Prediction system and prediction method for at least one brake system component of a vehicle's brake system

Abstract

The present invention relates to a prediction system (10) and a prediction method for at least one brake system component of a brake system of a vehicle (12), in which a set of values ​​of at least two different quantities, respectively, is determined during at least one driver-initiated and / or autonomous braking of the vehicle (12), at least two quantities of the same set of values ​​being determined simultaneously and in a braking situation in which at least one of the quantities is outside a respectively set normal value range and / or a time derivative of at least one of the quantities is outside a respectively set quasi-static range for the respective quantity, and with reference to the determined set of values ​​it is estimated whether there is a high probability of at least one functional malfunction 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 system for at least one brake system component of a vehicle's brake system. Similarly, the present invention relates to a prediction method for at least one brake system component of a vehicle's brake system.

Background Art

[0002] From the prior art, methods for monitoring motor vehicles are known. For example, Patent Document 1 describes a method for monitoring a motor vehicle having an automated driving function, in which an energy accumulator that supplies at least one power-consuming part configured to shift the motor vehicle particularly to a stop is monitored.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The present invention provides a prediction system for at least one brake system component of a vehicle's brake system having the constituent features of claim 1, and a prediction method for at least one brake system component of a vehicle's brake system having the constituent features of claim 9.

Means for Solving the Problems

[0005] The present invention provides a preferred means for not only monitoring at least one brake system component of a vehicle's brake system but also performing early diagnosis. Thus, the present invention enables not only the recognition of already-occurring defects in at least one brake system component of each brake system, but also predictions regarding the future functionality and future behavior of at least one brake system component of the brake system. As will be explained in more detail later, for a number of different brake system components, for example, an electromechanical brake booster pre-positioned in front of the master brake cylinder of each brake system, and / or a motorized plunger device integrated into each brake system (in particular IPB, i.e., integrated power brake, etc.), the future functionality thereof can be predicted with a high degree of reliability by the present invention. By applying the present invention, since future malfunctions or future defects of at least one brake system component of each brake system can be predicted early, the present invention has the advantage of being suitable for ensuring the safety of autonomous driving of vehicles equipped with each brake system.

[0006] One particular advantage of the present invention is that it enables in particular dynamic braking operations and / or braking with a high dynamic load required by each braking or driving assistance system and / or the vehicle controller to be used for predicting the occurrence of at least one functional disorder conceivable in at least one braking system component of the braking system. Along with this, the present invention is able to detect, in particular during braking with a high load and / or dynamic load, a functional disorder or even an incipient failure with a relatively high probability of occurring soon in at least one braking system component, while during gentle / quasi-static braking, such incipient failures can only be detected relatively rarely. Along with this, it is particularly preferred that only braking with a high load and / or dynamic load is evaluated for predicting the subsequent functionality of at least one braking system component. In this way, the operating costs incurred for prediction can be clearly reduced. Similarly, the required memory of the electronics used for prediction in this way can often be reduced.

[0007] In a preferred embodiment of the prediction system, the first electronics device and / or the second electronics device is designed and / or programmed to enter a set of values into a coordinate system having at least one first axis representing at least one first quantity and at least one second axis representing at least one second quantity. There is the advantage that such a coordinate system with the set of values entered can subsequently be evaluated for prediction.

[0008] As a preferred development example, the first electronics device may be additionally designed and / or programmed to determine a set of values including at least one first quantity and at least one second quantity, and additionally including the friction value of the lane on which the vehicle is traveling at the same time. This enables a special "comparison" of the relationship between at least one first quantity and at least one second quantity and the detected friction value during subsequent prediction. In this way, it is possible to early recognize whether at least one braking system component of the braking system is still "in line with the wishes" in response to the braking required by the driver, the vehicle's automatic braking control device or automatic driving control device and / or the vehicle's controller. Subsequently, the findings obtained can be utilized for the prediction of at least one braking system component.

