Method and control device for monitoring a brake component

Abstract

The invention relates to a method for monitoring a brake component (3) of a vehicle (1a) and to a control device (11) which is designed to carry out the method according to the invention, which method has the following steps: - acquisition of accumulated first wheel information (I1) of a first brakeable wheel (5) and acquisition of accumulated second wheel information (I2) of a second brakeable wheel (7), - determination of a wheel information deviation (D) between the accumulated first wheel information (I1) and the accumulated second wheel information (I2), - output of a signal (S) as soon as the wheel information deviation (D) exceeds a predetermined limit value (G).

Description

Technical Field

[0001] The present invention relates to a method for monitoring the braking components of a vehicle, and a control device configured to perform the method according to the invention. Background Technology

[0002] Vehicles, especially commercial vehicles, often have complex braking systems with a large number of different braking components, such as valves, actuators, and pneumatic and / or hydraulic components. These braking components are assigned to the individual braked wheels of the vehicle, resulting in wheel brakes that are typically present on each wheel.

[0003] Defective braking components can lead to dangerous driving conditions, especially during braking. Complete or partial failure of individual braking components of a vehicle can, for example, reduce the vehicle's braking power or cause undesirable lateral forces due to different braking torques on the left and right sides of the vehicle.

[0004] The result of unintended lateral forces acting on a vehicle due to the complete or partial failure of its braking components is a pulling motion to the left or right. This occurs because, for example, defective braking components may unintentionally apply varying degrees of braking force to the brakeable wheels, such as more on the left side of the vehicle than on the right. Therefore, the complete or partial failure of a vehicle's braking components can lead to an uncontrollable and thus dangerous driving condition.

[0005] Various methods for monitoring vehicle braking components are known from the prior art. For example, methods are known from US8532897B2 or US9283937B2, in which braking components are monitored by comparing a preset steering angle of the vehicle with the actual steering angle, or by means of pressure sensors on the corresponding brake actuators of each wheel.

[0006] A method is known from EP3753794A1 in which the braking power of a vehicle is monitored by monitoring and comparing the corresponding braking power of each wheel.

[0007] A method is known from US2012 / 0010779A1, in which predetermined parameters must be achieved during a defined braking test.

[0008] Some of the methods described in the prior art have the following disadvantages: a significant functional defect must already exist in at least one of the braking components of the vehicle before the corresponding monitored reaction or effect of the defect will indicate or suggest the complete or partial failure of a single braking component of the vehicle.

[0009] In addition, some methods require additional, and somewhat expensive, components such as sensors. Summary of the Invention

[0010] Therefore, the objective of this invention is to provide a sensitive and effective method for monitoring the braking components of a vehicle.

[0011] According to the present invention, this task is solved by a method for monitoring the braking components of a vehicle, wherein the vehicle has at least one first brakeable wheel and at least one second brakeable wheel, the method comprising the following steps: - Collect accumulated first wheel information of the first brakeable wheel, and collect accumulated second wheel information of the second brakeable wheel. - Determine the wheel information deviation between the accumulated first wheel information and the accumulated second wheel information. -A signal is output whenever the wheel information deviation exceeds a predetermined limit value.

[0012] The brakeable wheels of a vehicle have various braking components, such as valves, actuators, and / or pneumatic and / or hydraulic components, as well as hoses and lines. Some of these braking components are implemented as individual wheels, meaning that they are explicitly assigned to the corresponding brakeable wheel.

[0013] Here, accumulated wheel information should be understood as information about parameters or measurements relating to the characteristics of the wheel, wherein the parameters or measurements are added, or accumulated or totaled.

[0014] In its simplest case, this can be configured, for example, that a parameter or measurement is measured and summed over a time period. Alternatively, it can be configured, for example, that a parameter or measurement is recorded continuously, and the time integral of that quantity or measurement constitutes the accumulated wheel information.

[0015] According to one embodiment of the method, the accumulated first wheel information and the accumulated second wheel information correspond, for example, to the number of revolutions of the first brakeable wheel or the number of revolutions of the second brakeable wheel, or to parameters that can be derived from the number of revolutions, such as the corresponding wheel speed or wheel distance.

