METHOD FOR BRAKING A VEHICLE

Description

[0001] The invention relates to a method, a brake control device and a vehicle according to the preambles of the independent patent claims.

[0002] Various methods for braking a vehicle are known from the prior art. US 2020 / 156602 A1 discloses a method for braking control that determines deceleration using a wheel speed sensor.

[0003] For example, methods are known in which the trailer's braking system is controlled, in particular actuated, by an overrun brake. A disadvantage of these methods, however, is that such a control system only actuates, in particular applies, the trailer's braking system when the towed object, in particular the trailer, runs into the overrun. Therefore, the trailer cannot generate any tractive force with such methods. This reduces the achievable braking effect and vehicle stability.

[0004] For example, methods are known in which brake actuation signals are transmitted from the control device of the towing vehicle to the brake device of the trailer. In such methods, the vehicle's brake devices are controlled, in particular actuated, by the control device of the towing vehicle. A disadvantage of such methods, however, is that the brake devices cannot be controlled, in particular cannot be actuated, if the connection between the towing vehicle and the trailer is interrupted, in particular in the event of a so-called breakaway.

[0005] The object of the invention is to overcome the disadvantages of the prior art. In particular, the object of the invention is to provide a method, a brake control device, and a vehicle with which the respective braking devices can be controlled in a predictive and / or adaptive manner.

[0006] The object of the invention is achieved in particular by the features of the independent patent claims.

[0007] The invention relates to a method for braking a vehicle, in particular a towing vehicle and / or a trailer.

[0008] Preferably, the vehicle has at least one Wheel, a first braking device for braking the at least one wheel, in particular a non-linear electro-mechanical friction brake, a Brake detection device for detecting braking of the vehicle, in particular for detecting a braking request and / or for detecting deceleration of the vehicle, and / or a, in particular electronic, Brake control device for controlling the first braking device.

[0009] It is preferably provided that the brake detection device is formed from a speed measuring device, in particular for calculating a deceleration from the changing instantaneous speed of the vehicle, preferably from a wheel speed sensor for measuring the speed of the at least one wheel.

[0010] Optionally, the brake detection device may comprise a speed measuring device, in particular a wheel speed sensor. Preferably, the brake detection device is formed from a deceleration sensor for measuring a deceleration, in particular for measuring a deceleration effect in at least one direction, preferably in the direction of travel, preferably from a multi-axis, micro-electro-mechanical system. Optionally, the brake detection device may comprise a deceleration sensor.

[0011] It is preferably provided that the brake detection device is formed from an actuation measuring device for measuring an actuation of an actuation device, in particular the braking device, for braking the vehicle, in particular the first braking device, preferably a brake lever or a brake pedal of the vehicle.

[0012] Optionally, the brake detection device may comprise an actuation measuring device.

[0013] The actuation measuring device can be configured to measure the extent of actuation of the actuation device. In particular, this can be used to determine a braking request and / or the driver's deceleration request.

[0014] It is preferably provided that the brake detection device converts the detected braking, in particular the detected braking request and / or the detected deceleration, into a brake detection signal, in particular an electrical signal.

[0015] It is preferably provided that the brake detection signal is transmitted to the brake control device.

[0016] In particular, the brake control device can be connected to the devices of the vehicle, in particular to the sensors, preferably the brake detection device, the first brake device, the second brake device, the further brake detection device, the wheel speed sensor, the vibration sensor, the angle sensor, the position sensor, the locking sensor, the location sensor and / or the pedal vibration sensor, via a connecting device, in particular wired or wireless.

[0017] The signals, in particular the brake detection signal, the brake actuation signal, the further brake detection signal, the wheel speed sensor signal, the deceleration sensor signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the locking signal and / or the pedal vibration sensor signal, can optionally be transmitted via a connecting device, in particular via a cable connection or wirelessly.

[0018] The connecting device may connect the brake control device to the other components of the vehicle, if necessary.

[0019] It is preferably provided that a brake actuation signal is generated by the brake control device on the basis of the brake detection signal.

[0020] It is preferably provided that a brake actuation signal is generated by the brake control device on the basis of the brake detection signal, in that a brake actuation signal for actuating the first brake device is determined and / or calculated by the brake control device on the basis of the brake detection signal by means of interpolation tables, by means of conversion functions, by means of a simulation model and / or by means of simulation models.

[0021] If necessary, the brake actuation signal for actuating the at least one first braking device can be determined by means of interpolation tables, by means of conversion functions and / or by means of a simulation model based on the brake detection signal.

[0022] It is preferably provided that the brake actuation signal is transmitted from the brake control device for controlling the first brake device to the first brake device.

[0023] It is preferably provided that the brake actuation signal, which is transmitted in particular to the brake device, brings about a control, in particular an actuation, preferably an engagement and / or a release, of the first brake device, in particular of an actuator of the first brake device, and thereby in particular a braking of the at least one wheel, in particular a braking or an acceleration of the vehicle, is achieved.

[0024] Optionally, the brake control device may consist of or comprise one or more components.

[0025] Within the scope of the present invention, the signals of the sensors, in particular all signals of all sensors, in particular the brake detection signal, the deceleration sensor signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the pedal vibration sensor signal, the locking signal and / or the overrun force signal can be transmitted directly to the brake control device, in particular by cable or wirelessly.

[0026] In the context of the present invention, signals from the sensors, in particular all signals from all sensors, in particular the brake detection signal, the deceleration sensor signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the pedal vibration sensor signal, the locking signal and / or the overrun force signal, can be understood as the electrical output signal of the respective sensor.

[0027] In the context of the present invention, measurement can also be understood as the determination of a certain quantity, such as in particular the speed, the deceleration, the actuation and / or the temperature.

[0028] If necessary, the brake detection device may also be contained and / or integrated in the brake control device.

[0029] In the context of the present invention, a braking detection device can be understood as a device configured to detect and / or recognize the braking of the vehicle, the deceleration of the vehicle, the driver's braking request, and / or the braking request of an autopilot. Optionally, the method can be configured to control a braking device, in particular for brake control.

[0030] If necessary, the method can be designed for braking a vehicle combination and / or vehicle trailer, in particular for braking a vehicle combination which comprises a non-self-propelled land vehicle, in particular a trailer, and a pre-tensioned traction element, in particular a towing vehicle.

[0031] If necessary, the first braking device can be controlled, in particular actuated, by the brake actuation signal transmitted to the first braking device in such a way that, if necessary during operation, in particular during normal operation, of the vehicle combination and / or while the vehicle combination is moving, the trailer brakes the towing vehicle and / or that the trailer decelerates more strongly than the towing vehicle, so that the trailer pulls on the towing vehicle if necessary.

[0032] In particular, the brake control device generates a brake actuation signal which controls, in particular actuates, the first brake device in such a way that, if appropriate during operation, in particular during normal operation, of the vehicle combination and / or while the vehicle combination is traveling, the trailer brakes the towing vehicle and / or that the trailer decelerates more than the towing vehicle, so that the trailer pulls on the towing vehicle if appropriate.

[0033] In particular, the at least one first braking device can be arranged on the trailer.

[0034] If necessary, a further braking device can be arranged on the towing vehicle. In particular, this further braking device can be controlled and / or regulated by the brake control device, another brake control device, and / or the vehicle control device.

[0035] If necessary, the first braking device can be controlled, in particular actuated, by the brake actuation signal transmitted to the first braking device in such a way that, if necessary during operation, in particular during normal operation, of the vehicle and / or while the vehicle is moving, the rear part of the vehicle brakes the front part of the vehicle and / or that the rear part of the vehicle decelerates more strongly than the towing vehicle, so that the rear part of the vehicle possibly pulls on the front part of the vehicle.

[0036] In particular, the brake control device generates a brake actuation signal which controls, in particular actuates, the first brake device in such a way that, if appropriate during operation, in particular during normal operation, of the vehicle and / or while the vehicle is traveling, the rear part of the vehicle brakes the front part of the vehicle and / or that the rear part of the vehicle decelerates more strongly than the towing vehicle, so that the rear part of the vehicle may pull on the front part of the vehicle.

[0037] In particular, the at least one first braking device can be arranged on the rear part of the vehicle.

[0038] Optionally, a further braking device can be arranged on the front part of the vehicle. In particular, this further braking device can be controlled and / or regulated by the braking control device, a further braking control device, and / or the vehicle control device.

[0039] In the context of the present invention, normal operation can be understood as an operation of the vehicle, in particular the vehicle combination, in which the vehicle, in particular the vehicle combination, is operated and / or drives on a road.

[0040] If necessary, it can be provided that an actuating device for actuating a braking device, in particular the first braking device, preferably a brake lever or a brake pedal, is arranged on the vehicle, in particular on the towing vehicle.

[0041] If necessary, the actuation measuring device can be configured to measure an actuation of the actuation device.

[0042] Optionally, the brake control device and the at least one wheel, which can be braked in particular by the brake control device and / or the first brake device, can be arranged on the vehicle, in particular on the trailer.

[0043] If necessary, the deceleration sensor and the at least one wheel, which can be braked in particular by the brake control device and / or the first brake device, can be arranged on the vehicle, in particular on the trailer.

[0044] If necessary, the wheel speed sensor and the at least one wheel, which can be braked in particular by the brake control device and / or the first brake device, can be arranged on the vehicle, in particular on the trailer.

[0045] If necessary, the brake detection device and the at least one wheel, which can be braked in particular by the brake control device and / or the first brake device, can be arranged on the vehicle, in particular on the trailer.

[0046] If necessary, the brake control device can be arranged on the same component of the combined vehicle, in particular on the trailer, as the wheel braked by the first brake device and / or the brake control device.

[0047] In particular, if appropriate, the deceleration sensor and / or the speed measurement are arranged on the same part of the combined vehicle, in particular on the trailer, as the wheel braked by the first braking device.

[0048] Because the brake control device and the wheel that can be braked by the brake control device are arranged on the vehicle, in particular on the trailer, the vehicle, in particular the trailer, can also brake automatically on its own, in particular decoupled from the towing vehicle.

[0049] If necessary, it can be provided that at least one second braking device, in particular a non-linear electro-mechanical friction brake, is provided on the vehicle for braking the vehicle, in particular the at least one wheel.

[0050] Optionally, it can be provided that the at least one second braking device is in particular independent, preferably independently operable, of the first braking device.

[0051] If appropriate, it can be provided that at least one further brake detection device is provided on the vehicle for detecting braking of the vehicle, in particular for detecting a braking request and / or for detecting a deceleration of the vehicle, in particular a further speed measuring device, a further deceleration sensor and / or a further actuation measuring device.

[0052] If appropriate, it can be provided that the at least one further brake detection device is optionally independent of the, in particular first, brake detection device.

[0053] If necessary, it can be provided that the further brake detection device converts the detected braking into a further brake detection signal and that the further brake detection signal is transmitted to the brake control device.

[0054] If necessary, it can be provided that the brake control device detects, in particular automatically, which brake detection devices are present on the vehicle.

[0055] If appropriate, it can be provided that the transmitted brake detection signals are taken into account when generating the brake actuation signal from the brake control device, by weighting the brake detection signals according to predefined parameters, in particular the presence, the reliability of the detection and / or the meaningfulness of the data.

[0056] If necessary, the at least one second braking device is designed in such a way that it is functional and / or operable even in the event of failure of the at least one first braking device, so that in particular the vehicle can be braked even in the event of failure of the at least one first braking device.

[0057] If necessary, the further brake detection device is designed in such a way that it is functional and / or operable even in the event of failure of the, in particular first, brake detection device, so that the braking of the vehicle, in particular the braking request, can be detected even in the event of failure of the, in particular first, brake detection device.

[0058] In the context of the present invention, a braking request can be understood as a desired braking, in particular the so-called braking request recognition, and / or deceleration of the driver, in particular the so-called driver deceleration request, if applicable of an autopilot of the vehicle.

[0059] In particular, a first braking device and at least one second braking device for braking the vehicle can be provided on the vehicle.

[0060] Preferably, the first braking device is independent, preferably independently operable, of the at least one second braking device. Preferably, the braking devices arranged on the vehicle are independent, preferably independently operable, of one another.

[0061] The vehicle may therefore be single-fault safe, as at least two braking devices and / or parts of braking devices are present on the vehicle, so that the vehicle can be braked even if one braking device or part fails.

[0062] In particular, a brake detection device and at least one further brake detection device for detecting braking of the vehicle, in particular for detecting a braking request and / or for detecting a deceleration of the vehicle, can be provided on the vehicle.

[0063] Preferably, the brake detection device is independent, preferably independently operable, of the at least one further brake detection device. Preferably, the brake detection devices arranged on the vehicle are independent, preferably independently operable, of one another.

[0064] The vehicle may therefore be single-fault safe, as at least two brake detection devices are present on the vehicle, so that the vehicle can be braked even if one brake detection device fails.

[0065] In the context of the present invention, single-fault safety and / or single-fault-safe can be understood to mean that braking of the vehicle is possible despite the occurrence of a single fault in the vehicle, in particular the failure of a braking device and / or a brake detection device.

[0066] Optionally, it can be provided that the measurements of the at least one first and / or the at least one second brake detection device, in particular of all brake detection devices arranged on the vehicle, are transmitted to the brake control device.

[0067] If necessary, the method and / or vehicle can be designed to be single-fault safe in that the vehicle, which is formed in particular from a towing vehicle or a towing vehicle and trailer, has at least one second independent braking device and at least one second braking detection device, in particular a speed measuring device, a deceleration sensor and / or an actuation measuring device.

[0068] Within the context of the present invention, "based on" and / or "taken into account" can be understood to mean that a signal, a change, and / or a value is calculated and / or included when the brake actuation signal is generated by the brake control device. In other words, the considered signal, the considered change, and / or the considered value can be included in the function and / or formula for determining the brake actuation signal.

[0069] In particular, the brake actuation signal may be a function of the various signals, changes and / or values by which a function of the various signals, changes and / or values is generated.

[0070] Optionally, the first braking device may comprise a plurality of first braking devices. Optionally, the second braking device may comprise a plurality of second braking devices.

[0071] If necessary, the vehicle may be provided with a front and a rear vehicle section.

[0072] Where appropriate, the vehicle may be a towing vehicle or a trailer.

[0073] Where appropriate, the vehicle may include a towing vehicle and a trailer.

[0074] Optionally, it can be provided that the brake control device generates a brake actuation signal by means of which a predefined behavior of the towing vehicle and the trailer relative to each other is set, so that the trailer pulls or pushes the towing vehicle, in particular generates a pushing or pulling force.

[0075] If necessary, it can be provided that the brake control device sets a different, in particular a higher or lower, braking and / or braking effect of the braking device arranged on the trailer than on the towing vehicle, in particular for the braking device arranged on the towing vehicle.

[0076] Optionally, it can be provided that the brake control device generates a brake actuation signal by which a predefined behavior of the vehicle parts relative to one another is set, so that the rear vehicle part pulls or pushes on the front vehicle part, in particular generates a pushing or pulling force.

[0077] If appropriate, it can be provided that the brake control device sets a different, in particular a higher or lower, braking and / or braking effect of the braking device arranged on the rear part of the vehicle than on the front part of the vehicle, in particular for the braking device arranged on the front part of the vehicle.

[0078] Optionally, it can be provided that the force between the vehicle parts and / or the towing vehicle and the trailer is measured by a sensor, in particular a run-up sensor or run-up force sensor, wherein the measured force is taken into account by the brake control device when generating the brake actuation signal.

[0079] Where appropriate, the vehicle may consist of a towing vehicle and a trailer, with the trailer being connected to one of the towing vehicles.

[0080] If necessary, the vehicle may be designed for local to regional traffic with a planned operating radius of a maximum of 100 kilometers.

[0081] In particular, the vehicle can be designed as an electrically powered vehicle with a planned operating radius of a maximum of 100 km and / or as a vehicle that can be assigned to the "micromobility" sector, such as electric passenger or cargo bicycles, small electric or logistics vehicles.

[0082] Where appropriate, the vehicle may be an electric passenger bicycle, a cargo bicycle, a small electric vehicle or a logistics vehicle.

[0083] If appropriate, it can be provided that the brake control device is designed to operate the vehicle, in particular in accordance with standards, regulations and / or as intended, and in particular to control a drive motor of the vehicle and / or the brake device so that a predefined speed, in particular a maximum instantaneous speed, is maintained.

[0084] If necessary, the vehicle, in particular the vehicle's control device, preferably the brake control device, can be configured to operate the vehicle in accordance with standards, regulations, or intended use. In particular, the brake control device can perform driving interventions, such as maintaining a speed limit by controlling the drive and / or the brake device.

[0085] Where appropriate, it may be provided that the vehicle is a multi-standard vehicle and / or a multi-standard composite vehicle, whereby the vehicle can be operated as a bicycle and / or e-bike in the city and as a faster vehicle outside the city, in particular a motor vehicle, motorcycle, passenger car and / or truck.

[0086] Where appropriate, it may be provided that the vehicle is designed to substantially meet the safety standards, such as in particular ISO26262 and / or IEC61508, regarding vehicle equipment and safety objectives.

[0087] In particular, the vehicle's design may enable single-fault-safe operation. This means that a single fault may still allow safe operation and / or termination of operation in accordance with regulations and / or specifications.

[0088] In particular, errors can be assumed or excluded based on standards, regulations and / or other considerations, whereby any subsequent errors caused by an error are still considered as individual errors.

[0089] In particular, safety-relevant components, such as the braking device and / or the brake detection device, are present on the vehicle in multiple copies, in particular at least twice. This means that they may be arranged at least twice on the vehicle, in particular on the towing vehicle and / or trailer.

[0090] In particular, at least two power generation devices can be provided on the vehicle, wherein preferably one power generation device stores energy in the form of electrical energy and another power generation device stores energy in the form of non-electrical, in particular mechanical, preferably spring-action energy.

[0091] If necessary, at least two braking devices and / or at least one electrical and at least one non-electrical actuating device and / or at least two electrical / electronic assemblies, in particular controls, actuators and / or cabling, may be provided on the vehicle.

[0092] Where appropriate, the components of the vehicle, in particular the braking device, the brake detection device, the power generation device and / or the drive motor, are dimensioned with a greater safety factor, in particular with greater safety against faults, than conventional components.

[0093] Where appropriate, the components of the vehicle, in particular the braking device, the brake detection device, the power generation device and / or the drive motor, are dimensioned in such a way that their probability of failure, in particular taking into account the relevant regulations, is low and / or improbable compared to conventional components, in particular so low and / or improbable that other risks, such as those arising in particular during average use of the component, are preferably at least ten times higher than risks resulting from component failure.

[0094] Where appropriate, the components of the vehicle, in particular the braking device, the brake detection device, the power generation device and / or the drive motor, are dimensioned in such a way that the consequences of a fault are harmless, particularly taking into account the relevant regulations, and in particular do not cause above-average risks.

[0095] If necessary, the vehicle is designed to generate a braking effect of at least one fifth of the acceleration due to gravity g, i.e. the average acceleration due to gravity on the earth, in particular a so-called g / 5, at speeds above 5 km / h, in particular without battery buffering, by using stored energy, in particular mechanically, preferably energy stored in a spring effect, to brake the vehicle.

[0096] If necessary, the vehicle is designed to generate a braking effect of at least one fifth of the acceleration due to gravity, in particular a so-called g / 5, at speeds above 5 km / h, in particular without battery buffering, by using energy resulting from the driving speed of the vehicle, in particular electrical and / or self-reinforcing energy and / or energy supplied by the driver, to brake the vehicle.

[0097] In the context of the present invention, braking can be understood as a braking effect or the like.

[0098] If necessary, it can be provided that the deceleration sensor measures a change in the speed of the vehicle, in particular a positive or negative acceleration of the vehicle.

[0099] If necessary, it may be provided that the deceleration sensor and / or the deceleration sensors are arranged on the towing vehicle.

[0100] If necessary, it may be provided that the deceleration sensor and / or the deceleration sensors are arranged on the trailer.

[0101] If necessary, it can be provided that the wheel speed of at least one wheel, in particular of all wheels, of the vehicle is measured with at least one wheel speed sensor.

[0102] If necessary, it can be provided that the measured wheel speed is converted into a wheel speed sensor signal.

[0103] If necessary, it can be provided that the wheel speed sensor signal is transmitted to the brake control device.

[0104] Optionally, it may be provided that the wheel slip is determined in the brake control device on the basis of the wheel speed sensor signal and the speed of the vehicle.

[0105] If necessary, it can be provided that the speed, in particular the instantaneous speed, of the vehicle is calculated by the brake control device from a deceleration sensor signal by integrating positive and negative accelerations.

[0106] If necessary, it can be provided that the speed, in particular the instantaneous speed, of the vehicle is measured by the brake control device using an acceleration sensor and transmitted to the brake control device.

[0107] In particular, the speed, preferably the instantaneous speed, of the vehicle can be calculated by the brake control device using physical relationships known from the prior art, which may also include mass and an initial speed.

[0108] If necessary, the deceleration sensor can convert the measured deceleration into a deceleration sensor signal.

[0109] If necessary, it can be provided that the speed, in particular the instantaneous speed, of the vehicle is measured using a speed sensor and / or a speed measuring device and transmitted to the brake control device.

[0110] If necessary, it can be provided that the speed, in particular the instantaneous speed, of the vehicle is transmitted from the towing vehicle, in particular the control device of the towing vehicle, to the brake control device.

[0111] Optionally, it can be provided that if the determined wheel slip is greater than 5% and / or if the decrease in wheel speed results in a deceleration of the vehicle of more than 8 m / s 2< and / or if a wheel has a more than 50% higher decrease in speed than the wheel with the smallest decrease in wheel speed, the brake actuation signal is adjusted, in particular reduced, by the brake control device.

[0112] If necessary, it can be provided that the brake actuation signal is adjusted, in particular reduced, by the brake control device if the brake control device detects the risk of the wheel locking.

[0113] If appropriate, it can be provided that the brake actuation signal from the brake control device is adapted, in particular reduced, in the cases mentioned in such a way that a locking of the at least one wheel of the vehicle and / or a wheel slip of more than 5% and / or a wheel speed reduction difference of more than 50% of the at least one wheel of the vehicle is minimized or prevented.

[0114] If appropriate, it can be provided that the brake actuation signal, in particular the setting position of the braking device, preferably of the brake actuator of the braking device, is changed, in particular reduced, by the brake control device, in the cases mentioned preferably the set braking effect, to a value at which the brake control device detects a wheel slip of less than 5% and / or a decrease in the wheel speed, a deceleration of less than 8 m / s 2< and / or no wheel has a speed decrease of more than 50% higher than the wheel with the lowest wheel speed decrease, in particular when no risk of locking has yet been detected and / or determined.

[0115] If necessary, the brake actuation signal, in particular the braking effect, the position of the braking device, preferably of the brake actuator of the braking device, can be generated by the brake control device taking into account the, in particular current, conditions and / or the location, such as in particular the road surface properties, so that a better braking effect is achieved if necessary than without taking the conditions into account.

[0116] If necessary, the brake control device can make changes to the brake actuation signal of the wheel, in particular the wheels, preferably simultaneously or non-simultaneously.

[0117] In particular, changes in the wheel measurement values caused by changes in the brake actuation signal, such as wheel slip and / or changes in the determined risk of rollover, can be detected and taken into account when generating a brake actuation signal.

[0118] If necessary, it can be provided that a connection, in particular a data connection, exists between the brake control device and a further control device, in particular a control device of the towing vehicle.

[0119] The connection between the brake control device and another control device can be wired or wireless.

[0120] If necessary, it can be provided that vehicle data, in particular the speed, the temperature, the precipitation, the actuation signal of the braking device and / or further brake control data, such as in particular the braking effect, the temperature of the braking device, the energy supply and / or a detected blockage, are transmitted from the further control device to the brake control device or vice versa via this data connection.

[0121] If necessary, it can be provided that the transmitted vehicle data are taken into account by the brake control device when generating the brake actuation signal.

[0122] If necessary, it can be provided that the transmitted vehicle data from the brake control device are taken into account, qualitatively and / or quantitatively, in order to promote reaction speed and / or accuracy, in the algorithms stored in the brake control device.

[0123] This may enable a single-fault-safe operation of the vehicle, in particular of the brake control, preferably in the event of a device, in particular a sensor, failing and / or prevent the wheels from locking.

[0124] Optionally, it can be provided that the actuation measuring device is arranged on the actuation device, in particular the at least one brake lever and / or the at least one brake pedal, of the braking device.

[0125] If necessary, it can be provided that the actuation of the actuation device, in particular of the brake lever and / or the brake pedal, is measured by the actuation measuring device, in particular directly or indirectly.

[0126] If necessary, it can be provided that the actuation measured by the actuation measuring device is converted into a brake detection signal.

[0127] If necessary, it can be provided that the brake detection signal is transmitted to the brake control device.

[0128] If necessary, it can be provided that the brake control device takes the brake detection signal into account when generating the brake actuation signal, so that in particular a zero-point stable behavior results and / or no braking effect occurs if the actuation device is not actuated.

[0129] Optionally, it can be provided that the at least one further actuation measuring device is arranged on the actuation device, in particular the at least one brake lever and / or the at least one brake pedal, of the braking device.

[0130] If necessary, it can be provided that the further actuation measuring device measures, in particular directly or indirectly, the actuation of the actuation device, in particular of the brake lever and / or the brake pedal.

[0131] If necessary, it can be provided that the actuation measured by the further actuation measuring device is converted into a brake detection signal.

[0132] If necessary, it can be provided that the brake detection signal is transmitted to the brake control device.

[0133] If necessary, it can be provided that the brake control device takes the brake detection signal into account when generating the brake actuation signal, so that in particular a zero-point stable behavior results and / or no braking effect occurs if the actuation device is not actuated.

[0134] If necessary, the actuation of the actuating device can be recorded by the actuation measuring device as a force or pressure, in particular its effect or change, and / or as a position or position, in particular its change in stages or proportionally.

[0135] In particular, the brake lever position and / or brake lever force or values related thereto can preferably be determined in such a way that a zero-point stable behavior, in particular of the braking device, results.

[0136] In the context of the present invention, zero-point stable behavior can be understood as meaning that no braking effect can be produced by an actuation measurement if there is no actuation, in particular active actuation, by the driver. In other words, the braking device can be controlled, regulated, and / or adjusted in such a way that no braking effect is achieved and / or exists if the actuation device is not actuated, in particular if the actuation device is not actuated.

[0137] For the control, regulation and / or adjustment of the braking device, properties of the actuation measuring device and / or parts of a corresponding sensor characteristic curve can be used, in which a braking request can be detected even under realistically assumed influences, such as temperatures from -20° to +50° and / or sensor aging.

[0138] If necessary, the actuating device can transmit a hand force, a foot force and / or a movement and can be designed in particular as a rope, rod or pressure measuring device.

[0139] If necessary, the actuation device and / or actuation measuring device can be retrofitted by subsequently inserting and / or arranging a force, pressure and / or position recording device on the vehicle.

[0140] Optionally, the brake control device can generate and / or adjust the brake actuation signal such that the braking device controlled by the brake control device is controlled such that one vehicle part, in particular the trailer, pulls or pushes the other vehicle part, in particular the towing vehicle.

[0141] If necessary, the measured force between the vehicle parts can be taken into account when generating the brake actuation signal by the brake control device.

[0142] If necessary, environmental conditions, in particular those having an influence on the friction coefficient of the road surface, such as preferably falling below a predefined air temperature or wetness from weather data, can be taken into account when generating the brake actuation signal by the brake control device.

[0143] If necessary, it may be provided that a vibration sensor is provided on the vehicle, in particular in the area of a wheel suspension of the vehicle.

[0144] If necessary, it may be provided that vibrations, in particular vibrations of the vehicle, are measured with the vibration sensor.

[0145] If necessary, it can be provided that the vibrations measured by the vibration sensor are converted into a vibration sensor signal.

[0146] If appropriate, it can be provided that the vibration sensor signal is transmitted to the brake control device, whereby the mass of the vehicle is calculated by the brake control device on the basis of the vibration sensor signal.

[0147] Optionally, it can be provided that the brake actuation signal is generated by the brake control device taking into account the vibration sensor signal, in particular the calculated mass of the vehicle.

[0148] In particular, the mass of a spring-mass system, in particular of the vehicle, can be related to the vibration frequency in a manner known from the prior art and can be derived therefrom.

[0149] If necessary, it can be provided that an angle sensor is provided on the vehicle, in particular in the area of a wheel suspension, in particular a sprung one, of the vehicle.

[0150] If necessary, the angle sensor may be used to measure an angular change of a part of the vehicle's wheel suspension.

[0151] If necessary, it can be provided that the angle change measured by the angle sensor is converted into an angle sensor signal.

[0152] If appropriate, it can be provided that the angle sensor signal is transmitted to the brake control device, whereby the brake control device may calculate the mass of the vehicle on the basis of the angle sensor signal.

[0153] Optionally, it can be provided that the brake actuation signal is generated by the brake control device taking into account the angle sensor signal, in particular the mass of the vehicle calculated on the basis of the angle sensor signal.