[0009] For example, the first electronics device and / or the second electronics device may be designed and / or programmed to enter a set of values into a coordinate system that, in addition to at least one first axis and at least one second axis, further includes at least one friction value axis representing the friction value or a sector representing the friction value in a plane extending through one of the first axes or one of the first axes and one of the second axes or one of the second axes. Accordingly, this coordinate system can preferably be used to verify whether the respective relationship between at least one first quantity and at least one second quantity exhibits behavior consistent with the respective friction value.

[0010] In another preferred embodiment of the prediction system, the first electronics device is additionally designed and / or programmed to determine a set of values that includes at least one third quantity in addition to at least one first quantity and at least one second quantity, and the at least one third quantity is determined simultaneously with the at least one first quantity and the at least one second quantity of the same set of values to reflect environmental parameters. This further improves the prediction made by the embodiment of the prediction system described herein for at least one braking system component of the vehicle. In particular, by also taking into account at least one environmental condition in the prediction, the most likely maximum driving range can be estimated with high confidence by the embodiment of the prediction system described herein.

[0011] The first electronics device and / or the second electronics device is preferably designed and / or programmed to enter the set of values into a coordinate system that further includes at least one third axis representing at least one third quantity in addition to at least one first axis and at least one second axis. Accordingly, by evaluating the coordinate system described below regarding the possible occurrence of at least one malfunction in at least one braking system component, a large number of different quantities can be quickly and with high confidence examined in a simple manner.

[0012] The first electronics device and / or the second electronics device preferably assigns braking operating points to respective value groups entered in a coordinate system and is designed and / or programmed to estimate whether there is a high probability that at least one functional failure will occur in at least one braking system component of the braking system during at least a predetermined prediction time interval, taking additionally into account the distribution of the braking operating points. This improves the prediction made by the embodiment of the prediction system described herein for at least one braking system component of the braking system, by virtue of the fact that, according to the technique described herein, value groups for braking with high and / or dynamic loads are compared with the braking characteristic map of the coordinate system as the correct operating state of the braking system and are taken into account so as not to be interpreted as malfunctioning.

[0013] In a particularly preferred embodiment of the prediction system, the first electronics device is mountable on or is mounted on a vehicle, and the first communication device of the first electronics device or of the vehicle equipped with the first electronics device is actuated to transmit data including and / or having at least one coordinate system including the determined value groups to the second communication device of a second electronics device existing separately from the vehicle, the second communication device being designed to receive the value groups transmitted from the first communication device. In this case, it is not necessary to mount the second electronics device, which is also preferably used for prediction, on the vehicle. Thus, in the embodiment of the prediction system described here, the second electronics device can be configured without problems with a relatively large volume and / or a relatively high weight. Furthermore, in the embodiment of the prediction system described here, the second electronics device can also receive the value groups / coordinate systems transmitted from the first communication device of the first electronics device from a plurality of vehicles, whereby the second electronics device of the prediction system can be used for a number of vehicles for monitoring and early diagnosis of at least one brake system component of each brake system.

[0014] The advantages described above are also guaranteed when a corresponding prediction method for at least one brake system component of the vehicle's brake system is carried out.

[0015] In a preferred embodiment of the prediction method, as at least one first quantity, the rod stroke of an input rod connected to a brake pedal, the position adjustment speed of the input rod, the target motor current intensity of a motor of a motor-driven brake pressure generation device of a brake system, which is required by a brake automatic control device or a driving automatic control device and / or a controller, the target operating voltage of the motor of the motor-driven brake pressure generation device, which is required by a brake automatic control device or a driving automatic control device and / or a controller, the target motor torque of the motor of the motor-driven brake pressure generation device, which is required by a brake automatic control device or a driving automatic control device and / or a controller, the target power consumption of the motor of the motor-driven brake pressure generation device, which is required by a brake automatic control device or a driving automatic control device and / or a controller, the target position adjustment stroke of at least one piston with adjustable position of the motor-driven brake pressure generation device, and / or the target pump speed of at least one pump used in the brake system, which is required by a brake automatic control device or a driving automatic control device and / or a controller are determined. The examples listed here for at least one desired braking quantity can be measured using sensor mechanisms that have already been conventionally adopted for each vehicle type, or can be read with high reliability from at least one signal of a brake automatic control device or a driving automatic control device and / or a controller.

