Method for determining a braking power for a data processing device, configured for wireless communication, of a vehicle, vehicle, method for a vehicle-external server, and vehicle-external server

Abstract

The invention relates to a method (300) for determining a braking power for a data processing device (255), configured for wireless communication, of a vehicle (200a), in particular a commercial vehicle (200b), wherein the vehicle (200a), in particular the commercial vehicle (200b), has a pneumatic suspension system (260) with a bellows (265), a pressure sensor device (270) for detecting a bellows pressure (pB) of the bellows (265), and the data processing device (255), the method (300) involving: detecting (310) bellows pressure information (BPI) ascertained on the basis of the bellows pressure (pB); and transmitting (320) the bellows pressure information (BPI) to a vehicle-external server (600) in order to determine a braking variable (B) which characterises the braking power.

Description

[0001] Method for determining a braking power for a data processing device of a vehicle configured for wireless communication, vehicle, method for a vehicle-external server, vehicle-external server

[0002] The disclosure relates to a method for determining braking performance for a data processing device of a vehicle, in particular a commercial vehicle, configured for wireless communication. The vehicle, in particular a commercial vehicle, has a pneumatic suspension system with a bellows, a pressure sensor device for detecting a bellows pressure of the bellows, and the data processing device. The disclosure also relates to a computer program and / or computer-readable medium, a data processing device for a vehicle, in particular a commercial vehicle, a vehicle, in particular a commercial vehicle, a method for a vehicle-external server for determining braking performance of a vehicle, in particular a commercial vehicle, a computer program and / or computer-readable medium for a vehicle-external server, and a vehicle-external server.

[0003] The vehicle, in particular a commercial vehicle, is referred to below as a "vehicle." Such a vehicle has a plurality of wheels. One or more of the wheels each have a wheel contact patch in contact with the ground. A braking force can be the force acting on each wheel contact patch in the longitudinal direction of the vehicle relative to the driving speed during braking or deceleration of the vehicle. The braking force cannot be precisely determined during operation, i.e., while driving or during braking, because no sensors for measuring the braking force can be arranged on the tire contact patches.

[0004] Monitoring braking force and / or deceleration as a braking variable related to braking force may be desirable in order to obtain information about braking performance and thus the condition or possible defects of a brake generating the braking force, a braked wheel, a braked axle, and / or a component thereof. In other words, such an onboard measurement may be of interest for monitoring the current braking performance of a vehicle, for example, to implement an automated driving function, to take prescribed maintenance intervals into account, and / or to plan maintenance and / or inspections.

[0005] The condition can be determined, for example, during legally and / or operationally defined inspections. However, braking performance, condition, and potential defects are difficult to detect during ongoing operation. Some processes, such as a change in the brake pad, can occur gradually, which can make it difficult for the driver to perceive. Furthermore, a decrease in the braking effect of one brake can be compensated for by another brake, especially in a multi-unit vehicle.

[0006] It is known from the state of the art to measure the braking force via strain gauges or force sensors or indirectly via height sensors.

[0007] EP 3 753 794 A1 discloses a method for monitoring the braking performance of a vehicle, in particular a trailer of a commercial vehicle. The method comprises: collecting sensor data from various sensors, the sensor data being associated with braking events; determining at least one braking performance value using the sensor data based on at least one of the following analyses: (i) a statistical analysis based on multiple regression; (ii) a braking force loss analysis based on a comparison of wheel speed values ​​of different wheels; (iii) an air suspension pressure analysis based on a comparison of a change in air suspension pressure during braking. The method further comprises detecting a malfunction of at least one brake of at least one wheel based on the determined at least one braking performance value.The suspension pressure analysis may include determining the air suspension pressure at one or more wheels based on sensor signals from one or more height sensors for controlling or measuring one or more bellows. WO 2016 / 030699 A1 discloses a method for monitoring the braking performance of a vehicle. The method comprises, for at least some of the braking events: determining a braking request; determining a vehicle deceleration; defining a first data set of braking events, wherein each braking event in the data set includes a particular braking request and a particular vehicle deceleration; applying a statistical trend analysis method to the data set to generate a vehicle deceleration and braking request trend; providing a vehicle deceleration and braking request reference; and comparing at least one trend value to at least one reference value.From this comparison, it is possible to determine whether the braking system is operating within acceptable limits. A device for implementing the method is also disclosed. The braking events can be categorized into a plurality of categories based on the vehicle's payload.

[0008] However, additional sensors result in increased effort, increased weight and increased costs.

[0009] It is also possible to determine the braking force by evaluating the deceleration of a multi-unit vehicle. However, such an evaluation can be subject to errors. Furthermore, such an evaluation cannot differentiate which vehicle in a multi-unit vehicle or combination of vehicles is responsible for excessive or insufficient deceleration relative to a braking request. Continuous braking devices, such as retarders, engine brakes, or electric drive axles used to recuperate braking energy, can lead to significant deceleration and thus influence the result.

[0010] Direct brake force measurement is also known from the state of the art.

[0011] Patent application DE 10 2022 127 155.2, which had not yet been published on the filing date of the disclosure, describes a method for monitoring the braking effect of a vehicle with a chassis, wheels, brakes, and electronic braking system. A trailer with supporting bellows is disclosed, with a pressure sensor arranged on one of the supporting bellows. The data from the pressure sensor represents an axle load and is transmitted to the brake control unit. The axle load can be measured for calculating a target braking force.

[0012] Furthermore, a control braking variable or target braking variable can be specified, for example, as a target deceleration or target braking force at a defined control pressure of the braking device. In other words, the braking variable can be specified by standards and / or legal regulations under a condition of an applied brake pressure. The control braking variable should be able to assess the braking performance under a specific condition, namely the activation of the braking system with a control braking pressure.

[0013] For example, the braking forces (reference values) required for a trailer per axle to achieve the legally prescribed minimum braking rate (semi-trailer 45%, drawbar trailer 50%) are calculated using a braking calculation program and stored in a control unit, such as a brake control unit (EBS electronics) of the trailer, along with the associated braking pressures. For example, the trailer has three axles. At an initial pressure of 1 bar, a braking force of approximately 4500 N should be applied to the first axle, and a braking force of approximately 4750 N should be applied to each of the second and third axles. At a second pressure of 6.6 bar, a braking pressure of approximately 40,000 N should be applied to each axle.