[0154] If necessary, it can be provided that a position sensor is provided on the vehicle, in particular in the area of a wheel suspension, in particular a sprung one, of the vehicle.

[0155] If necessary, the position sensor can be used to measure the change in angle or position of a part of the wheel suspension.

[0156] If necessary, it can be provided that the angle change or position change measured by the position sensor is converted into a position sensor signal.

[0157] If appropriate, it can be provided that the position sensor signal is transmitted to the brake control device, whereby the mass of the vehicle is calculated by the brake control device on the basis of the position sensor signal.

[0158] If necessary, it can be provided that the brake actuation signal is generated by the brake control device taking into account the position sensor signal, in particular the mass of the vehicle calculated on the basis of the position sensor signal.

[0159] In particular, the brake control device can determine and / or calculate the braking effect, in particular the maximum possible, preferably the maximum possible non-locking, via the spring property and / or the size of the signal, in particular the change in which the force on the spring results or the wheel, axle or vehicle load results from a corresponding change in the position of components.

[0160] If necessary, a mechanically and / or electronically actuated locking sensor may be provided on the vehicle.

[0161] If necessary, it can be provided that the locking sensor transmits a locking signal to the brake control device when actuated.

[0162] Optionally, it can be provided that a brake actuation signal, which in particular engages the brake device, is generated by the brake control device when the locking sensor is actuated mechanically and / or electronically and / or transmits the locking signal to the brake control device.

[0163] This may make it difficult and / or impossible for the vehicle to leave its current location without authorization or intention and / or to dismantle vehicle parts, in particular wheels and / or parts, which may make it difficult and / or impossible to operate and / or apply the braking device, particularly permanently.

[0164] In particular, the permanently actuated, in particular engaged, brake device can make disassembly more difficult, since an actuated brake device makes it more difficult to remove a brake drum, brake parts and / or a wheel, in particular in a recurring, repeated, lasting and / or value-reducing manner.

[0165] In particular in the case of a bicycle, the theft of the wheels, in particular the front wheel and / or the rear wheel, can be prevented and / or reduced by activating, in particular applying, the braking device.

[0166] If necessary, a location sensor may be provided on the vehicle.

[0167] If necessary, it can be provided that the location of the vehicle is determined using the location sensor and transmitted to the brake control device.

[0168] Optionally, it can be provided that the brake control device generates the brake actuation signal taking into account the location, so that in particular the braking effect achieved by the brake actuation signal is adapted on the basis of the location, in particular to the gradient of the road and / or the course of the road at the determined location.

[0169] Optionally, it may be provided that the brake control device takes the location into account when implementing the blocking signal, in particular in such a way that no brake actuation signal is generated by the brake control device in a predefined area, so that movement in this predefined area is possible.

[0170] Where appropriate, the brake control device enables or restricts various vehicle settings based on the location, preferably by adjusting the braking effect.

[0171] If necessary, a pedal vibration sensor may be provided on the vehicle.

[0172] If necessary, the pedal vibration sensor can be designed as an acceleration, force or speed sensor.

[0173] If necessary, it can be provided that the pedal vibration sensor detects the pedal vibrations caused by pedaling, in particular by pedaling bicycle pedals, in particular the pedal vibrations generating fluctuating positive and / or negative acceleration.

[0174] If necessary, it can be provided that the pedal vibrations measured by the pedal vibration sensor are converted into a pedal vibration sensor signal.

[0175] If necessary, it can be provided that the pedal vibration sensor signal is transmitted to the brake control device.

[0176] Optionally, it can be provided that the brake control device generates the brake actuation signal taking into account the pedal vibration sensor signal, whereby a brake actuation signal is optionally generated only when no pedal vibrations are detected.

[0177] If necessary, a decelerating component of the pedal oscillation can be ignored by the brake control device when generating the brake actuation signal.

[0178] If necessary, a value which is lower than the deceleration which may be observed during pedalling can be classified by the brake control device as, in particular, real braking when generating the brake actuation signal.

[0179] If necessary, the pedal vibrations can be calculated by the brake control device from the brake actuation signal, in particular from a measured deceleration signal, via their periodic occurrence and the intensity of the occurrence.

[0180] Optionally, it can be provided that at least one, in particular a qualitative, vehicle signal, in particular a brake signal, an actuation of the brake pedal, a drive signal, an actuation of an indicator and / or a status, in particular an activation of the brake light, is transmitted from the vehicle, in particular the vehicle control device, preferably the vehicle control device of the towing vehicle, to the brake control device.

[0181] In particular, a brake signal can be understood as a signal which is transmitted from the vehicle control device to the brake control device for braking the at least one wheel.

[0182] The transmission of the vehicle signal from the vehicle control device to the brake control device can optionally be carried out by cable or wirelessly, in particular via a connecting device.

[0183] If necessary, it can be provided that the brake control device takes into account the at least one vehicle signal when generating the brake actuation signal.

[0184] If necessary, it can be provided that no brake actuation signal is generated by the brake control device, when a drive signal is transmitted from the vehicle, in particular the vehicle control device, to the brake control device. and / or when no brake signal is transmitted from the vehicle, in particular the vehicle control device, to the brake control device, in particular when the brake pedal is not actuated and / or the brake light is not activated.

[0185] In particular, if the brake control device detects that regenerative braking or deliberate rolling of the vehicle is desired, in particular when the brake light is activated, braking can take place with a predefined intensity, in particular a quarter of the acceleration due to gravity, in particular with so-called g / 4, and / or the braking can be controlled depending on the measured deceleration, and / or controlled by a transmitted braking request from the driver.

[0186] If necessary, it can be provided that the brake control device detects an interruption in the connection between the vehicle, in particular the towing vehicle and the trailer, preferably the vehicle control device of the towing vehicle, and the brake control device.

[0187] Optionally, it can be provided that, when an interruption is detected, the interruption is taken into account by the brake control device when generating the brake actuation signal, in particular by generating the brake actuation signal, in particular exclusively, on the basis of the deceleration measured with the deceleration sensor or the wheel speed measured with the wheel speed sensor.

[0188] If appropriate, it can be provided that, when an interruption is detected, the brake control device uses a predefined and / or situation-dependent, such as in particular a speed-dependent or load-dependent, brake actuation signal to actuate the first brake device.

[0189] If necessary, it can be provided that when an interruption, in particular a so-called torn-off trailer, is detected, the brake control device initiates braking above one third of the acceleration due to gravity, in particular a so-called g / 3.

[0190] Optionally, it can be provided that the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the locking signal, the location, the pedal vibration sensor signal and / or a run-up force signal is filtered before the generation or during the generation of the brake actuation signal in the brake control device, in particular by filtering, in particular low-pass filtering, preferably digital low-pass filtering of a higher order and / or pole numbers.

[0191] If appropriate, it can be provided that the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the locking signal, the location, the pedal vibration sensor signal and / or a run-up force signal is filtered before the generation or during the generation of the brake actuation signal in the brake control device, in particular by filtering, in particular low-pass filtering, preferably digital low-pass filtering of a higher order and / or pole number, in such a way that, if appropriate, the response time of the brake device and / or the smoothing of the filtering lead to a faster and / or more stable brake actuation signal than with a single-stage low-pass filter.

[0192] In the context of the present invention, the run-out force signal can be understood as the positive or negative force between the various vehicle parts, in particular the towing vehicle and the trailer.

[0193] If necessary, it may be provided that filters of higher order and / or higher number of poles are used for filtering.

[0194] These filters can, if necessary, be designed using formulas known from the prior art in such a way that the filtering does not substantially extend the actuation time of the braking device, in particular the mechanical actuation time, and preferably less than doubles it.

[0195] These filters can, if necessary, be designed using formulas known from the prior art in such a way that the filtering results in a smoothing of the signals, which preferably results in a target braking torque fluctuation of more than half to less than twice the target braking torque mean value.

[0196] If necessary, it can be provided that the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the locking signal, the location, the pedal vibration sensor signal and / or an overrun force signal is an input variable of one or the simulation model.

[0197] If necessary, it can be provided that the brake actuation signal and / or at least one setting variable for the braking device is output as the output variable of the simulation model.

[0198] If necessary, it can be provided that the simulation model, in particular the simulation calculations of the simulation model, are carried out in the brake control device.

[0199] If necessary, it can be provided that simulation calculations are carried out in the brake control device and / or in advance outside the vehicle on the basis of the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the locking signal, the location, the pedal vibration sensor signal and / or an overrun force signal.

[0200] If appropriate, it may be provided that the results of the simulation model, in particular of the simulation calculation(s), are taken into account when generating the brake actuation signal by the brake control device, so that a predefined state of the vehicle, in particular a so-called self-increasing, "escalating" braking, is reduced and / or avoided.

[0201] In the context of the present invention, "escalating" braking can be understood as an uncontrollable and / or perceived uncontrollable condition of the vehicle.

[0202] If appropriate, it may be provided that the results of the simulation model, in particular of the simulation calculation(s), are taken into account when generating the brake actuation signal by the brake control device, so that the probability of the occurrence of a predefined state of the vehicle, in particular a so-called self-increasing, "escalating" braking, is reduced and / or eliminated.

[0203] If necessary, it can be provided that it is determined in advance and / or during operation of the vehicle how an initiated braking, in particular a braking initiated by the driver, affects the deceleration measured for braking control and which additional braking can be derived from this without generating an overall excessively increased braking, in particular an escalating braking in which a reduced driver braking request no longer leads to a reduction in the overall braking effect.

[0204] In particular, this avoids the strength of the braking controlled by deceleration measurement being limited in advance or during operation or being calculated as non-escalating, using the formulas for deceleration, force and mass known from the state of the art.

[0205] If necessary, the simulation model, in particular the simulation calculation of the simulation model, can take into account properties of the at least one braking device, such as in particular the coefficient of friction, the friction radius, the mechanical stiffness and, if applicable, temperature-related changes thereof, so that in particular the brake actuation signal and / or at least one setting variable for the at least one braking device is formed and / or specified therefrom.

[0206] If necessary, the simulation model, in particular the simulation calculation of the simulation model, can take into account the actuator position and / or actuator force, in particular the actuator torque, and / or an internal control calculation which checks whether this specified value leads to the desired braking effect, i.e. in particular the desired braking torque, under the measured conditions, such as in particular the outside temperature, the temperature of the braking device, the setting of any wear adjustment, and pad wear.

[0207] If necessary, the brake control device can initiate measures to achieve the target braking effect more precisely based on the results of the simulation model, in particular by triggering a wear adjustment of the braking device, and / or in particular by changing the actuator specification of the braking device such as position, force or torque, and / or in particular by using the determined, estimated or measured values in the sense of a closed control loop, in particular for adapting the actuator specification, and bringing the determined, estimated or measured braking effect closer to the target braking effect.

[0208] If necessary, it may be provided that the brake control device for preventing the vehicle from rolling over carries out simulation calculations to calculate the probability of the vehicle rolling over.

[0209] If necessary, it may be provided that the vehicle acceleration, preferably the braking deceleration and / or cornering acceleration of the vehicle, is calculated in these simulation calculations.

[0210] If appropriate, it may be provided that the brake control device takes into account, in these simulation calculations, at least one wheel support force of the vehicle determined directly or indirectly, in particular via compression and / or rebound.

[0211] If necessary, it can be provided that the brake control device detects a movement, rotation or change in the determined wheel contact force as a rollover that is already beginning or in progress and uses it to prevent the rollover.

[0212] If appropriate, it can be provided that, on the basis of the simulation calculations for rollover prevention, the braking device of the vehicle, the drive of the vehicle, the steering of the vehicle and / or the control of the vehicle are operated in such a way that a rollover of the vehicle is reduced and / or prevented, in particular by the brake control device reducing the brake actuation signal for applying the braking device of the at least one wheel with increasing rollover probability, so that the braking effect of the braking device can be increased more slowly, in particular with increasing rollover probability.

[0213] If appropriate, it can be provided that without a risk of rollover, in particular before a risk of rollover and / or probability of rollover is detected by the brake control device, a rapid brake actuation is also possible in the direction of increasing risk of rollover, in particular probability of rollover, but with increasing risk of rollover, in particular probability of rollover, in the direction of further increasing risk of rollover, in particular probability of rollover, only a slower actuation takes place than in the direction of decreasing risk of rollover, in particular probability of rollover.

[0214] In particular, the braking device is designed in such a way that the braking effect can be increased more slowly in the area of high rollover risk and / or high rollover probability than in the direction of lower rollover risk and / or lower rollover probability, in particular by a decrease in the braking effect occurring at least 10% faster than an increase.

[0215] If necessary, it can be provided that rollover prevention is calculated and / or carried out by the brake control device on an ongoing or case-by-case basis by intervening in the vehicle acceleration, preferably braking deceleration and / or cornering acceleration.

[0216] In particular, these calculations can be used by the brake control device when a rollover occurs, in particular when the plumb line through the center of gravity of a force from weight and acceleration moves outside the standing surface and therefore uses that component or quantity of this plumb line or a quantity expressing the same effect to avert the rollover by reducing the component or measured quantity, i.e. essentially the corresponding acceleration, by comparison with a limit value or by regulating or limiting it to a limit value, whereby a fixed component or quantity serves as the limit value or a situation-related and / or its temporal or location-dependent change, e.g. following the road surface, and / or that at least one wheel contact force determined directly or indirectly, e.g. via compression or rebound, or a similarly expressing quantity is used or included to prevent rollover, and / or its temporal or location-dependent, e.g.the change following the road surface, and / or that a movement, rotation or change in these values is recognized as a rollover that is already beginning or in progress and is used to prevent the rollover, and / or that the braking device and / or drive and / or steering or their control are operated in such a way that, without any risk of rollover, a rapid reaction is possible even in the direction of increasing rollover risk, but with increasing rollover risk a slower reaction occurs in the direction of increasing rollover risk than in the direction of decreasing rollover risk, so that preferably the braking device is designed in such a way that it can be increased in the braking effect more slowly in the area of rollover risk than it can be released in the direction of lower rollover risk, in particular by a decrease in the braking effect preferably occurring at least 10% faster than an increase.

[0217] If appropriate, it can be provided that when generating the brake actuation signal from the brake control device, further braking effects, such as in particular the driving resistance, the flow resistance and / or the braking effect of other braking devices, in particular a regenerative braking effect of an electric drive, if present, of the vehicle are taken into account.

[0218] If necessary, it can be provided that these further braking effects are subtracted from the brake actuation signal, preferably from the brake detection signal, so that the brake actuation signal is reduced.

[0219] Optionally, it can be provided that the vehicle comprises at least one temperature sensor for measuring the temperature, in particular the temperature of the braking device, wherein the measured temperature is transmitted to the braking control device.

[0220] Optionally, it may be provided that the brake control device uses a low-pass filter, the thermal resistance, the thermal capacity and / or a cascaded low-pass filter to simulate the temperature of the brake device in a thermal simulation model.

[0221] If necessary, it can be provided that the simulated temperature is transmitted to the brake control device.

[0222] If necessary, it can be provided that the braking power, i.e. the heat output, under the respective current conditions, the cooling by airflow, speed and / or the temperature-dependent blackbody radiation are included as input variables in the heat simulation model.

[0223] If appropriate, it can be provided that the brake control device takes into account the, in particular measured or simulated, temperature of the braking device, in particular the friction pairing of the brake disc and / or the drum with the respective brake pad, when generating the brake actuation signal, so that in particular the temperature-dependent change in the braking power of the braking device can be compensated and / or overheating of the braking device is prevented or reduced.

[0224] Optionally, it can be provided that the brake actuation signal is adapted for the same brake detection signal such that the braking of the at least one wheel, in particular a braking of the vehicle, in a braking device which has a first temperature, is substantially the same as the braking of the at least one wheel, in particular a braking of the vehicle, in a braking device which has a second temperature.

[0225] Optionally, it can be provided that the brake actuation signal is adapted for the same brake detection signal such that the braking of the at least one wheel, in particular a braking of the vehicle, in a braking device which has a first temperature, changes by less than 15%, as the braking of the at least one wheel, in particular a braking of the vehicle, in a braking device which has a second temperature.

[0226] If necessary, it may be provided that low-pass filters, thermal resistance, heat capacity and / or cascaded low-pass filters are used to simulate the temperature of the braking device.

[0227] In particular, the heat simulation model can preferably not consist of pre-stored values, but continuously process the changing influences to produce new temperature data, i.e., in particular based on the braking power, i.e., heat output, continuously simulate new current temperatures for the respective stages of the multi-stage low-pass filter under the respective current conditions such as cooling by airflow, speed, temperature-dependent blackbody radiation.

[0228] The current simulated temperature at the output of one stage can be fed into the input of a subsequent stage, so that a more precise calculation of the brake actuation signal, in particular the resulting braking effect, can be carried out.

[0229] In particular, the thermal simulation model can take into account the thermal expansion(s), in particular the resulting changed contact pressure conditions, the lining temperature, in particular the associated change in the coefficient of friction and / or the heat flow from parts further away from the braking power to parts closer to the braking power.

[0230] If necessary, the heat simulation model, due to its multi-stage nature, can not only simulate or determine a first braking action with the required accuracy, but also further braking actions and the cooling phases that take place between the braking actions.

[0231] The heat simulation model can simulate or determine braking operations, whereby the coefficient of friction changes depending on the respective pad temperature, i.e. in particular from approximately 10°C up to and including 250°C, in particular 10°C up to and including 100°C, in particular 10°C up to and including 150°C, in particular 10°C up to and including 250°C.

[0232] If necessary, it can be provided that the vehicle comprises at least one, in particular autonomous, power generation device.

[0233] If appropriate, it may be provided that the power generation device comprises a rechargeable battery, a battery, a photovoltaic module and / or a wheel hub dynamo.

[0234] Optionally, it can be provided that the braking system of the vehicle, in particular the first braking device, the braking detection device and the braking control device, can be operated, in particular supplied with energy, by the at least one power generating device, whereby in particular an actuation predetermined by the braking actuation signal of the braking control device, preferably an engagement and / or release, of the first braking device, in particular a braking of the vehicle, is effected, in particular also if the energy supply by other vehicle parts, in particular by a towing vehicle, fails and / or is interrupted.

[0235] Where appropriate, it may be provided that the behaviour of the electricity consumers, the electricity generating device, the electricity storage devices and / or the users are coordinated with each other so that, in particular, certain conditions mentioned in the "List of Measures" below can be covered.

[0236] In particular, the non-linearity of the brake actuation and the energy storage devices such as springs, batteries, accumulators and / or the generation of electrical energy can be adapted to each other by appropriate design in accordance with the state of the art of known physics.

[0237] If necessary, it may be provided that a "single-fault safe" power grid is formed.

[0238] In particular, in the event of a failure of one of the existing power supplies, the "single-fault-safe" power grid can still supply power to the vehicle, such as the actuator, the electronics and / or the sensors of the vehicle, to generate a braking effect of the braking device, in particular of at least a quarter of the acceleration due to gravity, in particular the so-called g / 4.

[0239] In particular, "single-fault safe" can be understood with respect to the fault under consideration.

[0240] If necessary, it can be provided that the vehicle comprises at least one drive motor, in particular an electric motor.

[0241] If necessary, it can be provided that the at least one drive motor is regulated and controlled by the brake control device.

[0242] If necessary, it can be provided that the drive motor is controlled and / or regulated by the brake control device taking into account the brake actuation signal.

[0243] Optionally, it may be provided that the brake control device adapts the brake actuation signal to the driving conditions, such as in particular a gradient of the road, a load of the vehicle, a speed of the vehicle and / or the energy consumption of the braking system.

[0244] If appropriate, it is provided that the brake actuation signal is adapted by the brake control device in such a way that a braking effect is generated, in particular exclusively, by regenerative braking with the drive device, so that in particular the braking energy is stored and / or a conversion of energy into heat, in particular by the braking device, is avoided and / or prevented.

[0245] If necessary, it is provided that the brake actuation signal is adapted by the brake control device in such a way that states of the brake device are avoided and / or prevented in which electrical drive energy is supplied and frictional heat is generated by braking at the same time.

[0246] If necessary, it can be provided that the sensor signal is transmitted digitally from the at least one sensor to the brake control device.

[0247] If necessary, it can be provided that the brake actuation signal is transmitted digitally from the brake control device to the braking device.

[0248] If necessary, it can be provided that the signals from the sensors, in particular all signals from all sensors, are transmitted digitally to the brake control device.

[0249] If appropriate, it can be provided that a test signal is transmitted from the brake control device, in particular when the brake control device is switched on, to the brake device and / or the at least one sensor, in particular to all sensors connected to the brake control device, in order to check the functionality of the brake device and / or the at least one sensor, in particular all sensors connected to the brake control device, whereby their functionality is determined.

[0250] If necessary, it can be provided that an analog signal from the brake control device is converted into a digital signal.

[0251] If necessary, it can be provided that a signal that is already used for the transmission of analog signals, in particular a pulse-width modulated signal, is modified by the brake control device in such a way that it is used, additionally or exclusively, for digital communication.

[0252] If necessary, a signal, particularly one already used in such systems, preferably a pulse width modulation, which may also represent analog values, can switch to digital communication when a digital communication option is detected.

[0253] Preferably, the procedure can be started with the method already used by the system and then at least one digital transmission attempt can be started and, if successful, further communication can be carried out digitally, if necessary also bidirectionally, if necessary also addressable to several participants.

[0254] If necessary, the process can be switched back to analog signal transmission and / or reverted.

[0255] If necessary, a signal already used in such systems, preferably a pulse width modulation, which may also fundamentally represent analog values, can be used in the method in such a way that it fulfills the possibilities already used, but can also transmit digital information, i.e. in particular in the case of an average value of a pulse width modulation already used as information, the average value is essentially maintained, but in possibly different behavior of the pulse width modulation, preferably in the time or amplitude behavior, an additional, possibly also bidirectional, possibly also addressable to several participants digital communication is accommodated.

[0256] Where appropriate, both options may run essentially simultaneously in the process, but there may also be a selection and / or switching option.

[0257] If necessary, it can be provided that the first braking device and / or second braking device is designed as a drum brake, in particular as an electromechanical drum brake.

[0258] If appropriate, it can be provided that the first braking device, the second braking device, the wheel bearing of the wheel, a drive motor integrated in the drum brake and / or a dynamo can be removed from an axle journal of the wheel, wherein the electrical contacts can also be released when removed.

[0259] Optionally, it can be provided that the first braking device and / or second braking device comprises an actuating device, in particular an axis-centric one, and at least one actuating cam, in particular a non-linear one.

[0260] Optionally, it can be provided that the at least one wheel, the first braking device, the second braking device, the braking detection device, the further braking detection device and / or the braking control device are arranged on the vehicle, in particular on the trailer.

[0261] Optionally, it can be provided that the brake detection device and / or the further brake detection device is designed as a gyroscope and / or the brake control device is arranged on the vehicle, in particular on the trailer.

[0262] Where appropriate, it may be provided that the vehicle is provided with at least one exclusively mechanically actuated braking device to achieve a predefined minimum braking effect.

[0263] In the context of the present invention, a vehicle can be understood as a motor vehicle, a multi-track towing vehicle, single-track towing vehicles, in particular a bicycle and / or an e-bike, and / or a micromobility vehicle.

[0264] In the context of the present invention, a trailer can be understood as a trailer for multi-track towing vehicles, in particular a motor vehicle trailer, a trailer for single-track towing vehicles, in particular bicycles and / or e-bikes, and / or a trailer for a micromobility vehicle.

[0265] In particular, the invention relates to a method for determining a target braking effect of a vehicle, in particular a trailer, from a, in particular determined, deceleration.

[0266] The procedure may include one or all of the following steps: Determination of the braking effect range, the procedure, ∘ where the Braking range for a trailer for multi-track towing vehicles,in particular a motor vehicle trailer, approximately 0.2 times the acceleration due to gravity, in particular so-called 0.2g, up to and including 0.9 times the acceleration due to gravity, in particular so-called 0.9g, ∘ or where the Braking range for trailers of single-track towing vehicles, in particular bicycles and / or e-bikes, approximately 0.1 times the acceleration due to gravity, in particular so-called 0.1g, up to and including 0.6 times the acceleration due to gravity, in particular so-called 0.6g, determination of a tolerable deviation from the braking request: since this procedure develops an additional braking effect in addition to the braking request initiated by the driver or an automatic system by determining the deceleration caused thereby, it is determined by how much higher or lower the overall braking effect is than planned by the driver or automatic system, for example by determining whether a driver or automatic system can solve a braking task satisfactorily using this procedure, for example can stop at a traffic light and for example it is assessed whether the task can be solved satisfactorily or not, or numerical evaluations are carried out, for examplewhether there is a difference in, for example, the average deceleration of less than ± 0.2 g between an unladen trailer braked in this way, a fully loaded trailer braked in this way or, for example, the towing vehicle braked without a trailer. Determination of the additional braking effect derived from the determined deceleration, in particular a number that determines the additional braking effect, e.g. a factor that indicates, for example, how much additional braking effect is applied from which determined deceleration or how the application behaves, in particular with different braking forces and / or different masses or wheel loads and / or wheel slip values occurring with certain braking applications, in particular those which indicate locking.Checking this derived additional braking effect for escalating behavior, i.e. in particular whether the additional braking effect becomes so strong under the conditions to be investigated that the in turn stronger deceleration leads to such a further increase in the braking effect that the process can no longer follow the wishes of the driver or automatic system and / or an unbraked or less braked state can only be established after the vehicle has come to a standstill, by examining the areas to be covered using the known physical formulas, i.e. whether, for example, a particularly heavy but strongly decelerable trailer can occur in conjunction with a particularly light towing vehicle and, if necessary, selecting the derived additional braking effect so that this state does not occur and / or including variables that avoid this state, e.g. including mass(es) or wheel load(s), axle load(s).Indication of permissible operating limits, in particular permissible masses of towing vehicle and trailer or their permissible ratios] .

[0267] The invention particularly relates to a brake control device, wherein the brake control device is configured and / or designed to carry out the method for braking a vehicle.

[0268] The invention relates in particular to a vehicle, in particular a towing vehicle and / or a trailer.

[0269] Optionally, the vehicle may comprise at least one wheel, a first braking device for braking the at least one wheel, in particular a non-linear electromechanical friction brake, a braking detection device for detecting braking of the vehicle, in particular for detecting a braking request and / or for detecting a deceleration of the vehicle, and / or a braking control device, in particular an electronic one, for controlling the first braking device.

[0270] Optionally, the brake detection device can be formed from a speed measuring device for calculating a deceleration from the changing instantaneous speed of the vehicle, preferably a wheel speed sensor for measuring the speed of the at least one wheel.

[0271] Optionally, the brake detection device can be formed from a deceleration sensor for measuring a deceleration, in particular for measuring a deceleration effect in at least one direction, preferably in the direction of travel, preferably from a multi-axis, micro-electro-mechanical system.

[0272] Optionally, the brake detection device can be formed from an actuation measuring device for measuring an actuation of an actuation device of a braking device for braking the vehicle, in particular the first braking device, preferably a brake lever or a brake pedal of the vehicle.

[0273] If necessary, it can be provided that the brake control device of the vehicle is set up and / or designed to carry out the method for braking a vehicle.

[0274] If necessary, it can be provided that the vehicle is equipped and / or designed to carry out the method according to the invention.

[0275] Where appropriate, it may be provided that the vehicle has the features mentioned in the description and / or in the patent claims individually or in combination.

[0276] If necessary, it can be provided that the brake detection device converts the detected braking, in particular the detected braking request, into a brake detection signal and transmits it to the brake control device, in particular via a connecting device, preferably wired or wireless.

[0277] Optionally, it can be provided that the brake control device generates a brake actuation signal on the basis of the brake detection signal, in particular in that a brake actuation signal for actuating the at least one first brake device can be determined or calculated by the brake control device on the basis of the brake detection signal by means of interpolation tables, by means of conversion functions, by means of a simulation model and / or by means of simulation models.

[0278] Optionally, it can be provided that the brake control device for controlling the at least one first brake device transmits the brake actuation signal, in particular via a connecting device, preferably wired or wireless, to the at least one brake device, whereby optionally a control, in particular an actuation, preferably an application and / or a release, of the at least one first brake device is effected and thereby in particular a braking of the at least one wheel, in particular a braking of the vehicle, can be achieved or effected.

[0279] Further features of the invention may arise from the claims, the description of the embodiments and the figures.

[0280] The invention will now be further explained using exemplary, non-exclusive and / or non-limiting embodiments.