[0016] As an alternative or addition thereto, as at least one second quantity, the master brake cylinder pressure in the master brake cylinder of the braking system, at least one brake pressure in at least one wheel brake cylinder of the braking system, the motor current intensity of the motor of the motorized brake pressure generating device of the braking system, the operating voltage of the motor of the motorized brake pressure generating device, the motor torque of the motor of the motorized brake pressure generating device, the power consumption of the motor of the motorized brake pressure generating device, the position adjustment stroke of at least one position adjustable piston of the motorized brake pressure generating device, controller state information regarding optionally performed brake pressure control or optionally performed vehicle dynamic control, at least one temperature on and / or inside the motorized brake pressure generating device, the pump speed of at least one pump used in the braking system, the gear efficiency of the gear of the braking system connected to the motorized brake pressure generating device, the switching state of at least one valve of the braking system, the braking force induced on the vehicle by the braking system, the braking torque induced on the vehicle by the braking system, the steering angle of the vehicle, the yaw rate of the vehicle, the vehicle deceleration induced on the vehicle by the braking system, the longitudinal speed of the vehicle, the lateral speed of the vehicle, the lateral acceleration of the vehicle, and / or the in-vehicle power system voltage of the in-vehicle power system of the vehicle can be determined. Accordingly, embodiments of the prediction method described herein can be implemented without extending sensor mechanisms that are already conventionally incorporated in the vehicle.

[0017] As a preferred development of the prediction method, a value group including at least one third quantity can be determined in addition to the at least one first quantity and the at least one second quantity, and the at least one third quantity reflects environmental parameters by being determined simultaneously with at least one first quantity and at least one second quantity of the same value group. Since the braking behavior of a vehicle is often impaired by environmental conditions as well, taking into account at least one environmental parameter additionally improves the prediction performed by the prediction method.

[0018] For example, as at least one third quantity, it is possible to determine the friction value of the lane on which the vehicle is traveling, the lane inclination angle, the windshield wiper status, and / or the outside air temperature at the same time. Examples given here for at least one environmental parameter can usually also be determined without expanding the sensor mechanism that has already been conventionally incorporated into the vehicle.

[0019] Next, the detailed components and advantages of the present invention will be described with reference to the drawings. The drawings show the following.

Brief Description of the Drawings

[0020]

Figure 1a

Figure 1b

Figure 1c

Figure 1d

Figure 1e

Figure 1f

Figure 1g

Figure 1h

Figure 2a

Figure 2b

Figure 2c

Figure 3a

Figure 3b

Figure 3c

Figure 3d

Figure 3e

Figure 4

Mode for Carrying Out the Invention

[0021] Figures 1a to 1h show a flowchart and a coordinate system for explaining a first embodiment of a prediction method for at least one braking system component of a vehicle's braking system.

[0022] The prediction method described below can be implemented for a large number of different types of braking systems. The prediction method described below can also be implemented for a brake-by-wire braking system. It should be explicitly noted that the feasibility of this prediction method is not limited to a particular vehicle type / car type of the vehicle / car equipped with each braking system.

[0023] In method step S1 of the prediction method, value groups of at least two different quantities x, v x and p are determined during at least one of the driver-initiated and / or autonomous brakings of the vehicle. These value groups can alternatively be determined during actively executed vehicle dynamic control or during non-execution of vehicle dynamics. Vehicle dynamic control is the control required by the controller and can be understood, for example, as ABS control (antilock control), ESP control (electronic stability control), TCS control (traction control system), or ACC control (adaptive cruise control).

