Device for indicating deceleration of a braking system

Abstract

To provide a technology that enables a person controlling a vehicle to identify and adapt his / her actual braking behavior as much as possible. The present invention relates to a device for displaying the deceleration of a brake system including a hydraulic friction brake device (2) and a regenerative brake device (3), the device having a calculation unit (7) and a display device (8) for graphically visualizing the current braking state. The device according to the present invention is characterized in that the calculation unit (7) receives the decelerations of the friction brake device (2) and the regenerative brake device (3) and processes them further for graphical display, and the display device (8) receives data on the decelerations from the calculation unit (7) and is configured to display, independently of each other, on two separate scales (9, 10), the at least indirectly detected deceleration of the friction brake device (2) on the one hand and the at least indirectly detected deceleration of the regenerative brake device (3) on the other hand.

Description

[Technical Field]

[0001] The invention relates to a device for indicating the deceleration controlled by an operating method of a braking system comprising hydraulically actuable friction and regenerative braking devices, as defined in more detail in the preamble of claim 1. [Background technology]

[0002] Brake systems having both friction and regenerative braking devices are known in the prior art. These brake systems are used, for example, in hybrid or battery-electric vehicles, to recover at least a portion of the energy generated during braking by means of a regenerative braking device. Typically, this regenerative braking device is implemented via the vehicle's electric traction motor, which operates as a generator when the vehicle is decelerating.

[0003] As a prior art, reference can be made to the following Patent Document 1, which describes a display device for a hybrid vehicle. This display device uses two pointers to indicate the total power and the ratio of the electric motor power to the internal combustion engine power.

[0004] Patent Document 2 listed below describes a braking device for a hybrid vehicle, in which brake power distribution is haptically fed back to the vehicle driver via the brake pedal position using an actuator.

[0005] The patent document EP 0 999 563 describes a method for controlling the deceleration of a motor vehicle. The patent document EP 0 999 563, translated into German, describes a control device for a braking system in a vehicle.

[0006] The following Patent Document 5 describes a coaching method for a vehicle equipped with a regenerative braking device. This coaching method includes graphically displaying the difference between a calculated (ideal) braking behavior and an actually realized braking behavior in order to train the user. The following Patent Document 6 also describes a similar method.

[0007] The document US Pat. No. 5,629,999 generally describes a display device for a vehicle with variable scaling depending on the parameter to be displayed.

[0008] In this regard, Patent Document 8 below describes a display device for an at least partially electrically driven hybrid vehicle. It essentially visualizes the operating state of the hybrid system, both in terms of acceleration and braking. The distinction between the regenerative braking rate and the mechanical braking rate also plays an important role in displaying the braking operating state. To visualize this, the display device shows fixed, predetermined ratios for each of the two brakes, allowing the driver to distinguish between when the vehicle is primarily using regenerative braking and when it is primarily using friction braking.

[0009] The drawback here is that due to the fact that the predetermined division is fixed graphically, the actual situation is not visualized, but only the theoretical predetermined situation is visualized, which is symbolically represented in the graphic drawn on the display unit. This can certainly provide sufficient information to the vehicle driver, but it does not help the driver to influence his own braking behavior, for example, so that the maximum possible energy can be recovered mainly by regenerative braking.

[0010] However, accurate information of this kind is desired in order to enable the driver of the vehicle to adapt his braking behavior according to personal wishes, such as maximum energy efficiency. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-314100 [Patent Document 2] German Patent Application Publication No. 10 2021 114 497 A1 [Patent Document 3] German Patent Application Publication No. 10 2021 205 614 A1 [Patent Document 4] International Application Publication No. 11 2013 006 919 T5 [Patent Document 5] German Patent Application Publication No. 10 2016 104 049 A1 [Patent Document 6] International Publication No. 201 / 046733 A1 [Patent Document 7] German Patent Application Publication No. 10 2010 033 517 A1 [Patent Document 8] German Patent Application Publication No. 10 2008 060 265 A1 Summary of the Invention [Problem to be solved by the invention]

[0012] The object of the present invention is therefore to provide an improved device for displaying the deceleration of a braking system controlled by an operating method, which allows the person controlling the vehicle to identify and adapt his actual braking behavior as far as possible. [Means for solving the problem]

[0013] According to the invention, this problem is solved by a device with the features of claim 1. Advantageous configurations and developments of the device according to the invention emerge from the claims dependent thereon.

