Prediction device and method for at least one brake system component of a brake system of a vehicle - Patents.com

Abstract

The present invention relates to a predictive device for at least one brake system component of a brake system of a vehicle (12). [Solution] The prediction device is designed and / or programmed to, for a provided set of values ​​(W), each having values ​​and / or information detected during a plurality of driving dynamics controls triggered by the driver and / or actively executed during autonomous braking of the vehicle (12) and each including detected input quantities, simultaneously detected output quantities, and simultaneously friction values ​​or position indication information relating to the road surface (16) driven by the vehicle (12), plot the set of values ​​(W) in a coordinate system having a plurality of target sectors, each corresponding to a predetermined target relationship between the input quantities and the output quantities at a particular friction value, and to estimate whether there is a high probability of at least one functional failure occurring in at least one brake system component of the brake system during at least a predetermined prediction time interval.

Description

[Technical field]

[0001] The present invention relates to a prediction device for at least one brake system component of a brake system of a vehicle.The present invention also relates to a prediction method for at least one brake system component of a brake system of a vehicle. [Background technology]

[0002] Methods for monitoring motor vehicles are known from the prior art. For example, US Pat. No. 5,399,436 describes a method for monitoring a motor vehicle with autonomous driving functions, in which an energy store supplying at least one energy consumer, in particular configured to stop the motor vehicle, is monitored. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] DE 102017218446 Summary of the Invention [Problem to be solved by the invention]

[0004] The present invention provides a prediction device for at least one brake system component of a brake system of a vehicle having the features of claim 1 and a prediction method for at least one brake system component of a brake system of a vehicle having the features of claim 7. [Means for solving the problem]

[0005] The present invention provides advantageous possibilities for early diagnosis as well as monitoring of at least one brake system component of a vehicle's brake system. Thus, the present invention allows not only the recognition of an already occurring fault of at least one brake system component of the respective brake system, but also the prediction of the future functional capability and the future operating behavior of at least one brake system component of the respective brake system. As will be explained in more detail below, the future functional capability of a number of different brake system components, such as an electromechanical brake booster device arranged in front of the master brake cylinder of the respective brake system and / or a motor-driven plunger device (in particular IPB, Integrated Power Brake) integrated into the respective brake system, can be reliably predicted by the present invention. Since the present invention allows an early prediction of a future malfunction or a future failure of at least one brake system component of the respective brake system, the present invention is also advantageously suitable for making safe autonomous driving of a vehicle equipped with the respective brake system.

[0006] In an advantageous embodiment of the prediction device, the electronics is designed and / or programmed for a set of values ​​provided to the electronics, each of which contains, as friction values ​​or position information, in addition to the detected input quantities and the simultaneously detected output quantities, a position indication of the road surface traveled by the vehicle at the same time, to call up the respective friction value from a predefined friction value map on the basis of the respective position indication and to add the called up friction value to the set of values. The prediction device can also be understood as a prediction device that can be used separately from the vehicle, so that the prediction device can easily be equipped with a large number of friction value maps from which the respective friction values ​​can be called up.

[0007] Alternatively and supplementarily, the electronics may be designed and / or programmed to filter out values ​​that include controller state information that deviates from the actively executed driving dynamics control from values ​​provided to the electronics, each of which includes values ​​and / or information detected during driver-triggered and / or autonomous vehicle braking and each of which includes controller state information in addition to detected input quantities, simultaneously detected output quantities, friction values ​​or position-indicating information regarding the road surface traveled by the vehicle. In this way, it can be reliably ensured that only values ​​for the actively executed driving dynamics control are plotted in the coordinate system. Similarly, the techniques described herein allow values ​​for the actively executed driving dynamics control to be coordinated with the brake characteristic map of the coordinate system as a normal operating state of the brake system and not interpreted as a malfunction.

[0008] As an advantageous development of the prediction device, the electronics may be designed and / or programmed to assign brake actuation points respectively to the set of values ​​plotted in the coordinate system and, additionally taking into account the distribution of the detected brake actuation points for driving dynamics control, to estimate whether there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system during at least a predefined prediction time interval, which may improve the prediction performed by the embodiments of the prediction device described herein of at least one brake system component of the brake system.

[0009] For example, the predictive device may be mountable on a vehicle, so that the vehicle is / can be equipped with its own predictive device.