[0024] It should be explicitly noted that at least two different quantities x, v x and p of the same value group are determined simultaneously. Furthermore, the value group defined in method step S1 is such that at least one of the quantities x, v x and p is outside the respectively set normal value range, or the time derivative of at least one of the quantities x, v x and p is xand outside the quasi-static ranges respectively set for p, it is determined in the case of a braking situation. This can also be rephrased as the value groups defined in method step S1 being defined in a braking situation with high load and / or dynamic load.

[0025] In the value groups defined in method step S1, at least two quantities x, v of each value group x and at least one first quantity x and v of p x respectively reflect the brake pedal operation by the vehicle driver and / or the brake demand setting of the vehicle's automatic brake control device or driving automatic control device and / or the controller. At least one first quantity x and v x In particular, it can be understood as an amount / unit representing the operation intensity of the brake pedal operation by the driver and / or the brake intensity of the brake demand setting of the automatic brake control device or driving automatic control device and / or the controller. The automatic brake control device or driving automatic control device can be understood as an automatic device for autonomously controlling at least the speed of the vehicle, such as an adaptive cruise control (ACC). Optionally, the automatic brake control device or driving automatic control device may be an automatic device for actuating the autonomous braking of the vehicle (such as an emergency brake system) or an automatic device for the autonomous (driverless) driving of the vehicle. Examples of the controller have already been given above.

[0026] At least one first quantity x and v of each value group x can be determined / measured in an optional sub-step S1a of method step S1. In the examples from FIGS. 1a to 1h, at least one first quantity x and v x is the rod stroke x of the input rod connected to the brake pedal and the position adjustment speed v of the input rod x is. The rod stroke x can be easily detected with high reliability, for example, by a rod stroke sensor. From the rod stroke x, additionally, the position adjustment speed v of the input rodx can be easily derived. However, at least one first quantity x and v listed here x The examples should not be construed as limiting. At least one first quantity x and v of each value group x As, for example, the target motor current intensity of the motor of the motor-driven brake pressure generating device of the brake system, required by the brake automatic control device or the driving automatic control device and / or the controller, the target operating voltage of the motor of the motor-driven brake pressure generating device, required by the brake automatic control device or the driving automatic control device and / or the controller, the target motor torque of the motor of the motor-driven brake pressure generating device, required by the brake automatic control device or the driving automatic control device and / or the controller, the target power consumption of the motor of the motor-driven brake pressure generating device, required by the brake automatic control device or the driving automatic control device and / or the controller, the target position adjustment stroke of at least one piston whose position can be adjusted in the motor-driven brake pressure generating device, and / or the target pump speed of at least one pump used in the brake system, required by the brake automatic control device or the driving automatic control device and / or the controller, can also be determined. All the examples described here for at least one first quantity x and v x can well reflect the operation intensity of the driver's brake pedal operation or the brake intensity of the brake wish setting of the brake automatic control device or the driving automatic control device and / or the controller.

[0027] Simultaneously with the partial step S1a, in an optional partial step S1b of the method step S1, at least two quantities x, v of each value group xAnd at least one second quantity p of p can be determined / measured. Each of the at least one second quantity p is, respectively, the reaction of at least one brake system component of the brake system to brake pedal operation and / or the brake desired setting amount, the state on and / or inside the surface of at least one brake system component (during the reaction of at least one brake system component of the brake system), and / or a quantity / unit that reflects a physical quantity of a vehicle braked by the brake system. By way of example, in the embodiments described herein, the master brake cylinder pressure p in the master brake cylinder of the brake system is determined as at least one second quantity p. The master brake cylinder pressure p can also be understood as the feed pressure p of the brake system. For example, a feed pressure sensor of the brake system can be used for the determination of the master brake cylinder pressure p.However, as an alternative or supplement to the master brake cylinder pressure p, at least one brake pressure in at least one wheel brake cylinder of the braking system, the motor current intensity of the motor of the motorized brake pressure generating device of the braking system, the operating voltage of the motor of the motorized brake pressure generating device, the motor torque of the motor of the motorized brake pressure generating device, the power consumption of the motor of the motorized brake pressure generating device, the position adjustment stroke of at least one position-adjustable piston of the motorized brake pressure generating device, regarding optionally performed brake pressure control or regarding optionally performed vehicle dynamic control, controller state information, at least one temperature on and / or inside the surface of the motorized brake pressure generating device, the pump speed of at least one pump used in the braking system, the gear efficiency of the gear of the braking system connected to the motorized brake pressure generating device, the switching state of at least one valve of the braking system, the braking force induced on the vehicle by the braking system, the braking torque induced on the vehicle by the braking system, the steering angle of the vehicle, the yaw rate of the vehicle, the vehicle deceleration induced on the vehicle by the braking system, the longitudinal speed of the vehicle, the lateral speed of the vehicle, the lateral acceleration of the vehicle, and / or the in-vehicle power system voltage of the in-vehicle power system of the vehicle can also be determined as at least one second quantity p. Examples for the at least one second quantity p listed here can be measured by sensor mechanisms that are already conventionally used in each vehicle type.