[0014] In the device according to the invention, as in the prior art mentioned at the beginning, a calculation unit and a display device are used for graphically visualizing the braking state. According to the invention, the calculation unit receives (acquires) deceleration, for example as deceleration torque, from the friction brake system and the regenerative brake system and further processes it for graphical display. The display device is configured to receive data from the calculation unit and display the at least indirectly detected deceleration of the friction brake system on the one hand and the at least indirectly detected deceleration of the regenerative brake system on the other hand independently of each other on two separate scales.

[0015] The calculation unit detects the deceleration of the friction brake system and the deceleration of the regenerative brake system, as appropriate. These decelerations can be detected directly or indirectly. For example, they can be detected using measurement technology or calculated backward from the corresponding values ​​of the acceleration sensors and / or the control of the operating method for decelerating the vehicle. The display device can display these detected decelerations of the respective brake systems independently of each other. That is, a first scale is used to display the current deceleration of the friction brake system and a second scale is used to display the current deceleration of the regenerative brake system. The fixed relationship present in the prior art, in which a certain deceleration always results in a predetermined ratio of one brake system to the other, is eliminated in favor of the actually detected values. This results in a display of the deceleration of the brake system that ideally reflects reality. This means that the driver of the vehicle, in this case, the person performing the braking, can always tell exactly how the deceleration is distributed between the two brake systems. In this way, drivers of vehicles that are sensitive to this problem are provided with the means to evaluate their own braking behavior, so that they can, for example, stop the vehicle as efficiently as possible, i.e., if they want to reduce the involvement of friction brakes, they can do so.

[0016] In a particularly advantageous embodiment of the device according to the invention, the two scales are arranged in the form of bar graphs positioned next to each other. A bar graph, which can be configured to have the same distribution of braking torque in the vertical direction, is ideal for depicting the ratios of the two braking systems independently of each other, yet still allowing a very easy visual comparison between them.

[0017] In this case, the rods can be realized, for example, in the vertical direction, i.e., extending from bottom to top as the braking torque increases. Similarly, the rods can extend laterally, i.e., from left to right as the braking torque increases. Alternatively, the rods can take the form of two curved rods realized like round gauges extending next to each other. In particular, in this configuration, it is conceivable that as the deceleration increases, one rod is positioned from left to right and the other rod is positioned from right to left, so that the rods extend closer to or further away from each other.

[0018] However, instead of bars of this kind, other display forms are also conceivable in principle, such as color traffic light displays, displays using needles, etc. In particular, color displays, such as traffic light displays, can also be additionally incorporated into the bar graph, so that the increasingly higher bars can change not only their height but also their color at the same time, either completely or as a color gradient in the vertical direction.

[0019] According to a highly advantageous development, the scale bar graph for displaying the deceleration of the regenerative braking device can be divided into a number of subsections, each of which corresponds to a pre-set regeneration level, so that if, for example, five regeneration levels are available, the bar graph will consist of five sections, and in this case, for each regeneration level, the display is visualized as a maximum value up to the set regeneration level, depending on the at least indirectly detected deceleration.