[0010] Alternatively, the predictive device may include a communication device designed to receive values ​​transmitted from a data transmitter of the vehicle. In this case, the predictive device does not need to be assembled to the vehicle. Thus, the predictive device embodiments described herein may be made with relatively large volumes and / or weights without problems. Furthermore, the predictive device embodiments described herein may also receive values ​​transmitted from multiple vehicles by their data transmitters. In this case, the predictive device may be utilized for monitoring and early diagnosis of at least one brake system component of the vehicle's brake system.

[0011] The above mentioned advantages are also ensured when carrying out a corresponding prediction method for at least one brake system component of a brake system of a vehicle.

[0012] In an advantageous embodiment of the prediction method, a brake actuation point is assigned to each of the plotted values ​​in the coordinate system, and a distribution of the brake actuation points detected for driving dynamics control is additionally taken into account to estimate whether there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system at least during a predefined prediction time interval. In this way, the early diagnosis performed by the prediction method for the at least one brake system component of the respective brake system can be improved.

[0013] In particular, before plotting the detected values ​​in the coordinate system, the detected values ​​are filtered if the temperature is outside a predefined normal temperature range, if the brake pedal adjustment speed by the driver is outside a predefined normal speed range, if the voltage of the vehicle's electrical system is outside a predefined normal voltage range, if the data-providing device is out of order, and / or if the fade phenomenon occurs. In this way, it is possible to prevent extreme temperatures, unusual brake pedal adjustment speeds, malfunctions or failures of the vehicle's battery, data-providing device failures, or fade phenomena from interfering with the prediction made by the prediction method described herein. Short-term, temporary (reasonable) fluctuations in the temperature, the brake pedal adjustment speed, or the voltage of the vehicle's electrical system can be evaluated as "use cases". Anomalies can be recorded and subsequently tracked, and possibly output to the driver in the form of a fault prediction and / or information. Alternatively, the filtered values ​​can also be evaluated separately, in this way investigating the causes and the influence of the respective filtering criteria on the braking performance.

[0014] For example, the input quantities can be determined as follows: a rod stroke of an input rod coupled to the brake pedal, a master brake cylinder pressure of a master brake cylinder of the brake system, a motor current strength of a motor of a motor-driven brake pressure build-up device, an operating voltage of a motor of a motor-driven brake pressure build-up device, an adjustment stroke of at least one adjustable piston of a motor-driven brake pressure build-up device or a pump rate of at least one pump used as a motor-driven brake pressure build-up device of the brake system, and / or the output quantities can be determined: a master brake cylinder pressure of a master brake cylinder, a motor torque of a motor of a motor-driven brake pressure build-up device, a transmission efficiency of a transmission of a brake system coupled to a motor-driven brake pressure build-up device, at least one brake pressure of at least one wheel brake cylinder of the brake system, a braking force applied to the vehicle by the brake system, a braking torque applied to the vehicle by the brake system or a vehicle deceleration applied to the vehicle by the brake system. The examples of input quantities and output quantities listed here can be determined using a sensor system that is already conventionally installed in the vehicle. The prediction method described herein can therefore be carried out without extending a sensor system that is already conventionally installed in the vehicle.

[0015] Other features and advantages of the present invention will be described below with reference to the accompanying drawings. [Brief description of the drawings]

[0016] [Figure 1a] 1 is a flow chart illustrating an embodiment of a prediction method for at least one brake system component of a brake system of a vehicle. [Figure 1b] FIG. 2 is a coordinate system diagram for illustrating an embodiment of a prediction method for at least one brake system component of a vehicle brake system. [Figure 1c]FIG. 2 is a coordinate system diagram for illustrating an embodiment of a prediction method for at least one brake system component of a vehicle brake system. [Figure 1d] FIG. 2 is a coordinate system diagram for illustrating an embodiment of a prediction method for at least one brake system component of a vehicle brake system. [Diagram 2] FIG. 2 is a schematic diagram illustrating the operating principle of an embodiment of a prediction device for at least one brake system component of a brake system of a vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] 1a-1d show a flow chart and coordinate systems for illustrating an embodiment of a prediction method for at least one brake system component of a brake system of a vehicle.

[0018] It should be stated that the prediction method described below can be implemented with a number of different types of brake systems and is not limited to a specific vehicle type / automobile type equipped with the respective brake system.

[0019] In a method step S1 of the prediction method, groups of values ​​and / or information are detected during a number of driving dynamics controls which are triggered by the driver and / or which are actively performed during autonomous braking of the vehicle. For this purpose, for each of the detected groups of values, respectively detected input quantities x, output quantities p detected simultaneously with the input quantities x of the respective group of values ​​and detected or retrieved friction values ​​μ of the road surface traveled by the vehicle simultaneously with the detection of the input quantities x and the output quantities p are determined. A driving dynamics control can be understood, for example, as an ABS control (antilock system control), an ESP control (electronic stability control), a TCS control (traction control system) or an ACC control (adaptive cruise control).