[0014] However, such high brake pressures are rarely applied during operation, so monitoring the braking force and / or deceleration at such pressures is not possible without additional effort. However, monitoring the braking force and / or deceleration at such pressures may be desirable to meet standardized and / or legal requirements or for braking system diagnostics.

[0015] Known approaches for determining braking performance therefore require specific requirements for existing vehicle components and / or special devices, such as sensors for detecting deflection, height, and / or force. This can make simple and effective retrofitting of an existing system difficult.

[0016] The disclosure is based on the object of enriching the state of the art and enabling an improved determination of a brake line. In particular, the disclosure solves the problem of being able to implement an effective and reliable determination of braking power effectively and cost-effectively even in existing vehicles.

[0017] According to one aspect of the disclosure, a method for determining braking performance is provided for a data processing device of a vehicle, in particular a commercial vehicle, configured for wireless communication. The vehicle, in particular a commercial vehicle, comprises a pneumatic suspension system with a bellows, a pressure sensor device for detecting a bellows pressure of the bellows, and the data processing device. The method comprises detecting bellows pressure information determined from the bellows pressure and transmitting the bellows pressure information to a vehicle-external server for determining a braking variable characterizing the braking performance. The pneumatic suspension system can have more than one bellows, so that the pressure sensor device can detect corresponding bellows pressures of multiple bellows. The method can accordingly be applied to the multiple bellows pressures.

[0018] It was recognized that the braking force acting on one of the wheels can influence the pressure within the bellows. Braking a wheel results in a braking torque acting on the wheel, and this braking torque results in a force acting on the bellows. The bellows is designed to control the position of the wheel relative to, for example, a vehicle frame. The pressure within the bellows can change, for example through pressure control counteracting the force, through compression of the bellows, or through expansion of the bellows. Braking of the vehicle can therefore lead to a change in the bellows pressure. The bellows pressure can be detected by a sensor in order to determine a change in the bellows pressure. The bellows pressure and / or the change in the bellows pressure can be transmitted from the data processing device to the server as bellows pressure information.

[0019] It has been recognized that there is a relationship between the change in bellows pressure and the force acting on the bellows, and that the force acting on the bellows depends on the braking force. Therefore, the bellows pressure or the change in bellows pressure can be used to determine the braking force. To determine the braking force, the change in bellows pressure can be multiplied by a constant, particularly one specific to the vehicle or vehicle type, and / or other factors can be considered to increase accuracy.

[0020] By determining the braking force based on bellows pressure information, it is possible to determine the braking force largely independently of influences from the towing vehicle, especially in the case of a trailer. This avoids the need for additional sensors such as height sensors, force sensors, or strain gauges, and enables reliable and effective determination of the braking force. For example, it avoids the need to take a height measurement and convert a height change into a volume change of the bellows using a complex relationship to determine the braking force.

[0021] It was also recognized that the main input variables for determining the braking variable are typically recorded anyway and, for example, in a trailer vehicle, communicated by a brake control unit via a fieldbus, such as a subsystem CAN. Various geometric data of the vehicle can be used as additional variables, which can in principle be queried by a vehicle manufacturer, for example, using diagnostic software. By shifting the determination of the braking variable to the server, the braking variable can be determined for any vehicle or braking system in which the bellows pressure and / or the change in bellows pressure is measured and is accessible to the data processing device. This makes it possible to retrofit the determination of the braking variable, i.e. to make it accessible to an existing vehicle, by making the bellows pressure information available to the data processing device.For example, a telematics device can be connected to the subsystem CAN of the brake control unit as a data processing device. The data processing device receives the bellows pressure information as the basic dynamic input variable for determining the braking force. The additionally required, more or less static, vehicle-specific and / or vehicle-type-specific constants, such as center of gravity height, chassis geometric data, kingpin height, and / or wheelbase, can be provided on the server by a vehicle owner, service provider, and / or fleet operator, for example, by entering them into a telematics portal. The braking force can be calculated by combining the dynamic input variable and the static input variables or constants.By determining the braking size using the vehicle-external server, it is possible to effectively compare the braking performance of several identical vehicles.

[0022] Optionally, the pressure sensor device is configured to detect a brake pressure, and the method comprises: detecting the brake pressure; transmitting the brake pressure to the vehicle-external server for determining a control brake variable at a control brake pressure based on the brake variable and the brake pressure. It was recognized that, based on the brake variable, which can be determined from the bellows pressure and / or its change, and the brake pressure, the brake variable can be extrapolated to the control brake variable as a target brake variable at the control brake pressure, for example, as a legally predetermined and / or standardized brake pressure. The control brake variable is a measure of the braking performance. This makes it possible to determine the braking performance without applying the control brake pressure to the braking device.By assessing the control braking parameter, it is possible to determine whether the vehicle, an axle, or a wheel, is over-braked or under-braked. Furthermore, a simple and repeated check makes it possible to detect defects such as brake cylinder failures or brake fade, changes in wheel brake load (e.g., after a change of towing vehicle), and long-term changes in wheel brake performance, such as brake slackening due to under-use.

[0023] Optionally, the method comprises: receiving braking force information relating to the braking performance from the vehicle-external server; and outputting the braking force information for perception by a fleet operator, driver, and / or user of the vehicle, in particular a commercial vehicle. It has been recognized that the data processing device can also initiate an output to the fleet operator, driver, and / or user. For example, the braking force information can be provided for this purpose in a user interface of the data processing device. For example, the data processing device can be a telematics device, and the user interface can be a telematics portal.The braking force information can be issued to a fleet operator or fleet manager, i.e. a person who operates the vehicle or manages the operation of the vehicle, in particular for diagnostic purposes in order to identify the braking performance and / or possible factors influencing the braking performance.

[0024] Optionally, the acquisition of the bellows pressure information includes receiving the bellows pressure information from a control unit of the vehicle, in particular a commercial vehicle, that can be connected to the pressure sensor device. The control unit can be a brake control unit or central control unit, and the data processing device can be a telematics device. This makes it possible to determine the braking magnitude without great effort even for existing vehicles, thus providing a retrofit option. In the simplest case, such a retrofit can be an update of the data processing device.