[0020] In another highly preferred configuration of the device according to the invention, the calculation unit is configured to determine the percentage of deceleration caused by the control of the antilock brake system and transmit it to the display device, which is configured to display the deceleration in the control range of the antilock brake system in a first area independent of the scale. According to a highly advantageous configuration of the device, this independent first area can be arranged adjacent to the scale for displaying the deceleration caused by the friction brake system. This device is particularly efficient because the antilock brake system operates via the friction brake system and the deceleration in the control range of the antilock brake system is typically related to the maximum deceleration caused by the friction brake system. In other words, the first area for display can be connected to the scale for displaying the deceleration caused by the friction brake system and can be formed, in particular, as a bar graph. This scale can, in particular, be an independent bar segment following the bar graph.

[0021] In another advantageous configuration of the device according to the invention, the calculation unit is configured to determine the proportion of additional deceleration caused by the regenerative braking system in a predetermined color program and transmit this to the display device, which is configured to display the additional deceleration caused by the regenerative braking system in a second area separate from the scale. In a very advantageous development of the device, this second independent area can be provided in particular adjacent to the scale for displaying the deceleration caused by the regenerative braking system.

[0022] This advantageous configuration of the device according to the invention plays an important role in certain color programs when driving relatively sporty, especially in the area of ​​a racing track, i.e., not in public traffic. In this case, very high decelerations that are not suitable for normal traffic can be triggered via the regenerative braking system. Such decelerations are typically 0.3 g or more, which roughly corresponds to the maximum deceleration in normal traffic. Higher decelerations could compromise traffic safety, since other road users would not expect such high decelerations. However, in sporty driving modes on a racing track, such decelerations are quite common and are expected by other participants, so decelerations greater than the aforementioned 0.3 g can be generated via the regenerative braking system. If such additional deceleration occurs, it can be displayed in a dedicated display area, such as a bar segment adjacent to the bar display of the scale for displaying the deceleration generated via the regenerative braking system.

[0023] In a further advantageous development of the device according to the invention, a method is provided in which, in the event of emergency braking without prior regeneration, deceleration is achieved using only the friction brake system, i.e., without the use of the regenerative brake system, and in this case the display device is configured to appropriately display the proportion of deceleration caused by the friction brake system and the proportion of deceleration caused by the control of the anti-lock brake system received from the calculation unit. That is, the vehicle is currently traveling without regeneration, and in the event of emergency braking, regeneration is abandoned, and this is also appropriately displayed on the display device together with the deceleration caused by the control of the anti-lock brake system, which normally occurs in emergency braking.

[0024] In the event of emergency braking with prior regeneration, the method of operation includes deceleration by both the friction brake system and the regenerative brake system, as appropriate. In this case, the display device is configured to receive from the calculation unit and display the percentage of deceleration caused by the friction brake system, the percentage of deceleration caused by the antilock brake system control, and the percentage of deceleration caused by the regenerative brake system. Furthermore, in this case, the two brake systems are synchronized, i.e., braking is performed using all available means. Since regeneration is already activated in advance during this emergency braking, it can be used without a time delay, so deceleration by the two brake systems can be triggered (called) synchronously.

[0025] In the case of emergency braking using a friction brake device operating in the control range of the anti-lock brake system and a regenerative brake device with a predefined color program with additional deceleration, a highly preferred configuration of the device according to the invention transmits from the calculation unit to the display device and shows the percentage of deceleration caused by the friction brake device, the percentage of deceleration caused in the control range of the anti-lock brake system, the percentage of deceleration caused by the regenerative brake device and the percentage of additional deceleration caused by the regenerative brake device. The percentage of deceleration caused by the control of the anti-lock brake system and the percentage of braking deceleration resulting in additional deceleration are displayed in separate first and second areas, again with the two brake devices being synchronized.