[0281] It should be noted that in the various figures and / or embodiments, identical parts may be provided with identical reference symbols and / or identical designations. The disclosures contained throughout the description can be applied analogously to identical parts with identical reference symbols and / or identical designations. Furthermore, the positional information chosen in the description, such as top, bottom, from the right, from the left, side, and the like, can be related to the directly described and illustrated figure. Fig. 1 shows schematically braking decelerations over time, Fig. 2 shows schematically speed reductions over time, Fig.3 shows a so-called raw sensor signal, recorded from reality with all measured values, with accelerations over time, in order to show with the many black measuring points in a reality-preserving way that such signals have a very high proportion of falsifications, Fig.4 shows schematically the signals smoothed with a higher order digital filter and number of poles, Fig.5 shows a schematic graphic representation of an advantageous embodiment of a brake (here duplex brake) with actuating cams, Fig.6 shows schematically a particularly advantageous adjustment with wear adjustment lever, Fig.7 shows schematically an advantageous design of wear adjusters for drum brakes (left) or disc brakes (right), Fig.8 shows a schematic diagram of a proposed arrangement which, in addition to operating the brakes presented here, can also operate other brakes, Fig.9 shows schematically a possible design of a brake lever or a brake pedal for e.g. hand or foot operation, Fig.10 shows schematically a possible embodiment of an actuation measurement with a force sensor, Fig.11shows schematically a possible implementation of components on a vehicle, Fig.12 shows schematically a possible control or regulation, Fig.13 shows a schematic of an easily retrofittable sensor for actuation measurement, Fig.14 shows schematically voltage drops and unavoidable resistances, Fig.15 shows schematically how analog voltages (left) and pulse duration control behave, Fig.16 shows schematically an advantageous embodiment of a drum brake with components, Fig.17 shows schematically possible actuation speeds of the brake(s) as deceleration over time. Fig.18 shows schematically how the signals for controlling or regulating the brake(s) interact according to an embodiment of the method.

[0282] Unless otherwise stated, the reference numerals correspond to the following components: Brake 01, brake disc 011, brake drum 012, brake actuation 017, actuation transmission 018, compensation part 019 spring for wear adjustment 021 actuation cam 032, roller for it 033, reset 039 actuation spring 042, parking brake drive 047 actuation transmission 058 brake pad 063, brake shoe 067 wear adjustment cam 083, wear adjustment lever 084, path-defining movement 085, further rotation device 086, contact pressure support 087 control 10, input data 101, driving states 103, outputs 102, electric brake controls 105, other controls 106, vehicle characteristics 106, non-electric actuation 107 braking deceleration 17, automatic 1701, driver 1702, fastest possible deceleration build-up of the vehicle 1703, Deceleration measurement 1704, favorable deceleration build-up of the trailer 1705, Excessively fast deceleration build-up of the trailer 1706, Dead time in the deceleration build-up of the trailer 1707 Deceleration 18, weak braking undelayed request 1801,weak braking 1802, slightly too strong 1803, escalating braking 1804, strong braking, instantaneous request 1805, strong braking 1806, actuation speed of the EMB 1901, slower time response 1902, speed on release 1903, behavior of a simple low-pass filter 1904, fast filter response with good smoothing 1905, sensor signals 1906, brake pedal 20, actuation force 2001, lever 2002, bearing point 2003, limits 2004, lever play spring 2005, contactor 2006 (for sensor 2007), sensor for sensor 2008, sensor stop 2009, first actuation force spring effect 2010, further actuation force spring effect 2011, elastic part 2012, Lever force measurement 2013, reaction force measurement 2014, transmission force measurement 2015, cable connection 2016, intermediate lever 2017, bolt with lead-through play 2018, fixed part 2019 force distributor 2101, force sensor 2102, spring 2103, actuating cable 2104, brake cable 2105, inner pull cable 2106 controllable torque 2201, sensor 2202,Driver input 2203, output 2204 Resistance in supply voltage 2301, Resistance in ground connection 2302, internal EMB gnd 2303, internal control variable (e.g. voltage) 2304, control input 2305, internal supply voltage 2306, external control variable (e.g. voltage) 2307, external supply voltage 2308 Release device 2501, electric machine 2502, actuator (e.g. electric motor with or without gear) 2503, axle 2504, armature assembly 2505 Brake detection device 2601, deceleration sensor 2602, deceleration calculation 2603, speed measurement 2604, actuation measuring device 2605, actuation device 2606, brake detection signal 2607, brake control device 2608, deceleration request 2609, brake signal 2610, Brake Actuation Signal 2611, Braking Device 2612 For brakes on road-approved motor vehicles, safety requirements are generally strictly and clearly regulated. However, there are also vehicles and vehicle combinationsWhere this is not the case, or not to the same extent everywhere, such as in the area of some trailers or bicycles, e-bikes, small electric vehicles, vehicles used only on private property ("micromobility"), and others. Many of these areas are booming, and due to technical developments, such as electric drives, speed and load limits are often shifting significantly. It therefore seems sensible to offer concepts in such cases that offer greater safety than is at least required by law.

[0283] These concepts are based on a fundamental structure of devices and methods, whose specific combinations offer new possibilities. In particular, these can be realized with the method and / or device according to the invention.

[0284] Essential components and their interaction are described in Fig. 18shown. Names and meanings of the components according to. Fig.18 are described below.

[0285] According to the Figure 18 In the illustrated embodiment, the brake detection device 2601 comprises a deceleration sensor 2602, a speed measuring device and an actuation measuring device 2605.

[0286] In all embodiments, the speed measurement 2604 may optionally be formed from the speed measuring device.

[0287] The actuation measuring device 2605 measures the actuation of an actuation device 2606 of the braking device 2612, preferably a brake lever or a brake pedal.

[0288] According to this embodiment, deceleration calculation 2603 is performed based on the recorded signals of the deceleration sensor 2602, if necessary.

[0289] The braking detected by the brake detection device 2601, in particular the braking request and / or deceleration request 2609, is converted into a brake detection signal 2607 and transmitted to the brake control device 2608.

[0290] According to this embodiment, a vehicle signal, in particular the brake signal 2610, can also be transmitted from the vehicle control device to the brake control device 2601.

[0291] The brake control device 2608 generates a brake actuation signal 2611 on the basis of the brake detection signal 2607 and, if applicable, the brake signal 2610, by determining a brake actuation signal 2611 for actuating the brake device 2612 on the basis of the brake detection signal 2607 by means of interpolation tables, by means of conversion functions and / or by means of a simulation model.

[0292] Subsequently, the brake control device 2608 transmits the determined brake actuation signal 2611 to the brake device 2612 for controlling the brake device 2612, whereby a control, in particular an actuation, preferably an engagement and / or a release, of the brake device 2611 is effected and thereby in particular a braking of the at least one wheel, in particular a braking of the vehicle, is achieved.

[0293] In the context of the present invention, the brake detection device 2601 can be understood as a device for indirectly detecting braking from actuation measurement, deceleration measurement or deceleration calculation.

[0294] In the context of the present invention, the actuating device 2606 can be understood as a device for actuating, preferably an actuating device, a braking device by the driver, in particular a brake lever and / or a brake pedal.

[0295] In the context of the present invention, the actuation measuring device 2605 can be understood as one or more sensors in or on an actuation device, in particular for force and / or displacement, for measuring an actuation of an actuation device, in particular the actuation extent, in particular in any desired sizes or units, e.g. 0 - 100%.

[0296] In the context of the present invention, the deceleration sensor 2602 can be understood as a sensor which measures a deceleration and / or provides information about changes in the instantaneous speed of a vehicle, in particular a micro-electro-mechanical system and / or the overrun force.

[0297] In the context of the present invention, the overrun force can be understood as the positive or negative force between vehicle parts, in particular the towing vehicle and the trailer, which is determined in particular from deceleration forces and / or acceleration forces due to the masses, e.g. between a towing vehicle and a trailer or in a suspension fork.

[0298] In the context of the present invention, the deceleration calculation 2603 can be understood as a calculation of acceleration and / or deceleration based on the change in the instantaneous speed.

[0299] Within the scope of the present invention, speed measurement 2604 can be understood as a measurement of the instantaneous speed of a vehicle relative to its surroundings, in particular the road surface, preferably referred to as "ground speed," or the ambient air, at a specific point in time. In particular, speed measurement 2604 can be performed using any technology, in particular using rotational speed, a laser, GPS, a Pitot tube, and / or temperature.

[0300] In the context of the present invention, the brake detection signal 2607 can be understood as the signal which is transmitted from the brake detection device to the brake control device.

[0301] In the context of the present invention, the brake control device 2608 can be understood as a control unit, in particular a complete or modular control unit, which is designed for one or more brakes for actuating brake devices on the basis of brake detection signals.

[0302] In the context of the present invention, the braking device 2612 can be understood as a device for achieving a deceleration, such as in particular a friction brake and / or a generator.

[0303] In the context of the present invention, actuation can be understood as the targeted change of a state of a braking device to achieve a braking effect, in particular that of a motor, a voltage of an electromagnet and / or the load of a dynamo.

[0304] In the context of the present invention, the actuator 2503 can be understood as a part(s) of a braking device which brings about a targeted change in the achieved braking effect, in particular an electric motor.

[0305] In the context of the present invention, the deceleration request 2609, driver deceleration request or braking request can be understood as an expected value derived from the measurements of the braking detection device for the total deceleration to be achieved by a vehicle.

[0306] In the context of the present invention, the brake signal 2610 can be understood as the representation of a braking effect which is required for a brake on a vehicle, in particular the weight, the number of wheels and / or the brake diameter of the vehicle to achieve a certain deceleration, in particular the braking torque, preferably in Nm.

[0307] In the context of the present invention, the brake actuation signal 2611 can be understood as a signal for specifying the extent of an actuation, which can differ from the brake signal in terms of unit, value and / or dynamics. Micromobility

[0308] Following Wikipedia, "micromobility" could refer to small, lightweight vehicles typically up to 25 km / h (e.g., bicycles, e-bikes, pedelecs), weighing up to 500 kg, possibly without a combustion engine, and traveling at speeds below 45 km / h, for example. In this context, multi-track vehicles (e.g., trikes) and micromobility trailers (e.g., for bicycles or pedelecs) are also understood, and the above limits are extended to make sense. For example, with well-braked vehicles, there would be nothing to prevent a 120 kg e-bike from towing a cargo trailer weighing 500 kg at a corresponding speed, or a moped-like vehicle with appropriate driving safety from traveling at speeds above 45 km / h, or a sightseeing vehicle with 2-3 passengers and an additional driver from traveling at an appropriate speed through a pedestrian zone, for example. For multi-track vehicles, the aforementioned limits can be significantly exceeded for goods or passenger transport.Of course, it's possible to obtain a car or truck registration for such a "micromobility vehicle"; these and similar cases will be discussed further in the "Multi-Standard Vehicle" section. Given this, the brakes may well require braking torques roughly comparable to those of a car's rear wheel (e.g., due to large wheel diameters). However, due to the vehicle's speed and weight, the braking performance is significantly lower (usually less than half) than that of a standard car.

[0309] Unfortunately, it has turned out that the usual combination options (bicycle alone, ABS, e-bike, with or without a braked or unbraked trailer, registration requirements, speed and weight ranges) also lead to possible combinations of solutions and therefore also to combinations in the patent formulations: For example, an electric handbrake lever could also allow mechanical cable operation for safety reasons, the cable of which, however, cannot practically be directed to any trailer and therefore makes it advantageous to determine the braking effect independently on the trailer, which in turn can be supported in a particularly dynamic and easily controllable way by an electrically operated trailer brake, for example by manually operating the electric brake lever.

[0310] The following statements represent favorable technical solutions for the safety objective in these possible combinations ("micromobility"), but can of course also be applied to other weight classes. They must also be taken into account that such towing vehicles are usually operated with or without a trailer in varying combinations (e.g., which trailer is attached to which towing vehicle), because it would seem impractical, for example, for a specific braked trailer to only brake on a defined towing vehicle. For practicality, it must also be considered that, for energy reasons, regenerative braking or a combination of regenerative braking with friction braking may also be desired. It is also clear that deceleration control can also operate with a different sign than drive control, for example, controlling the brakes when deceleration is detected (e.g., regenerative or friction), and the same control can also, for example, provide electric motor assistance when acceleration is detected.The more these essentially inseparable processes are considered together, the more effective the practical benefit. For the user, the only question is whether the ride is comfortable. How braking or drive assistance is applied is difficult to break down from the user's perspective, and therefore the technical solution must encompass the necessary components. Single-fault tolerance

[0311] "Single-fault-safe" is generally understood to mean that a system, due to a single error to be considered, will not experience safety-relevant malfunctions (although, for example, limited quality or usability may occur) due to the system's design (e.g., redundancies). Any subsequent errors potentially triggered by this error are also assigned to this single-fault case. Errors to be considered can be, for example, available as a definition, standard, list, etc., or even "reasonable" (e.g., that an exploding battery is validly defined as a single-fault case, but, for example, a meteorite impact is not mentioned as being worth treating). Since vehicles without safety requirements are also considered here (e.g., light bicycle trailers for which no brake is required), "single-fault-safe" is also understood to mean quality, so that, for example, a trailer without a required brake can be "better" (e.g.,harder, more precisely, faster, etc.) and can still brake without this signal, i.e. e.g. more weakly or with a longer reaction time. This type of operation (e.g. without a quality- or safety-enhancing signal) cannot be prevented here, so such use can also be frequent or deliberately brought about by the user (e.g. deliberately attaching a trailer to a bicycle without giving a brake signal). Of course (as could be the case in other single-fault-safe systems) there can be further redundancies, such as 2 EMBs, 2 power supplies, 2 deceleration sensors, etc., although single-fault safety could of course also be applied, just as an aircraft engine can have dual ignition, even if the aircraft has 2 engines. Composite vehicle

[0312] A compound vehicle is understood here to mean parts of a moving whole that are preferably relatively rigidly connected to one another and have very similar speed vectors or those that are mathematically related to one another, such as a towing vehicle and a vehicle behind in a curve. The depicted is preferably used for, for example, braking of wheels on a vehicle, a bendable vehicle (e.g. bus), semi-trailer truck, road or rail train, but in principle also when the connection is established by a control system, such as platooning of road vehicles (electronically controlled vehicle train without mechanical connection), a swarm of aircraft, but, since the mathematical relationships are known, in principle also for, for example, objects connected with cables such as ships or glider tows. Compound vehicle and trailer are seen as equivalent in the following text, and terms such as bicycle trailers (including one-wheeled orsingle-track), semi-trailer, train are seen in the sense of compound vehicle (as a generic term). brake

[0313] For simplicity, we are talking here about the braking of a wheel, but this also means the control (or regulation, which is used interchangeably here) of all the objects integrated into the system by introducing forces, as this is also feasible in the general formulation of the task. A drive can often also brake (e.g. engine brake, regenerative braking) and there can be various brakes or types of braking (e.g. friction brakes, retarders, etc.). In principle, all of these are understood here, as it is fundamentally irrelevant how the braking effect mentioned here is achieved. The prerequisite for certain suggestions made here is only a corresponding accuracy of the effect (in order to be able to implement the suggestions meaningfully). In a certain sense, drive and braking only differ in their sign, so drive is also understood here if only braking is mentioned. Mixed forms such asDrives and braking systems fall under this category because they can be combined with the correct sign. Although what has been said here generally applies to any form of brake and drive, it is recommended as particularly advantageous that, if at least one friction brake is used, it be at least an electromechanical brake (EMB), ideally a so-called "nonlinear" one. This brake can and should also be designed to be particularly energy-efficient. The nonlinearity can and should also be designed to take the type of braking into account, for example, consuming less power during longer braking (e.g., only as little power as can be generated, e.g., from a dynamo) or, if necessary, more power during shorter braking. This can be achieved, for example, through the nonlinearity or through springs that can assist with brake application. Braking request

[0314] The highest-quality solution proposed here is to capture a braking or deceleration request from a rider or autonomous driving (both are always understood here) as directly as possible from the rider, whereby a rider's drive request should also be captured as directly as possible. The most direct capture points would be, for example, the brake lever or pedal and throttle grip or pedal or pedaling action (e.g. rotation, chain movement, torque, chain force, support force, etc.). The best value would be the combination of rider requests, for example, the combination representing the braking request, e.g., both brake levers or a backpedal movement (e.g., for the front wheel, rear wheel). Control commands from a corresponding automatic system are also considered to be of equal value.

[0315] For retrofitting the brake request detection(s), a flat part can be inserted in the rest position or rest stop area of a brake lever, which, for example, distinguishes the rest position from the non-rest position by changing the resistance (e.g. against ground) (e.g. a metal sheet insulated from ground, which receives a ground connection from the brake lever in the rest position). Or a potentiometer with a thin wire sensor, for example, can be inserted between the brake lever and its rest position to measure the lever movement, or a sensor that records the distance between metal parts can be inserted. All of the above and similar recording parts (regardless of what they are based on) can be glued on, held in place by tension (e.g. elastic bands, clamps, etc.). With a displacement sensor (e.g. potentiometer), the task can be to measure the actuation travel on the one hand, but on the other hand to measure the range from the beginning of braking by manual force (e.g.by cable pull, hydraulics) can have different actuation paths depending on the brake setting. As a solution, it is also proposed that for braking detection, on the one hand the braking effect is measured (e.g. deceleration, drop in wheel speed, etc.) and on the other hand the resulting lever travel or travel range, or in which lever travel range no braking effect occurs and from which onwards. This can also be done mathematically or statistically, for example by correlating which braking effect occurs with which travel, for example by subtracting the contribution of the electric braking and thus also enabling adaptation to different air gap settings of the non-electric brake. This can also be done with two brake levers, for example by correlating or determining the behavior of the (respective) driver (e.g. the distribution with which the two brake levers are operated).Regardless of these increases in accuracy, the electric brake can of course always provide sufficient braking effect or a favorable braking effect or can provide deceleration-controlled braking effect. Data transfer

[0316] This ideal solution for the most direct driver wishes can be recommended from the factory, for example, for the "All-Electric-Bike" shown below, in which the brake levers only emit electrical brake control signals and an electric drive motor emits a drive signal to the combined vehicle control system, whereby the transmission to a bicycle trailer for easy uncoupling can take place, for example, wirelessly, e.g. via infrared, magnetic fields, sound, or radio.

[0317] Alternatively, it can also be recommended as advantageous that towing vehicle values such as brake actuation inputs are transmitted conductively (e.g. electrically via contact(s) on the trailer coupling, light) to the trailer control (also brake control) and that an interrupted connection between towing vehicle and trailer can be detected (can of course also be detected in another way or additionally, e.g. cable with switch) or that conclusions are derived or carried out from this, e.g. trailer braking, actions on the towing vehicle.

[0318] It is hereby recommended that a "brake or brake control signal" is not transmitted, but rather, if necessary, a complete signal containing partial values such as the drive signal, braking request, additional information such as brake light, curve request (e.g., turn signal activation), possibly a time stamp, location, with these values being transmitted as instantaneous values and / or actuation speed. It is hereby recommended that this complete signal be transmitted in pulsed form, both to save electrical energy and to maintain a good signal-to-noise ratio. Of course, other variants (e.g., via wire, not pulsed) are also possible, and protection against the evaluation of false or foreign signals not intended for control is recommended, which may, of course, also include short pulses with higher power for interference suppression. The preferred transmission of the complete signal is recommended here because illogical inputs may be present, such as:simultaneous braking and pedaling and because the drive of, for example, a trailer or an axle should also be controlled and because, for example, indicator activation or location (e.g. GPS) can make a useful contribution to the combined vehicle control proposed here, as can, for example, the speed of the input activation (e.g. it is proposed that, in the case of an above-average or noticeably different braking activation or a change from drive request to braking request, the braking should be carried out differently, e.g. faster and / or more forcefully).

[0319] This actuation speed evaluation is particularly advantageous when the overall command proves difficult to interpret: A possible situation would be, for example, that the rider of a bicycle with a trailer is pedaling slowly (even without any drive effect) with the brakes applied very lightly and rolling downhill at a relatively constant speed. The overall evaluation (as described later) would, for example, quite reasonably come to the conclusion that "no trailer braking" best suits this driver behavior. Therefore, it is suggested here that a rapid change (e.g. in the braking command) can also be transmitted or created, so that, for example, the rapid increase is now interpreted by the combined vehicle control system as trailer braking, or other driver commands are also transmitted, such as an activated or deactivated brake light switch or sensor. Brake force adjustment in the composite vehicle

[0320] As a possible subtask of the combined vehicle control, it is described here how to adjust the braking force on at least one wheel in an almost inelastically connected combination of towing vehicle and coupled vehicle, which of course also includes the drive force adjustment with a different sign: As a possible example, a trailer on a bicycle or electric bicycle is shown here, where the braking force should be controlled as easily as possible, which requires a simple signal connection (such as non-electrical, i.e. via deceleration measurement or overrun force detection or wireless such as infrared, magnetic field, sound, radio) but also more impractically via e.g. plugs. Overrun sensors must be installed in the drawbar, thus requiring additional parts in addition to the sensor to make the force or displacement accessible for measurement. In order to at least save the force or displacement sensor, it is suggested that a switch can also be used, e.g.With 3 positions: "pulling", "neutral", "pushing", but also, for greater simplification, e.g., just "pushing" and "pulling", whereby the switch can quite simply consist of 2 stops (e.g., against the electrical ground), depending on whether the pulling or pushing position is being struck (which even allows the detection of the position in between). Of course, springs, dampers, etc. can be involved. With overrun sensors, a so-called zero-force control is also proposed, with which the overrun force is regulated towards 0, so that the trailer thus, in a sense, "disappears" for the towing vehicle or the driver, at least no longer particularly pulling or pushing. Zero force is also understood here to mean that a certain amount of overrun or retraction can be desired or pleasant. This is also possible with the switch if, however, with a control that takes the switching behavior into account (e.g., through time behavior), one mainly regulates the "neutral position" and, for example,"pulling" and "pushing" to approximately (e.g. temporally) the same to similar.

[0321] Everything presented here is also very much about the user's perception (e.g. occupants), which of course strongly includes a "setting" (e.g. model parameters, training, etc.) towards a perceived "good", thus apparently has a lot to do with psychology and less with the fundamentals of physics.

[0322] Nevertheless, it is expressly recommended that physical relationships be strongly incorporated into this control, especially when they bring clarity to uncertain conditions, e.g., when a situation "physically speaking, cannot be any different than...". This, of course, still leaves open the possibility that the assessment is based on a false assumption: e.g., a cornering acceleration of 10 g can be physically determined to be impossible, but can actually occur as an impact, for example, when hitting a curb, or when a side impact of another vehicle occurs. Thus, even basic physics relies on assumptions here. Here is an example where basic physics can contribute significantly (also to an overall pleasant experience of the control): A braking request signal from an autonomous driving system or assistant can, for example, actually occur suddenly (as in 1701 Fig.1), for example, if a sudden emergency braking is requested. However, a braking request from a lever or pedal can only be carried out with the fastest possible actuation time (such as 1702 in Fig.1) and will normally be within a typical time response range, which can be used, for example, to distinguish a driver's emergency braking request from their usual braking. An overrun brake signal from a switch may, for example, come suddenly or not at all (if, for example, there was already sufficient run-up for switching). "Not at all" would obviously be a poor braking signal, and therefore an algorithm would be proposed that, for example, by applying less drive or more brakes, prevents a constantly overrunning condition from masking the actual braking.In contrast to a switch, an overrun sensor or deceleration sensor can never output an excessively rapid increase in the braking request: No matter how abruptly the towing vehicle receives a braking request, it can only build up its deceleration (and that of the trailer, since the trailer can always be brought to a higher braking force later with a fine time resolution) with a certain braking effect build-up speed, which can be caused, for example, by wheel suspension compression, deformation (including tire deformation), weight shifts, or delayed deceleration of masses (including passengers), etc. In modern cars, for example, 1 g of deceleration is only built up in roughly 0.5 seconds for the reasons stated above, even with a significantly shorter "time to lock" (TTL, the time in which a wheel braking torque has been increased to the locking limit).

[0323] It is therefore proposed, firstly, to use the above facts in a helpful way (e.g. for signal plausibility or filtering), but secondly, to relate them to the reaction following a signal.

[0324] In Fig.1The braking deceleration 17 plotted against time shows that, for example, an automatic emergency braking (automatic 1701) can quickly change from zero to an emergency braking command (lines are deceleration commands, dashed lines are the actual decelerations). A driver can, for example, in an emergency braking situation, also quickly set a deceleration command 1702 on the pedal or lever (e.g., in under 200 ms). Whether the resulting sudden trailer braking is comfortable must be taken into account for the control system and possibly slowed down. Dashed line 1703 would follow the "fastest possible deceleration build-up of the vehicle," which, for example, due to dead times in the electronics and overcoming the air gap, initially leads to a slightly delayed onset of deceleration, then can increase with the brake application speed, but, for example,Roughly close to a half-full stop, the "dynamic wheel load transfer" is first needed ("until the weight presses on the front wheels") and only increases more slowly, and even with a front wheel that is already beginning to lock, the "dynamic wheel load transfer" essentially cannot increase faster than the "dynamic wheel load transfer." A trailer sensor 1704 (overrun sensor, deceleration sensor, deceleration measurement) cannot therefore issue a braking command faster than the vehicle deceleration, which naturally means that no faster deceleration buildup on the trailer seems possible in proportion to this trailer sensor command, because the effect can only occur after the command. This would correspond to a favorable deceleration buildup of the trailer (dashed curve 1705), which always runs behind the trailer sensor. If there are further significant dead times in the trailer brake, the trailer braking effect shifts accordingly.

[0325] The following recommendations for the trailer brake are suggested: if a very rapidly increasing brake command signal is available, it can be followed as quickly as possible, possibly even faster than the towing vehicle can decelerate. If (only) a trailer sensor signal is available, the trailer brake only needs to be applied as quickly as the sensor signal (including filtering if necessary) can increase in order to be able to follow it. A faster-actuated trailer brake would not be of any use up to this point, because the trailer sensor signal, due to cause and effect, can only be slightly behind the vehicle's deceleration time response, unless it were possible to look into the future. However, one could use a "trick" and react with the trailer by overbraking 1706, thus increasing the trailer braking effect disproportionately quickly. This could possiblyIt is also recommended insofar as it could convey a rapid effect, possibly combined with a possibly pleasantly perceived "pulling" of the trailer. Even the opposite could be perceived as pleasant, namely, under-braking occurring at a certain time to convey to the driver that they are feeling a trailer. This could be combined in some way with the above-mentioned over-braking, so that, for example, first a gentle push supports the feeling of the trailer, and then, for example, "pulling" conveys stable driving behavior. In any case, there is room here for attitudes perceived as pleasant, whatever these may be. One should also assume that such sensations can occur in an astonishingly short time, even below the resolution of time and conscious perception, and that the impressions conveyed are not necessarily rationally or physically understandable.Here, as in other settings, it will probably be possible to incorporate driver preferences in some way, be it through (even driver-specific) parameters, learning (e.g., by activating what is perceived as "good"), etc. On the other hand, a control system that works well "right from the start" can also be very attractive. This, of course, doesn't exclude driver preferences, but simply recommends a good default state. It could also be attractive for everything presented here to incorporate weather influences (e.g., temperature, data connection, etc.), so that, for example, braking or propulsion is different, e.g., weaker, on snow and ice.

[0326] Dead times in the trailer brake actuation, such as in 1707, are recommended to be avoided here, because they only cause (also pointless) delay, which does not necessarily have any discernible benefit, and the cause may actually be, for example, a wrong brake, and therefore a favorable brake is suggested here: with an electro-hydraulic brake, for example, more than 70 ms can pass before any significant pressure is built up. With a so-called non-linear EMB The pad actuation speed is as fast as possible in the air gap and during light braking, resulting in a very rapid braking effect. However, this does not offset the physical advantages (such as lower power consumption) of a hydraulic brake's slow action.

[0327] It should be noted here that there are at least two different "optimal" trailer braking systems: First, the zero-force trailer, which, in terms of overrun, has a pleasantly nonexistent effect for the driver or the towing vehicle, and second, the intentionally pushing trailer to brake using engine braking or even regenerative braking to charge the battery. Both are recommended here, and both can be achieved by incorporating additional information such as the brake light or a correspondingly increasing braking force supported by the trailer. If the trailer itself is capable of regenerative braking, the two optima can be combined into one as a simple solution. If regenerative braking is only possible on the towing vehicle, or if its engine braking is desired, the trailer obviously needs a decision-making basis (such as the brake light) to fulfill these requirements.

[0328] A blend of multiple braking effects (e.g., regenerative and friction braking) is known as "blending," and the methods described here can, of course, also be understood as referring to a total braking action or the cumulative effects of several braking effects, however achieved. This also includes the following in these methods: Certain braking effects can be set preferentially, such as preferential regenerative braking on certain wheels. This clarifies that the other brakes take over the rest of the braking. The methods described here are viewed in this sense: Specific braking or drive effects can also be specified, and the methods shown here are then applied to the remaining effects.

[0329] Other interventions are also seen as such specifications: For example, a stability control system can request more trailer braking action (e.g. sway control, for example to pull back a swaying trailer) or request more at certain wheels, also in conjunction with, for example, drive at certain wheels or, for example, in conjunction with steering intervention or, for example, suspension or shock absorber adjustment. Such interventions are possible here and can, for example, completely or partially override, influence or disable the shown processes, or even function cooperatively with the shown processes, so that the shown processes continue to contribute a residual amount.