[0016] According to this implementation method, the number of revolutions of the corresponding wheel is accumulated, that is, summed up.

[0017] The parameters that can be derived from the number of revolutions should not necessarily be understood as differentiation in a strict mathematical sense, but rather as the possibility of converting different quantities into one another.

[0018] Therefore, when the circumference of a wheel is known, for example, the distance traveled by the wheel can be calculated from the number of wheel revolutions, and this distance is called the wheel distance, and vice versa.

[0019] Wheel speed can be converted into both the number of revolutions of the involved wheels and the distance traveled by the wheels over a defined time period, and vice versa. In this respect, wheel speed can be considered as the angular velocity or relative velocity of the vehicle relative to the road surface. The distance traveled by the wheels in each time period, or the wheel distance differentiated over time, gives a measure of wheel speed, where, if necessary (angular velocity), the wheel circumference must still be considered.

[0020] Conversely, the distance traveled by the wheel can be obtained by integrating the wheel speed over time.

[0021] The number of revolutions of the corresponding wheel constitutes an easily determined input parameter, which can be acquired, for example, via a wheel speed sensor that is already installed.

[0022] In its simplest form, wheel information deviation can be determined, for example, by forming the difference between accumulated first wheel information and accumulated second wheel information. As long as the first and second brakeable wheels have different characteristics, such as different wheel circumferences, these differences can be taken into account through appropriate normalization.

[0023] In the simplest case, checking whether the deviation of the wheel information exceeds a predetermined limit can also be done by using difference generation.

[0024] This method is based on the following principle: when the characteristics of the wheels are the same, such as wheel circumference, the installed braking components and braking operation are the same, and the braking components are working normally and acting uniformly, the limit value should not be exceeded.

[0025] Exceeding this limit indicates a fundamental difference between the accumulated first wheel information and the accumulated second wheel information. This difference is based on the different characteristics of the first brakeable wheel compared to the second brakeable wheel.

[0026] However, if the known characteristics of the first and second brakeable wheels are the same, and the limit value is still exceeded, then a fault can be inferred at the first or second brakeable wheel.

[0027] When the known characteristics of the first and second brakeable wheels are different, the different known characteristics of the corresponding wheels can be taken into account by normalizing the corresponding accumulated wheel information or by selecting the corresponding limit value, so that only the fault in the braking component can be the cause of the limit value being exceeded.

[0028] For example, if the accumulated wheel information is the number of revolutions of the corresponding brakeable wheel, and the wheel information deviation is determined from this, then exceeding the limit value indicates that one of the brakeable wheels has completed significantly more or fewer revolutions than the other.

[0029] Based on the direction from which the limit value is exceeded, it can be inferred whether there is a fault in the braking components at the first or second brakeable wheel.

[0030] Furthermore, this fault in the braking component can be further defined by cross-correlation with other brakeable wheels to which the method is applied.

[0031] If the wheel information deviation exceeds the limit value, an output signal is given to indicate a fault or defect in one of the braking components of the first or second brakeable wheel.

[0032] By accumulating wheel information over a period of time, even very small effects of defective braking components can be reliably detected, as these small effects also accumulate.

[0033] In principle, there are no restrictions on the position of the first and second brakeable wheels on the vehicle. This method applies to wheels on one side of the vehicle as well as wheels on the opposite side of the vehicle.

[0034] The method according to the invention thus provides a sensitive and effective method for monitoring the braking components of a vehicle in a simple manner.

[0035] Furthermore, according to the present invention, this task is accomplished by a control device for a vehicle, which is configured to perform the method according to the present invention.

[0036] The advantages of the method listed above apply accordingly.

[0037] According to one embodiment of the method, the first brakeable wheel and the second brakeable wheel are respectively arranged on opposite sides of the vehicle, preferably on opposite sides of one axle of the vehicle.

[0038] As described at the beginning, different levels of braking torque on the left and right sides of the vehicle can cause lateral forces, which may lead to an unstable driving condition.