[0028] As an optional development example, simultaneously with sub-steps S1a and S1b, sub-step S1c of method step S1 can further be executed respectively, whereby at least one first quantity x and v x and in addition to at least one second quantity p, at least one third quantity is further determined for each value group. At this time, sub-step S1c is such that at least one third quantity is at least one first quantity x and v of the same value group xThey are executed simultaneously with sub-steps S1a and S1b so as to be determined simultaneously with at least one second quantity p. At least one third quantity is understood to be a quantity / unit reflecting environmental parameters. The at least one third quantity may be, for example, the friction value of the lane on which the vehicle is traveling at the same time, the lane inclination angle, the windshield wiper status, and / or the outside air temperature. Accordingly, sensor mechanisms suitable for determining the examples of the at least one third quantity listed here already exist in many vehicle types / car types conventionally. To determine the friction value of the lane on which the vehicle is traveling at the same time, other quantities x, v of the same value group x During the determination of x, v and p, the position indication of the lane on which the vehicle is traveling at that time is determined, and with reference to the position indication each time, the friction value of the lane on which the vehicle is traveling at the same time can be read / queried from a predetermined friction value map.

[0029] To ensure the quick executability of method step S1, sub-steps S1a, S1b and S1c are preferably executed only once for each value group. During the execution of sub-steps S1a to S1c, the determined quantities x, v x and whether at least one of p is outside the respectively set normal value range is not taken into account, and / or whether the time derivative of at least one of the determined quantities x, v x and p is outside the respectively set quasi-static range is not taken into account. And optionally, after the execution of sub-steps S1a to S1c of method step S1, sub-step S1d of method step S1 is further executed. In this sub-step, among the previously determined value groups, those in which none of the determined quantities are outside the respectively set normal value range, and / or those in which the time derivative of at least one of the determined quantities x, v x and p are not outside the respectively set quasi-static range are excluded from the value groups applied for subsequent method steps.

[0030] In the next method step S2, the determined (and not excluded) value groups are estimated as to whether there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined prediction time interval. In particular, what method step S2 utilizes is that, if at least one value group determined simultaneously under a braking situation with high load and / or dynamic load is referred to, it is possible to early recognize that at least one brake system component of the brake system used in combination to perform each load can no longer fully withstand that load. Accordingly, the prediction method described here accurately utilizes, for a preferable prediction, at least one value group of a braking situation in which even a slight decrease in functionality can be recognized earliest based on the high load and / or dynamic load to be overcome. In addition to this, the execution of the prediction only by applying the value groups determined (and not excluded) in method step S1 imposes only low requirements on the electronics used therefor and the data storage device used in combination. This is because the number of value groups evaluated in method step S2 is relatively small.

[0031] By means of the prediction method described here, in particular, the overall functionality of an electromechanical brake booster of a braking system or of an integrated plunger device of a braking system (for example in particular IPB, Integrated Power Brake), as well as the prediction of its future usability / functionality, can be examined. In particular, by means of this method, future defects of an electromechanical brake booster or of an integrated plunger device that are not predictable by means of conventional monitoring methods or sensors based on the prior art, for example by means of a motor position sensor or a differential sensor, can also be predicted. Thus, the prediction method described here enables a favorable early diagnosis, in particular for electromechanical brake boosters or integrated plunger devices of a vehicle's braking system. However, it should be explicitly pointed out that other braking system components can also be examined by means of this prediction method with regard to impending malfunctions / future defects.