[0330] Mathematically, an overrun sensor can be dispensed with entirely for an overrun brake (which is also recommended here as being particularly advantageous): Since a force from acceleration or deceleration is equal to mass times acceleration, the pushing force of the unbraked trailer during deceleration is equal to its mass times deceleration, whereby the deceleration can also come from a component of gravitational acceleration (e.g. when driving downhill). If you subtract the entire braking force that has just been set, you only have the overrun force. This is precisely the approach that is suggested here as a good option, and which will be further developed and improved below. Of course, the same applies, with the correct sign, to the drive system as well. This requires brakes (although, in addition to regenerative braking, an EMB is particularly recommended here) or a drive system for which the braking force or drive force can at least be reasonably estimated, and an estimate of the trailer mass.

[0331] A trailer rolling downhill at a constant speed would experience a force or deceleration component in the direction of travel, which could lead to constant braking, which is a known problem with overrun brakes, for example (even if engine braking were sufficient and even preferred by the rider, overrun brakes would then brake and wear out accordingly). This can also be very undesirable with bicycles if one wants to take advantage of unbraked rolling downhill. To this end, firstly, a local solution algorithm is proposed, e.g., in the trailer or on a wheel, acting independently: from the change in ground speed (here called ground speed, GS) and the acceleration (e.g. in the direction of travel, and / or in several axes thereto or from the overrun force), a lot can be calculated, as shown here, especially if reasonable assumptions are used, such as that a road gradient rarely changes suddenly. So, for example,It is recommended that, assuming a roughly constant GS, the actual horizontal position (relative to the Earth) be determined from the acceleration or run-up force. However, a better model is also proposed that also allows for changes in the GS and suppresses disturbances such as oscillations in the GS or acceleration or run-up force, or even vibrations caused by, for example, a paved road surface.

[0332] The method proposed here can also take into account whether Optimum 1 (zero force trailer) or Optimum 2 (certain pushing effect for e.g. regenerative braking or engine braking on the towing vehicle) is preferred, for which purpose the brake light switch can be used or the motor or generator state of the electric motor (of the vehicle drive) and it can or should also be taken into account that below a certain speed the electric motor no longer delivers a voltage sufficient to charge the battery and therefore the friction braking effect should even be increased in this range, especially if e.g. the charging current decreases or even changes to countercurrent braking.

[0333] Since the driver generally perceives a zero-force state of "no noticeable trailer pushing or pulling" as advantageous (or at least not obviously disadvantageous except for engine braking), it is proposed that the algorithms mentioned here assume this zero-force state when no better decision can be made, for example, when no brake light or brake request signal is present. It is also recommended that this assumption can also depend on data (such as data about the road, whether a curve is expected, for example) or on statistics (e.g., at which gradient and speed such vehicles are typically operated, e.g., rolling without braking or with more or less severe braking). A trailer braking system of the proposed type can therefore find a comfortable (or, as far as possible, safe) braking or drive setting even without any data from the towing vehicle.

[0334] Another particularly advantageous method is to intentionally set the trailer braking (friction brake and / or other brake such as an electric motor) partially, entirely or predominantly in the range of the pulling drawbar force, whereby the driver's input can also be taken into account in the strength of the trailer braking effect (e.g. via brake lever, pedal, brake light switch, determination of deceleration or force or forces) and / or a stability control or ABS. Pulling trailer braking (also taking into account the driver's braking input) can promote stability, particularly in the case of single-track, light towing vehicles or towing vehicles prone to stability problems. Since pulling trailer braking can prematurely overtax the stability of the trailer, in particular can cause the trailer wheel(s) to lock, it is advantageous to prevent this with ABS and / or ESC.This makes it easy to ensure that at least the trailer in the overall vehicle brakes strongly up to the optimal stability or locking limit, thus promoting overall stability.

[0335] Therefore, for braking purposes (the same can also be used for propulsion purposes with the correct sign), it is suggested, as is known for trailer braking, to determine at least a force pointing in the direction of travel, for example, a run-up force or deceleration force, or to measure deceleration. Here, "deceleration" is used interchangeably for all. Since vehicle deceleration and gravitational acceleration cannot be distinguished up to this point, the GS is also measured here (e.g., via wheel speed). This makes it possible to distinguish between a deceleration resulting from an uphill or downhill gradient and one achieved by braking. However, the additional assumption here is that the gradient does not change rapidly. There are many ways to precisely perform this calculation; for example, one can create a gradient model that explains the measured deceleration and a roughly constant speed.If braking occurs, this can be recognized in the model, but only as a change relative to roughly the same speed and gradient. The following is derived from this and the gradient model: A gradient is recognized: This can be used, for example, to activate a specific trailer braking effect, which can depend on factors such as trailer mass (determined, for example, via wheel or axle loads or suspension compression). The brake light can, for example, only release this braking when it signals that the vehicle intends to drive down the gradient with the brakes applied and not, for example, with engine braking or air resistance. This model can of course be refined as required, e.g. to allow for varying speeds and gradients; assumptions may have to be made for this. The relationships between, for example, distance, speed, acceleration, time, force, etc. are all known.Of course, anything can contribute to determining the gradient, such as data (including GPS) and / or magnetic field sensors, which evaluate the angle of the Earth's magnetic field lines to the vertical.

[0336] Determining suspension deflection is, for example, common practice with braked trailers in order to match the braking effect to the weight. Electrical output is naturally preferred here. In order to reduce the susceptibility to failure, complexity and cost of additional sensors, it is proposed that a multi-axis sensor already planned for this system (as used in mobile phones, for example) or, of course, an additional one can also be mounted on the wheel suspension. When a load is being loaded (e.g. when getting in), it could be determined that the angles of a wheel suspension part have changed slightly, and when driving it could also react to the vibration behavior of this part. Despite this, deceleration or acceleration components can still be made available in the quality required for this control, e.g. by filtering out vibrations or calculating a specific component, e.g. in the direction of travel or.The sensor can also be mounted in such a way that the desired component (e.g., in the direction of travel) is available with sufficient accuracy, either simply or without calculation. An interesting possibility is also suggested: evaluating the vibration behavior of the trailer (or vehicle): It must be a damped spring-mass system that has a corresponding, known vibration behavior, whereby, of course, in known contexts, more mass generally results in a lower vibration frequency. An analysis of the vibrations (e.g., when entering, on uneven surfaces, etc.) allows conclusions to be drawn about the mass. This analysis does not necessarily have to be a complex Fourier analysis, for example; a simple model can also be adjusted until a similar behavior is achieved, for example, by adjusting the time behavior of a simple low-pass filter. Of course, a similar thing can also be done with other components, for exampleUse driving force (braking force) and vehicle reaction to estimate mass or vibrations or transients in this or other direction.

[0337] To refine the brake control, the drive could also signal that there is no drive and therefore the brake can be released, for example. If the GS is used as suggested, an additional braking effect can be advantageously detected and supported by trailer brake application. The GS, which is now reduced by a real speed-related deceleration, can in turn contribute to the model in such a way that the state of deceleration, gradient and vehicle speed reduction can be transferred into a correct model. This means that, based on the deceleration observation, an additional deceleration can also be transferred to the control of trailer braking and, for example, trigger a strong or even emergency braking. The additional braking effect would destabilize the overall behavior because it would result in more overall deceleration and even more additional trailer braking would be initiated.It is proposed to stabilize this by subtracting or compensating for the additional trailer braking force. This method can therefore be used to control or regulate trailer braking without detecting the driver's braking force (e.g., through pedal force, lever force, position). This has the advantage of eliminating the need for intervention, querying, or transmitting the braking command. Since the conditions in the combined vehicle are the same or similar enough everywhere, the term "trailer" refers to any location in the combined vehicle, including, for example, a towing vehicle axle that has not yet been braked. Of course, the driver's command or autonomous driving can be incorporated, or the change, speed, or force can be adjusted to improve the method shown here.

[0338] For a bicycle trailer, a solution to the problem of acceleration, deceleration and changes in speed caused by pedaling is proposed here: These oscillations could cause periodic, unintentional braking of the trailer. The following methods are therefore proposed to avoid this: Firstly, the periodic acceleration-deceleration can be determined and it is therefore proposed to compensate for it mathematically. Secondly, it is proposed to also use the assumption that pedaling accelerates but not decelerates, or that the deceleration is only due to the total travel resistance and gradient. Based on this knowledge, it is proposed to use any deviation from this knowledge to actuate the trailer brakes: If there is suddenly no more drive oscillation, this does not necessarily mean that the driver has intended to brake.However, if, taking into account the gradient and, if applicable, pedaling vibration model, more than just the absence of the drive vibration is detected, this can be identified as a braking request, as proposed. Accordingly, it is also proposed that (possibly based on additional assumptions) an additional braking application can also be detected by determining a minimum or maximum, e.g., assuming that any deceleration greater than that during the non-pedaling phase will result from additional braking. This allows for immediate detection of intended braking, eliminating the need to wait for a pedaling vibration period to complete the compensatory calculation.

[0339] In addition to or as an alternative to the above control, it is recommended to react to significant events as quickly as possible, for example, in the case of strong or sudden deceleration, the trailer brake should be applied accordingly, as this could be interpreted as an emergency braking maneuver. Likewise, a similar decreasing deceleration can be interpreted as a general brake release and also directed to the trailer brake. There are many evaluation or categorization measures to classify such events. An attractive option would be the deceleration integral (or similar values): this would give a short, strong deceleration a high rating, as would a longer but weaker one. Here, too, the use of additional information is suggested, such as the brake light or the actuation speed or strength of the brake lever or, for example,Sudden loss of drive, which can be categorized similarly to the deceleration described above.

[0340] Up to this point, the scientific principles have been applied, but for acceptance, the perceptions of customers and drivers will have to be strongly considered. Therefore, it is suggested that the above solution can, or even should, be solved in ways other than modeling or calculation: for example, one could use a type of fuzzy logic based on vague values such as "strong," "weak," etc., or even a method is recommended here that seemingly works without any basis: for example, a neural network or "deep learning" can be trained to solve the above problem. However, the above problem has nevertheless been solved in a physical sense; it is simply not apparent how the functions are distributed. (Incidentally, even with more complex machine code, the actual functionality is difficult or even impossible to reasonably understand.) This method is also suggested, however, to, for example,to avoid having to constantly improve and change the way vehicles are represented or calculated. Instead, with adaptive implementations, e.g. through training, more and more cases can be solved in such a way that customers and drivers find them pleasant, without having to constantly develop improved models. This ability to learn can also be maintained to a certain extent so that further adaptation, e.g. by the customer, remains possible. Here, too, it can be suggested that additional information is included, such as brake lights, driving force, braking request, etc. The term "neural network" can of course be used to describe anything that results in an output result from setting internal parameters or weights from the input data, including the simulation of a neural network with software on a processor or a program that fulfils this function. Fig.12such a control system 10 or control device is shown, wherein input data 101 (such as braking request, drive request, indicators, lighting, brake light) and driving states 103 (e.g. ground speed, overrun force, deceleration (e.g. in the direction of travel)) e.g. analogue, digital, via bus(es) go to the control system 10, which can also output 102 such as lights (e.g. lighting, brake light, indicators), sounds, images and can communicate with other controls 106 such as drive, suspension and can also carry out electrical brake controls 105 and can also take into account or determine vehicle characteristics 106. A non-electrical actuation 107 can be present, which acts e.g. in the event of a failure of the electrical system, or for support e.g. from a hand lever, a foot pedal or overrun force.

[0341] Since user acceptance (of at least one person in the towing vehicle or towed vehicle) plays a crucial role here, it is also suggested that important influencing factors for user acceptance can be used in this process or can be set or changed by users and / or can be learned (even automatically) from the process. This includes, for example, whether the trailer should give the impression of being slightly pulled back, slightly pushed forward, or completely neutral, or whether this behavior should change, e.g. with speed, or whether a more constant braking effect should be conveyed to the driver, although the control system could actually reach a different result: Here, for example, it is suggested that a bicycle that has braked almost to a standstill could possibly be relieved (for example, byfeet on the ground or even dismounts) and when the bicycle is unloaded, much less force from a trailer can be absorbed and thus overrun or deceleration oriented controls (or regulations) would conclude that less braking would be required. Now, for example, the unloaded bicycle could be pushed out from under the rider, even if it may have a very low residual speed. It is therefore proposed to influence this physically logical behavior in such a way that, for example, braking is maintained until a standstill and possibly even after a standstill, so that it cannot come as a surprise that pushing or pulling suddenly occurs again when the brakes are released. Another suggestion for influencing this could be, for example, setting a higher trailer braking effect depending on the weather: in the case of slippery leaves, wet, slippery road surfaces (possibly even on road markings), more trailer braking effect can be required on, for example,A two-track trailer can produce a more stable behavior of the entire combination if, for example, there is less braking and locking tendency with the single-track bicycle.

[0342] A driver brake request detection, e.g. in the form of an actuation measuring device 2605 as in Fig.18 , on the pedal or lever can either already be present, such as the hydraulic pressure of a brake or the pedal travel. An easy retrofit could be possible, for example, as in Fig.13 with a small slotted part that can be pushed over an inner brake cable 2105 and can accommodate the nipple of a cable pull (e.g. on an inner pull cable 2106) on one side and on the other side offers a nipple shape that can fit into a brake lever or a brake: This part according to Fig.13 can use a force sensor 2102 as shown in Fig.10which measures the force generated by the nipple on the outer sheath of the brake cable (left) when the brake lever pulls on the inner cable. Of course, other parts could also be easily converted, such as using a brake cable that changes electrically in response to the pulling force. A second brake lever, hollow in a U-shape and open at the U, could also be placed above the handbrake lever, so that, for example, there is a force-dependent body between them that changes electrically.

[0343] It is stated here that at least one EMB can be used here both without non-electrical actuation and with non-electrical actuation: An EMB can therefore be controlled purely electrically or (e.g. for safety reasons) also have a mechanical or pressure actuation. In this case, the non-electrical actuation can, for example, only take effect when the electrical actuation does not occur or is not sufficient, so a cable pull or pressure cylinder can, for example, only actuate the brake when the lever or pedal travels a greater distance than with functioning electrical actuation. In this case, a force simulator is preferred which creates a familiar actuation force even with electrical actuation. Both the force simulator and the sensor for the electrical actuation can, in principle, be located anywhere, e.g. near / in the lever, near / in the brake.Another variant is proposed that the electrical actuation acts in support of the other (mechanical, pressure) actuation, similar to how a modern servo brake with vacuum adds an assist force resulting from the pressure difference to the driver force. Here, the assist force is of course generated electrically using the EMB and a control system determines how much assistance the driver receives. This may make the force simulator unnecessary because the driver always has to contribute some force themselves. Of course, at least one purely electrically actuated brake (EMB) can be used which does not allow any other actuation, or there can be additional non-electrically actuated brakes. The non-electric actuation does not have to come from the driver either; it can also come from an overrun or deceleration force or movement, for example. The control system described here is advantageous.The control system is also designed to cope with inputs or sensors that have failed or are classified as "strange", for example by using default values, average values, substitute values or values that can be determined as favorable from other data.

[0344] The control or regulation described here naturally also advantageously uses the "vehicle mass" (e.g. for braking effect control), which is more precisely referred to here as "vehicle property" because it can be used with better resolution than, for example, axle load, wheel load, center of gravity, etc. These can be determined, for example, as described or from other sources such as wheel slip, premature locking or spinning (also related to the set braking or drive effect), vehicle behavior under forces or accelerations, e.g. lean angles, acceleration under driving force or deceleration under braking force.

[0345] For the input variables used here, so-called "sensor fusion" is also recommended, i.e., the improvement of values by using multiple input variables or generating values in this way. This can also be done using fuzzy logic, neural networks, deep learning, or similar methods, as these methods are well suited to processing and linking different variables. All values can, of course, refer to the entire combined vehicle as well as to parts of it, such as the trailer, regardless of how they were obtained or where they originate.

[0346] It is also recommended here to differentiate between braking effect and brake light: A brake light switch can, for example, be located in the hydraulic circuit of the brake and respond at a certain pressure and thus be related to braking effect. However, particularly with mechanically operated brakes, the switch is usually triggered very early when the lever or pedal is moved so that it is reliably triggered even when there are tolerances. The switch therefore often gives a brake light signal before the brake takes effect and therefore has nothing to do with the strength of the braking effect, in fact not even with whether braking will follow because the driver could always let go again. Nevertheless, it is recommended here to use every usable type of brake light switch for the trailer brake control, as well as a meaningful signal via the drive if possible.

[0347] From all input variables determining the braking effect, a braking-determining value is finally obtained, e.g. the brake actuation signal 2611 as in Fig.18 , applied to the brake (or its control or regulation), which can be digital or analog and, of course, can also include wireless links. Analog would be, for example, the amplitude or pulse duration of a PWM. It is recommended to protect digital signals, e.g., via checksums or alive counters. Analog signals can be protected, for example, by valid value ranges. Fig.14 It is also recommended to reduce the following interference possibilities for analog signals: In Fig.14It is shown that there are unavoidable resistors in the EMB supply voltage (external supply voltage 2308, internal supply voltage connection 2306, internal supply voltage 2307), which are combined here to form one resistor (2301). There are also unavoidable resistors in the ground line or connection (combined here to form one resistor 2302), which can be smaller than those in the supply, for example when the vehicle ground is used. If the EMB now requires more current due to actuation, the increasing voltage drop at 2302 causes the internal EMB-gnd 2303 to move to a slightly higher voltage, and from the EMB's point of view, the control variable 2304, e.g. analog voltage, which can be seen at the control input 2305 inside would now be lower, even though the external control variable (e.g. voltage) 2307 has remained the same.This can lead to instabilities and oscillations, because the EMB would now reduce the braking (from the perspective of the external control variable), and, if the EMB's current consumption were to decrease, it could again receive more control through more internal control voltage. Here, it is proposed to model the current dependence of the internal control voltage in the EMB electronics (and to find the model parameters when controlling the EMB) and to apply the best possible canceling compensation. The reaction of the internal supply voltage 2307 can also be included, and tests are suggested, such as briefly changing the EMB supply current in order to observe and model the resulting change in the internal control voltage, or to derive a suitable compensation. The brief current change could, for example, be caused by the EMB's motor, in which, for example,in the range of fractions of a second or less, the EMB is released (minimally if possible) and then quickly applied again (also minimally if necessary) or, for example, another short current pulse is triggered. Of course, a current change occurring during brake application (or release) can also be used, e.g., through a slightly sudden change in motor position. Short pulses are recommended because the braking effect can be assumed to be fairly constant during this time. A current that changes as little as possible during brake application helps to reduce the voltage drop caused by it and thus the undesirable behavior - which is why the use of a transmission ratio that changes via application is recommended here.For particularly good compensation of the effect of the increase in the EMB ground, it is recommended that this resistance is kept low on the one hand, but on the other hand the EMB electronics also know about the current in the EMB, can measure it or derive it from internal current values (e.g. phase currents, Iq) (also by including the supply voltage) and can correct the internal control variable measurable in the EMB from the current measurement and the modeled or otherwise taken into account Rgnd in such a way that the external control variable can be determined and instabilities are compensated or prevented. There are of course other ways of detecting and reducing the effect of Rgnd, for example a model Rgnd could be changed in the model (for compensation) until the unstable behavior disappears or appears. The main thing is to correctly understand the relationships in this behavior and toand then implement physical countermeasures.

[0348] It is recommended that the effect of multiple EMBs be considered and compensated for based on the above. For example, multiple EMBs can be powered by one EMB electronics unit, which would then handle the above effects for multiple connected EMBs as described above. Alternatively, one EMB electronics unit can function and compensate as described above and forward the control signal digitally (which eliminates this problem for digitally controlled units). Alternatively, the EMB electronics can take the effect of the other EMBs into account, for example, by exchanging data with each other, such as the instantaneous current. It is also recommended to incorporate a hysteresis at the voltage measurement input of the EMB electronics: in simple terms, this means that a voltage (or quantity) is only recognized as falling if, after rising, it falls below the hysteresis value for "falling," and only as rising if, after falling, it exceeds the hysteresis value for "rising."This suppresses disturbances that remain within the hysteresis, including those caused by the Rgnd effect. If the hysteresis is to be small or zero, the above compensation becomes important.

[0349] Alternatively or in addition to the above, the brake control can also be carried out by controlling the current and the control current can be measured in the EMB, which should ideally be little or not affected by the increase in the EMB's internal reference ground.

[0350] If a pulse duration is used as the analog control variable, the voltage measurement problem mentioned above does not arise. However, it is possible that overshoot or curve progressions that deviate from a pulse shape can make the conditions for time measurement unclear or cause interference. In particular, control units can generate an apparent PWM to control magnets in brakes, for example. This does cause a current that changes on average but is not easy to evaluate as PWM. In this case, it is suggested that these progressions be used as means for EMB control in order to avoid misinterpretation due to pulse time measurements. Higher order low-pass filters or a higher number of pole pairs are particularly recommended because they combine good smoothing with a short pass time through the filter.

[0351] However, this mean-varying signal and the averaging process would result in the loss of the advantage of the voltage independence of the pulse duration. Therefore, the inclusion of the above method is recommended, but also the additional use of the following information: Such mean-varying voltage waveforms are usually generated from a supply voltage, so that peak-finding allows conclusions to be drawn about the supply voltage. If the control signal measured in the EMB changes due to the resistance in front of the EMB's internal ground reference point, the knowledge that the peak value already played a role in the signal production can be used to make a correction by EMBThe peak value of the signal is also used, e.g., through peak rectification or sampling techniques. The gain of a low-pass filter used for averaging will naturally be taken into account when comparing with the peak value, or, for example, designed so that it delivers the same value as the peak value for low frequencies or DC voltage.

[0352] In Fig.15On the left, using voltage (y-axis) over time (x-axis), it is shown how, with an analog brake control voltage, the control voltage 2204 (double arrow) detectable in the brake appears to drop because the brake mass (internal EMB gnd 2303) is raised by current. This can be counteracted, since the voltage drop across Rgnd is current times resistance, and the current can be measured, estimated, or known, and the short-term change in a control voltage assumed to be constant in the short term can be continuously observed in response to a change in current. This allows Rgnd to be determined or estimated and compensated for. Of course, the calculation or estimation can also be performed differently in accordance with known physical relationships.

[0353] In Fig.15The right shows that this problem does not occur when braking effect is controlled by pulse duration control, because the time duration and not the voltage is used. However, it can be very advantageous to average or integrate the pulse durations (in some way) in order to cope with waveform variations. The voltage problem then reappears in the averaging and can, of course, be compensated for as described above. Additionally, the assumption can be made that the peak values of the pulses could actually always be the same, and the apparently smaller pulse peak (due to Rgnd) relative to the actually constant one can be used as compensation.

[0354] The behavior of the supply voltage (here, the internal supply voltage 2307) can also be taken into account in the above procedures. For example, there could be a current measurement in the overall supply of the brakes, which carries out the described procedures and compensations and could also transmit the brake signal digitally. The brakes could also communicate with each other and share values such as currents, so that each one can apply these compensations and procedures independently (or in groups or collectively). The assumption that the pulses had the same or similar peak values upon generation can, of course, be abandoned, rejected, or improved, for example, in connection with the described determination of the Rgnd from the current or from other observations such as the supply voltage. The use of hysteresis is also recommended, which means that changes below this have no effect. Other consumers (e.g.Electrical devices (e.g. indicators, brake lights, lighting, etc.) cause voltage drops across resistors, for example in the ground connection. It is recommended that these influences are also determined (where possible), for example under the assumption that sudden changes in the supply voltage detectable in the control unit are due to consumer currents that can be distinguished, for example, by knowing their own current. For example, the current from the brake lights can first cause a change in the supply voltage and then that caused by the brake(s). It can therefore also be recommended to record all (or all relevant) currents in one device or, alternatively, the ground current. To make this easier, consumers with low power consumption can be used, such as LEDs.

[0355] It can also be expected that a brake control unit will send short test pulses to test the cable to the brake or EMB electronics for interruptions or even short circuits or malfunctions. These test pulses can be so short that they have no particular braking effect, but they can cause noises such as periodic ticking. As a countermeasure, it is recommended to keep such a pulse away from the brake control. Additionally, an expectation period can be used, during which no test pulse is expected. This would classify a short pulse as a test pulse after this period has elapsed and would be kept away from the brake control, and during the time period, all curves would always act as control. Additionally or alternatively, the option of not classifying certain time or amplitude curves as deliberate braking and keeping them away is also suggested. For example,It can be assumed that real braking has a time-dependent increase and that a test pulse, for example, has a steeper edge. This detection can, of course, also be combined with the time-controlled hold-off described above. A (possibly variable) hysteresis can also be recommended in addition or as an alternative to avoid or reduce the instability described above.

[0356] If the averaging described above (e.g. low-pass filter) is used, it is recommended that when a test pulse is detected, the averaging or the filter be reset to delete the value caused by the test pulse. There is (e.g. with US trailers) a standardized or established control connection from the towing vehicle to the trailer, which actually uses a controllable current for solenoid-operated brakes as trailer brake control, which is usually transmitted today as 12V pulse width modulation. It is now proposed that in such or similar cases, or when other analog signals are used, this established control connection can also be used for digital signals: As soon as a digital connection becomes possible between the brake control unit and the EMB electronics, this can be used; otherwise, the previously standard signal is used. For this purpose, for example,A digital communication attempt can be made between the brake control unit and the EMB electronics (e.g. when switched on or at other times), or a digital communication signal can be modulated onto an analog one, for example, or pulse width modulation can be designed in such a way that digital communication data can also be included, e.g. through recognizable pulse lengths. The EMB electronics could also send a digital communication signal and thus invite the brake control unit to switch to digital communication or to use it additionally. The test pulse described above can also be designed as digital communication in order to determine the communication capability of the brakes. Not all brakes have to be operated with digital communication; some can continue to be operated as established.It is also possible for just one brake control to communicate with the towing vehicle, either analogue or digitally, but in any case a digital exchange and comparison can take place between several brakes (either all with equal rights or master-slave). With digital communication, the EMB electronics can of course also report states in the EMB (e.g. temperatures, braking torque, errors, diagnostics, etc.) and a brake control unit can, for example, address brakes specifically, individually or in groups, in order to carry out wheel-specific braking, such as for ABS. This can of course be carried out on all vehicles, not just US trailers, and the way digital and analogue communication can run alongside each other allows for many possibilities. Values already known during operation of the EMB (e.g. current, speed when actuated, for example) can also be advantageously used to apply changed settings or parameters in the future (e.g. releasing the brake more slowly, for exampleto stop the release movement more easily). For measurements with poor resolution (e.g., when only certain HAL sensor positions can be measured), calculation methods can generate better values (e.g., "Observer"). However, in particular, for values that are difficult to derive (e.g., slow speed from jumping HAL sensor positions), the actuator motor control can be switched to a different, more suitable mode, which, for example, only continues to rotate the rotating field without, for example, using a determined speed. The current can also be increased, for example, until the rotor rotates. "All-Electric Bike"

[0357] For the use of EMBs on bicycles, bicycle trailers, etc., it is proposed here to set up a stable on-board voltage network, similar to that used in motor vehicles, with the only difference being that it is preferably powered by at least one electrochemical voltage source (e.g., accumulator, battery) and preferably also by generators that use available energy sources such as vehicle-powered generators (e.g., wheel hub dynamo), photovoltaics, electrical, magnetic, or electromagnetic fields (e.g., magnetic stray fields from power lines induce a small voltage in coils, e.g., the wheel hub dynamo coils, which can be tapped with high impedance). An advantageous design is, for example, with small photovoltaics, e.g., on a fairing that is favorable for headwinds, two wheel hub dynamos, and two lithium batteries. The double design offers security against power failure (other combinations or a simple design can also be used), and the photovoltaics, e.g.,feeds both. An advantageous circuit is, for example, such that an unusable battery (failure, short circuit, safety shutdown) does not impair the entire on-board network in a safety- or function-relevant manner, so that, for example, other electrical sources can still operate the functions classified as important. If necessary, the consumers are also distributed among the on-board networks in such a way that not all on-board networks are affected simultaneously in the event of problems in consumers (e.g. short circuit, overload, etc.), and at least a required minimum of safety functions (e.g. braking effect) is maintained. Consumers that are connected to all on-board networks should ideally be internally designed in such a way that they do not impair all of these on-board networks in the event of internal malfunctions (e.g. short circuit). Consumers can be adapted, if possible, to the performance of at least one on-board network, for examplenon-linear EMB, possibly self-reinforcing (also drum brakes, servo drum brakes), also with at least one spring that interacts with the electric actuator. The non-linearity can be designed so that the electrical power consumption during long continuous braking is low, even so low that it can be supplied by the ongoing power generation, e.g. from at least one wheel hub dynamo. For this purpose, short, heavy braking can be carried out by designing the non-linearity from a power storage device, e.g. a battery, which is then recharged. In addition to this at least one on-board power supply network, an on-board data network is preferably used that connects the individual functions with one another, e.g. at least one CAN or other bus or a wireless transmission. Here too, for safety reasons, more than one bus or

[0358] data transmission system, one bus can also be openly accessible to other devices and another bus can be used exclusively for safety-relevant functions.