[0025] According to one aspect of the disclosure, a computer program and / or computer-readable medium comprising instructions is provided which, when the computer program or instructions are executed by a computer, cause the computer to perform the method described above and / or the steps of the method described above. Optionally, the computer program and / or computer-readable medium comprises instructions which, when the computer program or instructions are executed by a computer, cause the computer to implement a feature of the method described above described as optional or advantageous in order to achieve an associated technical effect.

[0026] According to one aspect of the disclosure, a data processing device for a vehicle, in particular a commercial vehicle, is provided. The data processing device is configured for wireless communication and is configured to carry out the method described above. Optionally, the data processing device is configured to implement a feature of the method described above that is described as optional or advantageous in order to achieve an associated technical effect.

[0027] Optionally, the data processing device is a telematics device of the vehicle, in particular a commercial vehicle. Thus, the data processing device can be configured as a device typically present in the vehicle.

[0028] According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, is provided with a pneumatic suspension system having a bellows, with an electropneumatic braking system having a brake cylinder, a pressure sensor device for detecting a bellows pressure of the bellows and a braking pressure of the brake cylinder, and with a data processing device as described above.

[0029] Optionally, the vehicle, especially a commercial vehicle, is a trailer of a multi-unit vehicle. This means that the braking force is determined in the trailer, especially a semi-trailer. However, the method described above is also applicable in principle to towing vehicles or vehicles whose axles have chassis designs comparable to those of trailers and whose braking torque is transmitted via the air bellows. In connection with the vehicle, as with the method described above, the pneumatic suspension system can have more than one bellows, and accordingly, the bellows pressures of several bellows can be measured.

[0030] According to one aspect of the disclosure, a method for an off-board server for determining braking performance of a vehicle, in particular a commercial vehicle, is provided. The method comprises: receiving bellows pressure information from a data processing device of the vehicle, in particular a commercial vehicle, configured for wireless communication; detecting a vehicle-specific and / or vehicle-type-specific constant; and determining the braking variable based on a bellows pressure change detectable by taking the bellows pressure information into account, and the constant.

[0031] It was recognized that it is possible for the vehicle-external server, i.e. a backend or a cloud, to determine the braking force using the bellows pressure information as a dynamic input variable, which, as described above, can include the bellows pressure and / or the bellows pressure change, together with the constant as a static input variable, whereby the braking force characterizes the braking performance of the vehicle. A calculation by a control unit and / or a data processing device of the vehicle can thus be avoided, which makes it possible for the braking performance to be characterized by the server without major interventions in the vehicle or its components. This makes retrofitting a function for determining the braking power effective and cost-effective. For example, if the vehicle isIf the vehicle is actually tested on a brake test bench during the safety test, the actual deceleration and / or braking force can be stored on the server as a braking variable for calibrating a function for determining the braking variable.

[0032] Optionally, the method comprises transmitting braking force information relating to the braking variable to the data processing device. Transmitting the braking force information to the data processing device enables the braking force information to be output for perception by a driver and / or user of the vehicle, as described above. Alternatively or additionally, the braking force information can be transmitted from the server to a vehicle operator, a vehicle manufacturer, and / or a service provider in order to check the function of the braking system and / or to diagnose possible faults.

[0033] Optionally, the method comprises receiving a brake pressure from the data processing device and determining a control brake variable at a control brake pressure based on the brake variable and the brake pressure. As described above, based on the brake variable, which can be determined from the bellows pressure and / or its change, and the brake pressure, it is possible to extrapolate the brake variable to the control brake variable as a target brake variable at the control brake pressure, for example, a legally predetermined and / or standardized brake pressure.

[0034] Optionally, the bellows pressure and the brake pressure are recorded during a plurality of braking applications and transmitted to the server, the braking variable is determined for each of the plurality of braking applications and the method comprises: determining an average control braking variable based on the control braking variables of the plurality of braking applications. This enables effective monitoring of the braking performance. For example, a first average value can be determined over, for example, 10 braking applications and / or 1 hour or less to detect current damage to the braking device, such as a defect in a brake cylinder and / or a wheel brake and / or fading when driving downhill. A second average value over 100 braking applications and / or over 1 day can be determined to detect current damage to the braking device, such as a defect in a brake cylinder and / or a wheel brake.A third average can be determined over 500 braking applications and / or 1 week to detect changes during ongoing operation, such as a change in the towing vehicle with increased retarder use and / or with an electric drive configured for regenerative braking (battery electric vehicle, BEV). Alternatively or additionally, a fourth average can be determined, for example, over 10,000 braking applications and / or 6 months to detect long-term changes in braking performance, such as brake pad wear due to insufficient use in long-distance transport. The control braking variable can thus be averaged over one or more numbers of braking applications and / or over one or more time periods to enable different assessments of braking force.

[0035] Optionally, the average control brake variable is determined taking into account weights that decrease with increasing brake pressure. It was recognized that brake variables at comparatively high brake pressures are subject to less fluctuation, or rather, less fluctuation relative to the brake pressure. By weighting the brake variables at higher brake pressures more heavily during evaluation and / or averaging than brake variables at lower brake pressures, the reliability of the control brake variable can be improved.

[0036] Optionally, the constant represents geometric characteristics of the vehicle, in particular a commercial vehicle, and / or a suspension system of the vehicle, in particular a commercial vehicle. It was recognized that geometric characteristics, such as lengths, angles, distances, and so on, enable the calculation of the braking variable. The constants can be captured by retrieving them from a server-accessible memory. This avoids transferring the constants from the data processing device to the server.

[0037] A computer program and / or computer-readable medium for an external-vehicle server, comprising instructions which, when the computer program or instructions are executed by the server, cause the server to carry out the method for an external-vehicle server and / or the steps of the method for an external-vehicle server. Optionally, the computer program and / or computer-readable medium comprises instructions which, when the computer program or instructions are executed by the server, cause the server to implement a feature of the method described above for an external-vehicle server, described as optional or advantageous, in order to achieve an associated technical effect. According to one aspect of the disclosure, an external-vehicle server is provided.The server is configured to perform the method described above for a vehicle-external server for determining the braking performance of a vehicle, in particular a commercial vehicle, and / or the steps of the method. Optionally, the server is configured to implement a feature of the method described above, described as optional or advantageous, for a vehicle-external server in order to achieve an associated technical effect.