[0020] The input quantity x indicates the operating strength of the brake pedal operation by the driver of the vehicle or a quantity representative of the operating mode of the motor-driven brake pressure increase device of the brake system. The input quantity representative of the operating mode of the motor-driven brake pressure increase device can also be interpreted as a quantity predetermined by an automatic device for controlling the autonomous braking of the vehicle. In the example of Fig. 1a to Fig. 1d, the input quantity x is a rod stroke x of an input rod coupled to the brake pedal. The rod stroke x can be easily and reliably detected, for example, by means of a rod stroke sensor. As the output quantity p, a quantity representative of the reaction of the brake system to the input quantity x is detected. In the embodiment described in this specification, exemplarily, the master brake cylinder pressure p of the master brake cylinder of the brake system is detected as the output quantity p. The master brake cylinder pressure p can also be interpreted as the pre-pressure p of the brake system. For example, a pre-pressure sensor of the brake system can be used to detect the master brake cylinder pressure p. For example, the friction coefficient of the road surface traveled by the vehicle can be interpreted as the friction value μ.

[0021] However, the examples of input quantities x and output quantities p given here should not be interpreted as limiting. For example, the master brake cylinder pressure p of the master brake cylinder of the brake system can be detected as input quantity, if it can be taken as a (substantially) starting point that the master brake cylinder pressure p corresponds to the actuation of the brake pedal by the driver. Alternatively, the motor current strength of the motor of the motor-driven brake pressure booster, the operating voltage of the motor of the motor-driven brake pressure booster, the adjustment stroke of at least one adjustable piston of the motor-driven brake pressure booster, for example the adjustment stroke of at least one adjustable piston of an electromechanical brake booster in particular upstream of the master brake cylinder or of a plunger device (in particular IPB, Integrated Power Brake) integrated into the brake system, or the pump rate of at least one pump used as the motor-driven brake pressure booster of the brake system can also be detected as input quantity x. The examples of input quantities given here may also be specified by an automatic device for controlling the autonomous braking of a vehicle. As output quantity p, the motor torque of the motor of the motor-driven brake pressure increase device, the transmission efficiency of the transmission of the brake system coupled to the motor-driven brake pressure increase device, at least one brake pressure of at least one wheel brake cylinder of the brake system, the braking force exerted on the vehicle by the brake system, the braking torque exerted on the vehicle by the brake system or the vehicle deceleration exerted on the vehicle by the brake system can also be determined. All quantities listed here can be reliably determined as input quantity x or output quantity p without any problems using a sensor system that is usually already installed in the vehicle. Thus, method step S1 can be performed without expanding the sensor system installed in the vehicle.

[0022] The method step S1 can include a number of sub-steps S1a to S1c. For example, in the sub-step S1a, a set of values ​​can be detected during a number of driver-triggered and / or autonomous braking of the autonomous vehicle, each of the detected set of values ​​comprising at least a detected input quantity x, an output quantity p detected simultaneously with the input quantity x of the respective set of values, and a friction value or position indication information for a road surface traveled by the vehicle simultaneously with the detection of the input quantity x and the output quantity p. The friction value or position indication information can be a detected friction value μ of the road surface traveled by the vehicle simultaneously with the detection of the input quantity x and the output quantity p. Similarly, the friction value or position indication information can be a position indication of the road surface on which the vehicle is travelling, detected simultaneously with the detection of the input quantity x and the output quantity p. In particular, in this case, based on the respective position indication, the friction value μ of the road surface traveled by the vehicle simultaneously with the detection of the input quantity x and the output quantity p can be read / called from a predefined friction value map. If, when executing method step S1a, it is not ensured that the set of values ​​is detected during an actively executed driving dynamics control, each set of values ​​can additionally further comprise controller state information for a possibly simultaneously executed driving dynamics control which is determined simultaneously with the detection of the input quantity x and the output quantity p.

[0023] If, when executing substep S1a, it is not ensured that a set of values ​​is determined during an actively executed driving dynamics control, then substep S1b is executed, in which a set of values ​​having controller state information that deviates from an actively executed driving dynamics control is filtered out from the set of values ​​determined by executing substep S1a. Substep S1b makes it possible to ensure that a set of values ​​is determined that is further evaluated during a plurality of actively executed driving dynamics controls triggered by the driver and / or during autonomous braking.