[0026] In a particularly advantageous embodiment of the device according to the invention, the operating method is configured such that, during each driving program, braking is performed exclusively with the friction brake device after a predetermined maximum state of charge of the electric energy storage device connected to the regenerative braking device has been reached. The regenerative braking device is typically a generator, in particular an electric drive machine that operates as a generator during braking. This drive machine provides electrical power. The extracted electrical power is proportional to the achievable braking power. On the one hand, the extracted electrical energy can be applied, but is usually not immediately usable, especially during heavier braking, and is therefore stored in an electric energy storage device. Such an electric energy storage device is typically configured as a battery. Furthermore, a configuration in the form of a supercapacitor or a combination of a supercapacitor and a battery is also conceivable. However, if the electric energy storage device is fully or nearly fully charged, the electrical power generated during regeneration cannot be extracted. In this case, in a corresponding operating method, only the friction brake device is used to decelerate the vehicle, so that no unextractable electrical power is generated in the system.

[0027] In another embodiment of the device according to the present invention, the operating method can further include compensating for disturbances using a regenerative braking system. In a typical approach, disturbances are compensated for using hydraulically actuated friction brakes, and braking is performed with a controlled braking torque at the wheels during regeneration. Such disturbances include all variables that ultimately cause the wheels to lose grip on the road. These may be, for example, dynamic wheel load distribution, differences in friction between individual wheels or between individual road areas, or uneven road surfaces. These may also include tire pressure differences or unevenness of the road. Instead of being compensated for using the friction brakes via the constant braking power of the regenerative braking system as in the past, compensation is now performed directly via the regenerative braking system, eliminating the need to use the friction brakes regardless of the disturbances that occur. This increases the amount of energy recovered and reduces wear on the mechanical friction brakes, thereby extending at least the service life of the friction elements of the friction brakes.

[0028] Further advantageous configurations of the device according to the invention and its use will become apparent from the exemplary embodiments described in more detail below with reference to the drawings. [Brief explanation of the drawings]

[0029] [Figure 1] 1 is a schematic diagram of a vehicle equipped with a device according to the invention; [Figure 2] 1 shows a first operating state of a display in the form of two scales of a device according to the invention as one possible embodiment; FIG. [Figure 3] FIG. 3 is a diagram showing a second operating state in a display similar to that of FIG. 2. [Figure 4] FIG. 3 is a diagram showing a third operating state in a display similar to that of FIG. 2. [Figure 5] FIG. 3 is a diagram showing a fourth operating state in a display similar to that of FIG. [Figure 6]FIG. 10 is a diagram showing a fifth operating state in a display similar to that of FIG. [Figure 7] FIG. 10 is a diagram showing a sixth operating state in a display similar to that of FIG. [Figure 8] FIG. 10 is a diagram showing a seventh operating state in a display similar to that of FIG. [Figure 9] FIG. 10 is a diagram showing an eighth operating state in a display similar to that of FIG. [Figure 10] 1A and 1B are diagrams illustrating compensation adjustment of disturbance amounts according to the prior art and compensation adjustment of disturbance amounts in a device according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0030] FIG. 1 shows a schematic representation of a vehicle designated by the reference number 1. The vehicle 1 may be an electrically driven vehicle or a hybrid vehicle with an at least partially electric drive. It is essential for the inventive device that the vehicle 1 shown comprises a friction brake device 2, which is typically realized as a hydraulic friction brake. Furthermore, the vehicle 1 comprises a regenerative braking device 3, typically formed by an electric drive machine, which operates as a generator when braking the vehicle 1. The regenerative braking device 3 is connected via power electronics 4 to an electric energy storage device 5, which may in particular be configured as a battery. It is also conceivable to use so-called supercapacitors, either alone or in combination with a battery module.

[0031] For braking the vehicle 1, typically two brake devices 2, 3 are used in combination. A control unit 6 regulates this braking method. At the same time, the control unit 6 can transfer the at least indirectly detected braking torque or deceleration caused by the friction brake device 2 on the one hand and the regenerative brake device 3 on the other hand to a calculation unit 7. This calculation unit 7 is configured to receive the deceleration and further process it for graphical display. A display unit 8 is configured to receive data from the calculation unit 7 and to display two scales 9, 10, which are shown separately, one for the deceleration of the friction brake device 2 and the other for the deceleration of the regenerative brake device 3, independently of each other.