[0039] By arranging these wheels on opposite sides of the vehicle, preferably on opposite sides of one axle of the vehicle, the braking components of these wheels are monitored accordingly, and any potential defects are detected early and reliably.

[0040] Furthermore, this approach has the following advantages: wheels on at least the opposite sides of one axle of the vehicle typically have the same characteristics, such as braking characteristics and wheel circumference. Therefore, the normalization of this wheel information or the matching of the limit values ​​described above is unnecessary.

[0041] According to another embodiment of the method, the accumulated first wheel information and the accumulated second wheel information are collected only during the braking process, especially on straight road sections.

[0042] Therefore, this wheel information is accumulated only when the vehicle is actually braked. Furthermore, the potentially minor effects of defective braking components are also accumulated only during the braking process. Since these effects typically only occur during braking, the proportion of these effects is improved compared to the accumulated wheel information without the effects of defective braking components.

[0043] Furthermore, during braking on straight sections of road, the brakes on the left and right wheels of the vehicle are typically operated at least in the same manner as the axles, which simplifies the method described above in terms of normalizing wheel information or matching the limit values.

[0044] According to another embodiment of the method, when collecting accumulated wheel information, a distinction is made between the accumulated wheel information collected during automatic braking and the accumulated wheel information collected during manual braking; and when determining the wheel information deviation, an additional distinction is made between the accumulated wheel information collected during automatic braking and the accumulated wheel information collected during manual braking.

[0045] By comparing the accumulated wheel information collected during automatic braking with that collected during manual braking, and determining wheel information discrepancies, additional defects in the vehicle's braking components can be detected.

[0046] For example, when automatic braking is performed via EBS or ACC, other braking components, different from those used when manual braking is performed by the driver, are involved in the individual wheel braking process. For instance, during automatic braking, the braking components of the brake pedal are not part of the braking process.

[0047] If the accumulated wheel information collected during automatic braking deviates from the accumulated wheel information collected during manual braking, then a defect in the corresponding dedicated braking component can be inferred.

[0048] According to another embodiment of the method, the collection of accumulated wheel information is carried out over a minimum time period and / or with the minimum amount of accumulated wheel information.

[0049] By setting a minimum time period and / or a minimum amount of wheel information, the sensitivity for identifying defective braking components can be further improved. For example, it is feasible to ensure that the effect of a defective braking component on, for example, wheel rotation speed can only be reliably detected from a certain time period or a certain number of rotation speeds.

[0050] According to another embodiment of the method, the output of the signal causes one or more of the following actions: - Output acoustic, tactile, or optical signals to the driver of the vehicle. - Output fault reports to the vehicle's control equipment, and / or - Apply brakes to the vehicle.

[0051] All the measures described above are suitable for reliably preventing dangerous driving situations due to defective braking components. For example, upon recognizing acoustic, tactile, or optical signals, the driver can bring the vehicle to a stop and drive more cautiously. The same applies to the corresponding control equipment responding to received fault reports.

[0052] According to another embodiment of the method, accumulated first wheel information and accumulated second wheel information are accumulated over the entire service life of the vehicle or over at least one brake inspection interval of the vehicle, and are provided as historical information to a new vehicle or to the same vehicle after a brake inspection, such that when determining the wheel information deviation, the currently accumulated wheel information of the new vehicle or the same vehicle after a brake inspection is additionally distinguished from the historical information, in particular, the historical information is compared with the currently accumulated wheel information.

[0053] By selecting particularly long intervals over the entire service life of the vehicle, or accumulated over at least one brake inspection interval of the vehicle, even the smallest deviations caused by failures of individual wheel brake components can be reliably identified.

[0054] By providing this accumulated historical information and comparing it with the currently accumulated wheel information, there is another possibility to detect minor defects in the vehicle's braking components.

[0055] This historical data can be used as reference data, especially when it comes from a vehicle that can be proven to be free of defective braking components. Therefore, a defect exists in the braking components when the currently accumulated wheel information deviates from this historical reference data.