[0359] This on-board network will, if possible, supply electrified actuating elements such as electric friction brakes (e.g. electromechanical, electrohydraulic), electric gearshifts, their control (e.g. ABS, parking brake, interaction of several brakes, automatic gearshifts or automatic gear ratio adjustment, "blending" - i.e. interaction of regenerative braking and other brakes such as friction brakes, if necessary drive control (e.g. electric motor) as well as lights such as headlights, side lights, tail lights, brake lights, indicators, etc. and additional consumers such as the charging port of a mobile phone.

[0360] On the one hand, a display similar to a more or less small dashboard is proposed, but on the other hand, that the displays are shown via a mobile phone or tablet computer because the values can be saved and later evaluated there and, on the other hand, because, for example, GPS and route planning can be included and calculations can be made such as an "optimal" speed, e.g. based on optimal operation of the drive motor (which basically also includes the human), the current gear ratio selection and possible automatic adjustment thereof and, for example, taking into account current environmental data such as headwind, temperatures and specifications such as maximum travel time. The mobile phone is also proposed in order to keep the valuables on the bike at a minimum.

[0361] It is also suggested that the mobile phone be mounted in a mechanically stable manner, e.g., by means of a mount, for example, near or under a possible wind-protected fairing. The mobile phone can also advantageously be used for data communication, such as as an "ignition key" (e.g., for driving readiness if the correct app, paired with the correct complete vehicle (or partial vehicle(s), such as a bicycle or bicycle trailer), identifies the legal driver, for which encryption and / or database entry is also recommended), displaying bicycle data, navigation, communication with infrastructure, people, or other vehicles, even with a trailer, etc.

[0362] Particularly advantageous are recommended cost-effective and easily accessible measurement values, such as ground speed from, for example, the frequency of at least one wheel hub dynamo and / or from GPS, the "air speed" (airflow speed), preferably from devices without moving parts, e.g. from the air speed determined via a characteristic curve from the heating output of a temperature-dependent resistor (and, if necessary, air data such as temperature and pressure), which can also be accommodated in a streamlined manner, e.g. in an air duct that preferentially allows the direction of travel component, in a location that is little influenced by the vehicle and its occupants, such as in a headlight housing. The recording and, if desired, display of this air speed is recommended insofar as the driving force of a body moving in air resistance increases quadratically with the speed and the driving power even with the cube. It therefore has the effect, for example,It makes a big difference whether you're riding with an otherwise barely noticeable headwind of, say, 10 km / h, or a tailwind (on a bicycle, for example) at a speed of 20 km / h. You can use (similar to airplanes) an "indicated air speed" and / or a "calibrated air speed." The "indicated" speed may not yet compensate for air pressure (or air density), but the "calibrated" speed may already be compensated for that. The "indicated" speed has the advantage of being more subjectively accurate, for example, if lower air pressure (or air density) results in a lower air speed, and at the same time, the rider feels less resistance caused by the air pressure (or air density).

[0363] It is also proposed that, in addition to the usual (e.g., GS) information, the rider be provided with the meaningful air speed for display (or storage or further processing), as well as values derived from it, such as drive torque or drive power. These two would otherwise be more difficult to measure (e.g., by measuring the torque in the drive), but if the proportion of the instantaneous air resistance (via air speed) is known, they can be determined without additional measuring equipment, particularly if the rider is offered a calibration, for example, by incorporating the speed achieved without pedaling on a known gradient, or using table values (e.g., height, weight).

[0364] This on-board network can also implement safety-enhancing functions such as optimal braking force distribution across the wheels (including trailers), preventing rollovers, wheel lock-up, and energy-efficient regenerative braking ("blending"). For safety reasons, these safety-enhancing functions can also be performed by suitable electronics (hardware, software) remaining on the vehicle. However, operation via a mobile phone, for example, would also be possible if a correspondingly safe procedure (e.g., via an app) is possible. "Safety-enhancing" could mean, for example, that a vehicle can be operated without this safety function (e.g., a bicycle without rollover protection if the front wheel brakes are too strong or ABS) and also with this function in addition, whereby, for example, this function must not (or cannot) cause additional safety problems to the corresponding extent.

[0365] An "all-electric bike" doesn't necessarily have two wheels (it can have any shape and number of wheels); it is primarily characterized by the fact that muscle power is sensibly supplemented or combined with other, preferably electrical, energy, which either supports or takes over the propulsion or simply supplies other functions, such as braking. The pure possibility of riding with muscle power also counts, even if it isn't used. Many of the suggestions made here can also be used without the possibility of muscle power.

[0366] Muscle power does not have to act directly on the drive; it can also be used to generate electricity, and it can also be done by several people. This way, for example, you can save on mechanical power transmission and, for example, by controlling or regulating the power generation and electric drive, you can offer the rider an optimal or comfortable pedaling position, similar to an automatic transmission. By charging the battery, this can also be stored and used at any time, even later. Both power generation and power storage can also be used as a power supply for other purposes, for example via plugs, e.g., as a 12V camping power supply, USB power supply, but also all other power supplies that can be switchable or adjustable, including mains voltage (the necessary safety devices are recommended here), even as an emergency power supply. The inclusion of additional sources is also recommended here as possible, such as:Photovoltaics (on the vehicle or additionally) or others such as fuel cells with camping gas, for example, or charging devices for the vehicle battery (e.g., from the mains or 12V). Bidirectional converters are also recommended, such as those for the mains and vehicle battery, which can, for example, both charge the battery and supply (converted) battery power to a grid or consumer.

[0367] With this electrical use of human power, other possibilities are of course opened up, such as the suggestion here of using the vehicle as a fitness device, exercise bike or similar and storing or feeding in the electricity generated and possibly showing displays on the vehicle such as power, work, speed or even the animation of a landscape in front of the person training on a screen.

[0368] Today, bicycles usually do not have any lights other than their headlights. It is proposed here that bicycles, their trailers, etc., be equipped with more robust lighting (via the on-board power supply and permanent mounting on the vehicle) as well as the usual functions such as brake lights and indicators, possibly also hazard warning lights or a rear light (similar to a reversing light). Standards and laws may conflict with this, for example, if no brake light is prescribed, but this also means that a separate brake light is not permitted. In such cases, it is proposed that the effect of such safety-enhancing lights be achieved in accordance with the law, for example, by increasing the brightness of the red rear light when braking or operating it, or by changing the brightness of part of the red rear light when signaling, as far as is permissible and beneficial. Wireless lighting control (brake light, indicators, etc.) is, for example, possible.already proposed in US4859982 for trailers and in DE000002726322A1 for bicycle headgear. This suggests that both permanently mounted on the vehicle and non-vehicle light-emitting parts can be controlled as required, including wirelessly, e.g. to promote safety or attention and, where appropriate, to resolve the issue of legal compliance, i.e. whether it must be part of the vehicle or not (and, for example, as a transported object, it must not be permanently attached to the vehicle), whereby, for example, people (driver, co-driver, passengers) or objects, even animals, are provided with lighting devices, such as jackets, helmets, collars, bracelets, elastic bands (there are no limits to the attachment) or lighting devices are incorporated or the lighting devices become a part of the vehicle in accordance with the law. Screen-like displays are also recommended, for exampleTo achieve safety, attention or legal compliance, an OLed foil could, for example, show a company logo, which then changes to a screen content indicating flashing or braking, in order not to be classified as a legally impossible flashing signal.

[0369] Other common devices can also be replaced: if, for example, the horn is not permitted, a different signal tone could be available at the push of a button, such as a bell-like one or even one selectable by the driver. As an anti-theft measure, the functions could either be prevented in the event of illegal operation or even used to attract attention, for example, by emitting special, conspicuous signals. Of course, other messages can also be sent, such as position information via the telephone network or Wi-Fi. Infrastructure can also be controlled, such as switching traffic lights (possibly under certain conditions) or opening entrances. Multi-standard (composite) vehicle

[0370] A future trend is both the mixing of pedestrians and slow, even powered vehicles (e.g., electric scooters and bicycles in pedestrian zones), as well as covering longer distances, for example, on cycle paths or at higher speeds (e.g., in road traffic with cars). The latter would, for example, speak for an electric motorcycle or an electric delivery van with, for example, a car registration, and thus could be prohibited from entering a pedestrian zone. However, an e-delivery bike could be permitted entry with an operating license limited to, for example, 25 km / h. This would make a "switchable" vehicle desirable, one that, for example, has multiple registrations or type approvals (all these designations are summarized here as vehicle categories) and selects one of them in accordance with the law. Here, a legally compliant "switching" of vehicle categories is proposed, which can perform technical interventions, for example,Activate the current maximum speed limit or technically establish other legal compliances, such as recording the weight or axle or wheel loads, and only enable operation in the selected category if all legally prescribed conditions are met or these required conditions are implemented: for example, an indicator on a bicycle may not be legally permitted, but may be required in another vehicle category, and thus it will be used or not by the vehicle control system depending on the current category. In general, a multi-standard (composite) vehicle consists of at least one movable object, with at least one other object that can also be moved mechanically or by control (e.g. bicycle with trailer, delivery van, boat, aircraft). This creates or will create an advantage if the operating conditions can be changed (e.g. entering a pedestrian zone, environmental protection area), such as:by switching drives off or on, speed control through braking, etc.

[0371] The vehicle category change can be achieved, for example, by marking the vehicle, so that a car or moped license plate must be flipped over to temporarily abandon that vehicle category and be restricted to a vehicle category, such as an e-bike. This may require, for example, stopping the vehicle so that the vehicle can only be used again in the new vehicle category if, for example, the weight requirements are met and from then on, the speed is also technically limited, for example, to 25 km / h. The category change can, of course, be made arbitrarily or appropriately.

[0372] In Fig.11is based on a control 10 or regulation (preferably electric or electronic) and input data 101 (e.g. measured values, e.g. speed, vehicle weight, axle or wheel loads or similar) drive or brake 2201 and outputs 2204 (e.g. indicator, brake light) as well as inputs and outputs to / from driver 2202 can lead to, for example, at least one license plate being turned over, exceedance warnings being issued or inputs and outputs being made to / from others, e.g. infrastructure 2203.

[0373] Fig.11This shows how a multi-standard (composite) vehicle controls at least one drive and / or at least one brake (preferably indirectly or directly electrically operated, such as electromechanically, or non-linearly operated) to the required extent in such a way that at least one vehicle category is complied with (e.g. by enabling or switching off or controlling the drive), also actuating at least one brake, using (or not using) vehicle functions such as indicators, brake lights, lights. Changing a vehicle category can be done by inputs or outputs from the driver, e.g. folding the license plate (e.g. manually folding, actuator-operated folding, screen-type license plate) or by e.g.

[0374] Exceedance warnings or prevention of improper operation. A vehicle category change can also occur without changes to the vehicle, for example by issuing exceedance warnings. Monitoring can also be carried out externally, for example using wireless signals (e.g. speed, location, identification) to an infrastructure or monitoring personnel. This function can also be performed separately from the control system, for example from a mobile phone (e.g. GPS messages via WIFI, Bluetooth or similar) of the driver or for example using radar and output from the infrastructure, e.g. warning signals. At least one speed measurement, force measurement, load measurement, suspension travel measurement can serve as inputs to the control system, but the infrastructure can also serve as inputs. In this way, a vehicle category change can be transmitted wirelessly to control inputs, for example via GPS, signs, and can also take effect automatically.Changes in the combination, such as coupling or uncoupling trailers, can also initiate or make available a vehicle category change as a control input. For example, the drive control or braking of a towing vehicle can be influenced when coupling a trailer, or a trailer can be authorized to travel at higher speeds if the towing vehicle is suitable, but only if there is no external speed limit (e.g., outside a pedestrian zone). Arbitrary activation to change the vehicle category is also possible, allowing the multi-standard (combined) vehicle to be operated while pushing (e.g., with or without power assist). Braking concepts

[0375] The suggestions, descriptions, etc. presented here refer to objects to be braked in general (such as lifting devices, machine parts, propeller shafts, aircraft, etc.), but in particular to vehicles of all kinds, such as cars, lorries, single- and multi-track vehicles, such as motorcycles, mopeds, bicycles, but also trailers for all vehicles and also to combinations, e.g. towing vehicle combined with e.g. trailer, where combined is usually mechanical (e.g. drawbar, saddle, etc.), but can fundamentally also be different, e.g. acting together through control. These vehicles or connected vehicles are referred to here as compound vehicles, e.g. towing vehicle or e.g. trailer or e.g. both together. In particular, a range of solutions is also proposed: It can, for example,It may make sense to offer a trailer that can brake well on its own with a deceleration-controlled brake (as shown here), without the need for any equipment external to the trailer (such as sensors, detection of driver brake application, etc.). An additional offer to the user could be, for example, additional stability (such as ABS, ESC, sway control), and a further offer level could be, for example, additional detection of the driver's braking command, in order to, for example, initiate braking more quickly or, for example, to follow the driver's commands more precisely. Also included in the offer range could be, for example, an electromechanically operated towing vehicle brake, e.g. a front wheel brake of a bicycle, which can also be equipped with, for example, ABS or, for example, rollover prevention. A further expansion option could be, for example, that at least one electromechanical brake (EMB) can also be operated non-electrically, e.g. via a cable.Nonlinear EMBs are preferred here, i.e., those in which pad movement and actuator movement are not linearly related, because they offer advantages for the methods presented. If the nonlinearity is optimized at different points of the actuation for different tasks, rather than just one optimization (e.g., operating the actuator at maximum power), the following recommendations can be achieved particularly well. A combination of regenerative braking and braking with EMB is of course possible here, e.g., by favoring regenerative braking and generating only the additionally required deceleration effect with EMB. Braking from deceleration measurement

[0376] In Fig.2is shown with speed reductions 18, how a braking of a part of a combined vehicle (e.g. a trailer) can be derived from a determined (e.g. measured) deceleration: A driver (or automatic driving) makes a braking request (e.g. "weak braking undelayed request 1801" in Fig.2 ), e.g., through a specific pedal or lever position. The actuation speed and other time delays would result in the "weak braking 1802" curve for the combined vehicle, for example. The "slightly too strong 1803" curve would be less desirable, but not more easily achievable, e.g., for control reasons.

[0377] If the "braking request" cannot be directly recorded (e.g. if no values of the pedal or lever position are available from an actuation measuring device 2605 in Fig.18 are present), it is proposed that the brake detection device 2601 in Fig.18a deceleration measurement in the form of a deceleration sensor 2602 or a deceleration calculation 2603 can be carried out on the combined vehicle, which first measures the deceleration generated by a part of the combined vehicle (e.g., the towing vehicle). Now, in a simple procedure, a second vehicle part (e.g., trailer, hereinafter "trailer") would conclude that the additionally required braking force could be, for example, "own mass times measured deceleration", treat this value with a correction k (e.g., multiply it), and thus achieve an overall deceleration, i.e., for the entire combined vehicle, corresponding to the favorable curve "weak braking 1802" or, if possible, corresponding to the braking request.

[0378] However, since the proposed method adds the deceleration of the trailer to the initially measured deceleration, the condition "slightly too strong 1803" may occur if the required trailer braking effect is inadequately estimated. This may be tolerable, for example if the driver (or automatic system) can slightly reduce the braking effort. However, the condition "escalating braking 1804" could also occur if the trailer braking triggered by the deceleration measurement results in so much additional deceleration that it cannot be compensated by a reduction in the braking effort. The additional braking of the trailer would then build up to a limit (e.g., wheel locking), meaning that each additional braking would cause so much more deceleration that a runaway increase (in Fig.2 ", escalating braking 1804") occurs.

[0379] An opposite effect is indicated for "strong braking, instantaneous request 1805." As shown, for example, the braking set by deceleration measurement, "strong braking 1806," might not follow the instantaneous request. Reasons for this could be limitations such as locking or a correction value k, which is favorable for light braking, but less suitable for heavy braking.

[0380] Improvements are therefore already being proposed here. Firstly, the correction value k can be made dependent on influences such as the level of the measured deceleration. This means that a higher correction value can be used for strong deceleration, for example. This can be achieved in different ways, e.g. using characteristic curves or equations such as a+bx+cx. This means that for special (e.g. weak) braking applications, the trailer can be braked very little or not at all, for example to allow deliberate unbraked rolling downhill. The deceleration achieved or related values such as the temporal build-up of the deceleration can be used as a measure of the contribution of the trailer braking effect. This can be used to draw conclusions, make assumptions or make improvements. For example, a deviation from the expected value requires an improved assumption of the trailer weight or the EMBs are reacting differently than expected.From this, of course, an improved correction value k can be obtained.

[0381] Secondly, it is proposed here that the stability against escalation be investigated for the intended determination of the correction k. This can be done with model calculations that include at least the most important influences, such as masses, forces, decelerations, and / or with tests under different conditions, preferably also taking into account various influences such as towing vehicle mass, trailer mass, locking limit (possibly wheel loads), etc. For the above estimation of the required trailer braking effect, knowledge of the trailer mass is necessary. This can, for example, be relatively constant and known, as is the case with caravans, it can be adjustable (also, for example, via mobile phone or, for example, in steps such as full-empty), or it can be derived from observable behavior, such as deflection, component positions, vibrations, acceleration or braking behavior, driver behavior, etc., and / or learned or estimated, e.g.using machine learning, fuzzy logic or similar. For cases where the mass is not well known or unknown, it is suggested that it can be included, for example, in the correction value k (which can be specified or adjusted by the driver, for example).

[0382] An alternative for dealing with the inaccuracy of trailer mass determination is presented below. It is proposed to use model calculations to investigate how deceleration-controlled braking reacts to various combinations of the actual trailer mass, the trailer mass used for braking, the vehicle mass, and other influencing factors, such as braking request, wheel grip, etc. From this, a setting of, for example, correction k and / or the assumed mass, etc., can be determined that well covers essential operating ranges. For example, a "heavy braking 1806" ( Fig.2) with the correction k assigned to this deceleration correspond to the braking request and other requirements, for example roughly achieve g / 2 with a fully loaded trailer. In this case (full trailer) a normal braking application with correction k derived from the deceleration could be like "weak braking 1802". However, with an empty trailer the same k could, for example, cause significant over-braking. The decisive factor is then the analysis of whether "escalation", i.e. an increase in braking effect that cannot be controlled by adjusting the braking request, can occur. If it turns out that even under the most unfavourable conditions, e.g. heavy trailer and minimum gross towing vehicle weight, no escalation can occur, the applied correction method, i.e. the derivation of the factor k orAccept the possible consideration of a trailer mass estimate and implement it in the trailer braking system, possibly with additional input or setting options for correction k or trailer mass, or with additional improvements and additions. This implementation would preferably also prevent inputs that would result in an escalation, or inputs that, for example, result in insufficient full braking effect, or inputs with other undesirable effects.

[0383] Another helpful factor is the fact that, for example, when the trailer is lightly loaded, the trailer will quickly overbrake to the point of locking, which may be perceived as unnoticeable by the driver due to the low braking force that can be achieved with an empty trailer. The actual slip (or another measure of the tendency to lock) can also be used to derive a smaller trailer mass or a different correction k, for example, and then take this into account in the trailer braking. In addition to determining the trailer mass or wheel load, additional helpful signals can also be included in the control of the trailer brake, such as whether the brake light switch has responded and / or whether the drive is driving or whether braking should not be supported by the trailer if, for example, the towing vehicle wants to brake on its own (e.g. to charge the battery).

[0384] Of course, this method can be improved by, for example, converting driver inputs into the brake detection device 2601 Fig.18 be used or resulting effects. For example, an actuating force (or position, or both) can be determined, forwarded to the brake control in whatever way, and used in the brake control, for example, to respond quickly to an actuating force. A run-up force can also be used or included, or a detection caused by the run-up force, such as a switch position.

[0385] Since a control or regulation system designed using this method preferentially considers the forces in the components (e.g., braking force in the towing vehicle and trailer), it can also be used with overrun brakes, for example, to determine the drawbar forces under various conditions or to design unusual overrun braking applications: normally, an overrun brake regulates itself in such a way that only a small overrun force remains compared to the vehicle weight. However, it may be desirable (depending on the situation), for example, to brake with a towing trailer rather than a pushing one. Using the method shown above, "pulling" trailer braking applications can of course also be set (for example, the setpoint is not as low as zero, as with conventional overrun brakes, but can have any other value, e.g., a specific pulling one) and, above all, handled.If only the drawbar force were available as a control variable, a pulling trailer brake could no longer be released because the end of the towing vehicle's braking would in certain cases still maintain a pulling trailer brake or possibly even regulate it to even more pulling despite the braking being stopped. However, with the above procedure based on the observed deceleration, braking would always be controllable. Of course, it can be helpful for the procedure to also include other input variables, such as the driver's braking request based on the brake pedal or lever position or the corresponding actuation force. For example, depending on the driver's request (or a brake assistant or automatic driving, etc.), a pushing, powerless or pulling trailer could be controlled; this could also change (e.g. over time) or depend on the braking request. It is recommended that ABS be included because, for example, a towing trailer would be more likely to lock than a non-pulling trailer.As a simple solution or part of a more complex one, it is also suggested that, for example, a towing trailer is regulated (e.g. by driver input, deceleration determination, overrun force determination, etc.), which triggers ABS lock prevention early, especially when pulling significantly to strongly (e.g. by reducing the EMB control to a value assumed or determined as not yet locking). This could give the driver a relatively strong but stable braking effect. This can also be used in addition to or instead of a determination of trailer mass, axle load, wheel load, etc., by taking advantage of the fact that a lighter trailer reaches the locking limit with less brake application, but a heavier trailer is only braked correctly with more brake application and thus, via lock prevention, approximately the trailer mass, axle load, wheel load, etc., even without the need for separate recording (although it can of course be helpful to include it).Of course, it is also recommended to use the locking or slipping behavior (e.g. how much slip occurs at what level of brake activation), e.g. as an estimate of trailer mass, axle load, wheel load, etc.

[0386] In addition to suppressing frequent changes to the target braking input fed into the EMB (which does not significantly improve overall braking performance), it is recommended to also suppress other undesirable target braking inputs, such as not using small deceleration or overrun force values or changes for braking, as these could be caused by zero-point tolerances, pedal vibrations, disturbances from the road surface, or not be assigned to a braking request. A certain gradient can also be deactivated, for example, if it is intended to run with a rolling effect.

[0387] An extension or modification of the method shown above is also proposed that allows the above deceleration measurement to be obtained in some other way, e.g. from determining the overrun force or effect, such as switch position, but also e.g. from changes in wheel speed. Here, too, it is advantageous to use direct driver inputs, such as actuating force or position. While a conventional overrun brake represents an (often proportional) control loop that attempts to keep a certain (usually small overrun force) constant with (often only low) control gain, it is recommended here to use at least one sensor or switch to determine the overrun force, and to filter the signal in such a way that on the one hand there is a short delay time, but on the other hand there is good interference suppression (e.g. with analog or digital filters, even higher order).Preferably, this electronic control is designed in such a way that, on the one hand, a desired behavior is achieved, but on the other hand, those short-term changes in the brake setting are suppressed which do not make a particularly good contribution to normal braking behavior, but would use constant actuator energy. This can be achieved using conventional means such as hysteresis. It is also recommended that the target-actual comparison be designed favorably using the electronic overrun control (which is not very possible with conventional overrun brakes): The overrun force can be electronically regulated to a small one, and a better control behavior is also recommended, for example, proportional-integral-derivative (PID). It is recommended to apply the improvement usually achievable in this way, so that, for example, the PID parameters are set in such a way that a good impulse response is achieved, so that the EMB, for example, is actuated quickly, but also approaches the target value well, for exampledoes not overshoot or does not overshoot unpleasantly. It is recommended that the actuation time behavior of the actuator be included or taken into account when determining the PID parameters. It is also recommended that the target / actual comparison for electronic overrun control does not necessarily have to adjust to zero or low overrun force, but can also adjust to other target values, e.g. to a towing trailer, which can result in a good braking feel, for example. Especially with such target specifications, it is recommended that additional information is used, such as driver input, in order to eliminate the pulling condition when the braking request is ended. A deceleration measurement can also be used, for example, to cancel a pulling condition when the braking request is withdrawn, if, for example, the driver causes less deceleration by braking less and thus the trailer braking is reduced.It can therefore be seen that the above-mentioned deceleration-controlled braking and this electronic overrun braking can and should be treated as a joint task. The target value can also change, e.g., over time, over load, over ABS behavior, etc. For every type of sensor signal usage (e.g., from hand force, pedal force, cable pull force, overrun force), it is also recommended that a zero point stabilization be provided if necessary, which stabilizes an adjusted zero point or initial value (e.g., the one that occurs without actuation and changes, for example, over temperature or time), e.g., that the minimum value of this signal serves as the initial basis to which the useful signal refers. For this purpose, exclusionary, calming, averaging, etc. procedures are also recommended, so that, for example, a brief disturbance is not used as the new reference value and, for example, a real actuation that may occur when the brake electronics is switched on does not become the reference value. This means that, for example, it is recommended thatonly longer minimum values should be assumed or, for example, implausible ones should be excluded, but overall it should be taken into account that, for example, after a longer standstill, a reference value is available again to an extent that hardly or not at all disrupts the operation of the brake. This could be an earlier, a new, or a combination of the relevant reference values. In order to receive an actuation signal, for example in a hydraulic brake, it is recommended, among other things, to insert or add a pressure sensor to the hydraulic line, e.g., branching off. For force measurement, the usual sensors based on strain (e.g., strain gauges) or, for example, "Force Sensing Resistors" (FSR) are recommended. The brake system shown naturally consists of parts such as the power supply, processor circuit, sensor, and actuator. For safety and / or availability reasons, parts or the entire system may be duplicated or present multiple times. One possible solution would be, for example, two EMBs, where, for example,each has its own generator (e.g. for power supply, wheel speed determination for e.g. ABS) and its own actuator, arranged and operated in such a way that certain failures are unlikely, e.g. prolonged locking or non-braking of e.g. both wheels. An additional non-electrical actuating force transmission to at least one EMB can also be provided, and designed in such a way that it only comes into effect above a certain actuation level, e.g. only in an "emergency". The brake control can use temperatures (e.g. of the friction pair such as brake disc, drum, etc. with e.g. pads) from e.g. measurements or e.g. modeling. Saving would also be possible, but can become very complex due to the very many different developments of the states (e.g. over time, speed, braking effect), which is why a simulation that develops along with the operation of the brake is recommended.The proposed model is that the braking power (e.g. braking torque times angular velocity) is input to the modeled friction pairing with thermal resistances (e.g. air cooling at standstill or, depending on speed, thermal radiation, etc.) and heat capacity(ies), and further to parts such as brake pads, calipers, anchor plates of a drum brake, housings, and actuators. These parts can also be simulated multiple times or twice, such as the outboard lining, inboard lining, or brake shoes with different self-reinforcing properties, and the braking power can be distributed accordingly among the parts. Low-pass filters (thermal resistance, heat capacity) or cascaded low-pass filters can be recommended for the simulation. It can also be provided that the heat flow not only flows in the direction away from the braking power (e.g. at the friction pairing(s)), but in some cases also in the opposite direction, so that, for example,a cooling brake drum is heated up or kept warmer by the parts on the armature plate (and e.g. also brake shoes) or that e.g. an electric actuator becomes warmer due to the flow of current and this is dissipated e.g. to a brake housing.

[0388] The temperature model is preferably calculated in a slower loop of the brake control processor (e.g. to reduce processor load), i.e. only with repetition rates from, for example, a few milliseconds up to more than a few 100 milliseconds, or if necessary not all values or temperatures together per run, but rather, for example, one after the other. Situation-dependent thermal resistances are preferably used, for example current (using, for example, factors for airflow, wheel speed), temperature with radiation cooling. In order to react to possible rapid changes even with a low repetition rate of the calculations (e.g. an emergency stop by a car on the motorway can lead to a glowing brake disc in just a few seconds and at the same time reduce the airflow to almost zero for cooling), it is recommended to calculate the temperature development(s) over time using the known e-function(s).it is recommended to replace the e-function(s) with approximations in order to reduce the processor load, e.g. Taylor or other series or even with very short series which can even consist of just a constant and an x-proportional term as a replacement for e to the power of x. These modeled values can also be related to measured values (e.g. on the pad carrier, at a point on the housing that is preferably well heated by braking, etc.) (or the measured values can be related to one another and, for example, the result can be related to model values) and used for improvements, e.g. to set a more even brake effect or one that better corresponds to the target.