[0038] Further features of the disclosure as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

[0039] Fig. 1 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0040] Fig. 2 is a schematic representation of a detail of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0041] Fig. 3 is a schematic representation of a trailer as a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0042] Fig. 4 is a schematic representation of a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0043] Fig. 5 shows a control brake quantity calculated by a method according to one aspect of the disclosure and a characterization of the relationship between brake quantity and brake pressure;

[0044] Fig. 6 is a schematic representation of a method for a data processing device according to one aspect of the disclosure;

[0045] Fig. 7 is a schematic representation of a method for an off-board server according to one aspect of the disclosure; and

[0046] Fig. 8 is a schematic alternative representation of a method for a data processing device and a method for an off-vehicle server, each according to an aspect of the disclosure.

[0047] Fig. 1 shows a schematic representation of a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the invention. The vehicle 200a, in particular a commercial vehicle 200b, is referred to below as vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b is a multi-unit vehicle 201, also referred to as a vehicle combination, and in the example shown comprises a towing vehicle 200d and a trailer 200c coupled to the towing vehicle 200b, also referred to as a trailer vehicle. In another embodiment, the vehicle 200a, 200b can also comprise multiple trailers 200c (not shown).

[0048] Such a vehicle 200a, 200b has a plurality of n schematically indexed axles 205. On each of the axles 205, the vehicle 200a, 200b has wheels 206 assigned to the respective axle 205 (see Fig. 2). One or more of the wheels 206 contact a surface (not shown) with a respective wheel contact patch. A braking force FB (see Figs. 2 to 4) can act as a force acting on each wheel contact patch in the vehicle's longitudinal direction against the driving speed during braking or deceleration of the vehicle 200a, 200b. The braking force FB is a braking variable B. Likewise, a braking AB is a braking variable B that characterizes the deceleration of the vehicle 200a, 200b. The braking AB is defined, for example, as the ratio of braking force FB and axle load FA.

[0049] Details of the vehicle 200a, 200b are described with reference to Figs. 2 to 4.

[0050] Fig. 2 shows a schematic representation of a detail of a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the invention. Fig. 2 shows an axle construction. An axle construction of this type, or one with a fundamentally similar function, is typical for trailer vehicles.

[0051] The vehicle 200a, 200b accordingly has a vehicle frame 210. The vehicle frame 210 is a sheet metal and / or tubular construction, has a load-bearing function, and chassis components are connected to the vehicle frame 210. In particular, the vehicle 200a, 200b has a pneumatic suspension system 260 that has components connected to the frame.

[0052] The pneumatic suspension system 260 comprises, in particular, a bellows 265 or air spring bellows assigned to a wheel 206 and / or an axle 205. The vehicle 200a, 200b comprises a device for providing compressed air for filling the bellows 265 (see Fig. 4). Filling the bellows 265 and / or venting the bellows 265 is possible via valves 297 (see Fig. 4) of the vehicle 200a, 200b.

[0053] The vehicle 200a, 200b comprises an axle tube 207 forming the axle 205. The axle tube 207 is fixedly connected at each side to an axle guide 220 of the vehicle 200a, 200b. The axle guide 220 is rotatably connected to the vehicle frame 210 on one side of the axle guide 220 by a bearing 230 comprising a bolt. On the other side of the axle guide 220, facing away from the bearing 230, there is a bellows 265, with which the vehicle 200a, 200b can be sprung and damped, and the axle 205 can optionally be adjusted in height. For this purpose, the axle guide 220 is connected to the axle tube 207. A distance 11 between the bearing 230 and the axle 205 or the axle tube 207 defines a length of a lever supported on the bearing 230 and acting on the axle 205. The distance 11 between the bearing 230 and the axle 205 can be measured and is a vehicle-specific or vehicle-type-specific constant C.

[0054] The vehicle 200a, 200b comprises a pressure sensor device 270. The pressure sensor device 270 is configured to measure a bellows pressure pB and a brake pressure BP. The pressure sensor device 270 can be configured to measure bellows pressures pB of multiple bellows 265 and / or brake pressures BP of multiple brake cylinders 295 (see Fig. 4). The bellows pressure pB is the pressure prevailing in the interior of the bellows 265. The brake pressure BP is the pressure applied to a braking system 290 of the vehicle 200a, 200b. The bellows 265 has an effective area Aeff, which, together with the bellows pressure pB, defines a force transmitted by the bellows 265. The bearing 230 is arranged at a height h. The height h is defined as the vertical distance between the bearing 230 and the ground and / or the wheel contact surface. The height h can be measured and / or estimated from a radius of the wheel 206.The height h is essentially a vehicle-specific or vehicle-type-specific constant C.

[0055] The axle guide 220 has a length 10 of the axle guide 220. The length 10 of the axle guide 220 is defined as the distance between the bearing 230 and the bellows 265 along the axle guide 220. The length 10 of the axle guide 220 thus defines the length of a lever arm supported on the bearing 230 and acting on the bellows 265. The length 10 of the axle guide 220 can be measured and is a vehicle-specific or vehicle-type-specific constant C.

[0056] The vehicle 200a, 200b has a braking system 290 (see Fig. 4), not shown in Fig. 2, for braking the wheel 206. The braking system 290 is configured to apply a braking torque to the wheel 206 in order to decelerate the rotational movement of the wheel 206 by a braking force FB acting on the wheel contact patch. Due to the construction shown in Fig. 2, a braking torque acting on the wheel 206 and thus the braking force FB leads to a counterforce on the bellows 265 or to a braking force FBB on the bellows 265. The braking force FB thus leads to a bellows pressure change pD in the bellows 265. The bellows pressure pB and thus the bellows pressure change pD as well as a braking pressure BP, which is applied to the braking system 290, can be measured by the pressure sensor 270 and can be transmitted to a control unit 250 of the vehicle 200a, 200b (see Figs. 3 and 4).

[0057] Forces FBA, FBS, FBB act on the bellows 265 and include the following components: a static force FBS on the bellows 265, i.e. a force resulting from a static contribution of the axle load FA; a braking force FBB from a support of the braking torque, and a force FBA due to an axle load shift, i.e. a dynamic axle load shift during deceleration or a dynamic contribution of the axle load FA. The forces FBA, FBS, FBB and the bellows pressure pB are in the following relationship: FBA+FBS+FBB = pB x 2 x Aeff. In other words, the sum of the force FBA on the bellows 265 due to the axle load shift plus the static force FBS on the bellows 265 plus the braking force FBB on the bellows 265 is equal to twice the product of the bellows pressure pB and the effective area Aeff.The number two results from the number of bellows 265 per axle 205, is a vehicle-specific or vehicle-type-specific constant C and can be a different integer in other embodiments.

