), particularly a commercial vehicle (200b), wherein the method (300) includes: acquiring (310) predictive information (240) relating to the future driving of the vehicle (200a), particularly the commercial vehicle (200b); determining (320) a continuous braking level (211) for setting the continuous brake (210) based on the predictive information (240); and outputting (330) an output signal (215) according to the continuous braking level (211).

Description

Technical Field

[0001] This disclosure relates to a method for a continuous braking system for a vehicle, particularly a commercial vehicle. This disclosure also relates to a computer program and / or a computer-readable medium, a control device for a vehicle, particularly a commercial vehicle, and a vehicle, particularly a commercial vehicle, including a continuous braking system and said control device. Background Technology

[0002] Vehicles, particularly commercial vehicles, are sometimes configured to generate braking torque through wear-free, continuous braking. This continuous braking can be provided, for example, by a retarder, regenerative braking of an electric drive system, and / or motor braking (including motor braking of an internal combustion engine). Hereinafter, such vehicles, particularly commercial vehicles, will be referred to as vehicles.

[0003] Here, in electronically controlled braking systems, the continuous brake is preferentially incorporated into the vehicle's deceleration control through what is known as continuous brake integration (EBI). Furthermore, the continuous brake can be selectively applied directly and / or through the braking system interface by systems and / or methods for performing automated driving functions, i.e., advanced driver assistance systems (ADAS), such as (adaptive) cruise control (A)CC for vehicle speed control.

[0004] In addition, the vehicle may have a retarder lever or more generally an operating device in the cab or cockpit, whereby the driver or vehicle user can manually request the deceleration effect of the continuous brakes.

[0005] However, the retarder lever is typically a component of the vehicle and therefore may incur integration costs. Furthermore, the driver must operate the retarder lever in manual driving mode, which adds to the workload, and to operate the retarder lever, the user must anticipate the use of the service brake pedal and the manual retarding to be triggered by the retarder lever. This anticipation is often not optimized for the purpose of achieving improved deceleration, reduced brake pad wear, and / or improved energy recovery in the case of an electric drive system compared to manually operating the continuous brakes.

[0006] Automated control of retarders is known in the prior art. This control may, for example, be related to the operation of the service brakes or the vehicle speed.

[0007] EP3914489A1 discloses a vehicle braking system controlled by a valve assembly including first and second valve elements movable from a first position to a second position within first and second valve housings to apply fluid pressure to first and second braking circuits of the vehicle, respectively. The first valve element can be moved by input from a user via a brake controller (e.g., a service brake pedal) and by an actuator assembly responding to electrical signals from an electronic controller. A stop surface of the first valve element abuts against a corresponding stop surface of the second valve element to move the second valve element from the first position to the second position during the movement of the first valve element from the first position to the second position.

[0008] KR10-1567378 discloses a retarder system for commercial vehicles and a control method for the retarder system to automatically control the operation of the retarder according to the vehicle speed.

[0009] In addition, it is known that there are coordinated electronic braking systems and redundant auxiliary braking systems.

[0010] EP3808619A1 discloses an autonomous driving vehicle. The vehicle includes a braking system with an EBS braking system and an auxiliary braking system. Furthermore, the vehicle includes an autonomous driving control system. When it is detected that the braking performance of the EBS braking system is at least reduced, a switching device for the braking system deactivates the EBS braking system and activates the auxiliary braking system. Summary of the Invention

[0011] Based on the background of the prior art, the object of this disclosure is to provide an apparatus and a method, respectively adapted to enrich the prior art and at least improve upon aspects of the aforementioned prior art. In particular, the object of this disclosure is to provide an improved operation of a continuous brake.

[0012] This task is solved by the features of the independent claims. The dependent claims contain further embodiments of this disclosure.

[0013] Accordingly, according to one aspect of this disclosure, the task is solved by a method for a continuous brake for a vehicle, particularly a commercial vehicle, wherein the method includes: acquiring predictive information related to the future driving of the vehicle, particularly a commercial vehicle; determining a continuous braking level for setting the continuous brake based on the predictive information; and outputting an output signal according to the continuous braking level.