[0389] It is also possible to map an explanation in the brake control system using a temperature measurement (e.g. on a part that is well heated by the braking power, such as the brake pad carrier, but also on a part that is more easily protected against the loads occurring in the brake, such as the actuator or its motor) and the temperature from the model (or the temperatures from the modeled parts). This means that it is assumed, for example, that a measured temperature that deviates from the model (e.g. is too high) can be explained by a different (e.g. higher) braking torque than that expected from the brake control / regulation. This explanation can be used to adapt the brake control / regulation in order to, for example, improve the accuracy of the brake control / regulation. Other explanations can of course also be included, such as splash water, rain water, wind, etc., and temporal differences in the explanations can also be taken into account, for example.For example, one-sided splashing water can be observed for a short time compared to longer-term temperature differences, such as inaccurate braking torque. In particular, brakes can be compared to each other to find explanations, such as the fact that the left and right brakes generally produce very similar braking torque.

[0390] Furthermore, to increase the accuracy of the braking effect, it is also possible to detect and store brake changes (e.g. determination or estimation of tangential or radial uneven wear, e.g. disc brake pads which have been worn further outwards due to A-shaped caliper widening under clamping force) and to apply compensation measures (e.g. where the average friction radius lies in relation to the current contact force and estimated driving history) or, if necessary, to store values for this.

[0391] Advantageously, values already known during operation of the EMB (e.g. current, speed during actuation) can also be used to apply changed settings or parameters in the future (e.g. releasing the brake more slowly in order to be able to stop the release movement more easily). In the case of measured values with poor resolution (e.g. when only certain HAL sensor positions can be measured), calculation methods can produce better values (e.g. "Observer"). In particular, however, in the case of variables that are difficult to derive from them (e.g. slow speed from jumping HAL sensor positions), the actuator motor control can be put into another, suitable mode that, for example, only continues to rotate the rotating field without, for example, using a determined speed. The current can also be increased, for example, until the rotor rotates.

[0392] Advantageously, the torque acting in the brake from elastic parts (which are tensioned when applied and relax when released), as well as additional torques (such as from spring(s), friction losses during actuation, or inertia, for example), can also be included in the calculations. Therefore, these torques can also be offset against the torque of the actuator motor with the correct sign (e.g. the brake generates a torque against the actuation direction when applied and in the release direction when released) in order to achieve improvements, for example, in the actuator motor control, in which acceleration and / or speed and / or position can be determined more effectively, for example, when no new position measurement is available or this is problematic (e.g. delayed). For all improvement measures that can be achieved by controlling / regulating a brake or several brakes (e.g.above explanation, determination of the current air gap, the current pad thickness, the stiffness of the brake, etc.), it is also recommended that a weighting of a decision be included in the (also improving) influence that can or should develop in the control / regulation: A decision could, for example, result in a determination not being used (because, for example, the basis of the finding is deemed inadequate, or the measurement is deemed too inaccurate), which could also lead to such findings never being used to improve things under certain operating conditions (if, for example, braking is frequently only light on roads that have been covered in snow for a long time). It is therefore also suggested that the respective findings can be given a weighting, so that, for example, they are only included to a certain extent, depending on how well they are rated, but this does not necessarily mean that they can be completely excluded.

[0393] Of course, other methods, such as ESC (Electronic Stability Control), can also be implemented using this deceleration or, more generally, acceleration measurement method. Rollover prevention

[0394] In particular, a method for preventing rollover in the direction of travel is recommended here. This method can work in conjunction with the above method or on its own or with other methods. Vehicles with certain center of gravity positions (the entire combined vehicle or just one of them, e.g. the towing vehicle) can roll over forwards (e.g. bicycles, motorcycles, semi-trailer trucks, etc.), backwards (e.g. motorcycles under excessive acceleration) and, of course, sideways under heavy braking. In this case, a suitable time window is used to prevent such a rollover. A forward rollover, for example, would still be preventable as long as the direction of the resulting force (from the weight at the center of gravity and the remaining acceleration forces) is again within the contact area (which, for example, is spanned by the wheels contacting the ground) by partially or completely avoiding the braking deceleration.This means that with correct spatial, vectorial and sign application, rollover can be avoided in all directions, e.g. forwards, backwards, sideways. The time window or time behavior used here can be determined, for example, for a forward rollover prevention as follows (or similar). If, for example, a rollover prevention is to take place on a bicycle up to 36 km / h (10 m / sec) and the center of gravity is 1 m behind the front wheel support on the road, you would have 1 / 10 second (for one meter at 10 m / sec) to avert the rollover by releasing the front wheel brake. This can of course be determined more precisely or in any other way, e.g. by modeling. A rollover movement or the danger of one can be determined using acceleration, yaw rate and / or magnetic field sensors or with sensors that combine several functions. For example, the forward yaw rate (i.e. pitch angular velocity) orChanges in these can be determined, for example the angular position or changes in the Earth's magnetic field.

[0395] In the procedures described here (e.g. deceleration-controlled braking, impact sensor, rollover prevention), there are several important timing behaviors and it is recommended to design and use them advantageously. Fig.17 The operating speed of the EMB is shown at 1901.

[0396] The actuation speed can be made slower for heavier braking or a slower behavior can be used to advantage, such as in 1902. The release speed can be made faster, such as in 1903, or a faster behavior can be used to advantage. This could advantageously use the fact that the EMB, such as in 1901, quickly builds up a good braking effect, but can then slow down in areas with a tendency to lock and / or roll over, in order to give sensor measurements or evaluations more time for a possible reaction, for example to recognize whether release is necessary to prevent a roll over. A possible faster release speed 1903 can then be very advantageous quickly enough to prevent a lock or roll over (or other unfavorable behavior). Here you can, for example,At 1903, imagine that including and despite the time of a sensor evaluation, it would be possible to avert the rollover within 1 / 10 sec, thus a recommended advantageous design of the speeds 1902 and 1903 including sensor evaluation has been achieved.

[0397] The possibility of a rollover is determined by the position of the center of gravity and the resulting total force in relation to the contact patch. It is therefore proposed that this method should also be used for changes in the position of the center of gravity. For example, a small and light driver would have a significantly lower center of gravity than a large, heavy driver. The center of gravity can also be changed (which can also be unfavorable with regard to a rollover) by driving downhill or leaning forward. The property of this method should therefore be designed and used in such a way that it classifies a temporal change in the resultant force as dangerous in good time. For example, with increasing braking effect, with knowledge of the position of the center of gravity and the position of the contact patch (which, for example, may be in a different position with regard to the center of gravity when driving downhill than on level ground), the deceleration (or acceleration for reversing or going forward) can be calculated.A sideways rollover can be calculated which causes a resultant force outside the contact patch, i.e. a rollover. However, it is more conceivable to estimate the vehicle position despite the forces acting on it than the center of gravity position, since this can also be influenced by the driver. Since the temporal change in the resultant force (or a value that indicates something similar) cannot be used unambiguously to determine the risk of rollover, two measures are proposed here. Firstly, a safety factor can be provided so that, for example, braking with a maximum deceleration of 0.8 g is classified as harmless, which can achieve, for example, good or legally compliant braking performance with a low risk of rollover. It is also proposed that when using an electrically operated brake, the braking effect could be limited in such a way that rollover prevention could also be achieved together with the desired maximum braking effect.

[0398] Second, it is proposed that a temporally highly variable effect be utilized. For example, upon liftoff of the rear wheel (or the wheel under consideration for other rollover directions), a sudden rotational movement in the rollover direction occurs, which was "not" present in the steady state. It is therefore recommended to use this "sudden" movement (e.g., angular velocity, angular acceleration, component of a force, change in the angle of the Earth's magnetic field, etc.) alone or in addition to the rollover prevention. Although this "sudden" movement also occurs spontaneously during liftoff, in physical terms, it is in reality again a sensor signal that must be smoothed according to the above explanations and thus acquires a temporal behavior (which is advantageously designed according to the above).Here, the timing behavior 1902 can also be applied, whereby braking occurs more slowly in the area where a rollover is suspected, in order to then reduce the acceleration or deceleration effect in a timely manner, not increase it further, or only increase it further to the extent deemed safe or advantageous. In particular, the timing behavior of the electric brake can and should be designed or used in such a way that the release process 1903 is advantageously fast, i.e., faster than the actuation process.

[0399] To prevent rollovers, it is also suggested that various avoidance strategies work together. For example, at low speeds, such as the speed of a cyclist, the time to stop during an emergency stop can be very short, e.g., less than one second. This would leave only a short time for rollover avoidance measures in the heavy braking range where there is a risk of rollover, if the time of brake application is also taken into account. Therefore, a procedure is recommended that avoids braking so hard (also depending on influencing factors such as speed, time, etc.) that it enters the range where there is a risk of rollover. For this purpose, a mass estimate can be made from at least one braking application and / or other parameters can be determined, such as gradient. In any case, parameters that influence rollover behavior can generally be used to limit the braking effect for rollover prevention. For example,Speed can also be used to influence rollover prevention behavior, so that, for example, at higher speeds, the detection of an incipient rollover movement is used to prevent rollover, while at lower speeds, a braking effect that could endanger rollover is not achieved at all. These ranges can, of course, also merge seamlessly and be influenced, for example, by mass estimates or by previous behavior, such as spring deflection or rollover tendency. Mass estimate

[0400] For all of the methods shown here, a mass estimation can be advantageous; therefore, it is recommended that the mass or wheel or axle loads can also be estimated as follows. From an acceleration or deceleration force, the vehicle mass can be determined via the acceleration or deceleration, if, for example, the braking or drive force is known. This is also recommended in the case of changes, for example to observe how the deceleration changes during a braking force build-up. Axle loads can of course also be recorded as usual via deflection, but also, for example, based on an angle change of a sensor on, for example, a swing arm or wheel suspension. If an (advantageously: multi-axis) acceleration sensor is available, the following is also recommended. The vibration frequency of a vehicle or a part (e.g., a wheel trailer) depends on the mass and spring effect. This can be, for example, the spring effect of the wheel or axle suspension in the up-down direction, or, for example,also a spring effect in the direction of travel, such as the drawbar. With an acceleration sensor, the acceleration can be measured over time (even continuously), and from this a frequency (preferably a resonant frequency) can be determined, or several frequencies, e.g. with a Fourier transformation or fast Fourier transform (FFT), or even more simply, by, for example, increasing a number representing the time as long as the signal to be tested for vibration does not change and a list is kept of which number representing the oscillation period occurs how often, and from this conclusions can be drawn about vibration behavior changed by mass, i.e. essentially a list of occurring period durations. One or more excitations for vibration (e.g. bumpy road, getting in) can be converted into frequencies (e.g. from the acceleration measurement of the sensor or a related value), and with the help of the frequencies (orThe mass can be estimated using the specified period lengths (e.g., the period durations) because a known spring force and determined frequency(ies) are associated with a specific mass. The mass estimates can, of course, be combined, such as those from the overall vehicle deceleration or acceleration and those from the trailer behavior, such as vibration behavior. Plausible assumptions can also be used, such as that the towing vehicle mass is relatively constant and therefore the estimates mainly concern different trailer masses. Separation acceleration

[0401] According to known physics, it is fundamentally impossible to distinguish whether a force occurs due to gravity or acceleration. This means that measurements and effects resulting from a gradient cannot be clearly assigned from the vehicle (e.g. whether a force in the direction of travel is a component of gravity or a run-up force during braking). Just as it is not easy to determine in an aircraft whether a force occurs due to gravity or a curve. In general (e.g. also for ABS, ESC, rollover prevention, etc.), a solution for separating these effects is proposed using assumptions. It is assumed that at least one acceleration can be detected directly or from effects (or that this value is implicitly present in others), e.g. ideally in three spatial directions, but also only in one direction of travel relative to the road.The simplest solution is to determine a reference to something outside the vehicle, for example to the spatial position of the Earth's magnetic field (e.g. using a multiple sensor like in mobile phones, which measures acceleration, rotational acceleration, and the magnetic field in several axes), but also to GPS geodata, for example. The comparison of wheel speed and "determined acceleration" can also be evaluated in such a way that the position relative to the vertical (or a similarly meaningful value) is determined. For example, a force in the direction of travel combined with a constant wheel speed would not mean acceleration in the sense of an increase in speed, but only a component of the acceleration due to gravity. However, methods without external values are also recommended (similar to, for example, an artificial horizon). For example, rotational values (e.g., yaw rate orWhether the vehicle is traveling downhill or uphill ("turning"), and gradient values can be determined using the rotational acceleration. The determinations can also be weighted (e.g., temporally, e.g., with regard to their long- or short-term stability) and combined, e.g., the rotation rate of the trajectory curvature or change in curvature with the position of the Earth's magnetic field or the wheel speed or change.

[0402] The curve 1904 in Fig.17shows how quickly a sensor evaluation can follow a jump from 0 to a delay of g. It is assumed that the raw sensor signal requires averaging or smoothing however achieved and that further time delays or dead times can also occur. 1904, for example, would be the behavior of a simple low-pass filter (e.g. resistor and capacitor or corresponding IIR digital filter) or the behavior of an average, in this case moving average, where the effects for 1904 are designed to achieve good smoothing of the sensor signal, as will be shown later. 1904 has an unfavorable time behavior here because only roughly 0.6 g can be measured in 1 second. Interestingly, with more complex filters, such as higher order than 1 or other properties, with suitable choice of filter data (e.g. filter type, cutoff frequency, edge steepness, number of poles, etc.) on the one hand a fast response like 1905 can be achieved and at the same time good smoothing of the output values of the filter. The method shown here therefore consists in the time behavior of the EMB being designed by designing the non-linearity and control of the EMB in such a way that the EMB requires very little additional time when it is operated in such a way that it can essentially follow the control signal and the smoothing or filtering of the control signal is carried out in such a way that even a faster behavior of the control signal does not cause any particular increase in the overall actuation speed (from filtering and EMB actuation) by means of filter data and parameterization being designed accordingly. From the selected behavior (e.g. 1905) smoothing or filter values such as the type and parameters of an e.g. IIR or FIR e.g. second-order digital filtering are determined.It is therefore important to correctly design the interaction of the time behavior of the smoothing and the EMB in order to enable a good (e.g. timely) reaction of the overall system.

[0403] In Fig.3 A raw 3-axis sensor signal with a 10ms sampling rate, recorded from reality with all measured values, is shown. It shows the raw sensor signals 1906 of acceleration in primarily the y-direction (direction of travel, 1906 top), primarily the z-direction (downward, 1906 middle), and the x-direction (sideways, 1906 bottom) as points over time (approximately 80 seconds). The many black dots are intended to demonstrate, in a realistic way, that such signals contain a very high degree of distortion.

[0404] This demonstrates that, for example, a 3-axis sensor can be installed in a different way than with the z-axis exactly perpendicular. It is therefore recommended to correct the installation position if necessary. This can also be done using the sensor data (e.g., assuming that a vertical vector must always be generated over the long term, meaning that a pendulum points downwards on average over the long term). Gravitational acceleration is also proportionally included in y and z, and it is therefore recommended to subtract this component if, for example, decelerations in the direction of travel are to be determined.

[0405] In Fig.4The signals 1906 are now smoothed with a higher order digital filter and number of poles, where 1906 has now been treated in the correct position so that 1906 (dashed line) at the top shows the now vertically aligned z-axis (which is influenced by disturbances such as compression during travel) and 1906 at the bottom shows the y-axis, which now points in the direction of travel and is therefore braked against the direction of travel with up to -6 m / sec2.

[0406] It is therefore recommended, as a method or in a device, to select the order and number of poles such that the requirements of time behavior (e.g., deceleration, group delays, etc.) and the requirement of signal quality (e.g., suppression of non-braking-relevant components) are met. This can also mean, for example, that switchable, variable, or, for example, multiple parallel filters with different parameters can be used, for example, to enable a quick reaction during heavy braking (e.g., emergency braking), but also to obtain a sufficiently smooth brake signal that, for example, constant actuator adjustments are not required, e.g., during longer or weaker braking. The "target values" are, on the one hand, definable, but in practice, unfortunately, can also be vague if they include driving sensations, compromises, etc. For example,A practical goal is to achieve an acceptable compromise between delay time and the suppression of unnecessary actuator movement, which can be expressed numerically afterward, but is not defined here in advance as, for example, a 73 ms delay time. If the optimization of the filter parameters presented here (e.g., filter type, cutoff frequency, order, number of poles) leads to an overall behavior acceptable to the user, then the goal is fulfilled.

[0407] The time behavior of the smoothing of the signals 1906 in Fig.4 would produce well-smoothed delay signals, which, however, have a longer time response than Fig.3and thus achieve a later braking effect. The difference can still be, for example, reaching half the full braking effect in roughly 1 second or in under 0.2 seconds with the dimensioning as suggested. It is hereby recommended that oscillations in the acceleration in the direction of travel, which arise from pedaling, for example, be kept away from a brake control system, especially if they partially extend into negative acceleration, i.e. braking, which can occur, for example, due to weight shifting when pedaling. Since even with good smoothing, a completely stable signal does not necessarily result, further measures are suggested if necessary to ensure that not every small and possibly insignificant signal change causes an actuator movement. For example, a Schmitt trigger or hysteresis can prevent small readjustments, or actuator positioning could only take place after a certain cumulative change, or further time dependencies could be incorporated, such asthat strong changes are passed on quickly and, for example, weak ones are calmed down for the time being.

[0408] Of course, the deceleration signal does not have to be exactly in the direction of travel ( Fig.4) can be subtracted, any other can be used with the filtering or smoothing suggested here, so for example one could determine the angle that a pendulum would display from y and z or the resulting force on the pendulum and use this as a value for braking or rollover prevention. Here, suitable filtering is understood to mean that the delay caused by the filtering does not significantly delay the entire response time until the braking effect (so the actuator speed can be used effectively) and that fluctuations or disturbances in the individual measurements are suppressed to such an extent that unnecessary braking is not triggered and it is left open which method is used to achieve this. The same principle (the selection of the appropriate filter) can of course also be applied to other measurement signals, e.g.a drawbar force sensor or yaw or pitch rate sensor or a wheel or axle load determination, can be used to supply the processes presented here and any processes based on them with a fast and well-filtered signal.

[0409] For the method shown here, deceleration detection is advantageous, which could be determined, for example, from a decrease in wheel speed and / or a deceleration sensor (also in several axes).

[0410] In summary, this proposed procedure can be described as follows: Determination of a range of required braking effects (e.g. from light braking to legally prescribed or emergency braking); Determination of tolerable deviations of the braking effect from the desired braking; Determination of the deviations of the trailer weight from calculated values that are assumed to be tolerable (or similar, which can be known quite precisely or even estimated or even unknown and therefore assumed, such as wheel loads); Determination of the behavior of the correction k (how strong it should be or how dependent on which values, e.g. increasing with heavy braking, e.g. weakening with light braking); Investigation of stability (e.g. escalation behavior); Design of the correction K or definition of the permissible operating range so that required criteria such as deviating actual braking effect or escalation conditions are within the required range; Additional specification of operating limits, e.g.Minimum weight of towing vehicle or trailer, maximum weights, etc.; advantageous use of ABS, for example by allowing significantly excessive trailer braking with a light trailer, so that ABS avoids locking. It is also recommended as helpful to use simulations or practical results, for example, and from these to define the desired level and behavior of the correction K and / or escalation, for example on average or for areas or points considered important, also taking into account avoided locking or excessive slip. Inclusion of an overrun brake function: with this procedure, for example (also depending on the situation), a special overrun force could be set, e.g. "pulling" in which the trailer brakes more strongly than for a pushing overrun force. Vehicle stability

[0411] Here, vehicle stability is understood to include, among other things, avoiding wheel locking, maintaining the desired lane, avoiding rollovers, and avoiding sway (e.g., with a trailer, "sway control"). The ability of the EMB to return to an actuator position previously classified as "good" is particularly recommended. It is important to distinguish between force- or pressure-controlled brakes and the possibility of position control (e.g., brake pad position relative to the friction surface, actuator angle, etc.) of the EMB. Force- or pressure-controlled systems are common, in which pressure is reduced when a limit for a wheel measurement (e.g., drop in speed) is exceeded or undershot. The resulting position (e.g., of the pad) or the required fluid quantity is not separately recorded. Theoretically, one could set the best possible pressure (and thus the contact force) in a stable manner; in practice, however, the familiar oscillations of pressure build-up and pressure reduction occur, e.g., due to the brake pad's inherent braking force.because valves are switched on and off. Here, EMBs are proposed in which the braking effect is determined by the position (e.g. brake pad position relative to the friction surface, actuator angle, etc.). Other values such as braking torque, contact pressure, etc. can also be considered equivalent, because their change in these EMBs is linked to the change in position. Even if values other than position are used, there is therefore, in contrast to fluid-based solutions, a usable relationship between, for example, braking torque or contact pressure and position, e.g., actuator position, so that these values can be converted into one another (if necessary, only briefly, e.g., during braking). With fluid-based systems, there would of course also be relationships such as, for example, a volume flowing when the pressure changes, but the position equivalent (e.g.,Volume) is normally neither measured nor directly controlled, nor used like the position in this process. Here, if the limit of a wheel measurement is exceeded or undershot, the position (hereinafter also refers to position-equivalent values, such as braking torque) is noted, and to establish a wheel measurement that is deemed "good," the system moves back to this position or to a position deemed better. Equivalently, the braking torque that was still deemed good, the contact force determined in this way, or another value describing the braking effect could be used, provided the actuator position is also returned to a state that is deemed good. Since a good position can be reached stably, it is proposed that the alternation between "more" and "less" braking can be advantageously avoided if necessary, thus enabling better braking (because over- and under-braking do not necessarily have to be optimal).However, the variable describing the braking effect (e.g. position) can also be changed in order to find out, for example, whether framework conditions, e.g. road surface characteristics, have changed. It is recommended here, for example, to use the wheel speed compared to an estimated ground speed to determine whether a wheel measurement limit for ABS has been exceeded or not reached. The ground speed estimate can be obtained, for example, from a faster rotating wheel or, for example, from the integral of the deceleration, i.e., summation of the deceleration measurement (also with appropriate treatment such as filtering or factors). For rollover prevention, one would use, for example, the wheel speed, wheel deceleration or vehicle deceleration that is classified as good according to the above statements with regard to rollover prevention, and for ESC, for example, one could use the variable at which, for example, a desired force vector (e.g. with respect to the road surface) results at the wheel.Of course, the selected setting can be changed, even experimentally (e.g., to determine road grip), but the usual ABS vibrations are best avoided. What has been explained so far as a single wheel measurement and a setting derived from it can of course be extended to several, many, or to evaluations from many, so that, for example, a brake setting (e.g., position) can be derived from several ground speed determinations (e.g., estimates) and several wheel speed determinations, or several brake settings can be derived in order to, for example, derive, determine, select, etc., an optimal one (e.g., one that provides the best deceleration, also with an additional evaluation, such as that no rollover tendency was detected). These evaluations can of course also be made while changing the EMB setting, so, for example, while the EMB is increasingly activated, the deceleration can be determined and, for example,By correcting the time delay in the measurement or evaluation, it can be determined in a timely manner when, for example, the actual deceleration had a value considered "favorable" (e.g., maximum or safe, including rollover-safe), and can thus be used to select a favorable EMB setting (e.g., position). Even if changes (e.g., the position) are made for further optimization, this is not comparable to the valve switching that dominates the well-known ABS and ESC, since the known methods do not specifically approach a specific position, and the clear relationship between position and other braking effect-determining variables proposed here for the EMB is not used in known methods. For example,In contrast to the solution presented here, other methods do not definitively determine a brake pad position (which is the case in the method presented here with the actuator position and possibly other data such as wear adjustment), and they also do not definitively drain or add a precisely defined amount of fluid, but understandably the pressure is influenced. The change in the wheel measurement value can also be used here to increase the braking effect, for example, if the wheel measurement value indicates an improvement in road grip (e.g. wheel speed increased or not decreasing as quickly), the braking effect can be increased. The use of an estimated ground speed and a wheel measurement value (e.g. wheel speed) was chosen above as a simple explanation; of course, more complex calculations can also be recommended as advantageous, such asthat a wheel slip is determined and compared with one that is classified as good (also depending on the situation).

[0412] For measures to improve vehicle stability (e.g. ABS, ESC, sway control, rollover prevention) it is advantageous to know or determine the current stability condition (e.g. wheel slip, how close one is to the risk of rollover, etc.). To do this, it is proposed to make targeted, small changes to the wheel (or wheels, simultaneously or not simultaneously), e.g. small changes to the wheel braking or drive torque, which could be a small change to the EMB braking torque, e.g. via small changes to the actuator position (or equivalent) and to determine the change in the measured wheel value (e.g. slip, change in the determined risk of rollover, etc.), e.g. using a wheel speed sensor. In contrast to conventional ABS, which results in significant over- or under-slip.When it comes to under-braking, it is recommended to apply only such a small change that it is expected to result in a noticeable change in the wheel measurement, especially if this is at the limit of the wheel measurement value considered good, e.g. close to locking.

[0413] For example, on asphalt, a small change could lead to a noticeably rapid drop in wheel speed (based on the known slip curves), but on black ice, for example, it could lead to an almost immediate locking (the time course of which is determined, for example, by the wheel's inertia). This means that the small change should be advantageous, firstly, small enough that the result can be evaluated, but also only large enough that a condition deemed good can be restored as quickly as possible, whereby the value should be based in particular on "just noticeable under the required conditions" (e.g., asphalt, concrete, pavement, gravel, snow, ice, etc.). In particular, it is recommended that the small change is not made exclusively with the friction brake, but also with another torque-determining device on the bike, such as a motor, generator, dynamo, etc. If, for example, a bicycle requires roughly 100 W of drive power, for example,A few watts of wheel braking power can achieve a "small change," which is even possible with a wheel dynamo, for example, by changing the electrical load to the point of briefly short-circuiting it. Of course, a small drive could also be added if it allows the proximity to the undesired wheel measurement to be determined, for example, how far the wheel is from the locking limit.

[0414] The above "adding a small change" could of course also be used for ABS, ESC, etc., by making the quick change with a quickly controllable device (e.g., electric motor, generator), also to quickly exit an undesirable state. However, the almost opposite effect is also recommended here: namely, that the thresholds for ABS, ESC, etc. are not exceeded, but that the small change determines the limit relatively unobtrusively and then a better setting is approached with EMB or regenerative braking. The method shown here can therefore also prevent today's ABS oscillations, for example, by using a generator only to determine the proximity to the limit of the undesirable state. This can also occur entirely without ABS oscillations by approaching and maintaining a state deemed good, or by taking further steps to further resolve the problem.The method shown can therefore also be used to completely avoid ABS vibrations, e.g., by setting an avoidable actuator position. In particular, this method should also be operated in the opposite direction. For example, if little braking effect was achievable on a poor road surface (e.g., ice), the road surface may improve (e.g., on asphalt), and the realization that better braking is possible is necessary. Many things are suitable for this, e.g., the wheel speed can suddenly increase again or the descent speed can be slowed. However, the above "small changes" can also be repeated (even very quickly) until good braking is achieved again, consistent with the road surface. For this purpose, the "small changes" can lead to an increase in the EMB's braking effect setting each time, but this can also occur simultaneously by repeatedly adding "small changes" while the EMB increases the braking effect setting.The "small change" can also be used as a remedy against excessive (e.g. locking) braking, for example by quickly adding drive torque to quickly combat an undesirable condition.

[0415] In particular, the above "small changes" method can also be used for low speeds, where it is not easily recognizable whether the vehicle is still moving or already stationary. The above method, with alternating (or simultaneous) EMB settings and "small changes," would, with a favorable design, also detect whether the "small changes" at a standstill result in no wheel measurement changes (e.g., speed change), or whether a specific wheel measurement (e.g., speed) is still present during "small changes." This can also be performed at individual wheels at different speeds, for example, to prevent rolling away. Brake design

[0416] Fig.5shows an advantageous design of a brake 01 (here duplex brake) with brake drum 012, brake pads 063 and brake shoes 067. Two actuating cams 032 (which can be combined in one part) press the brake shoes against the drum via rollers 033, here in the fully braked position. Fig.5 and Fig.7 can also be seen as an operating principle and are then of course only one of many possible designs, for example only one pad can be pressed on and the second pressed by the first ("servo"), it can also be a simplex brake, many brake shoes can act radially or axially, the brake shoes do not necessarily have to be round, and the friction surface can also have a shape other than a drum or an internal shoe brake.

[0417] Other designs are also possible, including servo brakes, in which the braking force of the primary shoe is transmitted as actuating force to the secondary brake shoe, here as actuation transmission 058 drawn as an arrow. The lower actuating cam 032 and the corresponding lower roller 033 would not be required for the servo brake (here a unidirectional one, because only in one direction of drum rotation with servo effect). An actuating spring 042 can be included in the brake to achieve a specific rotation of the actuating cam 032 and thus a specific braking effect. This allows, for example, full braking or a desired braking action with, for example, g / 3 to be achieved even without electrical actuator actuation. The effect of the actuating spring 042 can be applied to the actuating cams 032 in any way, i.e., crank-like as shown or, for example, with an additional cam. As shown in Fig.5shown, the actuating spring 042 acts like a crank, i.e. with a spring torque that changes upon actuation. Together with the torque resulting from brake actuation and the path of the actuating cam 032, the braking effect, i.e. the angle of rotation of the actuating cam 032, can be determined. When the brake is fully released, for example, the actuating spring 042 can assume the dashed position, which here can be a dead center position or a position close to dead center, in which little or no electrical energy is required for the brake actuator to maintain the released position. This is advantageous, for example, when driving for longer periods, particularly at low speeds and therefore possibly with little electrical dynamo power, and can therefore also be used, for example, at walking pace.