[0032] The value groups determined in method step S1 are preferably entered in a coordinate system having at least one first axis representing at least one first quantity x and v and at least one second axis representing at least one second quantity p in partial step S2a of method step S2. At least one first quantity x and v x and at least one second quantity p, if a value group is determined in method step S1 that further includes at least one third quantity in addition, the coordinate system can further have at least one third axis representing at least one third quantity in addition to at least one first axis and at least one second axis. In particular, if the friction value of the lane on which the vehicle is traveling at the same time is determined for each value group in method step S1 / S1c as at least one third quantity, the coordinate system can have a sector representing the friction value instead of a friction value axis in a plane extending through one of the first axes or one of the first axes and one of the second axes or one of the second axes. x

[0033] Examples of such types of coordinate systems are concretely illustrated in FIGS. 1b to 1h, and the axes of the coordinate systems in FIGS. 1b to 1h are the rod stroke x (unit: mm / mm) of the input rod, the position adjustment speed v x (unit: mm / s, i.e., millimeters per second), the master brake cylinder pressure p (unit: bar), and the frequency N. The coordinate systems in FIGS. 1b to 1e reflect the braking situation that has been abruptly converted from partial braking to ABS control as concretely illustrated by arrow A1, and there is a drastic transition between the low friction value (marked by marking M1) of the lane being traveled and the high friction value (marked by marking M2) of the lane being traveled. Along with this, this braking situation has high dynamics until it can resume partial braking again as concretely illustrated by arrow A2. Along with this, this braking situation is well suited for predicting whether the occurrence of at least one malfunction in at least one braking system component of the braking system is imminent with a high probability for at least a predetermined prediction time interval. As concretely represented by the regions B1 and B2 entered in the coordinate systems in FIGS. 1b to 1d, even if the functionality of at least one braking system component of the braking system has decreased only slightly, it is possible to accurately select the set of values that represents it earliest. The required memory necessary for the evaluation of such a set of values, and the working costs to be spent for that purpose, are thus reduced. Therefore, by finding the "worst-case operation" related to the load acting on at least one braking system component of the braking system, not only is the prediction improved in terms of its quality, but also the working costs and memory costs required to execute the prediction can be significantly reduced.

[0034] In another arbitrary sub-step S2b of method step S2, braking operating points can be assigned to the value groups entered in the coordinate system (however, in the coordinate systems of FIGS. 1b to 1h, braking operating points are not entered for clarity of the figures). Subsequently, after additionally considering the distribution of the braking operating points, it is possible to estimate whether there is a high probability that at least one malfunction will occur in at least one braking system component of the braking system during at least a predetermined prediction time interval. It should be explicitly pointed out that the braking operating points can be assigned to each overall system state, particularly depending on environmental data, lane data, and / or traffic situation data. And if the position of each braking operating point in each coordinate system differs from the target position intended for a specific braking operation, this indicates a reduction in the functionality of at least one braking component of the braking system. For example, the transition from a first braking operating point to a second braking operating point due to the driver applying the brakes when transitioning from a dry road to snow can be detected and evaluated accordingly. Thus, the additional evaluation of the braking operating points enables an instantaneous and highly dynamic early diagnosis for each braking system. Furthermore, sub-step S2b provides a "learning model" that can detect new (i.e., previously unknown) braking operating points and save them in the braking characteristic map, including state transitions. And such new braking operating points can be evaluated for the presence or absence of anomalies in the system complex. The braking characteristic maps respectively used for prediction / early diagnosis may be related to stroke, position, speed, and / or energy.