[0014] In other words, a rule-based approach is proposed to simplify the operation of the continuous braking system in manual driving mode. Alternatively or additionally, this rule-based approach can be used to automate the operation of the continuous braking system by, in particular, autonomous or automatic setting. In automated variations of this approach, even the operating device for the continuous braking system may not be necessary, saving on the integration of operating devices. This approach can be implemented in such a rule-based manner, and acts as a driver would, attempting to find an optimal balance between the service brake, or foot brake, and the continuous braking system under specific driving conditions. It has been recognized that predictive information can be used for this purpose as data from predictive systems that are typically already in place. For example, predictive information can be used by a predictive distance adjustment speed controller that is not activated but provides data.

[0015] Here, predictive information relates to future driving and can therefore resemble a user's anticipatory driving style, and / or in addition, helps to target the continuous braking. In other words, predictive information can relate to the road segment that will be traveled in the future and / or that is located in front of the vehicle, where the predictive information is related to the vehicle's possible driving dynamics, such as the braking torque used to maintain a predetermined speed.

[0016] Here, the continuous braking system can be set according to driving conditions. The setting of the continuous braking system can be indicated and / or implemented via an output signal. The setting can be performed in stages, allowing for the indication and / or setting of different braking torque magnitudes, for example. Thus, this method enables precise and potentially optimized continuous braking operation.

[0017] In other words, the method relates to a vehicle that is sometimes configured to generate braking torque via an optional wear-free continuous brake. This continuous brake can be provided, for example, through a retarder, regenerative braking functionality of an electric drive unit, and / or motor braking. Here, the continuous brake can be preferentially incorporated into the vehicle's deceleration control within the vehicle's electronically controlled braking system via so-called continuous brake integration (EBI). Furthermore, the continuous brake can be selectively applied directly and / or through an interface to the braking system by systems and / or methods for performing automated driving functions, i.e., advanced driver assistance systems (ADAS), such as (adaptive) cruise control (A)CC for vehicle speed control.

[0018] Optionally, the output signal is configured to generate an output that is visually, audibly, and / or tactilely perceptible to the user of the vehicle, particularly a commercial vehicle, and related to the continuous braking level. It is recognized that this output can provide a suggestion regarding the setting of the continuous braking system during manual driving operations involving the continuous braking system. Thus, the user can operate the continuous braking system and maintain control of it based on this output. Here, the automation of the continuous braking system can be disabled and / or is not necessary. The visually perceptible output is visible to the user. The audibly perceptible output is audible to the user. The tactilely perceptible output is tactile to the user, for example, through vibrations of the steering wheel and / or operating devices. In other words, the method provides an information system with suggestions regarding the selection of the continuous braking level and / or braking torque. Even during the automatic setting of the continuous braking system, this output helps to provide information to the driver.

[0019] Optionally, the vehicle, particularly a commercial vehicle, has an operating device for the user of the vehicle, particularly a commercial vehicle, to operate the continuous brake; and the output signal is configured to set the operating device. It is understood that the vehicle may have an active operating device, such as an active retarder lever, which can be set or controlled according to this method. Thus, the output signal can directly control the continuous brake via the operating device.

[0020] Optionally, the operating device can be preferentially controlled by the user. In other words, the user can veto the operating device, for example, to allow for the manual setting of different levels and / or different braking torques. This may help increase user acceptance of the method.

[0021] Optionally, the output signal is configured to set the continuous brake according to the continuous braking level. It has been recognized that operating devices may not be necessary. In other words, operating devices in the vehicle (e.g., joysticks) are omitted, and the method is fully automatic within the range of manual operation of the vehicle and can be optionally globally activated and deactivated.

[0022] Optionally, the predictive information involves one or more of the following predictive features: a spacing-adjustable speed controller, road profile, speed limit, and / or an automatic coasting function. It is recognized here that a spacing-adjustable speed controller typically provides information that may affect vehicle braking and can therefore be used to control the continuous braking system. A road profile may, for example, include the slope profile of the road ahead or the slope profile of the road to be traveled. A speed limit may, for example, be a speed limit ahead, defined by traffic signs, location crossings, and / or construction zones. In the automatic coasting function, when traveling uphill or downhill, the permitted speed during downhill travel may be higher than the speed controller's speed so that the associated kinetic energy can be utilized during subsequent uphill travel. Each of the above predictive features can potentially affect vehicle braking and can therefore be used to control the continuous braking system.