[0058] The following explains how the individual components of the forces FBA, FBS, FBB acting on the bellows 265 can be calculated.

[0059] The effective area Aeff of the bellows 265 can be measured or determined from data from a load-dependent braking force calculation or taken from the data sheets of the bellows or axle manufacturers and is a vehicle-specific or vehicle-type-specific constant C. The corresponding data from the load-dependent braking force calculation are typically stored in a control unit 250, in particular a brake control unit of a trailer vehicle. A relationship between a mass of the vehicle 200a, 200b and the bellows pressure pB is typically stored in the control unit 250.The effective area Aeff is then given as (mb-mu) xgx 11 / (2 x (pb-pu) x I0), where mb is the mass of the loaded vehicle 200a, 200b, mu is the mass of the unloaded vehicle 200a, 200b, pb is the bellows pressure pB of the loaded vehicle 200a, 200b, pu is the bellows pressure pB of the unloaded vehicle 200a, 200b, I0 is the length of the axle guide 220, 11 is the distance between the bearing 230 and the axle 205, and g is the location factor.

[0060] The force FBS from the static axle load on the bellows 265 is equal to the product of the static component of the axle load FA, static and the distance 11 between the bearing 230 and the axle 205 divided by the length 10 of the axle guide 220: FBS = FA, static x 11 / 10.

[0061] By observing and storing the bellows pressure pB at the start of braking, a suitable reference pressure pRef can be created for the bellows pressure change pD, so that only the bellows pressure change pD needs to be evaluated during the braking process. The bellows pressure change pD describes the increase in the bellows pressure pB during braking compared to the bellows pressure pB before braking. The maximum bellows pressure pB during braking can be used to calculate the bellows pressure change pD, which can be used to calculate the bellows pressure change pD using the reference pressure pRef.

[0062] The formation of a force or moment sum results in the following equation for the relationship between braking force FB and supporting force FBB on the bellows 265: FB=FBB x 10 / h, i.e. the braking force FB is equal to the supporting force FBB on the bellows 265 multiplied by the length 10 of an axle guide 220 divided by the height h of the bearing 230.

[0063] The calculation rule for the braking force FB, neglecting the axle load shift (see Fig. 3), is then: FB = pD x 2 x Aeff x 10 / h, i.e. the braking force FB is equal to twice the product of the effective area Aeff and the length 10 of the axle guide 220 divided by the height h of the bearing 230. The term 2 x Aeff x 10 / h is a vehicle-specific or vehicle-type-specific constant C.

[0064] Especially in the case of a semi-trailer, which typically has several axles 205 combined into an axle assembly, the bellows 265 of these axles 205 are connected to each other entirely or at least side by side. Thus, the braking force FB of the vehicle 200a, 200b and / or the axle assembly can be determined.

[0065] Fig. 3 shows a schematic representation of a trailer 200c as a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the invention. One axle 205 or multiple axles 205 and the pneumatic suspension system 260 of the trailer 200c can be configured as described with reference to Fig. 2. Fig. 3 is described with reference to Figs. 1 and 2.

[0066] In order for the trailer 200c to be coupled to the towing vehicle 200d (see Fig. 1 ), the trailer 200c has a kingpin 280 according to Fig. 3, via which forces can be transmitted between the trailer 200c and the towing vehicle 200d.

[0067] In particular, when the towing vehicle 200b brakes, a pivot braking force FBZ, i.e., a force acting on the kingpin 280 via the towing vehicle 200d to the trailer 200c, or in particular its horizontal component, can be transmitted. The pivot braking force FBZ results from the fact that the towing vehicle 200d brakes the mass of the trailer 200c, which rests on a fifth wheel plate of the towing vehicle 200d. The kingpin 280 is arranged at a pivot height hZ as a vertical distance between the kingpin 280 and the ground and / or the wheel contact patch. The pivot height hZ is a vehicle-specific or vehicle-type-specific constant C.

[0068] The trailer 200c has a center of gravity 202. To determine the center of gravity 202, a uniform load on the trailer 200c can be assumed. The driving dynamics of the trailer 200c can be characterized by a vehicle deceleration D during a braking operation. The center of gravity 202 is located at a center of gravity height hM, which can be estimated and / or derived from data from the braking calculation of the vehicle 200a, 200b. Deviations from the assumptions, for example, between the assumed and actual center of gravity height hM, lead only to insignificant deviations in the following considerations. The center of gravity height hM is essentially a vehicle-specific or vehicle-type-specific constant C.It is also possible to define several different vehicle-specific or vehicle-type-specific constants C for the center of gravity 202, because the center of gravity 202 and in particular the center of gravity height hM are not fixed, but depend on the load of the vehicle 200a, 200b. For example, assumed center of gravity heights hM for an empty or unloaded vehicle and for a loaded vehicle 200a, 200b can be derived from a braking calculation of the vehicle 200a, 200b. The current center of gravity 202 and the center of gravity height hM can be interpolated taking into account the current axle load FA, which can be retrieved via a CAN bus. If the influences of the axle load shift S are taken into account during braking, the calculation of the braking variable B or the braking force FB and / or the deceleration AB can be improved. For this purpose, assumptions, e.g.for the center of gravity height hM and the kingpin force FBZ transmitted by the kingpin 280. The dynamic axle load shift S during braking leads to a relief of the rear axle assembly of the semi-trailer and thus to a force FBA on the bellows 265 due to the axle load shift S.This force FBA on the bellows 265 due to the axle load shift S can be determined taking into account the deceleration D and the center of gravity height hM of the trailer 200c as follows: FBA = (- mx D x hM + FBZ x hZ ) x 11 / (nx leff x 10), so the force FBA on the bellows 265 due to the axle load shift S is equal to the quotient of the distance 11 between the bearing 230 and the axle 205 and the product of the number n of axles 205, the effective wheelbase leff and the length 10 of the axle guide 220 multiplied by the sum of the product of the mass m of the vehicle 200, 200b, the deceleration D and the center of gravity height hM and the product of the pivot braking force FBK and the pivot height hZ. The effective wheelbase leff is a measure of the horizontal distance between the kingpin 280 and the axles 205 and defines a length of a lever acting on the kingpin 280 and supported by the axles 205.For example, if multiple axles 205 are equally loaded, the effective wheelbase leff is defined relative to the effective contact point. For example, if there are three equally loaded axles 205, the effective contact point is located on a second, middle axle 205; if there are two equally loaded axles 205, the effective contact point is located exactly between the two axles 205.