[0024] If the set of values ​​determined by executing the partial step S1a does not include the friction value μ of the road surface traveled by the vehicle simultaneously with the determination of the respective input quantity x and output quantity p, a further partial step S1c can be executed, in which the respective friction value μ is read / called up from a predefined friction value map using the respective position indication and added to the respective set of values, thereby determining the respectively assigned friction value μ for the set of values. If necessary, the respective friction value μ can also be added to the associated set of values ​​instead of the respective position indication / friction value or position indication information.

[0025] In an optional method step S2, after method step S1 (and also before executing method step S3), it is possible to filter the values ​​detected during a data providing device failure and / or during a fade phenomenon if the temperature is outside a predefined normal temperature range, if the adjustment speed of the brake pedal adjusted by the driver is outside a predefined normal speed range, if the voltage of the vehicle electrical system is outside a predefined normal voltage range, etc. In this case, method step S3 described below is executed without using the values ​​filtered in method step S2 (in these cases the cause of the deviation, i.e. undervoltage, fade phenomenon, ..., is already unambiguously identified in the brake characteristic map).

[0026] In method step S3, the detected (unfiltered) values ​​are plotted in a coordinate system having at least one first axis representing an input quantity x and a second axis representing an output quantity p, and the friction value μ is represented by a third axis of the coordinate system or a sector on a plane formed by the first and second axes. FIGS. 1b-1d show examples of the respective coordinate systems, where the input quantity x is an exemplary abscissa and the output quantity p is an exemplary ordinate. It is noted, however, that the division into a first axis, a second axis and (optionally) a third axis represented in the coordinate systems of FIGS. 1b-1d should not be construed as limiting. (For the sake of clarity, the third axis is not shown in the coordinate systems of FIGS. 1b-1d.)

[0027] As can be seen in the coordinate systems of Fig. 1b and Fig. 1c, the area of ​​the coordinate system formed by the first axis and the second axis is divided into a number of target sectors C1 to C3, each of which has a specific friction value μ C1 ~μ C3 The first target sector C1 corresponds to a predetermined target relationship between the input quantity x and the output quantity p at a first friction value μ C1 The first friction value μ C1 is the second friction value μ of the second target sector C2 C2 The third target sector C3 is smaller than the second friction value μ C2 The third friction value μ C3 The target sectors C1 to C3 of the coordinate system can be formed with the same area and / or the same shape. Alternatively, however, the target sectors C1 to C3 can have different areas and / or different shapes. The respective shapes and / or the respective areas of the target sectors C1 to C3 can also be formed learnable.

[0028] As a complement to the coordinate system, at least one further mathematical and / or physical quantity and / or at least one peripheral piece of information can be graphically represented by further axes, for example the frequency N of a group of values ​​plotted in a certain region of the area of ​​the coordinate system formed by the first and second axes, as can be seen in the coordinate system of FIG.

[0029] Based on the coordinate systems of FIG. 1b and FIG. 1c, the friction values ​​μ determined for each input quantity x and the assigned output quantity p are converted into the respective friction values ​​μ of the predefined target relationship between the input quantity x and the output quantity p. C1 ~μ C3 For this purpose, it is possible to determine whether the friction values ​​μ of the set of values ​​that belong / can be projected onto the target sector C1-C3 of the area of ​​the coordinate system formed by the first and second axes for each input quantity x and the assigned output quantity p correspond to the friction values ​​μ C1 ~μ C3Thus, the coordinate systems of Figures 1b and 1c can be used to verify whether each output quantity p of the set of values ​​is in a predetermined target relationship with the assigned input quantity and the assigned friction value μ.

[0030] In the coordinate system of FIG. 1b, for example, the set of values ​​marked with the marking P+ corresponds to a second friction value μ C2 1b, some of the groups of values ​​are represented by the marking N- in the coordinate system of FIG. 1b, which indicates that the third friction value μ of the third target sector C3 to which the groups of values ​​marked with the marking N- belong / can be projected. C3 It is also shown to have a smaller friction value μ. The group of values ​​indicated by the marking N− indicates the presence of air / air in the hydraulic circuit of, for example, a brake system.

[0031] In the coordinate system of FIG. 1C, a set of values ​​is a first friction value μ C1 From the first target sector C1 having the second friction value μ C2 It can be seen that the second target sector C2 is "moved into" the second target sector C2 having a second friction value μ C2 From the second target sector C2 having a third friction value μ C3 This indicates that there is residual air in the hydraulic circuit of the respective brake system and that a leak is developing.