[0023] Optionally, the determination of the continuous braking level is related to the availability of the prediction information. It has been recognized that the prediction information (e.g., as previously described) does not always have to exist in the same manner. For example, there may be situations where the prediction information contains no prediction features, contains only one prediction feature, or contains multiple prediction features. Accordingly, the continuous braking can be set according to availability.

[0024] Optionally, the determination of the continuous braking level is related to the acceleration that causes the speed to exceed a threshold. If acceleration exceeding the permissible vehicle speed (e.g., 80 km / h in Europe and optional tolerances) is detected, the force required to maintain the permissible speed can be determined from the acceleration and vehicle mass. The required braking torque can then be suggested and / or automatically selected by parameterizing the continuous brake and optionally by availability and status information.

[0025] Optionally, the determination of the continuous braking level is related to the speed tolerance band and / or the speed difference between the actual speed and the target speed. If there is a speed limit and / or a position crossing ahead as the future target speed (v2), the required continuous braking level or corresponding braking torque for speed adjustment can be determined, for example, from the current speed (actual speed, v1) and the target speed that will apply at that time, or the speed difference between the actual speed and the target speed, in the case where v1 > v2, and optionally in consideration of parameterization of the minimum and / or maximum deceleration for the target speed, and recommended to the user and / or automatically engaged.

[0026] Optionally, the vehicle, particularly a commercial vehicle, has an electric drive unit configured for regenerative braking; and the determination of the continuous braking level is related to the efficiency of the regenerative braking. Particularly useful for the electric drive unit is the selection of the deceleration for speed adjustment and, optionally, the difference between the actual and target speed, such that energy recovery (i.e., the power generation operating point) is within the range of maximum efficiency of the electric drive unit or regenerative braking.

[0027] According to one aspect of this disclosure, a computer program and / or a computer-readable medium are provided. The computer program and / or the computer-readable medium include instructions that, when executed by a control device, cause the control device to perform the methods and / or steps according to this disclosure. Optionally, the computer program and / or the computer-readable medium include instructions that, when executed by a control device, cause the control device to perform method steps described as advantageous or optional to achieve the associated technical effects.

[0028] According to one aspect of this disclosure, a control device for a vehicle, particularly a commercial vehicle, is provided, wherein the control device is configured to perform methods and / or steps according to this disclosure. Optionally, the control device is configured to perform method steps described as advantageous or optional and / or implement method features to achieve associated technical effects.

[0029] According to one aspect of this disclosure, a vehicle, particularly a commercial vehicle, is provided, including a continuous braking system and the aforementioned control device. Optionally, the control device and / or the vehicle, particularly the commercial vehicle, are configured to perform method steps described as advantageous or optional and / or implement method features to achieve the associated technical effects.

[0030] Each embodiment is described below with reference to the accompanying drawings. Attached Figure Description

[0031] Figure 1 A vehicle, particularly a commercial vehicle, is schematically shown according to one aspect of this disclosure;

[0032] Figure 2 A flowchart illustrating a method according to one aspect of this disclosure is shown schematically; and

[0033] Figure 3 A schematic diagram of a computer program and / or computer-readable medium according to one aspect of this disclosure is shown. Detailed Implementation

[0034] Figure 1A vehicle 200a, and particularly a commercial vehicle 200b, according to one aspect of this disclosure is schematically shown. Vehicle 200a, and particularly the commercial vehicle 200b, will hereinafter be referred to as vehicle 200a, 200b. Vehicles 200a, 200b are land vehicles. Vehicles 200a, 200b are, for example, tractors of multi-section tractor-trailer combinations, and / or single-section vehicles.

[0035] A user 250 or a driver, i.e., a person who drives the vehicles 200a and 200b and / or is responsible for driving the vehicles 200a and 200b, is arranged in the vehicles 200a and 200b.

[0036] Vehicles 200a and 200b include a control device 230, an electric drive unit 260 configured for regenerative braking NB, a continuous brake 210, an operating device 220, a spacing adjustment speed controller 241, and an output device 255. In another embodiment (not shown), the electric drive unit 260 may not be necessary, the electric drive unit 260 may not be configured for regenerative braking NB, and / or the continuous brake 210, separate from the electric drive unit 260 configured for regenerative braking NB, may not be necessary, because vehicles 200a and 200b can also brake without wear via the continuous brake 210 and / or via regenerative braking performed by the electric drive unit 260 configured for regenerative braking NB.