[0056] According to another embodiment of the method, the method is performed continuously, particularly the following steps:

[0057] - Determine the deviation in wheel information, and

[0058] -A signal is output whenever the wheel information deviation exceeds a predetermined limit value. Performed in parallel or simultaneously with the following steps - Collect accumulated wheel information.

[0059] This achieves the following: as early as the beginning of the method, defects in braking components that have a significant impact on accumulated wheel information are reliably identified.

[0060] Furthermore, the sensitivity of defect identification in braking components is continuously improved over time because additional information is constantly added to these accumulated wheel information, enabling the detection of defects in braking components that have a very small impact on these accumulated wheel information due to continuous accumulation.

[0061] According to another embodiment of the method, the braking component is a valve, actuator, and / or pneumatic and / or hydraulic component of a braking system, particularly a wheel brake.

[0062] By identifying wheel information deviations of more than two wheels, for example by means of cross-correlation, defects in different, partially individual wheel components or partially common or used by the axle can be detected.

[0063] According to another embodiment of the method, the limit value is a relative limit value, especially with respect to the time period and / or the number of wheel information accumulated.

[0064] For example, the limit value can be chosen such that a wheel information deviation greater than 5% means exceeding the limit value.

[0065] Absolute limits are disadvantageous when these wheel information accumulates continuously, because these absolute limits will be regularly exceeded over a correspondingly long period of time.

[0066] In the case of relative limits, the absolute increase in the deviation of wheel information due to the accumulation of this wheel information over a period of time and / or the number of wheel information is permissible without exceeding the limit.

[0067] According to another embodiment of the method, the predetermined limit value depends on the braking force distribution.

[0068] The braking force distribution is specifically configured such that the front axle of the vehicle is controlled with a different braking pressure than the rear axle. When implementing this method—where the first brakeable wheel is positioned on the front axle and the second brakeable wheel on the rear axle—the corresponding braking force distribution must be considered when selecting the limit value or when normalizing the accumulated first wheel information and accumulated second wheel information, so that only defects in the braking components of these two wheels contribute to the wheel information deviation. Attached Figure Description

[0069] The present invention will be further described below with reference to the accompanying drawings. In the drawings: Figure 1 A schematic view of a vehicle is shown, which is configured to perform an implementation of the method; Figure 2 A first embodiment of the method is shown; Figure 3 A second embodiment of the method is shown; Figure 4 A third embodiment of the method is shown. Detailed Implementation

[0070] Figure 1 A schematic view of a vehicle 1a is shown, configured to perform an embodiment of the method. For this purpose, vehicle 1a has a first brakeable wheel 5 on the left side l and a second brakeable wheel 7 on the right side r. The two brakeable wheels 5, 7 have wheel brakes 6, which consist of braking components 3, such as valves 3a, actuators 3b, and pneumatic and / or hydraulic components 3c, such as lines and hoses. The corresponding braking components 3 may be wheel-specific, such as the actuator 3b and pneumatic and / or hydraulic components 3c shown, or they may be used together, as with the valve 3a shown.

[0071] The two wheel brakes 6 together constitute the braking system 6. Here, the brakeable wheels 5 and 7 are arranged opposite each other on a single axle 9; however, the brakeable wheels can also be arranged on one side l or r of the vehicle 1a.

[0072] A speed sensor 13 is arranged on the first brakeable wheel 5 and the second brakeable wheel 7, respectively. The speed sensor transmits the accumulated first wheel information I1 and the accumulated second wheel information I2, namely the number of revolutions of the first brakeable wheel U1 and the number of revolutions of the second brakeable wheel U2, to the control device 11.

[0073] Control device 11 outputs signal S according to the method described below.

[0074] Figure 2 , 3The implementations of the methods shown in 4 and 5 can be combined with each other.

[0075] exist Figure 2 The first embodiment of a method for monitoring a braking component 3 of a vehicle 1a is shown, wherein the vehicle 1a has at least one first brakeable wheel 5 and at least one second brakeable wheel 7.