[0032] The prediction method described herein is therefore a very sensitive possibility for early recognition of defects or malfunctions of the respective brake system. Advantageously, on the basis of the respectively generated coordinate system, it can be reliably predicted whether still functional brake system components of the brake system will at best have limited functionality in the near future. In particular, "initial defects" of the brake system can be recognized / predicted on the basis of the respectively generated coordinate system. The method steps S1 and S3 to be performed for this purpose can be carried out using electronic equipment with relatively low cost and relatively small volume.

[0033] In another method step S4 of the prediction method described herein, on the basis of the friction values ​​μ of the value groups assigned to several target sectors C1-C3, it is estimated whether there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system, at least for a predefined prediction time interval. Method step S4 therefore determines whether the friction values ​​μ plotted in the coordinate system and the friction values ​​μ of the target sectors C1-C3 to which the respective value groups belong / can be projected, in case the automatic device used for performing the driving dynamics control is no longer satisfied with the performance of the brake system of the vehicle from a certain point in time and therefore due to a braking demand that is higher or lower compared to the actual friction values ​​μ of the road surface on which the vehicle is traveling. C1 ~μ C3 This utilizes the fact that it is possible to quickly recognize whether a deviation has been caused based on the coordinate system.

[0034] Furthermore, the prediction method described herein exploits the fact that it is the automatic device used to execute the driving dynamics control that is responsible for the high or low braking demands as a reaction to the performance of the vehicle's braking system, and not the driver of the vehicle. The driver's driving style is therefore "filtered" from the set of values ​​plotted in the coordinate system. Thus, the friction values ​​μ plotted in the coordinate system and the friction values ​​μ of the target sectors C1-C3 to which the respective set of values ​​belongs / can be projected are C1 ~μ C3 The deviations are not due to the driver's driving style, e.g. a slower, more cautious driving style or a faster, more sporty driving style. Optionally, the driver's driving style can be additionally detected and evaluated by using at least one derived quantity, e.g. a pedal speed.

[0035] By means of the above-mentioned prediction method, in particular the overall functionality of the electromechanical brake booster or the integrated plunger device can also be checked in terms of predicting its future availability / functionality. In particular, this method can also predict future failures of the electromechanical brake booster or the integrated plunger device, which are not predictable by conventional monitoring methods and sensors according to the prior art, such as motor status sensors or differential sensors. The prediction method described herein therefore allows an advantageous early diagnosis, in particular of the electromechanical brake booster or the integrated plunger device of the vehicle's brake system. However, it is to be stated that by means of the prediction method, other brake system components can also be checked with respect to the above-mentioned malfunctions / future failures.

[0036] In particular, if in method step S4 a high probability of at least one malfunction occurring in at least one brake system component of the brake system during the prediction time interval is predicted / estimated, then as optional method step S5, a corresponding warning can be transmitted to the driver of the vehicle by light display, audio output, and / or image display. To transmit the warning, at least one light-emitting element of the vehicle, an audio output device of the vehicle, an image display of the vehicle and / or a mobile device of the driver, for example, in particular a mobile phone, can be used. Thus, the driver can be prompted in various ways to visit a workshop. Alternatively or additionally, in method step S5, service information corresponding to the prediction can also be transmitted to the workshop.

[0037] However, if in method step S4 it is predicted / expected that there is no risk of at least one malfunction occurring in at least one brake system component of the brake system during the prediction time interval, then as optional method step S6 it is also possible to output an admission criterion for the autonomous driving of the vehicle. Thus, if in method step S4 it is predicted / expected that there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system during the prediction time interval, then the admission criterion for the autonomous driving of the vehicle can be deactivated. In particular, in this case, the automatic device used for the autonomous driving of the vehicle is configured in such a way that it is only switched into an operating mode suitable for the autonomous driving of the vehicle if the admission criterion is present. In this way, it is ensured that the vehicle is transferred to the autonomous driving only if there is no high probability of a malfunction occurring in the brake system of the own vehicle during at least the estimated time of the autonomous driving.