[0037] Control device 230 and vehicles 200a and 200b are respectively configured to execute references Figure 2 Method 300 is described.

[0038] To this end, control device 230 is configured to acquire predictive information 240 related to the future driving of vehicles 200a and 200b. For example, for this purpose, spacing adjustment speed controller 241 is connected to control device 230 via communication technology so that spacing adjustment speed controller 241 can transmit predictive information 240 about future driving to control device 230. For example, the predictive information 240 transmitted by spacing adjustment speed controller 241 relates to the speed of the vehicle ahead, the spacing between the vehicle ahead and / or its change over time.

[0039] Typically, the prediction information 240 may involve one or more of the following prediction features 240a: spacing adjustment speed controller 241, road profile 242, speed limit 243, and / or automatic coasting function 244. The road profile 242 may be determined, for example, by vehicle-side sensors and / or retrieved from map materials. The road profile 242 determined by map materials may involve a road segment at least 1 to 3 kilometers ahead. The speed limit 243 may be determined, for example, by vehicle-side sensors and / or retrieved from map materials. The aforementioned vehicle-side sensors may include cameras and / or be configured for spacing measurement, i.e., include LiDAR devices and / or RADAR devices. The coasting function 244 may also be determined by vehicle-side sensors and / or provided by map materials, indicating the speed and / or speed profile that vehicles 200a and 200b will travel in the near future (e.g., on a road segment up to several kilometers ahead).

[0040] Control device 230 is configured to determine, based on prediction information 240, a continuous braking stage 211 for setting the continuous brake 210 or the electric drive unit 260 configured for regenerative braking of the NB. The continuous brake 210 or the electric drive unit 260 configured for regenerative braking of the NB is configured to generate braking torque according to one of a plurality of continuous braking stages 211. The continuous braking stages 211 may be discrete to achieve simple setting of the continuous braking stages 211. Alternatively or additionally, the continuous braking stages 211 may be continuous to achieve precise setting of the continuous braking stages 211 or the braking torque associated therewith.

[0041] Here, the determination 320 of the continuous braking level 211 is related to the availability of prediction information 240. If prediction information 240 is unavailable or no prediction information 240 is available, as a fallback option, the determination of the continuous braking level 211 can be related to the acceleration 246 that causes the speed threshold 245 to be exceeded. For this purpose, the vehicle mass can be retrieved, for example, from chassis data and / or from the fleet management system, and the force required to maintain the speed defined by the speed threshold 245 can be determined using Newton's laws (F=m*a, where F is force, m is vehicle mass, and 246 is acceleration). This force can then be converted into braking torque or continuous braking level 211 based on the parameterization of the continuous brake 210 and optionally taking into account availability and state information.

[0042] For example, if coasting function 244 is available as prediction feature 240a or prediction information 240, then when determining continuous braking level 211, a speed tolerance band 247 defined by coasting function 244 can be considered, that is, allowing speeds to exceed those defined by, for example, a speed controller when driving downhill, so as to utilize the kinetic energy associated with that speed overrun when driving uphill.

[0043] If another predictive feature 240a is available, particularly road profile 242 and / or speed limit 243, the determination of the continuous braking level can be related to the speed difference 248 between the actual speed 249a and the target speed 249b; in particular, if the target speed 249b is less than the actual speed 249a, the braking torque used to adjust the actual speed 249a to the target speed 249b can be determined, thereby determining the continuous braking level 211, optionally taking into account the distance and / or time period used to adjust the actual speed 249a to the target speed 249b.

[0044] Optionally, the determination 320 of the continuous braking stage 211 is related to the efficiency W of the regenerative braking NB. For this purpose, the efficiency W can be determined based on the continuous braking stage 211 or braking torque and / or other parameters, for example, as a lookup table available to the control device 230 in a readable memory and / or otherwise. The efficiency W can then be considered together with the prediction information 240 to determine the continuous braking stage 211 in order to enable braking in an energy-optimized manner.

