Method for ascertaining a continuous braking power, computer program and / or computer-readable medium, controller, and vehicle, in particular commercial vehicle

Abstract

The invention relates to a method (100) for ascertaining a continuous braking power (P) for a vehicle (300a), in particular a commercial vehicle (300b), the method (100) comprising the following steps: ascertaining (110) an ambient temperature (TS); determining (120) a speed (V), wherein the speed (V) is representative of the speed (V) of the vehicle (300a), in particular commercial vehicle (300b); determining (130) a heat emission (HE) per time unit (t) of a friction brake device (200) on the basis of the ambient temperature (TS) and the speed (V); and determining (140) the continuous braking power (P) of the friction brake (200) on the basis of the heat emission (HE) per time unit (t).

Description

[0001] Method for determining a continuous braking power, computer program and / or computer-readable medium, control unit and vehicle, in particular commercial vehicle

[0002] The invention relates to a method for determining continuous braking power for a vehicle, in particular a commercial vehicle. The invention also relates to a computer program and / or computer-readable medium, a control unit for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle.

[0003] For vehicle-wide deceleration and braking control, as well as for the suitable selection and control of a deceleration device or braking device, it is important to know what braking power the deceleration device can provide over a long period of time. The continuous braking performance of a vehicle is important, for example, when driving downhill. In particular, in commercial vehicles such as trucks, buses and / or trailers with an electronically controlled pneumatic braking system (EBS) and / or with an electric traction drive configured for regenerative braking, the continuous braking performance depends on various factors. In commercial vehicles, the deceleration device particularly comprises a friction brake device, a continuous braking device (retarder) and / or an electric traction drive (eDrive) configured for regenerative braking, hereinafter also referred to as the regenerative braking device.

[0004] Information regarding the continuous braking performance is available for both the continuous braking system and the regenerative braking system, and can be provided by the vehicle, for example, via a CAN bus. The friction braking system does not provide any corresponding information.

[0005] Conventional continuous braking systems transmit the available braking torque over the CAN bus, for example, using an RC and / or ERC1 message according to SAE J1939. With a correctly designed vehicle cooling system and an appropriate gear selection, the braking torque or braking power corresponds to the continuous braking power that can be generated by the continuous braking system.

[0006] Electric drives also provide information regarding the continuously available braking torque and / or the continuously available braking power. The electric drive is used as a regenerative braking device. The braking torque of the regenerative braking device in recuperation mode is determined by the maximum energy absorption capacity of a vehicle's energy storage device, the operating point-dependent performance (i.e., torque) of the electric drive and an inverter, the temperatures of the aforementioned components, and possibly other parameters.

[0007] With regard to the friction brake device, a temperature model is used to calculate the temperature of the brake discs and / or brake pads depending on the applied ("braked") energy and the estimated released energy. This information is used to generate warning messages if certain temperature limits are exceeded. For example, WO 2017 / 050885 A1 discloses a method for controlling a vehicle brake. A brake has a brake cooling system with a lubricant. The maximum braking power of the brake is determined depending on the heat dissipation capacity of the brake cooling system.

[0008] Due to a lack of information on the continuous braking performance of the friction brake device, the continuous braking performance of the vehicle cannot be determined or predicted.

[0009] It is the object of the invention to enrich the state of the art and to enable the continuous braking performance of a vehicle to be determined reliably and effectively.

[0010] The object is achieved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify preferred developments of the invention. According to the invention, a method for determining a continuous braking power for a vehicle, in particular a commercial vehicle, is provided. The method comprises the following steps: determining an ambient temperature; determining a speed, wherein the speed is representative of the speed of the vehicle, in particular a commercial vehicle; determining a heat emission per unit time of a friction brake device based on the ambient temperature and the speed; and determining the continuous braking power of the friction brake device based on the heat emission per unit time.

[0011] It is proposed to determine a continuous braking power that can be generated for continuous braking of the vehicle in order to be able to make the continuous braking power available within the deceleration system and to a control unit external to the deceleration system. It was recognized that the continuously generated braking power, i.e. the continuous braking power, of the friction brake device corresponds to the heat dissipation or heat emission per unit of time, since energy, in particular potential energy, is converted into heat during braking. It was recognized that the heat emission per unit of time depends on the ambient temperature and the speed of the vehicle, since the speed and the ambient temperature are decisive for the transport of heat into the environment of the motor vehicle. The heat emission thus corresponds to the heat emitted by the friction brake device, which is determined according to the method.The continuous braking power is therefore the braking power that is possible in a stationary state, taking into account the thermal aspects of the friction brake device.