[0038] As an optional development of the prediction method described herein, method step S4 may be preceded by method step S7, in which the values ​​plotted in the coordinate system are respectively assigned (by executing method step S3). In the coordinate system of FIG. 1d, for example, three braking points P1 to P3 are shown, which represent braking during ABS control with braking point P1, recuperation performed at a relatively high vehicle speed with braking point P2 and recuperation performed at a relatively low speed with braking point P3. Subsequently, by additionally taking into account the distribution of the braking points P1 to P3 detected for driving dynamics control, it is possible to estimate more reliably whether there is a high probability of at least one malfunction occurring in at least one brake component of the brake system at least during a given prediction time interval. It is to be stated that depending in particular on environmental data, road surface data and / or traffic situation data, one braking point P1 to P3 in each case may be assigned to each overall system state. If the position of the respective braking action point P1-P3 in the coordinate system then deviates from the target position specified for the particular braking action, this indicates a decrease in the functional capacity of at least one brake component of the braking system. A transition from a first braking action point P1-P3 to a second braking action point P1-P3, for example due to the driver braking when transitioning from a dry road to a snowy road, can also be detected and evaluated accordingly. The additional execution of method step S7 thus enables a temporary and highly dynamic early diagnosis for the respective braking system.

[0039] FIG. 2 shows a schematic diagram for explaining the operating principle of an embodiment of a prediction device for at least one brake system component of a brake system of a vehicle.

[0040] The prediction device 10 described below can be used for prediction, in particular for early diagnosis, of at least one brake system component of a brake system of a vehicle 12. The possible uses of the prediction device 10 described below are not limited to a specific brake system type of the respective brake system, nor to a specific vehicle type / automobile type of the vehicle / automobile 12 equipped with the respective brake system.

[0041] The prediction device 10 comprises an electronic device 14 designed and / or programmed to evaluate, as described below, a set of values ​​W provided to the electronic device 14, each comprising values ​​and / or information sensed during a plurality of driving dynamics controls triggered by the driver and / or actively performed during autonomous braking of the vehicle 12. A driving dynamics control can be understood as, for example, an ABS control, an ESP control, a TCS control or an ACC control.

[0042] The set of values ​​W comprises respectively the detected input quantities, the simultaneously detected output quantities, and at the same time friction values ​​or position-indicating information on the road surface 16 traveled by the vehicle 12. The input quantities indicate the intensity of the brake pedal actuation by the driver of the vehicle 12 or the operating mode of the motor-driven brake pressure increase device of the brake system. The output quantities thus represent the reaction of the brake system to the input quantities. Examples of input quantities and output quantities have already been listed above. The friction value can be understood as, for example, the coefficient of friction of the road surface 16 traveled by the vehicle 12.

[0043] Optionally, the electronic device 14 may be configured and / or programmed to filter out a set of values ​​W provided to the electronic device 14, each of which comprises values ​​and / or information detected during driver-initiated and / or autonomous braking of the vehicle 12 and each of which further comprises controller state information in addition to detected input quantities, simultaneously detected output quantities, simultaneously friction values ​​or position-indicating information regarding the road surface 16 traveled by the vehicle 12, from a set of values ​​W that comprises controller state information that deviates from an actively performed driving dynamics control. In this way, it can be ensured that the set of values ​​W further evaluated by the electronic device 14 is detected during driver-initiated and / or actively performed driving dynamics control upon autonomous braking of the vehicle 12, respectively.

[0044] The electronic device 14 is also designed / programmed to read or detect, based on the respective friction values ​​or position indication information for the set of values ​​W provided to the electronic device 14, the respective friction values ​​of the road surface 16 simultaneously traveled by the vehicle 12. If the respective friction value or position indication information does not have the respective friction values ​​but has a position indication of the road surface 16 simultaneously traveled by the vehicle 12 as friction value or position indication information, the electronic device 14 may be designed / programmed, for example, to call up the respective friction values ​​from a predetermined friction value map 18 based on the respective position indication and add the called up friction values ​​to the respective set of values ​​W.

[0045] Furthermore, the electronic device 14 is designed / programmed to plot the values ​​W in a coordinate system having at least one first axis representing an input quantity and a second axis representing an output quantity, and the friction value is represented by a third axis of the coordinate system or a sector on a plane formed by the first and second axes. Examples of such coordinate systems have already been described above, where it was also described that the area of ​​the coordinate system formed by the first and second axes is divided into a number of target sectors, each of which corresponds to a predefined target relationship between the input quantity and the output quantity at a particular friction value.