[0045] Control device 230 is configured to output an output signal 215 according to continuous braking stage 211. Output signal 215 is configured to generate an output 216 that is visually, audibly, and / or tactilely perceptible to user 250 of vehicles 200a, 200b, associated with continuous braking stage 211. For this purpose, control device 230 and output device 255 are technically coupled to each other to enable transmission of output signal 215 from control device 230 to output device 255. Output device 255 includes, for example, a speaker, a display, and / or a mechanical actuator to perceptibly output output 216 corresponding to output signal 215 to user 250.

[0046] Alternatively or additionally, the output signal 215 is configured to control the operating device 220. For this purpose, the control device 230 and the operating device 220 are technically coupled to each other, and the operating device 220 is configured to be actuated by the control device 230 or via the output signal 215. For example, the lever and / or switch position can thus be changed via the output signal 215 according to a desired continuous braking level 211. Here, the operating device 220 can optionally be preferentially controlled by the user 250. The user 250 can therefore veto the output signal 215 and thus define the continuous braking level 211 on the user side.

[0047] The operating device 220 and the continuous brake 210, or the electric drive unit 260 configured for regenerative braking of the NB, are configured to set the continuous braking level 211 via a control signal from the operating device 220. Here, the continuous braking level 211 can be set at the user side and / or automatically set by the control device 230. For this purpose, the operating device 220 and the continuous brake 210, or the electric drive unit 260 configured for regenerative braking of the NB, are coupled to each other using communication technology.

[0048] Alternatively or additionally, the output signal 215 is configured to set the continuous brake 210 or the electric drive device 260 configured for regenerative braking of the NB according to the continuous braking level 211. Here, the output signal 215 can be directly transmitted from the control device 230 to the continuous brake 210 or the electric drive device 260 configured for regenerative braking of the NB. For this purpose, the control device 230 and the continuous brake 210 or the electric drive device 260 configured for regenerative braking of the NB are coupled to each other using communication technology. In one embodiment (not shown), the operating device 220 may not be necessary.

[0049] Figure 2 A flowchart of a method 300 according to one aspect of this disclosure is schematically shown. Figure 2 Method 300 is a method 300 for a continuous brake 210 for a vehicle 200a, particularly a commercial vehicle 200b. This continuous brake 210 and these vehicles 200a and 200b have been respectively referenced... Figure 1 It has been described. Figure 2 Reference Figure 1 Describe it.

[0050] according to Figure 2 Method 300 includes: obtaining 310 predictive information 240 related to the future driving of vehicle 200a, particularly commercial vehicle 200b.

[0051] Prediction information 240 involves one or more of the following prediction features 240a: spacing adjustment speed controller 241, road profile 242, speed limit 243 and / or automatic coasting function 244.

[0052] Method 300 includes: determining 320 a continuous braking level 211 for setting the continuous brake 210 based on prediction information 240. Here, the determination 320 of the continuous braking level 211 is related to the availability of the prediction information 240. The determination 320 of the continuous braking level 211 is related to the acceleration 246 that causes the speed threshold 245 to be exceeded. The determination 320 of the continuous braking level 211 is related to the speed tolerance band 247 and / or the speed difference 248 between the actual speed 249a and the target speed 249b. Optionally, the determination 320 of the continuous braking level 211 is related to the efficiency W of the regenerative braking NB.

[0053] Method 300 includes: outputting signal 215 according to continuous braking stage 211 output 330.

[0054] Output signal 215 is configured to generate an output 216 that is visually, audibly, and / or tactilely perceptible to user 250 of vehicles 200a, 200b, and associated with continuous braking level 211. Alternatively or additionally, output signal 215 is configured to set operating device 220. Here, operating device 220 may optionally be preferentially controlled by user 250. Output signal 215 is configured to set continuous brake 210 according to continuous braking level 211.

[0055] Here, those skilled in the art will recognize that, according to Figure 2 Method 300 can also be performed in a different order than that shown. In particular, the steps of method 300 can be interchanged, moved, and / or performed simultaneously.

[0056] Figure 3 A schematic diagram of a computer program 400a and / or a computer-readable medium 400b according to one aspect of the present disclosure is shown. The computer program 400a and / or the computer-readable medium 400b includes instructions 401 that, when executed by a control device 230, cause the control device to perform the operation according to... Figure 2 Method 300 and / or the steps of Method 300.