[0069] The deceleration D of the vehicle 200a, 200b can be measured using an acceleration sensor and / or wheel speed sensors. The additional geometric data result from the design of the vehicle 200a, 200b and are vehicle-specific or vehicle-type-specific constants C. From the above equation for the axle load shift, it is clear that the influences of the axle load shift are small due to the long effective wheelbase leff of the semitrailer or trailer 200c in relation to the center of gravity height hM and the pivot height hZ.

[0070] The vehicle 200a, 200b has the control unit 250. The control unit 250 is, for example, a central control unit or a brake control unit. The control unit 250 is connectable or connected to the pressure sensor device 170 (see Figs. 2 and 4) to detect the bellows pressure pB and the brake pressure BP.

[0071] The vehicle 200a, 200b has a data processing device 255. The data processing device 255 is configured for wireless communication with a vehicle-external server 600 (see Fig. 8). For this purpose, the data processing device 255 can have a communication interface (not shown) configured for communication via a mobile radio network and / or a wireless local area network. In particular, the data processing device 255 can be configured, for example, for communication via 3G (UMTS), 4G (LTE-Advance), 5G (NR), and / or 6G. Alternatively or additionally, the data processing device 255 can be configured, for example, for communication via a wireless local area network (WLAN) according to IEEE 802.11. The data processing device 255 can thus have a V2X interface (vehicle-to-everything interface).The server 600 can then be reached by the data processing device 255, for example, via the Internet and can therefore be referred to as a backend and / or cloud.

[0072] The data processing device 255 is communicatively connected to the control unit 250. The control unit 250 can be configured to determine the braking variable B and / or a control braking variable B65 (see also Fig. 5) and to transmit the braking pressure BP and the bellows pressure change pD and / or the bellows pressure pB to the data processing device 255, which is different from the control unit 250. The data processing device 255 can transmit the data received from the control unit 250 to the vehicle-external server 600. The data processing device 255 is, for example, a telematics device. The data processing device 255 is configured to output braking force information BI, optionally depending on the control braking variable B65 falling below a limit value (see Fig. 5).For this purpose, the data processing device 255 can be configured to output the braking force information BI on a vehicle-side output device in a manner perceptible to a driver and / or user and / or to write it into a memory.

[0073] Fig. 5 shows a control brake variable B65 calculated by a method according to one aspect of the invention and a characterization of the relationship between brake variable B and brake pressure BP. Fig. 5 is described with reference to Figs. 1 to 4.

[0074] Fig. 5 shows in Fig. 5 (A) the determination of the control braking quantity B65 using the example of a control braking force FB65 and in Fig. 5 (B) a relationship between a braking AB and the braking pressure BP.

[0075] In Fig. 5 (A), the braking force FB is plotted against the braking pressure BP. The braking force FB can be determined from the bellows pressure pB as described with reference to Figs. 1 to 4. Below a set pressure PTh, no braking force FB can be determined. The set pressure PTh is thus a limit value for the braking pressure BP and defines an ordinate section in the plot, i.e., a shift in the relationship between the braking force FB and the braking pressure BP toward higher braking pressures BP.

[0076] To determine the control braking variable B65, a linear relationship L between the braking force FB and the braking pressure BP is assumed.

[0077] The bellows pressure pB and the brake pressure BP are recorded during a plurality of braking applications in order to determine a braking force FB65 for the majority of braking applications. During each of the braking operations, the maximum brake pressure BP and the associated bellows pressure pB can be recorded in order to characterize the braking performance at maximum brake pressure. The braking forces FB determined from the corresponding bellows pressures pD are illustrated with the brake pressures BP as crosses in Fig. 5 (A). The braking force FB shows a linear relationship with the brake pressure BP, whereby the fluctuation or scatter of the braking force FB decreases around the linear relationship L at higher brake pressures BP relative to the brake pressure BP.

[0078] Determining the control braking variable B65 involves a linear regression. For this purpose, a best-fit line defining the linear relationship L is drawn through the measured values ​​defined by the braking force FB and the braking pressure BP. This allows an average control braking variable mB65 to be determined based on the linear relationship L and the majority of braking applications. Alternatively, assuming the linear relationship L, it is possible to determine the control braking variable B65 based on just one measured value defined by the braking force FB and the braking pressure BP. By repeatedly determining the control braking variable B65 for different braking applications, the average control braking variable mB65 can also be determined. The average control braking variable mB65 can be determined taking into account heavier weights as the braking pressure PB increases.For weighting purposes, the brake variables B can also be divided into pressure ranges, i.e., into ranges of brake pressure BP at which the respective brake variable B was determined. A weight w can be calculated, for example, from the brake pressure BP as w = BP / P65, i.e., the ratio of brake pressure BP to control brake pressure P65. This allows the determined values ​​for the brake force FB in low pressure ranges (control pressure from approximately 1 bar to 3 bar) to be extrapolated to values ​​of the brake force FB at a control pressure of 6.5 bar to assess braking performance.

[0079] The linear relationship shown with a dashed line shows the braking performance, i.e., the relationship between braking force FB and braking pressure PB, with a control braking variable B65 that corresponds to a target, for example, according to a legal standard. A specific braking force FB must be applied at a control braking pressure P65 of 6.5 bar. In the example shown, the measured values ​​indicate underbraking, i.e., a lower control braking force FB65 than specified at the control braking pressure P65.

[0080] In Fig. 5 (B), deceleration AB is plotted against brake pressure BP. The linear relationship shown by a dashed line shows the braking performance, i.e., the relationship between deceleration AB and brake pressure BP, with a control braking variable B65 that corresponds to a target, e.g., according to a legal standard. The linear relationship shown by a dot-dashed line shows the braking performance in the case of under-braking, analogous to Fig. 5 (A). The linear relationship shown by a solid line in Fig. 5 (B) shows the braking performance in the case of over-braking, i.e., a higher braking performance than the target.