[0076] In step S1, the accumulated first wheel information I1 of the first brakeable wheel 5 and the accumulated second wheel information I2 of the second brakeable wheel 7 are collected. This accumulated first or second wheel information I1 or I2 can, for example, be composed of the rotational speed U1 or U2 of the first or second brakeable wheel, the wheel speed w1 or w2 of the first or second brakeable wheel, and / or the wheel speed s1 or s2 of the second or first brakeable wheel. All these parameters constitute a parameter Z(U) that can be converted or derived from each other.

[0077] The corresponding accumulated wheel information I1, I2 can be collected, for example, by means of the speed sensor 13.

[0078] The accumulated first or second wheel information I1 or I2 is collected in the minimum time period Tmin and / or with the minimum number of accumulated wheel information I1, I2 Cmin, as shown by the dashed arrow.

[0079] Once the minimum time period Tmin and / or the minimum number Cmin of accumulated wheel information I1, I2 is exceeded, there is sufficient accumulated wheel information I1, I2, and the process proceeds to step S2.

[0080] In step S2, the wheel information deviation D is determined, which in its simplest form is determined by the difference between the accumulated first wheel information I1 and the accumulated second wheel information I2.

[0081] In step S3, a limit value G is determined based on the braking force distribution F, the time period T during which wheel information is accumulated, and the number of wheel information items C, and it is checked whether the wheel information deviation D is greater than the limit value G. The limit value G can also be a relative limit value Gr, especially with respect to the time period T and / or the number of wheel information items C. If the limit value G or the relative limit value Gr is exceeded, a signal S is output. The signal S can also be a tactile or optical signal Sh and / or a fault report Sf.

[0082] The dependence of the limit value G on the braking force distribution F is, for example, chosen such that when the first brakeable wheel 5 is arranged on the rear axle of vehicle 1a and the second brakeable wheel 7 is arranged on the front axle of vehicle 1a, the wheel information deviation D caused specifically by the different braking force distribution F between the front and rear axles is taken into account in the limit value G, so that the braking force distribution F has no effect on exceeding the limit value G.

[0083] This applies accordingly to the time period T during which these wheel information is accumulated and the number of these wheel information items C, where, when choosing relative limit values, they do not contribute to the effect of the wheel information deviation D.

[0084] The limit value G is thus chosen such that the exceedance of the limit value G is solely due to the effect caused by defects in the braking components 3 of the first or second brakeable wheel 5 or 7.

[0085] Alternatively or additionally, the accumulated first wheel information I1 and / or the accumulated second wheel information I2 can be normalized so that the effects of the braking force distribution F, the time period T during which the wheel information is accumulated, and / or the number of wheel information C have no effect on the wheel information deviation D.

[0086] exist Figure 3 The image shows a second embodiment of a method for monitoring a braking component 3 of a vehicle 1a, wherein the vehicle 1a has at least one first brakeable wheel 5 and at least one second brakeable wheel 7.

[0087] In step S1, the accumulated first or second wheel information I1 or I2 is acquired, wherein they are additionally distinguished as to whether they are acquired during automatic braking Ba or during manual braking Bm. The accumulated first or second wheel information I1 or I2 may similarly include the parameters described in the first embodiment.

[0088] In step S2, the wheel information deviation D1 between the accumulated first wheel information I1 during automatic braking Ba and the accumulated first wheel information I1 during manual braking Bm is determined. Thus, for example, defective wheel components 3 can be detected that only act on the first brakeable wheel 5 during manual braking Bm, but not during automatic braking Ba.

[0089] A similar situation applies to determining the wheel information deviation D2 between the accumulated second wheel information I2 during automatic braking Ba and the accumulated second wheel information I2 during manual braking Bm.

[0090] Furthermore, the wheel information deviation D3 is determined between the following two: the accumulation of the first wheel information I1 during automatic braking Ba and the accumulation of the first wheel information I1 during manual braking Bm, and the accumulation of the second wheel information I2 during automatic braking Ba and the accumulation of the second wheel information I2 during manual braking Bm. This step is most similar to step S2 of the first embodiment.

[0091] In step S3, the deviations of each of the previously mentioned wheel information, D1, D2, D3, are checked for exceeding the respective limit values, G1, G2, G3, and a signal S is output accordingly.