[0012] Information relating to the continuous braking performance of the friction brake device is particularly relevant for vehicles with electric drive, as this enables a better estimation of the continuous braking performance of the combination of regenerative braking device, continuous braking device and / or friction brake device. The continuous braking performance of the friction brake device is particularly important given the limited energy absorption capacity of an energy storage device that is to be charged through regenerative braking and the resulting limited ability of the electric drive to recuperate or regenerate. In the event that longer-term and / or permanent deceleration power is required with the energy storage device at full capacity, the information on the available continuous braking performance of the braking devices capable of braking can therefore be used by an energy and / or vehicle management system, for example for downhill driving and / or for the Type II-A test in accordance with Regulation No.13 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the type-approval of vehicles of categories M, N and O with regard to braking [2016 / 194]” (ECE R 13).

[0013] Preferably, the heat emission is determined taking into account a physical model for heat transport. The physical model for heat transport is a computer-aided, evaluable model and takes into account, as input, the energy converted into thermal energy by braking as heat input or heat emission, as well as the ambient temperature and speed as variables for heat dissipation or heat emission from the friction brake device into the environment of the friction brake device. The physical model for heat transport preferably includes heat transport by convection, since convection in particular is dependent on the speed of the vehicle, wherein the speed of the vehicle is related to the supply of air cooling the friction brake device and the ambient temperature.Preferably, the physical model for heat transport alternatively or additionally includes thermal radiation and / or thermal conduction. Geometric data relating to the friction brake device, a heat capacity, and / or a thermal conductivity of the friction brake device and adjacent vehicle components can be considered as input to the physical model.

[0014] Preferably, the method further comprises the step of outputting the continuous braking power of the friction brake device. Outputting the continuous braking power may include outputting it to a vehicle-mounted control unit to improve the energy, drive, and / or brake management of the vehicle. Alternatively or additionally, outputting the continuous braking power may include an output perceptible to a user of the vehicle via a vehicle-mounted output device to inform the user of the vehicle.

[0015] The method preferably further comprises the step of determining a total continuous braking power based on the continuous braking power of the friction brake device and a continuous braking power of a continuous braking device and / or a continuous braking power of a regenerative braking device. This allows the total continuous braking power to be determined taking into account the continuous braking power of the friction brake device. The total continuous braking power can, for example, result from an optionally weighted sum of the continuous braking power of the friction brake device and the continuous braking power of the continuous braking device and / or the regenerative braking device. Prioritization can be incorporated into the weighting of the summands. For example, the continuous braking power of the regenerative braking device can be given a higher weighting if regenerative braking is possible.Alternatively or additionally, the continuous braking power of the regenerative braking device can be given less weight if regenerative braking is limited and / or not possible due to the charge state of an energy storage device.

[0016] Preferably, the heat emission per unit of time is determined taking into account a temperature threshold. This allows for an advantageous operating point of the friction brake device with regard to temperature to be taken into account. Alternatively or additionally, the heat emission per unit of time is determined taking into account a wear indicator. The wear indicator is a parameter that characterizes the condition of the brake pads and / or the brake disc with regard to wear and / or the previous use of the friction brake device. This allows excessive stress on the friction brake device to be avoided.

[0017] The temperature threshold is preferably an upper limit of the temperature of the friction brake device. During continuous braking, the temperature can rise to a steady-state, i.e., permanent, temperature. The temperature threshold can be selected such that fading and / or increased wear of the friction brake device occurs at a temperature above the temperature threshold. The heat emission per unit of time can be determined such that a steady-state temperature below the temperature threshold is established in order to avoid fading and / or increased wear. The temperature threshold can be the highest permissible temperature that must be maintained in a steady-state condition. The temperature threshold therefore has a direct impact on the continuous braking performance of the friction brake device.

[0018] Preferably, the temperature threshold is variable during operation of the vehicle, particularly a commercial vehicle. The temperature threshold can be variable in order to be able to initiate additional braking with increased braking power above the continuous braking power, starting from a continuous braking power. The need for increased braking power can change during vehicle operation, and the temperature threshold can be adjusted accordingly.