[0032] These two scales 9, 10 are shown again for various operating scenarios in the following figures 2 onwards. These two scales can in particular be realised in the form of bar graphs located next to each other as shown here. The bars do not have to be oriented vertically as shown here, but may also be oriented horizontally, curved or similarly shown.

[0033] 2 and subsequent figures are based on the same display principle. The deceleration of the regenerative braking device 3 is shown as scale 9 in a bar graph on the right side of each figure, and the deceleration of the friction braking device 2 is shown as scale 10 in the adjacent bar graph. Therefore, to concretely show this situation, the reference numerals 2 and 3 of the respective braking devices 2 and 3 are shown in parentheses below the corresponding scales 9 and 10.

[0034] Here, the bar graph to the right of the scale 9, i.e., the display of the deceleration of the regenerative braking device 3, is divided into a number of segments, here five individual segments. These segments may be provided, for example, if various levels of regeneration are available. In the embodiment shown, this is five levels of regeneration. The arrows in the respective scales 9, 10 in FIG. 2 and the subsequent figures respectively indicate that the bar graphs are colored or activated in succession from bottom to top, typically indicating the maximum level of this activation, in the sense explained in more detail below.

[0035] Above the two bars of the scales 9, 10 there are two separate regions 11, 12. These regions are described in more detail below.

[0036] 2 is based on a first scenario. This first scenario may be, for example, when the vehicle 1 is in a first driving program, for example, a driving program that emphasizes comfort and economy. The second region 12 is not required for such a driving program, since it symbolically represents a type of deceleration that is not available in this driving program. Therefore, for all scenarios of such a driving program that emphasizes comfort and economy, the second region 12 is simply shown with a dashed line. In the example shown here, this corresponds to FIGS. 2 to 6.

[0037] 2 is based on a first scenario, which can be described as, for example, approaching a red light or a stop. During this journey, the vehicle 1 brakes exclusively via regeneration, in this case via a set regeneration level 3, so that the bars on the scale 9 up to the third segment represent the currently occurring deceleration, following the arrows pointing from bottom to top. As shown, when all three segments of the bar are filled, this represents the maximum deceleration that can be achieved via regeneration level 3.

[0038] This first scenario from Figure 2 is taken up again in Figure 3. Here too, the vehicle runs to a red light, so that what has been explained in the box of Figure 2 applies substantially to the bar graph of scale 9. In addition, a small amount of additional braking using hydraulically actuated friction brake device 2 is shown in the bar graph of scale 10, so that the bar graph of scale 10 is filled to a certain extent, here to about two-thirds of the maximum possible deceleration.

[0039] In Figure 4, in this scenario the vehicle is braked accordingly strongly at regeneration level 5 and slowed relatively strongly by a relatively large additional brake using friction brake device 2, allowing it to stop early before reaching a stop position or a red light.

[0040] 5 shows a scenario in which stronger braking leads to sudden braking. This may be the case, for example, when the driver of the vehicle 1 makes an error in judgment when approaching a traffic light or stop and has to brake suddenly just before the target position. In this case, in addition to maximum regeneration, i.e., maximum deceleration via the regenerative braking device 3, maximum deceleration also occurs via the friction braking device 2. Furthermore, during such sudden braking, the antilock braking system (ABS) of the vehicle 1 typically reacts. If deceleration occurs in the control range of the antilock braking system, this is indicated by a first range 11, which is also shown activated here.

[0041] 6 shows a situation in which an equivalent emergency braking operation occurs when the regenerative braking device 3 has not been activated beforehand. In this case, the regenerative braking device 3 is not used, i.e. the electric drive motor is not started as a generator, and the total braking power is applied via the friction braking device 2, including deceleration in the control range of the anti-lock brake system. This is used to achieve a fast emergency braking operation, avoiding the time wasted in activating the regenerative braking device 3, which has not yet been activated.