[0092] By cross-correlation between the aforementioned corresponding limit values ​​G1, G2, G3, the defective braking component 3 can be more accurately defined.

[0093] exist Figure 4 The image shows a third embodiment of a method for monitoring a braking component 3 of a vehicle 1a, wherein the vehicle 1a has at least one first brakeable wheel 5 and at least one second brakeable wheel 7.

[0094] In step S1, the accumulated first or second wheel information I1 or I2 is collected over time T, similar to the first embodiment of this method. The accumulated first or second wheel information I1 or I2 may similarly include the parameters described in the first embodiment.

[0095] In step S2, historical information Ih is additionally used when determining wheel information deviations D2 and D3. This historical information is accumulated over the entire service life T1 of another or new vehicle 1b with the same structure, or at least over the brake inspection interval T2 of the same vehicle 1a. Preferably, the historical information constitutes reference data for a vehicle where there are no defects in the brake components 3.

[0096] The wheel information deviation D2 is determined between the accumulated first wheel information I1 for the first brakeable wheel 5 and the corresponding historical information Ih; and the wheel information deviation D3 is determined between the accumulated second wheel information I2 for the second brakeable wheel 7 and the corresponding historical information Ih; and the wheel information deviation D1 is determined, similar to the first embodiment, between the accumulated first wheel information I1 and the accumulated second wheel information I2.

[0097] In step S3, the deviations of each of the previously mentioned wheel information, D1, D2, D3, are checked for exceeding the respective limit values, G1, G2, G3, and a signal S is output accordingly.

[0098] In particular, by comparing the historical information Ih with the corresponding accumulated first or second wheel information I1 or I2, and by exceeding the corresponding limit values ​​G2 and G3, minor defects in the braking component 3 can be reliably detected in terms of its effect on the accumulated wheel information I1 and I2.

[0099] By cross-correlation between the aforementioned corresponding limit values ​​G1, G2, G3, the defective braking component 3 can be more accurately defined.

[0100] Another advantageous implementation combines implementations 2 and 3, such that the wheel information deviation D, which is composed of historical information Ih and currently accumulated wheel information I1, I2, especially according to the accumulated wheel information I1, I2 during automatic braking Ba and manual braking Bm, is subdivided and the exceedance of each limit value G is monitored.

[0101] Figure reference numerals (part of the instruction manual)

[0102] 1a vehicle

[0103] 1b Another / New Vehicle

[0104] 3 Braking components

[0105] 3a valve

[0106] 3b actuator

[0107] 3C pneumatic and / or hydraulic components

[0108] 4. Braking System

[0109] 5 First Brakeable Wheel

[0110] 6 wheel brakes

[0111] 7 Second Brakeable Wheel

[0112] 9-axle

[0113] 11 Control Equipment

[0114] 13 speed sensor

[0115] I1 accumulated first wheel information

[0116] I2 accumulated second wheel information

[0117] U1 First Brake Wheel Rotation

[0118] U2 Second Brake Wheel Rotation

[0119] w1 is the wheel speed of the first brakeable wheel.

[0120] The wheel speed of the second brakeable wheel (w2)

[0121] s1 The wheel travel distance of the first brakeable wheel

[0122] s2 The wheel travel of the second brakeable wheel

[0123] Ih Historical Information

[0124] D, D1, D2, D3 Wheel Information Deviation

[0125] Limits of G, G1, G2, G3

[0126] Gr relative limit value

[0127] S signal

[0128] Sh tactile or optical signals

[0129] Sf Fault Report

[0130] Ba automatic braking

[0131] Bm manual brake

[0132] left side of the vehicle

[0133] The right side of the vehicle

[0134] The time period during which the T-wheel information is accumulated.

[0135] The entire service life of vehicle T1

[0136] T2 Brake Inspection Interval

[0137] Number of C-wheel information

[0138] The minimum time period during which Tmin wheel information is accumulated.

[0139] Minimum number of Cmin wheel information

[0140] F Braking force distribution

[0141] Z(U) is a parameter that can be derived from U1 or U2.