[0081] The control braking AB65 and the control braking force FB65 can be converted into one another: AB65 = FB65 / (FA xg), i.e. the control braking AB65 is equal to the control braking force FB65 divided by the product of axle load FA and location factor g.

[0082] Fig. 6 shows a schematic representation of a method 300 for a data processing device 255 according to one aspect of the disclosure. The method 300 according to Fig. 6 is a method 300 for determining a braking power for a data processing device 255 configured for wireless communication of a vehicle 200a, 200b, wherein the vehicle 200a, 200b has a pneumatic suspension system 260 with a bellows 265, a pressure sensor device 270 for detecting a bellows pressure pB of the one bellows 265, and the data processing device 255. Such a vehicle 200a, 200b is described with reference to Figs. 1 to 4. Fig. 6 is described with reference to Figs. 1 to 5.

[0083] The method 300 according to Fig. 6 comprises: detecting 310 a piece of bellows pressure information BPI determined based on the bellows pressure pB and detecting 310' the brake pressure BP. The detecting 310 of the bellows pressure information BPI includes receiving 310' the bellows pressure information BPI from a control unit 250 of the vehicle 200a, 200b that can be connected to the pressure sensor device 270.

[0084] The brake pressure BP is transmitted 315 to the vehicle-external server 600 to determine a control brake variable B65 at a control brake pressure P65 based on the brake variable B and the brake pressure BP. The bellows pressure information BPI is transmitted 320 to a vehicle-external server 600 to determine a brake variable B characterizing the braking performance.

[0085] The method 300 comprises: receiving 330 a braking force information BI relating to the braking performance from the vehicle-external server 600.

[0086] The braking force information BI is output 340 for perception by a fleet operator, driver and / or user of the vehicle 200a, 200b.

[0087] Those skilled in the art will recognize that steps of method 300 can also be performed in a different order than that shown and / or simultaneously. For example, the transmission 315 of the brake pressure BP and the transmission 320 of the bellows pressure information BPI can be performed in a different order and / or simultaneously by transmitting the brake pressure BP and the bellows pressure information BPI with a data packet from the data processing device 255 to the server 600.

[0088] The method 300 is further described with reference to Fig. 8.

[0089] Fig. 7 shows a schematic representation of a method 500 for an off-vehicle server 600 according to one aspect of the disclosure. The method 500 according to Fig. 7 is a method 500 for an off-vehicle server 600 for determining a braking performance of a vehicle 200a, in particular a commercial vehicle 200b. Such a vehicle 200a, 200b is described with reference to Figs. 1 to 4. Fig. 7 is described with reference to Figs. 1 to 6.

[0090] The method 500 according to Fig. 7 comprises: receiving 510 a bellows pressure information BPI from a data processing device 255 of the vehicle 200a, 200b configured for wireless communication.

[0091] A vehicle-specific and / or vehicle-type-specific constant C is detected 520. The constant C represents geometric conditions of the vehicle 200a, 200b and / or a suspension system 260 of the vehicle 200a, 200b.

[0092] The method 500 includes: receiving 525 a brake pressure BP from the data processing device 255.

[0093] The braking variable B is determined 530 based on a bellows pressure change pD that can be determined taking into account the bellows pressure information BPI and the constant C.

[0094] A control brake variable B65 is determined 535 at a control brake pressure P65 based on the brake variable B and the brake pressure BP.

[0095] The method 500 comprises: transmitting 540 a braking force information BI relating to the braking variable B to the data processing device 255.

[0096] Those skilled in the art will recognize that steps of method 300 can also be performed in a different order than that shown and / or simultaneously. For example, receiving 510 the bellows pressure information BPI, detecting 520 the constant C, and receiving 525 the brake pressure BP can be performed in a different order and / or simultaneously, for example, by receiving the brake pressure BP and the bellows pressure information BPI with a data packet from the server 600. The constant C can be detected before or after receiving 510, 525.

[0097] The method 500 is further described with reference to Fig. 8.

[0098] Fig. 8 shows a schematic alternative representation of a method 300 for a data processing device 255 and a method 500 for an off-board server 600, each according to an aspect of the disclosure. Such methods 300, 500 are described with reference to Figs. 6 and 7. Fig. 8 is described with reference to Figs. 1 to 7. A box arranged in a top row shows the control unit 250, the data processing device 255, and the off-board server 600. Below the respective boxes, method steps are represented by boxes with dotted lines and by arrows between the control unit 250 and the data processing device 255 and between the data processing device 255 and the server 600. The arrows thus illustrate sending and receiving by the control unit 250, the data processing device 255, and / or the server 600.

[0099] The control unit 250 is connected to the pressure sensor device 270 (see Figs. 2 and 4) to detect the bellows pressure information BPI and the brake pressure BP. For this purpose, the pressure sensor device 270 measures the bellows pressure PB and / or the bellows pressure change PD as well as the brake pressure BP.

[0100] The control unit 250 transmits the bellows pressure information BPI and the brake pressure BP to the data processing device 255. The data processing device 255 transmits the bellows pressure information BPI and the brake pressure BP to the server 600, which receives the bellows pressure information BPI and the brake pressure BP from the data processing device 255. To improve the braking variable B to be determined, the data processing device 255 can also transmit a vehicle deceleration D (see Figs. 2 to 4) to the server 600.

[0101] The server 600 records a vehicle-specific and / or vehicle-type-specific constant C. For this purpose, the server 600 can retrieve the constant C from a memory and / or from the data processing device 255, i.e., via the telematics portal. The constant C represents geometric conditions of the vehicle 200a, 200b and / or the suspension system 260 of the vehicle 200a, 200b. Based on the constant C, the bellows pressure information BPI, and the brake pressure BP, the server 600 determines the braking variable B as described with reference to FIGS. 2 and 3, and the control braking variable B65 as described with reference to FIGS. 4 and 5.

[0102] The server 600 transmits the braking force information BI to the data processing device 255. The data processing device 255 receives the braking force information BI and outputs the braking force information BI in a manner perceptible to a driver and / or user of the vehicle 200a, 200b.