[0019] The temperature threshold is preferably dependent on the mass of the vehicle, in particular a commercial vehicle, and / or on a predetermined scenario. The steady-state temperature limit can be determined such that, with a known vehicle mass, a certain number of braking applications, for example one or more braking applications from a predetermined speed of, for example, 80 km / h until the vehicle comes to a standstill with a further increase in temperature, are still possible without a higher and / or critical temperature being exceeded, in order to avoid, for example, fading and / or increased wear. The mass of the vehicle is proportional to the kinetic and potential energy of the vehicle and thus to the conversion of energy into heat. Therefore, the mass has an impact on the continuous braking performance and the temperature threshold.The mass of the vehicle can be changed, for example, by loading the vehicle, which can be taken into account by changing the temperature threshold.

[0020] Preferably, the method further comprises the steps of determining and outputting a deceleration as a function of the continuous braking power of the friction brake device. Alternatively or additionally, the method further comprises the steps of determining and outputting a permanently producible braking torque as a function of the continuous braking power of the friction brake device. In other words, the possible continuous braking power at a known driving speed can be converted into a thermally suitable and correspondingly permanently possible braking torque. Conversion into a stationary permissible deceleration is also possible with a known mass. The permanently possible braking torque and / or the stationary permissible deceleration can be communicated for output to a user and / or a control unit of the vehicle.Outputting the deceleration can include outputting it to a vehicle-mounted control unit and / or outputting the deceleration perceptibly to a vehicle user via a vehicle-mounted output device. The continuously generated braking torque is particularly advantageous for a commercial vehicle, since communication via a fieldbus, such as the CAN bus, is typically torque-based. Torque-based communication via the fieldbus relates, for example, to a continuous brake and / or a drive, in particular an internal combustion engine such as a diesel engine and / or the electric drive.

[0021] Preferably, the method further comprises the steps of determining a target speed based on the continuous braking power and a predetermined gradient; and outputting the target speed. The target speed is a steady-state speed. Given a known gradient, the possible continuous braking power can be converted into the steady-state speed at which the vehicle can theoretically travel downhill indefinitely without overheating the friction brake device. This speed can be communicated to a user and / or a control unit, such as an autonomous driving computer, thus maintaining safe operation even when the energy storage device is full. Outputting the target speed can comprise outputting it to a vehicle-mounted control unit and / or outputting the target speed via a vehicle-mounted output device that can be perceived by a user of the vehicle.

[0022] Preferably, the target speed is determined taking into account the continuous braking power of a continuous braking device and / or the continuous braking power of a regenerative braking device. In addition, an electric drive can provide additional braking power, for example, through deliberately increased energy consumption ("energy dissipation"), for example, by operating at an unfavorable operating point, which can also be included in determining the target speed. Alternatively or additionally, energy management can also be taken into account by operating auxiliary consumers such as a compressor, a cooling system, and / or an air conditioning system. This enables a comprehensive determination of the target speed.

[0023] According to one aspect of the invention, a computer program and / or a computer-readable medium is provided. The computer program and / or the computer-readable medium comprise instructions which, when the program or instructions are executed by a computer, cause the computer to perform the method according to the invention and / or steps thereof. Optionally, the computer program and / or the computer-readable medium comprises instructions which, when the program or instructions are executed by a computer, cause the computer to perform the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0024] According to one aspect of the invention, a control unit for a vehicle, in particular a commercial vehicle, is provided. The control unit is configured to carry out the method according to the invention. Optionally, the control unit is configured to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0025] According to one aspect of the invention, a vehicle, in particular a commercial vehicle, is provided with a control unit according to the invention. Optionally, the control unit of the vehicle and / or the vehicle are configured to perform the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0026] Further advantages and features of the invention as well as their technical effects will become apparent from the figures and the description of the preferred embodiments shown in the figures. Fig. 1 shows a schematic representation of a flow chart of a method according to an embodiment of the invention; and

[0027] Fig. 2 is a schematic representation of an overview of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention.

[0028] Figure 1 shows a schematic representation of a flowchart of a method 100 according to an embodiment of the invention. In particular, Figure 1 shows a method 100 for determining a continuous braking power P for a vehicle 300a, in particular commercial vehicle 300b. The vehicle 300a, in particular commercial vehicle 300b, is referred to below as vehicle 300a, 300b. The vehicle 300a, 300b is described in more detail with reference to Figure 2.

[0029] In Figure 1, method 1 for the vehicle 300a, 300b begins with determining 110 an ambient temperature TS. The ambient temperature TS can be determined 110 using a vehicle-mounted temperature sensor and / or information relating to the ambient temperature TS can be received from a vehicle-mounted communication interface. The ambient temperature TS is a temperature prevailing in an environment 310 of the vehicle 300a, 300b.