Claims

1. A method for monitoring the braking component (3) of a vehicle (1a), wherein, The vehicle (1a) has at least one first brakeable wheel (5) and at least one second brakeable wheel (7), and the method includes the following steps: - Collect the accumulated first wheel information (I1) of the first brakeable wheel (5) and collect the accumulated second wheel information (I2) of the second brakeable wheel (7) (S1). - Determine the wheel information deviation (D) (S2) between the accumulated first wheel information (I1) and the accumulated second wheel information (I2). - As long as the wheel information deviation (D) exceeds the predetermined limit value (G), output signal (S) (S3).

2. The method according to claim 1, characterized in that, The first brakeable wheel (5) and the second brakeable wheel (7) are respectively arranged on opposite sides (l, r) of the vehicle (1a), preferably on opposite sides (l, r) of one axle (9) of the vehicle (1a).

3. The method according to any one of the preceding claims, characterized in that, The accumulated first wheel information (I1) and the accumulated second wheel information (I2) correspond to the number of revolutions (U1) of the first brakeable wheel (5) or the number of revolutions (U2) of the second brakeable wheel (7), or correspond to parameters (Z(U)) that can be derived from the number of revolutions, such as the corresponding wheel speed (w1, w2) or wheel distance (s1, s2).

4. The method according to any one of the preceding claims, characterized in that, The accumulated first wheel information (I1) and the accumulated second wheel information (I2) are collected only during the braking process (Ba, Bm), especially on straight road sections.

5. The method according to any one of the preceding claims, characterized in that, When collecting the accumulated wheel information (I1, I2) as described in (S1), a distinction is made between the accumulated wheel information (I1, I2) collected during automatic braking (Ba) and the accumulated wheel information (I1, I2) collected during manual braking (Bm), and When determining the wheel information deviation (D) (S2), an additional distinction is made between the accumulated wheel information (I1, I2) collected during automatic braking (Ba) and the accumulated wheel information (I1, I2) collected during manual braking (Bm) (S4).

6. The method according to any one of the preceding claims, characterized in that, The collection (S1) of the accumulated wheel information (I1, I2) is carried out over the minimum time period (Tmin) and / or with the minimum number of accumulated wheel information (I1, I2) (Cmin).

7. The method according to any one of the preceding claims, characterized in that, The output (S3) of this signal (S) causes one or more of the following actions: - Output acoustic, tactile, or optical signals (Sh) to the driver of the vehicle (1a). - Output a fault report (Sf) to the control equipment (11) of the vehicle (1a), and / or - Brake the vehicle (1a).

8. The method according to any one of the preceding claims, characterized in that, The accumulated first wheel information (I1) and the accumulated second wheel information (I2) are accumulated over the entire service life (T1) of the vehicle (1a) or over at least one brake inspection interval (T2) of the vehicle (1a), and are provided as historical information (Ih) to the new vehicle (1b) or to the same vehicle (1a) after a brake inspection, such that when determining the wheel information deviation (D) (S2), the currently accumulated wheel information (I1, I2) of the new vehicle (1b) or the same vehicle (1a) after a brake inspection is additionally distinguished from the historical information (Ih).

9. The method according to any one of the preceding claims, characterized in that, The method is executed continuously, especially the following steps. - Determine the wheel information deviation (D) (S2), and - As long as the wheel information deviation (D) exceeds the predetermined limit value (G), output signal (S) (S3). Performed in parallel or simultaneously with the following steps - Collect the accumulated wheel information (I2, I2) (S1).

10. The method according to any one of the preceding claims, characterized in that, The braking component (3) is the braking system (4), especially the wheel brake (6). - Valve (3a). -Actuator (3b) and / or - Pneumatic and / or hydraulic components (3c).

11. The method according to any one of the preceding claims, characterized in that, The limit value (G) is a relative limit value (Gr), especially with respect to the time period (T) and / or the number of wheel information (C) of the accumulated wheel information (I1, I2).

12. The method according to any one of the preceding claims, characterized in that, The predetermined limit value (G) depends on the distribution of braking force (B).

13. A control device (11) for a vehicle (1a), the control device being configured to perform the method according to any one of the preceding claims.

Images