[0046] The electronics 14 can then estimate, based on the friction values ​​of the value set W assigned to several target sectors, whether there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system at least during a predefined prediction time interval. The electronics 14 then outputs certain prediction information PI. The prediction information PI can be used, for example, to transmit a corresponding warning to the driver of the vehicle 12 by light display, sound output, and / or image display. To transmit the warning, at least one light-emitting element of the vehicle 12, a sound output of the vehicle 12, a visual display of the vehicle 12, and / or a mobile device of the driver, in particular a mobile phone, can be used. Alternatively or additionally, service information corresponding to the prediction information PI can also be transmitted to a workshop. Similarly, the prediction information PI can include permission criteria for autonomous driving of the vehicle. In an advantageous development, the electronics 14 can also be designed and / or programmed to respectively assign brake application points to the value set W plotted in the coordinate system and to perform prediction / early diagnosis additionally taking into account the distribution of the detected brake application points for driving dynamics control.

[0047] Thus, the prediction device 10 described herein provides the advantages of the prediction method already described above. The prediction device 10 can be configured / programmed to perform all method steps of the prediction method already described above.

[0048] The prediction device 10 can be understood as a prediction device 10 that can be assembled / mounted on the vehicle 12. However, as shown diagrammatically in FIG. 2, the prediction device 10 can also include a communication device 20 designed to receive the set of values ​​W transmitted by a data transmitter 22 of the vehicle 12, in particular via the Internet 24. The prediction device 10 can therefore still perform advantageous prediction / early diagnosis even when the distance between it and the vehicle 12 is relatively large. The cooperation of the prediction device 10 with the vehicle 12 therefore does not increase the weight of the vehicle 12, nor does it require structural space for the prediction device 10 available to the vehicle 12. This also allows the prediction device 10 to be in a relatively voluminous and / or relatively heavy form, without compromising the availability of the prediction device 10. Furthermore, in this case the cooperation of the prediction device 10 with the vehicle 12 is possible without increasing the manufacturing costs of the vehicle 12. As shown diagrammatically in FIG. 2, the prediction device 10 equipped with the communication device 20 can also cooperate with several vehicles 12 to perform prediction / early diagnosis. Since the vehicle 12 is typically equipped with its own data transmitter 22, the prediction device 10 can be used in a variety of ways. [Explanation of symbols]

[0049] 10 Prediction Device 12 Vehicles 14 Electronic equipment 16 Road surface 18 Friction Value Map 20. Communications Equipment 22 Data transmitter x Input Amount p Output amount P1~P3 Brake operating points W value group μ position display information, μ C1 ~ C3 Friction Value S1~S7 Method steps S1a, S1b, S1c partial steps

Claims

1. A prediction device (10) for at least one brake system component of a brake system of a vehicle (12), comprising: An electronic device (14) comprising: for a set of values ​​(W) provided to said electronic device (14), each of which has values ​​and / or information detected during a plurality of driving dynamics controls triggered by the driver and / or actively performed during autonomous braking of said vehicle (12) and which each comprises detected input quantities (x) and simultaneously detected output quantities (p), said input quantities (x) representing the intensity of the actuation of the brake pedal by the driver of said vehicle (12) or the operating mode of a motor-driven brake pressure increase device of said brake system and said output quantities (p) representing the reaction of said brake system to said input quantities (x), and at the same time friction values ​​(μ) or position indication information relating to said road surface (16) traveled by said vehicle (12), to simultaneously read or detect said respective friction values ​​(μ) or position indication information of said road surface (16), - to plot said set of values ​​(W) in a coordinate system having at least a first axis representing said input quantity (x) and a second axis representing said output quantity (p), said friction value (μ) being represented by a third axis of said coordinate system or by a sector on a plane formed by said first and second axes, the area of ​​said coordinate system formed by said first and second axes being divided into a number of target sectors (C1 to C3) each corresponding to a predefined target relationship between said input quantity (x) and said output quantity (p) at a particular friction value (μC1 to μC3), a prediction device designed and / or programmed to estimate, based on the friction values ​​(μ) of a set of values ​​(W) assigned to said several target sectors (C1 to C3), whether there is a high probability of at least one malfunction occurring in at least one brake system component of said brake system during at least a predetermined prediction time interval.

2. 2. The prediction device (10) according to claim 1, wherein the electronic device (14) is designed and / or programmed to, for a set of values ​​(W) provided to the electronic device (14), each of which includes, in addition to the detected input quantity (x) and the simultaneously detected output quantity (p), a position indication of the road surface (16) simultaneously driven by the vehicle (12) as friction value (μ) or position indication information, retrieve the respective friction value (μ) from a predetermined friction value map (18) based on the respective position indication, and to add the retrieved friction value (μ) to the set of values ​​(W).