[0030] A speed V is determined 120. The speed V is representative of the speed V of the vehicle 300a, 300b. The speed V can be determined using a vehicle-mounted speedometer and / or a positioning system, for example, GPS.

[0031] This is followed by determining 130 a heat emission HE per time unit t of a friction brake device 200 based on the ambient temperature TS and the speed V. The determination 130 of the heat emission HE per time unit t is carried out by a vehicle-side control unit 250. The time unit t is arbitrary and can be, for example, seconds, minutes, hours and / or a fraction or a multiple thereof.

[0032] The determination 130 of the heat emission HE takes place taking into account a physical model M for heat transport K. The physical model M is stored in a memory of the control unit 250 and a calculation according to the physical model M can be carried out by a data processing device of the control unit.

[0033] Inputs to the physical model M are the ambient temperature TS and the speed V. The speed V provides information about the kinetic energy of the vehicle 300a, 300b to be converted into heat by braking. The heat emission by convection, which is taken into account by the model M, depends on the speed V. Heat is transported by convection through the transport of heated air from the friction brake device 200 into the environment 310. The heated air and thus the heat can be emitted from the friction brake device 200 into the environment 250 depending on the speed V.

[0034] The determination 130 of the heat emission HE per unit time t takes place taking into account a temperature threshold TT and a wear indicator VI. The temperature threshold TT is an upper limit of a temperature TB of the friction brake device 200. The temperature threshold TT is defined by an operating point of the friction brake device 200. The wear indicator VI is defined by the use and / or previous use of the friction brake device 200.

[0035] The temperature threshold TT can be changed during operation of the vehicle 300a, 300b in order to be adaptively adjusted during operation. The temperature threshold TT depends on the mass W of the vehicle 300a, 300b, which changes depending on the load on the vehicle 300a, 300b. The temperature threshold TT depends on a predetermined scenario, which, for example, depends on the current position of the vehicle 300a, 300b. This takes into account the potential energy that could be converted into heat during downhill driving, including potential energy. Alternatively, the temperature threshold TT can be fixedly parameterized or configured.

[0036] This is followed by determining 140 the continuous braking power P of the friction brake device 200 based on the heat emission HE per unit time t. The heat emission HE per unit time t is converted into the continuous braking power P or a braking torque. Continuous braking with the friction brake device 200 generates a specific amount of heat per unit time t, which, for a steady-state temperature TB of the friction brake device 200, is equal to the heat emission HE per unit time t.

[0037] The continuous braking power P of the friction brake device 200 is output 150. The output 150 is carried out to inform a user of the vehicle 300a, 300b and / or via a vehicle bus, for example a CAN bus, to an energy, drive, and / or brake management system of the vehicle 300a, 300b.

[0038] A total continuous braking power PT is determined 160 based on the continuous braking power P of the friction braking device 200 and a continuous braking power PR of a continuous braking device 260 and a continuous braking power PN of a regenerative braking device 270. For this purpose, the continuous braking power PR of the continuous braking device 260 and the continuous braking power PN of the regenerative braking device 270 are information that can be retrieved, for example, via the vehicle bus.

[0039] A deceleration A and a permanently generateable braking torque D are determined 170 as a function of the continuous braking power P of the friction brake device 200, and the deceleration A and the braking torque D are output 175. For this purpose, the continuous braking power P and / or the total continuous braking power PT are converted into the braking torque D, taking into account a wheel speed. The braking torque D can be converted into the deceleration A using the mass W. The output 175 is carried out to inform a user of the vehicle 300a, 300b and / or via a vehicle bus, for example a CAN bus, to an energy, drive, and / or brake management system of the vehicle 300a, 300b.

[0040] A target speed VS is determined 180 based on the continuous braking power P and a predetermined gradient 315, and the target speed VS is output 185. The target speed VS is determined taking into account a continuous braking power PR of a continuous braking device 260 and a continuous braking power PN of a regenerative braking device 270. A steady-state speed can be established through continuous braking. The target speed VS is a targeted steady-state speed. The output 185 is used to inform a user of the vehicle 300a, 300b and / or via a vehicle bus, for example a CAN bus, to an energy, drive, and / or brake management system of the vehicle 300a, 300b.