[0057] Instruction 401 can exist as program code in any code or language, particularly as code suitable for controlling and / or monitoring vehicles 200a, 200b. Computer program 400a and / or computer-readable medium 400b can be or include any digital data storage device, such as a USB flash drive, hard disk, CD-ROM, SD card, or SSD card. Computer program 400a does not necessarily have to be stored on such computer-readable storage medium and can also be retrieved via the Internet or other means.

[0058] Figure label:

[0059] 200a vehicle

[0060] 200b commercial vehicles

[0061] 210 Continuous Brake

[0062] 211 Continuous Braking Level

[0063] 215 output signal

[0064] 216 Perceptible Output

[0065] 220 Operating Device

[0066] 230 control equipment

[0067] 240 Forecast Information

[0068] 240a Predictive Features

[0069] 241 Gap Adjustment Speed ​​Controller

[0070] 242 Road outline

[0071] 243 Speed ​​Limit

[0072] 244 Glide Function

[0073] 245 speed threshold

[0074] 246 acceleration

[0075] 247 speed tolerance band

[0076] 248 speed difference

[0077] 249a actual speed

[0078] 249b target speed

[0079] 250 users

[0080] 255 output device

[0081] 260 electric drive unit

[0082] 300 methods

[0083] 310 Acquisition

[0084] 320 confirmed

[0085] 330 output

[0086] 400a computer program

[0087] 400b computer-readable medium

[0088] 401 directive

[0089] NB regenerative braking

[0090] W efficiency

Claims

1. A method (300) for a continuous brake (210) for a vehicle (200a), particularly a commercial vehicle (200b), wherein, The method (300) includes: Obtain (310) predictive information (240) related to the future driving of vehicles (200a), especially commercial vehicles (200b); Based on the predicted information (240), determine (320) the continuous braking level (211) for setting the continuous brake (210); and The continuous braking stage (211) outputs (330) an output signal (215).

2. The method (300) according to claim 1, wherein, The output signal (215) is configured to generate an output (216) that is visually, audibly and / or tactilely perceptible to the user (250) of the vehicle (200a), particularly a commercial vehicle (200b).

3. The method (300) according to claim 1 or 2, wherein, The vehicle (200a), particularly a commercial vehicle (200b), has an operating device (220) for operating the continuous brake (210) by a user (250) of the vehicle (200a), particularly the commercial vehicle (200b); and The output signal (215) is configured to set the operating device (220).

4. The method (300) according to claim 3, wherein, The operating device (220) can be preferentially controlled by the user (250).

5. The method (300) according to any one of the preceding claims, wherein, The output signal (215) is configured to set the continuous brake (210) according to the continuous braking stage (211).

6. The method (300) according to any one of the preceding claims, wherein, The prediction information (240) involves one or more of the following prediction features (240a): spacing adjustment speed controller (241), road profile (242), speed limit (243) and / or automatic coasting function (244).

7. The method (300) according to any one of the preceding claims, wherein, The determination (320) of the continuous braking level (211) is related to the availability of the prediction information (240).

8. The method (300) according to any one of the preceding claims, wherein, The determination (320) of the continuous braking level (211) is related to the acceleration (246) that causes the speed threshold (245) to be exceeded.

9. The method (300) according to any one of the preceding claims, wherein, The determination (320) of the continuous braking level (211) is related to the speed tolerance band (247) and / or the speed difference (248) between the actual speed (249a) and the target speed (249b).

10. The method (300) according to any one of the preceding claims, wherein, The vehicle (200a), particularly the commercial vehicle (200b), has an electric drive unit (260) configured for regenerative braking (NB); and The determination (320) of the continuous braking stage (211) is related to the efficiency (W) of regenerative braking (NB).

11. A computer program (400a) and / or a computer-readable medium (400b) comprising instructions (401) that, when executed by a control device (230), cause the control device to perform the method (300) and / or the steps of the method (300) according to any one of claims 1 to 10.

12. A control device (230) for a vehicle (200a), particularly a commercial vehicle (200b), wherein, The control device (230) is configured to perform the method (300) according to any one of claims 1 to 10.

13. A vehicle (200a), particularly a commercial vehicle (200b), comprising a continuous brake (210) and a control device (230) according to claim 12.

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