3. 3. The prediction device (10) according to claim 1 or 2, wherein the electronic device (14) is designed and / or programmed to filter out from a set of values ​​(W) provided to the electronic device (14), each having values ​​and / or information triggered by a driver and / or detected during autonomous braking of the vehicle (12) and each including controller state information in addition to the detected input quantities (x), the simultaneously detected output quantities (p) and the friction value (μ) or position indication information relating to the road surface simultaneously traveled by the vehicle, the set of values ​​(W) including controller state information that deviates from an actively executed driving dynamics control.

4. 3. The prediction device (10) according to claim 1 or 2, wherein the electronics (14) is designed and / or programmed to assign brake actuation points (P1-P3) to the set of values ​​(W) plotted in the coordinate system, respectively, and to estimate, additionally taking into account the distribution of the brake actuation points (P1-P3) detected for the driving dynamics control, whether there is a high probability of at least one malfunction occurring in the at least one brake system component of the brake system at least during the predetermined prediction time interval.

5. The prediction device (10) of claim 1 or 2, wherein the prediction device is mountable to the vehicle (12).

6. The prediction device (10) according to claim 1 or 2, comprising a communication device (20) designed to receive the set of values ​​(W) transmitted by a data transmitter (22) of the vehicle (12).

7. A prediction method for at least one brake system component of a brake system of a vehicle (12), comprising the steps of: - a step (S1) of detecting a set of values ​​(W) during a number of driving dynamics controls triggered by the driver and / or actively executed during autonomous braking of the vehicle (12), each of the detected set of values ​​(W) respectively comprising a detected input quantity (x), a simultaneously detected output quantity (p) and a simultaneously detected or retrieved friction value (μ) of the road surface (16) traveled by the vehicle (12), the input quantities (x) representing the intensity of an actuation of the brake pedal by the driver of the vehicle (12) or the operating mode of a motor-driven brake pressure increase device of the braking system, and the output quantity (p) representing the reaction of the braking system to the input quantities (x); a step (S3) of plotting said detected values ​​(W) in a coordinate system having at least one first axis representing said input quantity (x) and a second axis representing said output quantity (p), in which said friction value (μ) is represented by a third axis of said coordinate system or by a sector on a plane formed by said first and second axes, and in which the area of ​​said coordinate system formed by said first and second axes is divided into a number of target sectors (C1 to C3), each of which corresponds to a predefined target relationship between said input quantity (x) and said output quantity (p) at a specific friction value (μC1 to μC3); - estimating (S4) based on the friction values ​​(μ) of the set of values ​​(W) distributed over the several target sectors (S1-S3), whether there is a high probability of at least one malfunction occurring in at least one brake system component of the brake system at least during a given prediction time interval.

8. 8. The prediction method according to claim 7, wherein braking actuation points (P1 to P3) are respectively assigned to the group of values ​​(W) plotted in the coordinate system, and whether there is a high probability of at least one functional failure occurring in the at least one brake system component of the brake system at least during the predetermined prediction time interval is estimated (S7) by additionally taking into account the distribution of the braking actuation points (P1 to P3) detected for the driving dynamics control.

9. The prediction method according to claim 7 or 8, wherein, before plotting the detected values ​​(W) on the coordinate system, the detected values ​​(W) are filtered (S2) when the temperature is outside a predetermined normal temperature range, when the brake pedal adjustment speed adjusted by the driver is outside a predetermined normal speed range, when the voltage of the vehicle electrical system is outside a predetermined normal voltage range, during a failure of a data providing device, and / or during a fade phenomenon.

10. 9. The method according to claim 7, wherein as the input quantity (x) a rod stroke (x) of an input rod coupled to the brake pedal, a master brake cylinder pressure of a master brake cylinder of the brake system, a motor current strength of a motor of the motor-driven brake pressure increase device, an operating voltage of the motor of the motor-driven brake pressure increase device, an adjustment stroke of at least one adjustable piston of the motor-driven brake pressure increase device or a pump rate of at least one pump used as the motor-driven brake pressure increase device of the brake system are detected and / or as the output quantity (p) the master brake cylinder pressure of the master brake cylinder, a motor torque of the motor of the motor-driven brake pressure increase device, a transmission efficiency of a transmission of the brake system coupled to the motor-driven brake pressure increase device, at least one brake pressure of at least one wheel brake cylinder of the brake system, a braking force exerted on the vehicle (12) by the brake system, a braking torque exerted on the vehicle (12) by the brake system or a vehicle deceleration exerted on the vehicle (12) by the brake system are detected.

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