[0042] In the previous figures 2 to 6, a driving program emphasizing comfort and efficiency was always the basis for the operating method of the brake system. Therefore, as shown above, the second region 12 is inactive and is accordingly indicated by a dashed line. This second region 12 can be actively used when the vehicle 1 is used in a sporty driving program, in particular a driving program used on a racing track. In fact, decelerations of up to 0.3 g are common in normal traffic and are considered safe. Therefore, in normal driving programs, the maximum deceleration is limited to exactly this 0.3 g. In some cases, greater deceleration is achieved during emergency braking; however, this deceleration is typically achieved via the friction brake device 2 with full brake power, including deceleration in the control range of the anti-lock brake system, as explained above in the frames of figures 5 and 6.

[0043] 7 and 8 are based on a predetermined driving program in a sporty range, particularly for use on racing tracks. Here, additional deceleration can be triggered via the regenerative braking device 3, which results in an overall deceleration of the regenerative braking device 3 exceeding 0.3 G, which is very useful and typical, particularly when used on racing tracks, and in such situations is also expected by other participants in this type of race, so that such a large deceleration via the regenerative braking device 3 does not pose a danger to others. When this additional deceleration is triggered, it is visualized via the second region 12, which corresponds to the two scenarios shown in FIGS. 7 and 8.

[0044] 7, the underlying scenario is one of heavy braking before a sharp curve, in which the regenerative braking device 3 gradually increases the deceleration, including its additional deceleration zone, so that the entire bar of scale 9 is activated, including the second zone 12. Here too, as indicated by the arrows in the two bars of scales 9 and 10, the friction braking device 2 is utilized to the fullest extent without the anti-lock braking system.

[0045] In the scenario shown in FIG. 8, which is based on sudden braking, in addition to the full braking power of the regenerative braking device 3, including the additional deceleration available only in this driving program as indicated in the second region 12, the control of the anti-lock brake system reacts by increasing the deceleration of the friction braking device 2 so that the first region 11 is also activated accordingly.

[0046] Finally, Fig. 9 shows a scenario that is implemented appropriately for all driving programs, in which the second region 12 may or may not be provided. In this scenario, the electric energy storage device 5 of the vehicle 1 is fully or almost fully charged. This means that when braking is performed using the regenerative braking device 3, the generated power cannot be stored in the electric energy storage device 5. In this case, the control unit 6 for the operating method performs braking only using the friction braking device 2. This means that braking via the regenerative braking device 3 is not performed until the charge state of the electric energy storage device 5 is such that the generated power can be recaptured.

[0047] FIG. 10 shows two separate graphs, each showing the wheel brake torque, designated by the reference symbol B, over time t when braking the vehicle 1. The graph on the left side of FIG. 10 shows the normal state as implemented in accordance with the prior art. In this case, the operating method instructed via the control unit 6 functions such that, at a specific braking power demand, a constant wheel brake torque B0 is first provided via the regenerative braking device 3. If any disturbances occur that change the friction value of the tires against the road surface, such as changes in the road surface, moisture, puddles, or differences in air pressure in the different tires of the vehicle 1, these disturbances are compensated for by the activation of the friction brake device 2. This is represented by the upper part of FIG. 10, where the proportion of the wheel brake torque B provided by the friction brake device 2 is shown by hatching over time t. Since the braking power of the friction brake device 2 generated during the disturbance compensation adjustment is completely lost, this is an unfavorable approach in terms of energy efficiency and wear of the friction elements.

[0048] In the improved solution shown on the right side of Fig. 10, the control unit 6 is configured to compensate for disturbances accordingly via the regenerative braking device 3. This means that in situations where the friction brake device 2 can be abandoned, the total braking power is provided by the regenerative braking device 3, including compensation for any disturbances that may occur. Therefore, the entire graph area also bearing the reference number 3 is shown here shaded. This means that the corresponding wheel brake torque B is provided exclusively via the regenerative braking device 3, and the disturbances are also compensated for via this regenerative braking device 3.