[0418] Larger drum brakes often have roughly tangential pad pressure, for example, via hydraulic cylinders or a spreader (e.g., between the brake shoes). With smaller ones (e.g., bicycles), the contact pressure can also be roughly radial. However, there is a very significant difference between EMB and direct human brake application: The pad contact pressure, even with bicycle brakes, can reach from 0 to roughly 10 kN, requiring, for example, a hand force on the brake lever of 0 to roughly 200 N. This wide force range is tailored to human behavior, so that bicycles, for example, are not easily overturned due to the hand force required, even in "emergency braking." If the contact pressure ratio were designed as with hand-operated brakes, the electric actuator of an EMB would operate with a gear ratio that is far too slow over wide (most) application ranges due to the gear ratio required for emergency braking.It is therefore proposed that the transmission in an EMB operates the actuator (when operated without additional support such as a spring) in a favorable load range, i.e. with a change ratio ("non-linearity") of the actuator torque from light braking to full braking, which should be less than 1:10, for example, and naturally takes into account how high it can be due to geometric, material-stressing, and other restrictions. The physical ideal would be a completely constant engine load (preferably at maximum power), but this is considered unrealistic here, among other things. A brake that hardly or not at all increases in actuation force when operated by a person, especially against heavy braking, would be completely contrary to human practice, almost impossible to dose (because almost the same actuation force for very different braking effects), and also dangerous because it could easily lead to locking or rollover.Therefore, in the EMBs recommended here, the progression of the transmission ratio (e.g. through the actuating cam 032 or its elevation profile) is very important and completely different to that for hand- or foot-operated devices. It is proposed that this very important non-linearity depends on whether or not there is an assisting effect such as a spring and how the assisting is carried out via the actuation (e.g. it can be a crank-like spring that relaxes from a dead center area). This means that the non-linearity (e.g. elevation profile) can be designed so that the EMB releases without any actuation energy or goes into a braked state (e.g. sufficient effect for the parking brake, emergency braking, etc.) and / or requires little current in frequently actuated areas and / or more power against heavy braking.The cam 032 is therefore less a component here, but has a very specific curve, which has been the exact opposite in other brakes so far. The curve of the non-linearity (e.g. cam lift over angle of rotation) is also designed in such a way that the "list of measures" (see further below) for important EMB properties is achieved. The "list of measures" can be fulfilled in such a way that, on the one hand, the spring effect (if present), e.g., as a torque via the actuation (e.g., measured as the actuator angle), and on the other hand, the curve of the pad contact force (also, e.g., via the actuator angle) and from this, the respective non-linear transmission ratio (also, e.g., related to the actuator angle position) follows, if, for example, a certain actuator torque is to be set. For simplification, the local gradient, e.g.,The cam 032 is selected so that the spring (if present) and the actuating motor produce the desired contact force, not just at one point, but across the actuation or significant areas of it. As outlined above, other influences are advantageously also taken into account, such as mechanical losses, various air gap sizes, self-reinforcing, etc.

[0419] A reset 039 (the arrow can represent a rod, for example) is recommended for all such and similar EMBs when the position (or positions) automatically assumed by the spring are to be changed, for example from the outside (e.g. as an easily accessible operation such as a button, or also difficult to access or only operable with a certain reset part), for example by the driver: if, for example, the spring is in the parking brake position and the actuator is not actuated (e.g. there is no power), a position deemed more favorable (e.g. in which a released position remains, e.g. after the dead center has been released) can be reached using a push button. If the parking brake has another purpose (e.g. theft protection), the EMB can, for example as soon as it is functioning normally again, move out of the position established with the reset 039 and, for example, resume an theft protection function or normal operation.

[0420] Lining wear could be covered, for example, by the stroke of the actuating cam 032.

[0421] Wear adjustment can also be carried out as usual at the end of the lining opposite the roller 033 (e.g. by adjusting screw). Fig.6 A particularly advantageous adjustment is recommended in which at least one wear adjustment cam 083 presses on at least one wear adjustment lever 084 in order to cause a movement of at least one brake shoe 067 in the direction of pad contact pressure on at least one contact surface 087 (here, for example, a pin that goes through brake shoes 067 and wear adjustment lever 084).

[0422] The roller(s) 033 would be fastened, mounted or guided in the wear adjustment lever 084. The wear adjustment cam 083 can be rotated particularly advantageously by, for example, at least one actuating cam 032, for example by a driver rotating in an area not otherwise used for braking, for example from the released position, e.g. in the opposite direction to the normal actuation direction. A transmission with directional effect (also referred to as non-linear), e.g. a ratchet, can also turn the wear adjustment cam(s) 083 in the direction of greater wear adjustment with each push in the adjustment direction, or the actuator can, for example, make a greater rotational movement in the adjustment direction for each additional wear adjustment, which can, for example, save this ratchet. The wear adjustment cam(s) 083 should also be protected against unwanted twisting, e.g. through friction or, for example, through an additional directional effect (e.g. a ratchet).The wear adjustment can also be carried out using a spring for the wear adjustment 021 (or spring effect), which can be used, for example, to achieve the correct degree of adjustment. With a certain deformation of the spring effect, a certain spring force is created, which, once a certain counterforce from the wear adjustment is reached, no further adjustment is required and, based on this, sets a certain air gap between the linings and the friction surface. This can take place in the direction of movement normally intended for brake application or in the opposite direction, and the certain deformation can, for example, be caused by the control of the actuator or other limitations, such as mechanical stroke limitation or torque or force limitation, such as slip clutch(es). Wear adjustment can also be carried out in both actuation directions, so that, for example, in the actuation direction, an adjustment attempt (e.g.for safety reasons) and in addition, for example, an additional adjustment attempt can be carried out in a controlled manner in a direction not normally used (e.g. to increase accuracy or even to achieve a larger adjustment). Instead of the spring effect, the force or torque of the adjustment can of course also be limited in other ways, e.g. via the actuator torque or e.g. via friction such as static friction in a slip clutch. These adjustment options can of course be used for all brakes, including disc brakes, for example. Fig.6The radial adjustment direction can also be directed in a different direction, e.g., via a thread in the axial direction relative to the wear adjustment cam 083, which, for example, can cause an adjustment movement in the direction of the disc in a disc brake. If wear adjustment is performed in steps (e.g., with a ratchet), it is also advantageous to apply a corrective adjustment (e.g., angle) to the brake actuator, e.g., to take into account the pad movement caused by this adjustment step, so that changes in the braking effect do not take effect in stages with each adjustment step.

[0423] In Fig.7a wear adjuster which is advantageous with regard to the above design is shown in two (of many possible) variants, on the left, for example, as shown above for drum brakes (but would be similarly possible for ball ramp disc brakes, for example) and on the right, according to the same functional principle but with differently arranged parts for disc brakes, for example.

[0424] Known wear adjusters can initiate an adjustment movement, for example, when the planned air gap has been exceeded and until a counterforce or countertorque from the adjustment process becomes greater than that which can be transmitted in the adjuster. A slip clutch, for example, often limits the adjustment movement so that it ideally comes to a standstill at exactly the right, usually small, contact pressure (of the lining). However, friction brakes are comparatively "soft" with low contact pressure and thus an adjustment movement that comes to a standstill at an incorrectly small contact pressure means that the brake is incorrectly adjusted and, for example, cannot develop sufficient full braking effect. Slip clutches and similar devices have large tolerances (e.g. preload force, its changes, intentional and unintentional friction and its changes, e.g. grease or rust) and therefore adjustment tolerances.For brakes where sufficient actuation movement is available, a different and more precise principle is proposed that avoids such slip clutches (although these could, of course, also be used). It is based on the idea that a spring, when it travels a defined stroke, generates a well-defined force (which can also be relatively stable over time and temperature). Therefore, a defined spring force is generated here with a defined stroke, which actuates the wear adjuster until the counterforce or countertorque from the contact pressure exceeds the defined spring force. Fig.7On the left, a braking movement (here, a rotational movement of the actuating cam 032) is transmitted via a path-defining movement 085 (here from a cam) from a certain amount of movement (which also determines the air gap) to a force-defining spring for wear adjustment 021, which moves a further rotation device 086 until sufficient counterforce (from lining pressure) is built up and passes this further movement on, for example, to the wear adjustment cam(s) 083, whereby, for example, the further rotation device 086 can also act in one direction (e.g., ratcheting) on the wear adjustment cam 083 to effect further progressive adjustment in the adjustment direction. The spring effect for wear adjustment 021 can be any, e.g., a coil spring or as in Fig.7A springy strip or wire is indicated. In a ball-ramp disc brake, for example, the adjustment rotation would be directed to a thread that moves the pad closer to the disc, rather than to the wear adjustment cam(s) 083.

[0425] Another solution with a redirected adjustment movement is in Fig.7shown on the right with, for example, a disc brake (could also be a part commonly used in mechanical drum brakes for pressing the shoes apart), where the circles at 011 show a segment of the friction surface of the disc. Here you would see the narrow rolling surface of an actuating cam 032, which is perpendicular to position 032 on the right, on which, for example, a circular roller 033 rolls (which in turn is seen as a rectangle because the axis is horizontal here) and, for example, actuates a lever for pressing the pad (not shown). The path-defining movement 085 would, for example, be on the side of the actuating cam 032. (For none of the adjustments described here does the path-defining movement 085 have to be on an actuating cam 032; any other existing movement or rotation can be used, e.g. even gears in a gearbox). Here too, the path-defining movement 085 activates a force-defining spring for wear adjustment 021, which also, for example,a springy strip or wire. Here too (if, for example, the desired air gap has been exceeded), a further turning device 086 is turned and this rotary movement can, for example, turn a thread or other adjustment device in one direction (e.g. via a ratchet) in order to move the pad closer to the disc. On closer inspection, the force-defining spring for wear adjustment 021 and the path-defining movement 085 as well as the geometry (e.g. deliberate play, from which point the wear adjustment is turned) and the spring force at which the counterforce (from the pad contact pressure) stops the adjustment movement, are coordinated with one another (e.g. through tests or calculations) so that the desired air gap is set. In reality, the courses are therefore selected so that they are in terms of the result (e.g.of the set air gap), i.e., overlapping and merging into one another, and not necessarily one after the other, as described for simplification. The path-defining movement 085 does not have to follow a specific stroke; it can also have a general stroke pattern, as in , for example. Fig.7shown on the left by a further elevation at 085. This can ensure that increasing counterforce from increasing pad contact pressure is also counteracted, for example, by increasing force from the force-defining spring for wear adjustment 021, which can result in not only the air gap being corrected to its correctness at one point of the brake application, but also that a further adjustment movement is possible over a further actuation process through the interaction of force from the force-defining spring for wear adjustment 021 and the counterforce from the pad contact pressure. Thus, different elevation profiles of the path-defining movement 085 with different intentions and effects are possible. Even if the elevation (e.g.cam) appears to consist of only one protrusion, the realistic progression of the adjustment process will often be such that, as the protrusion increases and wear is correctly adjusted, there is essentially such an increasing counterforce (from pad contact pressure) that no significant adjustment movement occurs. However, if the air gap is too large (between the brake pad and the friction surface) the counterforce over the course of the protrusion is too low or partially or locally too low, so that adjustment processes occur over the course of the protrusion or over areas of the course, and the more and more adjustment processes the greater the need for adjustment. The components involved can also change, such as a bimetal, which, for example, ensures more or less adjustment when the brake is hot. Of course, adjustment processes (even more or less adjustment in both directions) can also be possible in other ways or in addition, e.g.manually or through the action of the brake actuator or its motor. A combination of the above adjustment with a force-defining spring with an adjustment carried out by a special actuator actuation is also recommended, in which, for example, the adjustment with a force-defining spring is carried out each time the air gap is overcome, e.g. in such a way that the brake is adjusted to at least an acceptably strong extent and, in addition, by a specific, additionally deliberately induced actuator actuation (e.g. in an area otherwise unused for braking), the brake is adjusted more precisely, i.e. more. This means that even in the case of incorrect, deliberate adjustment (e.g. if the adjustment requirement is underestimated), an acceptably adjusted brake can be achieved, because this can be achieved through the adjustment when the air gap is overcome, even without a deliberately induced process, purely through the mechanics of the force-defining spring. If the deliberately induced process, e.g.incorrectly adjust too often or too much, the brake actuator and / or the non-linearity (e.g. through power or torque reserve of the motor, through non-linearity, which also applies sufficient contact pressure in this state) can be designed in such a way that even when the pads are dragging (with the brake completely released) a required minimum actuation of the brake is still possible and thus (possibly limited) safe braking remains possible. A parking brake drive 047 (or other actuation drive, such as an additional handbrake function, emergency brake, etc.) can also actuate any EMB of any design in a variety of ways, e.g. as usual via a lever and cam on at least one shoe (indicated by arrows) or e.g. by turning the wear adjuster (which should of course return to the correct wear adjustment value after the rotation).How a parking brake drive 047 or other actuation drive can interact with the electrical actuation is also shown in the brake lever in . Fig.9 shown. The brake from Fig.6 By using the actuation transmission 058 instead of an actuation cam 032 and roller 033, it can also be designed as a servo brake, whereby the force otherwise supported in the lining support can at least be introduced as a component, e.g., in the area of the roller bearing. Similar to the one shown, two wear adjustments can be used, also with different adjustment properties, advantageously matched to the different wear behavior of the primary and secondary lining, or even with just one adjustment (i.e., among other things, wear adjustment cam 083, wear adjustment lever 084). Fig.8shows a suggested arrangement which, in addition to actuating the brakes presented here, can also actuate other, even conventional, brakes and also non-electrical actuation. The at least one actuator should preferably have a non-linear behavior with regard to the pad movement, but linear drives can also be used, e.g. with threads, or less non-linear ones, such as cables on cranks (levers). In this case, a brake actuation 017 (e.g. consisting of an actuator, i.e. also an electric motor, also with springs, preferably a non-linear drive, possibly wear adjustment, if necessary a parking brake, if necessary control electronics, possibly also with a power supply) acts on at least one brake via an actuation transmission 018 (which can be provided, e.g. with a cable, deflection parts such as rollers or levers, Bowden cable, rods, chains, but also hydraulically or pneumatically, e.g. with pistons on the brake actuation and on the brakes).

[0426] This actuator could even be operated wholly or partly using non-electrical power. For example, an overrun force could operate a non-linear actuator and, as a non-linearity, operate the brake on the one hand, but also a wear adjustment device on the other, for example during opposite movements, such as when applying and releasing, which would of course also be possible with other, e.g. electric, actuator drives. It would of course also be possible to minimise the actuation transmission (e.g. by means of a transmission element for, for example, a rotary movement) so that the brake actuation 017 is directly on the brake. It is proposed that the actuation transmission 018 and the brake(s) 01 be designed with as little loss as possible in order to keep the actuation energy and any necessary return spring forces (which in turn require actuation energy) as low as possible. For this purpose, for example in a drum orFor disc brakes, rolling contact parts should be used whenever possible, i.e., those with as few losses as possible due to (even "scratching") compensating movements. Cables can be guided via rollers, for example, and Bowden cables with as few disruptive bends as possible can also be friction-reduced, e.g., with plastic coatings. The upper actuation 018 is, for example, a cable, possibly with roller(s). The lower one would be, for example, a Bowden cable. Of course, one would not pair different variants.

[0427] Nonlinearities arise in Fig.8 For example, in brake actuation 017, for example, by means of cable reels with a non-constant radius, which decreases with actuation. Many other non-linearities are possible, e.g., linkage to levers with a lever action that changes with actuation, sensors such as rollers that follow elevations (e.g., cams), etc. Fig.8For each actuation transmission 018 (there can be any number, i.e. one, two or more) a separate non-linearity is shown. However, it is also possible to use the reaction force, so that, for example, the upper actuation transmission 018 goes to a non-linearity and, for example, the lower actuation transmission 018 uses the reaction force triggered by the upper one, which could, for example, be tapped at the pull part drawn diagonally downwards, i.e. the lower actuation could be connected here. To use the reaction force, the brake actuation 017 would be mounted in such a way that a compensating movement can take place, for example via a compensating part 019. A compensating movement (e.g. via compensating part 019) should preferably also be present without the use of reaction force, in order to promote a well-even introduction of the actuation force when there is more than one brake.Of course, the brake actuation 017 can also be installed without any possibility of balancing the actuation forces, or the possibility of balancing the actuation forces can also be provided elsewhere, e.g. by the actuation transmissions 018 coming from a balancing device, e.g. a balance beam on which the brake actuation 017 acts.

[0428] Wear adjustment would be possible, for example, for the EMBs together by pulling on the compensation part 019, as well as, for example, by changing its length or by mounting it on the EMB or in the EMB. Wear adjustment can also be carried out by the brake actuation by continually actuating it as wear occurs. Of course, any other point can also be used for wear adjustment, for example on the brakes 01. Existing drives are preferably used for wear adjustment, for example by using a specific direction of rotation or a specific range of rotation. Other forces, positions or a mixture of both or other effects can also be introduced into the compensation part 019, for example from a parking brake actuation or from an additional brake actuation (e.g. handbrake, emergency brake, overrun force, etc.). The extent of the introduction or the conditions can also be measured in order to derive actions orConclusions can be drawn and overlays can also be carried out, for example an initiated position can be reduced or increased by means of the brake actuator.

[0429] For self-reinforcing EMBs, an advantageous design can be such that the braking effect in the forward direction of travel is, for example, at least 1.5 times higher than in the reverse direction (especially when vehicles are involved that require dismounting when stationary, e.g. bicycles or bicycle trailers). The braking effect when stationary or rolling backwards (which can also result from at least one spring effect, for example) can also be designed in such a way that in these states only holding the vehicle against rolling away is possible (even under unfavorable conditions, such as gradients, loads). Also, for vehicles where rolling away backwards is unlikely (for example, it would be implausible for a bicycle with a rider to be driven in reverse), the braking effect when moving forwards can be, for example, at least twice as high as when stationary or in reverse.For a bicycle trailer, a duplex brake may be suggested to enable strong braking forwards and only to stop the vehicle from rolling away or rolling backwards. For example, for bicycles (or mopeds or motorcycles), a servo or unidirectional servo version is also suggested if, for example, bicycles can only brake strongly forwards.

[0430] In order to save weight or costs (and also for other reasons), brake components can be subjected to higher loads during infrequent, heavy braking than during normal braking, or the non-linearity can be designed in such a way that it causes this load.

[0431] Where appropriate (e.g. in the case of bicycle trailers), it is proposed that the wheels should be easily removable (e.g. for transport). In the case of a drum EMB, it is proposed that the drum, including any wheel bearings and any generator or motor, can be easily pulled off an axle journal (e.g. after loosening a push-button lock, a nut, a bayonet, etc.), and in the process, spring contacts to the motor or generator, for example, should also be released. Brake shoes with associated parts such as the drive and wear adjustment should remain on the axle journal, preferably also with a base plate or basic unit that carries or encapsulates these parts. This drum brake is preferably designed so that it can be easily used for axle output on both sides (as is usual for bicycle forks, for example) by at least redesigning the axle journal to create two axle outputs (e.g. in the usual assembly design with a thread).

[0432] For a disc EMB, a design with a removable impeller is proposed so that the brake disc with the caliper remains on the vehicle, if necessary also e.g. generator or motor, and the impeller (if necessary with wheel bearing) can be removed by means of a rotation-transmitting connection e.g. after loosening a push-button lock, a nut, a bayonet, etc.

[0433] In Fig.16one of many possible designs of the brake 01 (here drum brake, brake drum 012) is proposed, which is also suitable for spoked wheels, for example, takes up the above suggestions and can have an axle on both sides (e.g. as for swing arms or bicycle forks with nuts on both sides, for example) or, as shown, with a single-sided axle (similar to the axle stub on car drum brakes), in which case the attachment can be made, for example, with a wheel nut or, as shown, with a simple release device 2501 (in any case, in such a way that nothing comes loose undesirably) (such as a push-button lock which can release locking parts, for example via a pin, even against spring force): An electrical machine 2502 can be installed (with or without a gear, e.g. dynamo, generator, drive motor) which can also provide power (e.g. for the brake or control, etc., possibly also lighting, etc.) or can also provide signals for the speed (e.g. for ABS speed, wheel speed, etc.).Additional or alternative sensors can also be used, such as magnetic, temperature, etc. If electrical components can be removed with the wheel, an easily separable and re-establishable electrical connection is advantageous, e.g., via spring contacts. In a wider area (e.g., indicated by 012), the actual brake components, such as brake pad 063, brake shoe 067, actuating cam 032, roller 033, etc., can be mounted similarly to . Fig.5 and Fig.7be, in the same or a different area (preferably nearby) there may be parts such as wear adjustment cam 083, wear adjustment lever 084, contact pressure support 087, path-defining movement 085, further rotation device 086, etc. Also in the same or a different area (preferably nearby) there may be an actuating spring 042, for example, with a pivoting or tilting support (or fixed support which converts the geometric changes during the movement into spring deformation) as well as a linkage to the brake actuation movement (e.g. crank-like). The arrangement of the components and areas can also be different or in a different order. The actuator 2503 (e.g. electric motor with or without gear, indicated by several lines 2503, which also indicate several components and positions) can in principle also be separate from the brake 01 or.also on or in the brake (wholly or partially), but preferably at least somewhat away from the effects of brake dust, e.g. spatially or e.g. protected such as wholly or partially covered, if necessary also water-protected or tight, whereby protection against ingress (e.g. water, dirt, etc.) can also refer to more parts (up to all parts) in the EMB. An axle 2504 and armature assembly 2505 can serve as an external fastening (e.g. to vehicle parts such as wheel suspension, chassis, etc.) or as an internal fastening, so that e.g. the brake force-bearing components can be fastened or articulated to a force-bearing armature assembly 2505 extending into the interior of the brake, as can parts around the actuating spring 042 or this inwardly guided armature assembly 2505 also projects force-bearing over other parts, e.g. over gear parts or spring parts. An additional, also non-electrical actuation (e.g. similar to that in . Fig.6 referred to as parking brake drive 047) can be led outwards, which can also fulfil other tasks such as, for example, as additional or alternative actuation for safety reasons or, for example, as a brake in a non-electrically actuated operating state such as pushing or pulling.

[0434] It is suggested that it is particularly advantageous to design the EMB in such a way that as many applications as possible are opened up. This means that, as an advantageous design, longer braking using spring force may be recommended (which, for example, also reduces electrical energy consumption during longer periods of standstill), or that a parking brake position is also provided in which, for example, without additional measures or components (apart from those required for the at least one spring), and preferably without releasing a brake, the EMB can be brought into a parking brake state (or goes automatically), which causes no or a permissible low power consumption. This longer braking using spring force or parking brakes can also be provided for safety reasons, so that, for example, in the event of a power outage or a fault, the EMB goes into a significantly, but essentially harmlessly strong, braking state, for example in the range of 0.2 g to 0.5 g. This state can also be resolvable (e.g.by an action) to enable continued travel without power, for example. In particular, in addition to the electrical brake actuation, another type of brake actuation (e.g., mechanical or pressure-operated) can be provided, which is applied or engaged automatically (e.g., after a certain actuation) or as an alternative. A particularly conceivable application is a vehicle that is operated particularly slowly, e.g., by a person walking. In this type of operation, the available electrical energy can be particularly small, for example, only that which is generated, for example, by at least one vehicle-operated power generator (or other generation such as lighting, wind, etc.). Instead of, for example, an additional (e.g., mechanical or pressure-operated) brake actuation, it is proposed in this case to design the EMB in such a way that, for example, it consumes as little power as possible when the braking request is "released" and switches to a power-saving position when the braking request is extended.In particular, it is recommended that the non-linearities in the EMB be designed to be advantageous for this purpose. For example, a spring on a crank can support the actuation by rotating it, or a non-linearity in the pad pressure can act in such a way that the spring can achieve a desired braking state and stronger braking up to full braking, e.g. with additional power consumption, can be made possible. For longer non-braking periods, the spring on the crank can, for example, assume a dead center position or a position close to dead center. An actuated state at standstill can also be recommended for safety reasons, if, for example, a vehicle or object has to be secured against accidental rolling away (e.g. with a child on sloping ground, in windy conditions, etc.). In this case, it can also be recommended to design this braking effect in such a way that, for example, with a full load and a conceivable gradient or wind (e.g.of a passing train) no rolling away occurs, the braking effect achieved in this way can also be designed in such a way that it does not produce a dangerously strong braking effect when in motion (which could, for example, lead to locking, rollover or loss of control) if it were to occur, for example due to a malfunction or, for example, incorrect operation (including incorrect operation, e.g. unintentionally while the vehicle is in motion). A good one out of many possible combinations can consist of an initial switch-on from "complete" switch-off (residual currents which do not lead to any functional impairment are possible), for example a switch that can also switch on other braking functions (for example can switch on a brake light, or for example only allow braking when switched on for safety reasons, etc.) and a braking request detection (e.g. a cable force, pressure orPosition, deceleration, overrun force detection), whereby additional combinations are also recommended as being advantageous where necessary, so that the first activation is also possible with the assistance of power from a generator, for example, e.g. when the wheel starts to turn. This can be achieved, for example, by a device that can be inserted into the cable pull (preferably at one end), through which the cable is threaded, for example, or the cable is passed through a slot or the cable is attached to it. Several of the above-mentioned switching or braking request detection functions are also possible, e.g. at least one on the towing vehicle and at least one on the trailer, which can be used, for example, when the trailer is being pushed. List of measures

[0435] From the above, the following "list of measures" (mentioned above because it also concerns non-linearity, spring action, self-reinforcement, etc.) is recommended, especially for vehicles with little available electrical energy, such as bicycles, bicycle trailers (or trailers without a special power supply, including, for example, passenger cars or commercial vehicle trailers), taking into account the power requirements for electronics, for the actuator during position holding or moving actuator (with actuator motor rotation), for short standstill and for long standstill, power generation from generator, power storage in battery or accumulator (here summarized as battery): Normal driving mode: The generator energy output is designed to ensure that all braking functions are possible, including ABS or ESC for a reasonable time. Preferably, a (even small) battery is charged. A non-electrical auxiliary braking function, such as mechanical (also, for example, from a certain brake actuation position), may be available. Switching to other modes should be possible, e.g., to the parking brake position. Slow driving mode, including walking movements (e.g., "jogging"): The generator energy output is preferably designed similarly to "normal driving mode" in order to achieve reasonable generator dimensioning. However, it is designed to ensure only minimal function, e.g., infrequent actuator movement but longer actuator position holding. For this purpose, the spring action and geometry are preferably designed to allow for release-holding with little to no electrical energy, and to minimize the braking expected during slow driving (e.g.,normal gradients with normal load) are possible due to spring action and friction losses in the brake application either without actuator energy absorption or the generator energy output is designed in such a way that holding such an actuator position for longer periods is possible, preferably for a very long time. A low "emergency braking current requirement" during slow driving can be provided by the battery, since it only involves, for example, significant braking during push operation by a person. Additional power-saving measures are recommended, such as the brake electronics only requiring or requiring higher power when a brake application (e.g., by a switch) is detected and the processor or electronics are operating in a power-saving state, for example. "Slow driving" can also or only use non-electric braking. A non-electric auxiliary braking function, such as mechanical (also e.g.from a certain brake application position) may be available. Switching to other modes should be possible, e.g. into the parking brake position. Short standstill: This is covered without generator energy output (or with energy other than that powered by the vehicle, such as photovoltaics), but with the least possible battery support. The EMB preferably only assumes power-free positions, such as fully released or braked in such a way that plausible gradients and influences such as wind, airstream, etc. are secured against rolling away. The electronics (including the processor) are also operated with very little power and only react to changes (e.g. braking request, vehicle movement, etc.) or only react slowly (without, for example, being annoyingly slow). This state can also be covered or supported non-electrically. Switching to other modes should be possible, e.g. into the parking brake position, starting up a journey. The long standstill (see below) can be activated during or before a battery power failure.Long standstill: Coverage without generator energy output, possibly with other energy generation such as photovoltaics or absorption of stray fields (e.g. electromagnetic from nearby power lines). Before power is switched off, the actuator should preferably be set in a position that ensures that plausible gradients and influences such as wind or airstream prevent the vehicle from rolling away. The actuator can also be used to achieve an anti-theft function, so that, for example, moving the vehicle or removing wheels (due to the pad contact force) is made more difficult and can also be re-entered if unauthorized operation does occur. This state can also be covered or supported non-electrically. Switching to other modes of operation should be possible, e.g. starting a journey. To do this, an input can be made, e.g. a button is pressed or the brake lever is pulled briefly, to switch the power back on and react with the electronics.This allows for a wide range of functions, from immediate travel authorization to unlocking functions, such as interaction with an authorized mobile phone for unlocking. Long downtime without the possibility of restarting (e.g., due to a defective battery): Preferably, power can be made available, e.g., through a USB connection, battery charging, brake unlocking, and pushing or driving to generate power. In During this phase, theft protection may not be effective for the time being. Other conditions: Can be prevented by the various possibilities of EMBbe added and would be (e.g. also through external intervention) e.g. braking if a child does not do so, ending the driving option, unbraked parking (e.g. if the vehicle is to be pushed to another location more often, also triggered by remote control or also time-limited, also with transition to the parking brake function and theft protection under certain conditions, such as long distances, longer movements, etc.), also intentionally uncontrollable or even dangerous driving behavior, e.g. in the case of theft, etc., group behavior (that entire groups of vehicles can be locked, braked, unlocked, etc.), that depending on the presence of control signals (e.g. reception of radio signals, signal to cable or receiver, etc.) certain functions are activated or can also be changed or switched off in a time-controlled manner without these signals, and so on. The reverse data direction can also be possible, e.g.Data from the brake(s), of at least one vehicle or other data, such as position, speed, images, films, environmental data such as temperature, etc., are passed on to an output (e.g. for the driver) and / or recording, for example displayed / recorded via Bluetooth on a mobile phone, for example. Controlled triggering of such functions is also possible, so that, for example, when a certain braking effect is reached (or, for example, deceleration or speed of value changes), functions are changed, for example recording(s) are started or made more fine-resolution, also with a tachograph function, for example with the data being passed on in order to, for example, obtain an insurance premium or, for example, a permit, such as operation in a pedestrian zone. The brakes (or parts of them) can also be controlled externally, for example from a mobile phone, even including measured values, such as the mobile phone’s deceleration measurement.