[0041] Those skilled in the art will recognize that the order of the specified steps of method 100 is not limited to the order shown in Figure 1. Determining 110 the ambient temperature TS and determining 120 the speed V can occur in any order and / or continuously. Determining 170 the deceleration A and outputting 175 the deceleration A, and determining 180 the target speed VS and outputting 185 the target speed VS can be interchanged and / or can occur simultaneously.

[0042] Figure 2 shows a schematic representation of an overview of a vehicle 300a, in particular a commercial vehicle 300b, according to an embodiment of the invention. Figure 2 is described with reference to the description of Figure 1.

[0043] The vehicle 300a, 300b is, for example, a truck, a bus, a trailer, and / or a multi-unit vehicle. The vehicle 300a, 300b is located in an environment 310 of the vehicle 300a, 300b. An ambient temperature TS prevails in the environment 310. The vehicle 300a, 300b has a mass W. The vehicle 300a, 300b travels at a speed V through the environment 310 of the vehicle 300a, 300b. In the environment 310 of the vehicle 300a, 300b, a route with a gradient 315 is drivable.

[0044] The vehicle 300a, 300b has a deceleration device 280 or a braking system with a friction brake device 200, a continuous braking device 260, and a regenerative braking device 270. To control the friction brake device 200, the continuous braking device 260, and the regenerative braking device 270 and to acquire data, the vehicle 300a, 300b has a control unit 250 connected to each of the friction brake device 200, the continuous braking device 260, and the regenerative braking device 270.

[0045] The friction brake device 200 has a temperature TB of the friction brake device 200. By actuating the friction brake device 200, kinetic energy is converted into thermal energy, i.e., heat, by reducing the speed V and / or reducing the increase in the speed V. The temperature TB of the friction brake device 200 results from the conversion of kinetic energy into heat and a heat emission HE per unit time t. The friction brake device 200 provides a continuous braking power P of the friction brake device 200, which can be determined by the control unit 250. The friction brake device 200 transmits a wear indicator VI relating to the wear of the friction brake device 200 to the control unit 250, or the control unit 250 determines the wear indicator VI of the friction brake device 200.

[0046] The continuous braking device 260 provides a continuous braking power PR of the continuous braking device 260 and is connected to the control unit 250, for example via a CAN bus, for transmitting the continuous braking power PR of the continuous braking device 260 to the control unit 250.

[0047] The regenerative braking device 270 provides a continuous braking power PN of the regenerative braking device 270 and is connected to the control unit 250, for example via the CAN bus, in order to transmit the continuous braking power PN of the regenerative braking device 270 to the control unit 250.

[0048] The control unit 250 is configured to determine or calculate the heat emission HE per unit time t taking into account a physical model M for heat transport K. The physical model M is, for example, a heuristic model M that particularly takes into account heat transport K by convection. For this purpose, inputs to the model M are the mass W, the speed V, the ambient temperature TS and the temperature threshold TT, as described with reference to Figure 1. The model M determines how much heat relating to the friction brake device 200 can be emitted per unit time t, i.e. the heat emission HE of the friction brake device 200 per unit time t. Based on the inputs and the model M, the control unit 250 determines the continuous braking power P of the friction brake device 200, the total continuous braking power PT of the deceleration device 280, the target speed VS and the deceleration A, as described with reference to Figure 1.The continuous braking power P at a stationary temperature TB of the friction brake device 200 corresponds to the heat emission HE of the friction brake device 200 per unit time t.

[0049] Reference symbol (part of the description)

[0050] 100 procedures

[0051] 110 Determining an ambient temperature

[0052] 120 Determining a speed

[0053] 130 Determining heat emission per unit time

[0054] 140 Determining the continuous braking power

[0055] 150 Output of continuous braking power

[0056] 160 Determining a total continuous braking power

[0057] 170 Determining a Delay

[0058] 175 Outputting the delay

[0059] 180 Determining a target speed

[0060] 185 Outputting a target speed

[0061] 200 Friction brake device

[0062] 250 control unit

[0063] 260 Continuous braking device

[0064] 270 Regenerative braking device

[0065] 280 Delay device

[0066] 300a vehicle

[0067] 300b commercial vehicle

[0068] 310 surroundings

[0069] 315 gradient

[0070] A Delay

[0071] D permanently generated braking torque

[0072] HE heat emission

[0073] K Heat transport

[0074] M Model t Time unit

[0075] TB Temperature of the friction brake device

[0076] TS ambient temperature

[0077] TT Temperature value P Continuous braking power of the friction brake device