Claims

1. 1. An apparatus for indicating deceleration of a braking system controlled by an operating method, comprising: The braking system includes a hydraulically actuable friction brake device (2) and a regenerative brake device (3); The device comprises a calculation unit (7) and a display device (8) for graphically visualizing the current braking state, The calculation unit (7) receives the deceleration caused by the friction brake (2) and the deceleration caused by the regenerative braking device (3) and further processes them for graphical display; The display device (8) is configured to receive data on the deceleration from the calculation unit (7), The display device (8) is further configured to display the data as two separate scales (9, 10) independently of each other, on the one hand the at least indirectly detected deceleration of the friction brake device (2) and, on the other hand, the at least indirectly detected deceleration of the regenerative brake device (3). An apparatus characterized in that

2. The scales (9, 10) are in the form of bar graphs positioned next to each other.

2. The device according to claim 1, characterized in that:

3. The scale (9) including a bar graph for displaying the deceleration of the regenerative braking device (3) is divided into a plurality of separate segments corresponding to the number of regeneration levels, if the regeneration levels are configurable.

3. The device according to claim 2.

4. The calculation unit (7) is configured to determine the percentage of deceleration caused by control of the antilock braking system and transmit it to the display device (8), The display device (8) is configured to display the deceleration in the control region of the antilock braking system in a first region (11) independent of the scales (9, 10). The device according to any one of claims 1 to 3.

5. The first area (11) is provided adjacent to the scale (10) for indicating the deceleration caused by the friction brake device (2).

5. The device according to claim 4.

6. the calculation unit (7) is configured to determine the proportion of additional deceleration caused by the regenerative braking device (3) in a given driving program and to transmit this to the display device (8); The display device (8) is configured to display the additional deceleration caused by the regenerative braking device (3) in a second area (12) independent of the scales (9, 10). The device according to any one of claims 1 to 5.

7. The second area (12) is provided adjacent to the scale (9) for indicating the deceleration caused by the regenerative braking device (3).

7. The device of claim 6.

8. a control unit (6) for the operating method configured to decelerate using only the friction brake device (2) when emergency braking without preceding regeneration is performed; The display device (8) is configured to display the percentage of deceleration caused by the friction brake device (2) and the percentage of deceleration in the control range of the antilock braking system received from the calculation unit (7). The device according to any one of claims 3 to 7.

9. a control unit (6) for the operating method configured to decelerate using the friction brake device (2) and the regenerative brake device (3) in the event of emergency braking with preceding regeneration; the display device is configured to receive and display from the calculation unit (7) the percentage of deceleration caused by the friction brake device (2), the percentage of deceleration in the control range of the antilock brake system, and the percentage of deceleration caused by the regenerative brake device (3); The two brake devices (2, 3) are synchronized The device according to any one of claims 3 to 7.

10. a control unit (6) for the operating method configured to decelerate the vehicle using the friction brake device (2) and the regenerative brake device (3) when emergency braking is performed in a predetermined driving program; the display device is configured to receive and display from the calculation unit (7) the percentage of deceleration caused by the friction braking device (2), the percentage of deceleration in the control range of the antilock braking system, the percentage of deceleration caused by the regenerative braking device (3), and the percentage of additional deceleration caused by the regenerative braking device (3); The deceleration of the friction brake device (2) and the additional deceleration of the regenerative brake device (3) in the control region of the antilock brake system are shown in the first and second regions (11, 12), The two brake devices (2, 3) are synchronized The device according to any one of claims 6 to 9.

11. The control unit (6) for the operating method is configured so that deceleration is performed only by the friction brake device (2) after a predetermined maximum state of charge of an electric energy storage device (5) connected to the regenerative brake device (3) is reached. The device according to any one of claims 1 to 10.

12. The control unit (6) of the operating method is configured to compensate and adjust the amount of disturbance by the regenerative braking device (3). The device according to any one of claims 1 to 11.

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