[0103] Reference symbol (part of the description)

[0104] 200a vehicle

[0105] 200b commercial vehicle

[0106] 200c trailer

[0107] 200d towing vehicle

[0108] 201 multi-unit vehicle

[0109] 202 Focus

[0110] 205 Axis

[0111] 206 Wheel

[0112] 207 axle tube

[0113] 210 vehicle frame

[0114] 220 axle guides

[0115] 230 Storage

[0116] 250 control unit

[0117] 255 Data processing device

[0118] 256 Telematics device

[0119] 260 pneumatic suspension system

[0120] 265 bellows

[0121] 270 Pressure sensor device

[0122] 280 kingpins

[0123] 290 electropneumatic braking system

[0124] 295 brake cylinders

[0125] 300 Method for a data processing device

[0126] 310 Capture

[0127] 310' Capture

[0128] 310" Receive

[0129] 315 Transmitting a brake pressure

[0130] 320 Transmitting bellows pressure information

[0131] 330 Receive

[0132] 340 Issues

[0133] 500 Method for a server 510 receiving bellows pressure information

[0134] 520 Capture

[0135] 525 Receiving a brake pressure

[0136] 530 Determine

[0137] 535 Determining a control braking variable

[0138] 540 Submit

[0139] 600 servers

[0140] AB braking

[0141] AB65 Control braking

[0142] Aeff effective area

[0143] B Brake size

[0144] B65 Control brake variable

[0145] BI brake force information

[0146] BP brake pressure

[0147] BPI bellows pressure information

[0148] C constant

[0149] D Vehicle deceleration

[0150] FA axle load

[0151] FB braking force

[0152] FB65 Control braking force

[0153] FBA force on bellows, axle load shift

[0154] FBB braking force on bellows

[0155] FBS static force on bellows

[0156] FBZ Pin braking force h Height of a bearing hM Center of gravity height hZ Pin height

[0157] Kl control information leff effective wheelbase

[0158] 10 Length of an axle guide

[0159] 11 Distance between bearing and axle

[0160] L linear relationship mB65 control brake variable n number of axes

[0161] P65 Control brake pressure pB Bellows pressure pD Bellows pressure change pRef Reference pressure pTh Response pressure

[0162] S Axle load shift

Claims

Patent claims 1 . Method (300) for determining a braking power for a data processing device (255) of a vehicle (200a), in particular a commercial vehicle (200b), which is configured for wireless communication, wherein the vehicle (200a), in particular a commercial vehicle (200b), has a pneumatic suspension system (260) with a bellows (265), a pressure sensor device (270) for detecting a bellows pressure (pB) of the bellows (265), and the data processing device (255), wherein the method (300) comprises: Acquiring (310) a bellows pressure information (BPI) determined from the bellows pressure (pB) and Transmitting (320) the bellows pressure information (BPI) to a vehicle-external server (600) for determining a braking variable (B) characterizing the braking performance.

2. The method (300) according to claim 1, wherein the pressure sensor device (270) is configured to detect a brake pressure (BP), and the method (300) comprises: Detecting (310') the brake pressure (BP); Transmitting (315) the brake pressure (BP) to the vehicle-external server (600) for determining a control brake variable (B65) at a control brake pressure (P65) based on the brake variable (B) and the brake pressure (BP).

3. The method (300) according to claim 1 or 2, wherein the method (300) comprises: Receiving (330) braking force information (BI) relating to the braking performance from the vehicle-external server (600); and Outputting (340) the braking force information (BI) for perception by a fleet operator, driver and / or user of the vehicle (200a), in particular commercial vehicle (200b).

4. Method (300) according to one of the preceding claims, wherein the detection (310) of the bellows pressure information (BPI) comprises receiving (310") the bellows pressure information (BPI) from a control unit (250) of the vehicle (200a), in particular commercial vehicle (200b), which control unit can be connected to the pressure sensor device (270).

5. Computer program and / or computer-readable medium comprising instructions which, when the computer program or instructions are executed by a computer, cause the computer to carry out the method (300) and / or the steps of the method (300) according to one of claims 1 to 4.

6. Data processing device (255) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the data processing device (255) is configured for wireless communication and is configured to carry out the method (300) according to one of claims 1 to 4.

7. Data processing device (255) according to claim 6, wherein the data processing device (255) is a telematics device (256) of the vehicle (200a), in particular commercial vehicle (200b).

8. Vehicle (200a), in particular a commercial vehicle (200b), with a pneumatic suspension system (260) with a bellows (265), a pressure sensor device (270) for detecting a bellows pressure (pB) of the bellows (265) and the data processing device (255) according to claim 6 or 7.

9. Vehicle (200a), in particular commercial vehicle (200b), according to claim 8, wherein the vehicle (200a), in particular commercial vehicle (200b), is a trailer (200c) of a multi-unit vehicle (201).

10. Method (500) for a vehicle-external server (600) for determining a braking performance of a vehicle (200a), in particular a commercial vehicle (200b), the method (500) comprising: Receiving (510) bellows pressure information (BPI) from a data processing device (255) of the vehicle (200a), in particular commercial vehicle (200b), which is configured for wireless communication; Detecting (520) a vehicle-specific and / or vehicle-type-specific constant (C); and Determining (530) the braking variable (B) based on a bellows pressure change (pD) that can be determined taking into account the bellows pressure information (BPI) and the constant (C).

11. The method (500) of claim 10, wherein the method (500) comprises: Transmitting (540) braking force information (BI) relating to the braking variable (B) to the data processing device (255).

12. The method (500) according to claim 10 or 11, wherein the method (500) comprises: Receiving (525) a brake pressure (BP) from the data processing device (255); and determining (535) a control brake variable (B65) at a control brake pressure (P65) based on the brake variable (B) and the brake pressure (BP).

13. The method (500) according to any one of claims 10 to 12, wherein the constant (C) represents geometric conditions of the vehicle (200a), in particular commercial vehicle (200b), and / or a suspension system (260) of the vehicle (200a), in particular commercial vehicle (200b).

14. Computer program and / or computer-readable medium for a vehicle-external server (500), comprising instructions which, when the computer program or the instructions are executed by the server (500), cause the server (500) to carry out the method (500) and / or the steps of the method (500) according to one of claims 10 to 13.

15. Vehicle-external server (60), wherein the server (600) is configured to carry out the method (600) and / or the steps of the method (600) according to one of claims 10 to 13.

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