[0078] PR Continuous braking power of the continuous braking device

[0079] PN Continuous braking power of the regenerative braking device

[0080] PT total continuous braking power

[0081] V speed

[0082] VI Wear indicator

[0083] VS target speed

[0084] W mass

Claims

Patent claims 1. Method (100) for determining a continuous braking performance (P) for a vehicle (300a), in particular a commercial vehicle (300b), the method (100) comprising the steps: - Determining (110) an ambient temperature (TS); - Determining (120) a speed (V), wherein the speed (V) is representative of the speed (V) of the vehicle (300a), in particular a commercial vehicle (300b); - Determining (130) a heat emission (HE) per unit time (t) of a friction brake device (200) based on the ambient temperature (TS) and the velocity (V); and - Determine (140) the continuous braking power (P) of the friction braking device (200) based on the heat emission (HE) per unit of time (t).

2. Method according to claim 1, wherein - the determination (130) of the heat emission (HE) is carried out taking into account a physical model (M) for heat transport (K).

3. Method according to any of the preceding claims, the method (100) further comprising the step: - Output (150) of the continuous braking power (P) of the friction braking device (200).

4. The method of claim 3, the method (100) further comprising the step: - Determining (160) a total continuous braking power (PT) based on the continuous braking power (P) of the friction braking device (200) and a continuous braking power (PR) of a continuous braking device (260) and / or a continuous braking power (PN) of a regenerative braking device (270).

5. Method according to any one of the preceding claims, wherein - the determination (130) of the heat emission (HE) per unit of time (t) taking into account a temperature threshold (TT) and / or a wear indicator (VI) is carried out.

6. Method according to claim 5, wherein - the determination (130) of the heat emission (HE) per unit of time (t) is carried out taking into account a temperature threshold (TT), and the temperature threshold (TT) is an upper limit of a temperature (TB) of the friction brake device (200).

7. Method according to one of claims 5 or 6, wherein - the determination (130) of the heat emission (HE) per unit of time (t) is carried out taking into account a temperature threshold (TT), and the temperature threshold (TT) is variable during the operation of the vehicle (300a), in particular a commercial vehicle (300b).

8. Method according to any one of claims 5 to 7, wherein - the determination (130) of the heat emission (HE) per unit of time (t) is carried out taking into account a temperature threshold (TT), and the temperature threshold (TT) depends on the mass (W) of the vehicle (300a), in particular commercial vehicle (300b), and / or on a predetermined scenario.

9. Method according to any of the preceding claims, the method (100) further comprising the step: - Determining (170) and outputting (175) a deceleration (A) depending on the continuous braking power (P) of the friction brake device (200); and / or - Determining (170) and outputting (175) a continuously generated braking torque (D) depending on the continuous braking power (P) of the friction brake device (200).

10. Method according to any of the preceding claims, the method (100) further comprising the steps: - Determining (180) a target speed (VS) based on the continuous braking power (P) and a predetermined gradient (315); - Output (185) of the target velocity (VS).

11. Method according to claim 10, wherein - the target speed (VS) is determined taking into account a continuous braking power (PR) of a continuous braking device (260) and / or a continuous braking power (PN) of a useful brake ms device (270).

12. Computer program and / or computer-readable medium comprising instructions which, when the program or instructions are executed by a computer, cause the computer to perform the method (100) and / or the steps of the method (100) according to any one of claims 1 to 11.

13. Control unit (250) for a vehicle (300a), in particular a commercial vehicle (300b), wherein the control unit (250) is configured to perform the method (100) according to any one of claims 1 to 11.

14. Vehicle (300a), in particular commercial vehicle (300b), comprising the control unit (250) according to claim 13. CORRECTED SHEET (RULE 91) ISA / EP - the target speed (VS) is determined taking into account a continuous braking power (PR) of a continuous braking device (260) and / or a continuous braking power (PN) of a regenerative braking device (270).

12. Computer program and / or computer-readable medium comprising instructions which, when executed by a computer, cause the computer to perform the method (100) and / or the steps of the method (100) according to any one of claims 1 to 11.

13. Control unit (250) for a vehicle (300a), in particular a commercial vehicle (300b), wherein the control unit (250) is configured to perform the method (100) according to any one of claims 1 to 11.

14. Vehicle (300a), in particular commercial vehicle (300b), comprising the control unit (250) according to claim 13.

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