[0436] Other features may also be possible, such as the brake (or parts thereof) being easily removable from the vehicle (e.g. the wheels of a bicycle trailer, including the brake drum, being easily removable, e.g. at the push of a button, parts of the brake or actuator being covered, e.g. to protect against brake dust), a drive motor interacting with the brake or being integrated or built in and also being removable with the drum, such a motor also acting as a generator, e.g. for battery charging or regenerative braking, regenerative braking being preferred or the friction brake only being used if this is not sufficient, a generator or motor also providing wheel speed signals (e.g. using alternating current for ABS speed), the generator or motor providing other information, such as temperature (e.g. via the copper resistance of the winding(s), which the brake actuator can also serve, for example), orwheel load dependent changes e.g. of the air gap (and thus enables e.g. a wheel load estimation) and others.

[0437] Particularly for car trailers (or heavier ones, or for other applications such as agriculture, construction sites, etc.), but of course also generally as a safety aspect (e.g. also from the list above), a secure power supply can be recommended. For example, as a further list item, "charging or buffering" of a secure power supply: this is recommended, for example, without complex additional components such as larger generators (which could, for example, directly feed certain braking actions, such as up to a portion of the full braking torque), thus preferably using only one battery or accumulators (which may, for example, already be present on the trailer), even in combination with a small power generator. For example, the generation of the ABS wheel speed signal can be designed in such a way that (e.g., through a coil(s)) charging current (e.g., for a battery, capacitor, etc.) is also generated. Preferably, some kind of statistics is used, e.g.how long at a minimum speed one must drive for in order to achieve a certain number of braking applications of a certain force, e.g. from 25 km / h, for example, "normal" braking with e.g. g / 3 should be possible again in 5 minutes. This will primarily be based on sensibleness and typical driving behavior, e.g. that a certain driving time between braking applications is typically possible, but can exclude, for example, the possibility that constant starting and braking in a traffic jam does not contribute to charging at all or only partially. A small photovoltaic system can also keep the battery in the required state, e.g. when the trailer is not in use for an extended period of time, or offer this option.

[0438] The above "list of measures" serves as a useful collection of points and their details and can be fulfilled in whole or in part (or not at all if inapplicable). Control or regulation of the EMB(s)

[0439] For the control or regulation of at least one EMB it is proposed (in general, i.e. also independently of the designs and applications mentioned here) that a control loop is created which compares the setpoint of a braking effect specification with a determined actual value of a braking effect and thus regulates the actuation of the brake, for example by adjusting the actuator position so that the deviation between setpoint and actual is as desired, i.e. is small, which is possible for example with the usual PID controls (or parts thereof) in terms of time behavior or accuracy. Many different values can be used as values for the achieved braking effect, such as deceleration, braking torque, overrun force, braking force, pad contact force, actuation force. In particular it is recommended that the actual value is measured, determined or estimated or, for example, obtained from a model behavior or behavior that describes the brake.from measurements within the brake and / or calculations, e.g. from the actuator torque, the pad contact force is deduced or an actual braking effect is determined via the current friction coefficient or friction radius. It is advantageous if at least one of these values is output by the brake, e.g. in analog or digital form. The target braking effect can be limited in its increase (e.g. per time) or, for example, filtered (e.g. low-pass) and, for example, intermediate values can be formed in the event of a jump in the target braking effect. The time behavior of the increase is preferably selected so that the brake can follow, i.e. there is no or a tolerably small additional delay in the actual braking effect.The PID or similar control parameters are preferably selected so that there is no or a tolerably small additional delay in the actual braking effect, since the motor also needs time to adjust, and the time behavior of the increase and control (PID) are selected so that the brake does not take longer, or only takes a tolerably long time, than the motor or the entire actuation (including, for example, spring(s), non-linearity, etc.). Since there can be non-linear relationships between actuator control and braking effects, it is particularly suggested that this control system be examined using known methods of control engineering for the known advantageous properties of a control system, for example stability against oscillation tendencies. There will be a time behavior between input and output variables (e.g. target and actual braking effect), and thus (depending on, for example, gain) a tendency or condition for oscillation can arise due to, for example, the phase position.It is therefore recommended that this be examined, if necessary, for stability or stability reserves (in the case of possible influences and tolerances). This can be done within the brake control system, but can also be done externally on a model, e.g., through various parameter combinations (e.g., PID or components thereof) or by varying possible influences or tolerances. This can, for example, aim to achieve good step or time behavior, but also, for example, to detect or rule out a tendency to oscillation in variable values (e.g., continuous values or a digital representation of continuous values). Well-known methods of control engineering can be applied.

[0440] It is also particularly advantageous if different braking components are treated individually in the control or regulation, for example the two pads of a disc or drum brake or the individual friction surfaces of a multi-disc brake, whereby all friction surfaces can be treated individually or in groups, for example those located further out and those located further in. As "individual", it is suggested that (e.g. also iteratively or in approximate steps) the influencing relationship is solved or approximated, for example how a certain actuating force, for exampleself-reinforcing dependent (or not self-reinforcing dependent) contact pressure per pad or group, which in turn causes a certain coefficient of friction and thus a certain braking force per pad or group and the respective friction force with the respective speed of the friction movement causes a certain heating of the pad or group, which in turn determines the coefficient of friction or a possible self-reinforcing and this improved or more precise state is used, for example, in the next calculation run (which can be as described above or in a similar way). Essentially, this proposal serves to gradually resolve the mutually influencing variables when calculating with two or more friction pairings. The two or more braking forces can of course be combined to form an overall braking effect (e.g. braking torque) or it is of course also possible to combine several friction pairings and apply the process in this or a similar way with, for example,a friction pairing to be representative for all. On the actuator side, it is of course conceivable that several actuators are used for the friction pairings, but it is also proposed that the contact pressures are applied, for example, by "one actuator", whereby "one actuator" can, however, consist of, for example, an electric motor, possibly other energy storage devices, such as at least one spring, or additional actuations (e.g. for safety reasons and / or, for example, as a parking brake). If it is advantageous for brake control or regulation, the actuator position or the actuator torque (or similar expressions with a similar effect) can be individually distributed for the friction pairings. In particular, it is proposed that the actuator torque can be distributed according to the actuation forces for the corresponding friction pairings, for which purpose the distribution that can be used in the above-described (e.g. also iterative or.This results in a distribution between braking components (determined in approximate steps). For example, if the above distribution results in a specific ratio of the actuating forces, this can in turn serve as a measure (e.g., distribution ratio) for the distribution of an actuator torque.

[0441] It is proposed that, if necessary, at least one wheel is braked with a slight time delay or with a slightly different braking effect in order to draw conclusions about road grip from the possibly resulting different wheel speeds and, if necessary, to derive from this how far the braking effect can be or could be increased. This can be proposed both when the system is applied and / or when it is released and / or when an anti-lock or slip control measure is activated, for example by inferring from the behavior of one wheel how at least one other wheel will behave with regard to the slip or locking limit and using the aforementioned information to prevent excessive slip, locking or insufficient braking. Insufficient braking here can mean that more braking would be possible (e.g. by changing the road conditions, e.g. from poor to better), and this is supported or applied here.Determination of speed (e.g. over ground) can also be enabled, improved or supported, whereby other speed determinations or estimations can of course also be involved, such as by integrating or summing from acceleration.

[0442] Here, a state of an electrical actuator (electric motor, magnet, etc.) is evoked from any "braking request" (e.g., from a lever, pedal, emergency braking assistant, automatic driving, sensor such as force, axle or wheel load, overrun force, deceleration, speed, location (e.g., with GPS), and any other quantities and estimates or determinations such as mass or vehicle mass) in any quantity (e.g., deceleration, percentage, "braking force," unitless, etc.), such as motor angle, current, etc. This can be done via software (e.g., C, Simulink, etc.) or an analog circuit, but in principle, any method is possible, e.g., via fuzzy logic, neural networks, tables, switches (e.g., step switches, brake light switches), or in combination, so that, for example, the EMB can only brake or is supplied with power from a certain switch position. A combination of input variables is also recommended, e.g.,Braking request and vehicle data such as current axle load(s).

[0443] It is particularly advantageous if the control or regulation can also output the set values, e.g. from measurements, estimates, determinations, etc. or combinations thereof. In connection with this output or even in general, one of many possibilities is suggested for a control to control the actuator state, e.g. its motor angle. The braking effect can be measured or estimated or determined by processing brake data such as instantaneous stiffness, instantaneous deformation (e.g. caused by the actuator actuation), instantaneous actuator data (e.g. current), other influencing variables (e.g. instantaneous friction coefficient and / or friction radius) into a braking effect (e.g. braking torque). Another suggestion is to use the determined or measured braking effect in a control system for the comparison of the actual braking effect and the desired braking effect and to use this to generate new or improved actuator setting data (e.g.Actuator position or angle). For example, a potentiometer can determine a current angular position and a DC motor can be moved until the target angle (which is determined, for example, from the currently requested braking effect) and the actual angle are sufficiently close, or a brushless DC motor (BLDC), for example, receives the improved position as a target value and adjusts it via a field-oriented control (FOC) in a position control loop.

[0444] In a simplified variant, it is proposed to carry out the target / actual comparisons of the braking effect on the one hand and the actuator position control on the other hand as a single joint control, i.e., for example, to carry out the actuator position control directly as a braking effect control or to interpret it in such a way that instead of two controllers operated in series, only one is used, whose abstract task is to approximate numbers from the target and actual values, whereby it does not have to matter what the numbers express (e.g., braking effect or actuator position). This is proposed, among other things, for simplification, but also for greater stability against possible oscillation behavior, since several interacting controls can be more problematic in this regard than a smaller number of controls. This could, of course, also be applied to other simplifiable controls, such as contact force or actuator torque or current. It is also recommended to take into account any conceivable abrupt behavior (which, for example,(The lack of intermediate values can complicate control) by taking appropriate precautions (e.g., with executable instructions for those cases that would otherwise remain without clear solution instructions). For example, states with a braking effect of 0 can be all states before contact of the brake pad with the friction surface, and states with variable contact force from the beginning of the braking effect onward. For example, for "all states before contact," only one favorable actuator position is used, e.g., 0.

[0445] For example, the actuation state of the brake (e.g. actuator values such as position or force) can be changed in a control or regulation system in such a way that, for example, a certain overrun force (where "certain" can be pushing, pulling or even no or low overrun force) or, for example, a certain deceleration or another value, which can even be at least a temperature of brake parts (as a measure of the braking effect, for example), is achieved.

[0446] Brake request detection using a brake pedal or brake lever simulator If, due to technology, no braking force-dependent actuating resistance is generated in the actuating element (e.g. brake pedal or lever) when controlling brakes, the user can be given a familiar feeling for the force generated by means of appropriate simulators (force-generating devices).

[0447] It is proposed here that materials and / or geometries be used in the brake pedal or brake lever simulator and / or that different combinations thereof interact over the course of the actuation so that an actuation force is generated which changes in a controlled manner over the actuation path and that this can in particular deviate from a proportional force-path relationship. This relationship can, for example, be more progressive, i.e. with greater actuation, disproportionately more force is developed, e.g. through a material (solid, liquid or gel-like) which, for example, has a stiffness or toughness that increases with the force or, for example, is dependent on the loading rate. Alternatively or additionally, the geometry can change during actuation, e.g. changing leverage, thickness and / or area (e.g. by creating or becoming effective more area upon compression) of an elastic material.Different parts can also interact sequentially over the course of the actuation, so that, for example, with more actuation, increasingly more actuation force-generating parts become effective, which can occur in stages or with transition.

[0448] Other effects can also be added or become noticeable in areas of actuation, e.g. the actuation force originating from an additionally actuated braking system from a certain actuation. For example, for safety reasons (or because a further braking effect is desirable), a mechanical or hydraulic brake can be actuated from a greater lever or pedal travel, and this can also contribute to the actuation force or the actuation feel. In this case, force, travel or both, as well as additional values such as time courses, e.g. sudden actuation, can be determined in, on or in conjunction with levers or pedals that are (also) used as simulators.

[0449] Fig.9shows a basic, possible design of a brake lever or brake pedal 20, for example, for hand or foot operation. For the sake of simplicity, the word lever is always used here, which therefore also applies to a pedal, i.e. the parts are shown and described according to their function, but can also be arranged in any desired manner and parts or functions can be omitted or additional ones added. A purely electrical output of an actuating force 2001 is possible. In this case, a lever 2002 (as the actuating part of the entire brake lever or brake pedal 20) is guided, i.e. can be rotated about a bearing point 2003, and its actuating movement is restricted by limits 2004 (at least one of which can be adjustable, but which can also arise, for example, from the actual geometry).

[0450] The type of adjustment is arbitrary for all settings, e.g., by screwing, bending, adding, or removing, but it can also be a fixed setting with no intended adjustment.

[0451] The lever may still be without triggering a braking effect in the first actuation range and can be moved in this first range with a lever play spring 2005, for example, into a position as far away from actuation as possible, or if the lever play spring 2005 is removed, without spring force. Upon further lever actuation, a pusher 2006 (for sensor 2007) will move the sensor 2007 via any adjustment option, for example, rotating it around a bearing point 2003. In this case, for example, a rotary sensor can be located in a bearing point 2003, for example, i.e. at least one resistor that can be changed by rotation or movement (e.g. at least one potentiometer) or there can be at least one sensor for sensor 2008 (e.g. distance sensor), whereby all such sensors or sensors initially output an electrical signal (e.g. analog, digital, PWM, etc.) (which can contain a variety of information, such as brake light, braking request, time behavior, etc.), which then (e.g.on the lever, in the lever housing, elsewhere) can be further processed and transmitted, for example, via wire or wirelessly (e.g. electromagnetically, sound, etc.) and ultimately serves to control or regulate the braking effect of an EMB and can also be understood differently as a signal corresponding to the braking force, for example as a deceleration signal (where the difference can be that a braking signal can have a relationship with the braking effect, for example a proportionality to the braking torque, which results in a different deceleration for the same braking signal depending on the mass). A deceleration signal, on the other hand, would be related to the desired deceleration and, for example, independent of mass, and would be converted into a braking signal by taking into account, for example, the mass. The mass can be estimated from, for example, accelerations, ABS behavior, etc. or even be "unnecessary" in the sense that strong braking is always requested and this, for example,With lower axle or wheel load, this can lead to increased wheel slip early on and thus, with lower axle or wheel load, also produce less braking effect due to the wheel slip limitation or ABS activation. An arbitrarily adjustable sensor stop 2009 can define the start of the lever movement with braking effect output, i.e., from this point on, a recognizably variable sensor or sensor signal is generated, but also an actuating force perceptible to the operator, which is generated here, for example, with a first actuating force spring effect 2010 (which can also be arbitrarily adjustable).

[0452] An advantageous design would therefore have a very low or completely spring-force movement without braking effect at the beginning of the lever movement (similar to a hydraulic brake until it contacts the master brake cylinder) and from a certain lever position, best defined by the sensor stop 2009, with a first actuating force spring effect 2010, a sensor or sensor signal reflecting the lever actuation from the movement of the sensor 2007, whereby both the actuating force spring effect 2010 is present from the recognizable sensor or sensor signal and the operator has the best possible feeling for the braking effect that begins from this point on. This behavior can be designed to be as tangible as possible in order to clearly signal to the operator braking when the braking effect begins. The further characteristic curve p...

Claims

1. Method for braking a vehicle, in particular a towing vehicle and / or a trailer, the vehicle comprising - at least one wheel, - a first braking device (2612) for braking the at least one wheel, in particular a non-linear electro-mechanical friction brake, a brake detection device (2601) for detecting braking of the vehicle - and a, in particular electronic, brake control device (2608) for controlling the first braking device (2612) - the brake detection device (2601) being formed of o a speed measuring device for calculating a deceleration from the changing instantaneous speed of the vehicle, preferably from a wheel rotational speed sensor for measuring the rotational speed of the at least one wheel, o and / or a deceleration sensor (2602) for measuring a deceleration, in particular for measuring a deceleration effect in at least one direction, preferably in the direction of travel, preferably a multi-axis, micro-electro-mechanical system, characterised in that - the detected braking is converted into a brake detection signal (2607) by the brake detection device (2601), - wherein the brake detection signal (2607) is transmitted to the brake control device (2608), - wherein a brake actuation signal (2611) is generated by the brake control device (2608) on the basis of the brake detection signal (2607) by determining a brake actuation signal (2611) for actuating the first braking device (2612) on the basis of the brake detection signal (2607) by means of interpolation tables, by means of conversion functions and / or by means of a simulation model, - wherein for controlling the first braking device (2612) the brake actuation signal (2611) is transmitted by the brake control device (2608) to the first braking device (2612), whereby controlling, in particular actuating, preferably applying and / or releasing, the first braking device (2612) is performed and thereby in particular braking of the at least one wheel, in particular braking of the vehicle, is achieved - and wherein the brake detection device (2601) and the at least one wheel, which is brakeable in particular by the brake control device (2608) and / or first braking device (2612), are arranged on the vehicle, in particular on the trailer.

2. Method according to claim 1, characterised - in that an operation device (2606) for operating a braking device (2612), in particular the first braking device (2612), preferably a brake lever or a brake pedal (20), is arranged on the vehicle, in particular on the towing vehicle, the operation measuring device (2605) optionally being configured to measure an operation of the operation device (2606), - and / or in that the brake control device (2608) and the at least one wheel, which is brakeble in particular by the brake control device (2608) and / or the first braking device (2612), are arranged on the vehicle, in particular on the trailer, - and / or in that the deceleration sensor (2602) and the at least one wheel, which is brakeable in particular by the brake control device (2608) and / or first braking device (2612), are arranged on the vehicle, in particular on the trailer, - and / or in that the wheel rotational speed sensor and the at least one wheel, which is brakeable in particular by the brake control device (2608) and / or first braking device (2612), are arranged on the vehicle, in particular on the trailer.

3. Method according to claim 1 or 2, characterised, - in that at least one second braking device, in particular a non-linear electro-mechanical friction brake, is provided on the vehicle for braking the vehicle, in particular the at least one wheel, the at least one second braking device being in particular independent, preferably independently operable, of the first braking device (2612), - and / or in that at least one further brake detection device is provided on the vehicle for detecting braking of the vehicle, in particular a further speed measuring device, a further deceleration sensor (2602) and / or a further operation measuring device (2605), the at least one further brake detection device being optionally independent of the brake detection device (2601), - and / or in that the detected braking is converted by the further brake detection device into a further brake detection signal (2607) and the further brake detection signal (2607) is transmitted to the brake control device (2608), - and / or in that the brake control device (2608) detects which brake detection devices (2601) are present on the vehicle, - and / or in that, upon generation of the brake actuation signal (2611), the transmitted brake detection signals (2607) are taken into account by the brake control device (2608) by weighting optionally the brake detection signals (2607) in accordance with predefined parameters, in particular the presence, the reliability of the detection and / or the informative value of the data.

4. Method according to one of the preceding claims, characterised - in that the vehicle comprises a front and a rear vehicle part, - and / or in that the vehicle is a towing vehicle or a trailer, - and / or in that the vehicle comprises a towing vehicle and a trailer, - and / or in that a brake actuation signal (2611) is generated by the brake control device (2608), by means of which a predefined behaviour of the towing vehicle and the trailer in relation to one another is set, so that the trailer generates a pushing or pulling force on the towing vehicle, the brake control device (2608) optionally setting a different, in particular a higher or lower, braking effect of the braking device (2612) arranged on the trailer than on the towing vehicle, - and / or in that a brake actuation signal (2611) is generated by the brake control device (2608), by means of which a predefined behaviour of the vehicle parts in relation to one another is set, so that the rear vehicle part generates a pushing or pulling force on the front vehicle part, the brake control device (2608) optionally setting a different, in particular a higher or lower, braking effect of the braking device (2612) arranged on the rear vehicle part than on the front vehicle part, - and / or in that the force between the vehicle parts and / or the towing vehicle and the trailer is measured by a sensor (2202), the measured force being taken into account by the brake control device (2608) when generating the brake actuation signal (2611).

5. Method according to one of the preceding claims, characterised - in that the vehicle consists of one towing vehicle and one trailer and in that the trailer is connected to the one towing vehicle, - and / or in that the vehicle is designed for local to regional transport with a planned maximum vehicle range of 100 kilometres, - and / or in that the vehicle is an electric passenger bike, a cargo bike, a small electric vehicle or a logistics vehicle, - and / or in that the brake control device (2608) is configured to operate the vehicle, in particular in accordance with standards, regulations and / or intended use, and in particular to control a drive motor of the vehicle and / or the braking device (2612) so that a predefined speed, in particular a maximum instantaneous speed, is maintained, - and / or in that the vehicle is a multi-standard vehicle and / or a multi-standard composite vehicle, whereby the vehicle is optionally operable as a bicycle and / or e-bike in the city and as a motor vehicle, motorbike, passenger car and / or lorry outside the city.

6. Method according to one of the preceding claims, characterised - in that disruption in the connection between the vehicle, in particular the towing vehicle and the trailer, preferably the vehicle control device of the towing vehicle, and the brake control device (2608) is detected by the brake control device (2608), and when an interruption is recognised, the interruption is taken into account by the brake control device (2608) upon generation of the brake actuation signal (2611), by generating the brake actuation signal (2611) , in particular exclusively, on the basis of the deceleration measured by the deceleration sensor (2602) or the rotational speed by the rotational speed sensor.

7. Method according to one of the preceding claims, characterised - in that the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the blocking signal, the location, the pedalling vibration sensor signal and / or a thrust force signal are input variables of a simulation model, and in that the brake actuation signal (2611) and / or at least one setting variable for the braking device (2612) is output as the output variable of the simulation model, the simulation model, in particular the simulation calculations of the simulation model, being carried out in the brake control device (2608), - and / or in that simulation calculations are carried out in the brake control device (2608) and / or outside the vehicle in advance on the basis of the brake detection signal, the further brake detection signal, the vibration sensor signal, the angle sensor signal, the position sensor signal, the blocking signal, the location, the pedalling vibration sensor signal and / or a thrust force signal, wherein the results of the simulation calculations are taken into account by the brake control device (2608) when generating the brake actuation signal (2611), so that a predefined state of the vehicle, in particular a so-called self-increasing, "escalating" braking, is reduced and / or avoided.

8. Method according to one of the preceding claims, characterised - in that simulation calculations for calculating vehicle overturning probability are performed by the brake control device (2608) to prevent the vehicle from overturning, the vehicle acceleration, preferably the braking deceleration and / or lateral acceleration of the vehicle, being calculated in these simulation calculations, - wherein the brake control device (2608) takes into account optionally at least one wheel contact force of the vehicle determined directly or indirectly, in particular via compression and / or rebound, in these simulation calculations, - wherein the brake control device (2608) optionally detects any movement, rotation or change in the determined wheel contact force as a overturning that is already beginning or is in progress and uses it to prevent overturning, - and / or in that, on the basis of the simulation calculations for preventing overturning, the braking device (2612) of the vehicle, the drive of the vehicle, the steering of the vehicle and / or the control of the vehicle are operated in such a way that overturning of the vehicle is reduced and / or prevented, in particular by the brake control device (2608) reducing the brake actuation signal (2611) for applying the braking device (2612) of the at least one wheel as the probability of overturning increases, so that the braking effect of the braking device (2612) can be increased more slowly, in particular as the probability of overturning increases.

9. Method according to one of the preceding claims, characterised - in that when the brake actuation signal (2611) is generated by the brake control device (2608), further braking effects, such as in particular the driving resistance, the flow resistance and / or the braking effect of other braking devices, in particular a regenerative braking effect of an optional electric drive, of the vehicle are taken into account, in particular by subtracting these further braking effects from the brake actuation signal (2611), preferably from the brake detection signal, so that the brake actuation signal (2611) is reduced.

10. Method according to one of the preceding claims, characterised - in that the vehicle comprises at least one, in particular autonomous, power generation device, - in that the power generation device optionally comprises a rechargeable battery, a battery, a photovoltaic module and / or a wheel hub dynamo, - and in that the braking system of the vehicle, in particular the first braking device, the brake detection device (2601) and the brake control device, is operable by the at least one power generation device, in particular is supplied with energy, whereby actuation, which is predetermined by the brake actuation signal (2611) of the brake control device (2608), preferably applying and / or releasing, of the first braking device, in particular a braking of the vehicle, is performed, in particular also if the energy supply from other vehicle parts, in particular by a towing vehicle, fails and / or is interrupted.

11. Method according to one of the preceding claims, characterised - in that the vehicle comprises at least one drive motor, in particular an electric motor, - in that optionally the at least one drive motor is regulated and controlled by the brake control device (2608), - and in that the drive motor is controlled and / or regulated by the brake control device (2608), taking into account the brake actuation signal (2611), - wherein the brake control device (2608) optionally adapts the brake actuation signal (2611) to the driving conditions, such as in particular a gradient of the road, load of the vehicle, velocity of the vehicle and / or the energy consumption of the brake system, in such a way that a braking effect is generated, in particular exclusively, by regenerative braking by means of the drive device, so that the braking energy is stored and / or conversion of energy into heat, in particular by the braking device, is avoided and / or prevented, - and / or wherein the brake actuation signal (2611) is optionally adapted by the brake control device (2608) in such a way that states of the braking device (2612) are avoided and / or prevented in which electrical drive energy is supplied and frictional heat is generated by braking at the same time.

12. Vehicle, in particular a towing vehicle and / or a trailer, the vehicle comprising - at least one wheel, - a first braking device (2612) for braking the at least one wheel, in particular a non-linear electro-mechanical friction brake, - a brake detection device (2601) for detecting braking of the vehicle, in particular deceleration, - and a, in particular electronic, brake control device (2608) for controlling the first braking device - wherein the brake detection device (2601) is formed of o a speed measuring device for calculating a deceleration from the changing instantaneous speed of the vehicle, preferably a wheel rotational speed sensor for measuring the speed of the at least one wheel, and / or a deceleration sensor (2602) for measuring a deceleration, in particular for measuring a deceleration effect in at least one direction, preferably in the direction of travel, preferably a multi-axis, micro-electro-mechanical system, characterised - in that the brake detection device (2601) and the at least one wheel, which is brakeable in particular by the brake control device (2608) and / or first braking device (2612), are arranged on the vehicle, in particular on the trailer, - and in that the brake control device (2608) is configured and / or designed to execute the method according to one of claims 1 to 11.

13. Vehicle according to claim 12, characterised - in that the brake detection device (2601) converts the detected braking, in particular the detected deceleration, into a brake detection signal (2607) and transmits it to the brake control device (2608) via a connection device, in particular wired or wireless, - in that the brake control device (2608) generates a brake actuation signal (2611) on the basis of the brake detection signal, by determining a brake actuation signal (2611) for actuating the at least one first braking device (2612) on the basis of the brake detection signal by means of interpolation tables, by means of conversion functions and / or by means of a simulation model, - and in that the brake control device (2608) for controlling the first braking device (2612) transmits the brake actuation signal (2611) to the first braking device (2612), whereby a control, in particular an actuation, preferably applying and / or releasing, of the first braking device (2612) is performed and thereby in particular a braking of the at least one wheel, in particular a braking of the vehicle, is achievable.