[0035] Thus, the prediction methods described herein are highly sensitive means for early recognition of faults and malfunctions in each braking system. With reference to the coordinate systems created each time, there is an advantage in that it is possible to predict with high reliability whether a still-functional braking system component of the braking system will have only limited functionality even in the best-case scenario in the near future. In particular, the "beginning of a malfunction" in the braking system can be recognized / predicted with reference to the coordinate systems created each time. Especially in braking situations where high and / or dynamic loads occur, wear of at least one braking system component of the braking system, which manifests itself as a change in the friction behavior of at least one component, can be derived from the energy consumption that is necessary for the driver, the braking automatic control device or the driving automatic control device and / or the controller to fulfill the braking demand but differs from the model prediction. The aging deterioration that progresses gradually in at least one braking system component of the braking system can also be recognized, for example, by the periodic storage of data that depends on the kilometer level. For example, the periodic storage of the created coordinate systems that depends on the kilometer level can additionally guarantee reference data for subsequent early diagnosis. As a supplement thereto, the driving behavior of the driver can also be taken into account in the prediction. The method steps S1 and S2 to be executed therefor can nevertheless be executed by relatively low-cost and relatively small-scale electronics.

[0036] In particular, if it is predicted / surmised in method step S2 that there is a high probability that at least one malfunction will occur in at least one braking system component of the braking system during the prediction time interval, as an optional method step S3, an appropriate warning can be conveyed to the driver of the vehicle by means of a light display, an acoustic output, and / or an image display. To convey the warning, at least the light-emitting member of the vehicle, the acoustic output device of the vehicle, the image display device of the vehicle, and / or the mobile device of the vehicle, such as its mobile phone, can be used. In this way, the driver can be requested to visit the factory in various forms. As an alternative or in addition thereto, in method step S3, inspection information at regular intervals corresponding to the prediction can also be sent to the factory.

[0037] Conversely, if in method step S2 it is predicted / surmised that there is no concern that at least one malfunction will occur in at least one braking system component of the braking system during the prediction time interval, as an optional method step S4, permission criteria for the autonomous driving of the vehicle can also be output. Accordingly, if it is predicted / surmised in method step S2 that there is a high probability that at least one malfunction will occur in at least one braking system component of the braking system during the prediction time interval, the permission criteria for the autonomous driving of the vehicle can be deactivated. In this case, it is preferable that the automatic device used for the autonomous driving of the vehicle is configured such that the automatic device switches to an operation mode suitable for the autonomous driving of the vehicle only when the permission criteria are present. In this way, it is ensured that the vehicle can move to autonomous driving only when it is highly probable that malfunctions in the braking system can be eliminated with a high probability for at least a period of time during which autonomous driving is highly likely to occur.

[0038] In another optional method step S5, after it is recognized that there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined prediction time interval, the driving route of the vehicle can also be set to a new route that minimizes the load. Similarly, the driving pattern of the vehicle can be appropriately adapted to achieve load minimization during the continuous driving of the vehicle, for example, by reducing functions and / or adapting parameterization, so that at least one brake system component of the brake system is better preserved during the continuous driving of the vehicle. In this way, the time point at which at least one malfunction actually occurs in at least one brake system component can be delayed at least somewhat further.

[0039] Furthermore, in an optional method step S6, after it is recognized that there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined prediction time interval, the vehicle can be shifted to a stop. In particular, after a critical abnormality is recognized in at least one brake system component of the brake system, the vehicle stop of the vehicle can be forced. This improves the safety level of the vehicle.

[0040] Figures 2a to 2c show a coordinate system for explaining a second embodiment of a prediction method for at least one brake system component of a vehicle's brake system.

[0041] The difference between the prediction method illustrated by the coordinate system of Figures 2a to 2c and the embodiment described above is that, as at least one second quantity M, the braking torque M (unit: Nm, i.e., Newton-meter) induced in the vehicle by the brake system is determined together with the rod stroke x (unit: mm / mm) of the input rod and the position adjustment speed v x (unit: mm / s, i.e., millimeters per second) and is evaluated in the manner already described above.

[0042] As is concretely shown by regions B1 and B2 entered in the coordinate systems of FIGS. 2a to 2c, even in this case, it is possible to accurately select a group of values that most early represent even a slight decrease in functionality of at least one brake system component of the brake system.

[0043] FIGS. 3a to 3e show a coordinate system for explaining a third embodiment of a prediction method for at least one brake system component of a brake system of a vehicle.

[0044] Different from each of the embodiments described above, in the prediction method illustrated by FIGS. 3a to 3e, as at least one second quantity I, the motor current intensity I (unit: A / ampere) of the motor of the brake system is determined together with the rod stroke x (unit: mm / millimeter) of the input rod and the position adjustment speed v x (unit: mm / s, that is, millimeters per second) and is evaluated in the manner already described above. Also in this embodiment, as newly represented by the entered regions B1 and B2, it is possible to accurately select a group of values that most early represent even a slight decrease in functionality of at least one brake system component of the brake system.

[0045] FIG. 4 shows a schematic diagram for explaining a functional form of an embodiment of a prediction system for at least one brake system component of a brake system of a vehicle.

[0046] The prediction system 10 described below is applicable for predicting at least one brake system component of the brake system of the vehicle 12, particularly for early diagnosis. The applicability of the prediction system 10 described below is not limited to a special brake system type of each brake system, nor is it limited to a special vehicle type / automobile type of the vehicle / automobile 12 equipped with each brake system.

[0047] The prediction system 10 includes a first electronics device 10a designed and / or programmed to determine at least two different sets of values of at least one of driver-initiated and / or autonomous braking, respectively. Further, by the first electronics device, at least two quantities of the same set of values can be determined / judged simultaneously. Similarly, in a braking situation where at least one of the above quantities is outside the normal value range set respectively, and / or the time derivative of at least one of the above quantities is outside the quasi-static range set for each quantity respectively, at least two quantities can be determined / judged for each set of values. In this way, all sets of values are determined in at least one braking situation where high load and / or dynamic load occur.

[0048] At least one first quantity of the at least two quantities respectively reflects the brake pedal operation by the driver of the vehicle and / or the brake demand setting of the vehicle's brake automatic control device or driving automatic control device and / or controller. In contrast, at least one second quantity of the at least two quantities respectively reflects the reaction of at least one brake system component of the brake system to the brake pedal operation and / or the brake demand set value, the state on the surface and / or inside of at least one brake system component, and / or the physical quantity of the vehicle braked by the brake system. As a preferred development example, in addition to these, the first electronics device may be designed and / or programmed to determine a set of values including at least one third quantity in addition to at least one first quantity and at least one second quantity. At least one third quantity is determined simultaneously with at least one first quantity and at least one second quantity of the same set of values and reflects environmental parameters. The environmental parameters may in particular be the friction value of the lane on which the vehicle 12 is traveling at the same time. Further examples of at least one first quantity, at least one second quantity, and at least one third quantity have already been listed above.

[0049] Furthermore, the first electronics device 10a and / or the second electronics device 10b of the prediction system 10 are designed and / or programmed to estimate, with reference to the determined set of values, whether there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system for at least a predetermined prediction time interval. Accordingly, the prediction system 10 described herein also provides the advantages already described above.

[0050] In particular, the first electronics device 10a and / or the second electronics device 10b may be designed and / or programmed to enter the set of values into a coordinate system having at least one first axis representing at least one first quantity and at least one second axis representing at least one second quantity. The coordinate system may further include at least one third axis representing at least one third quantity, in addition to the at least one first axis and the at least one second axis. In particular, the coordinate system may have a friction value axis or a sector representing a friction value in a plane extending through one of the first axes or one of the first axes and one of the second axes or one of the second axes. As a preferred development, the first electronics device 10a and / or the second electronics device 10b, in addition to the above, assign brake operating points to the set of values entered into the coordinate system and, additionally taking into account the distribution of the brake operating points, are designed and / or programmed to estimate whether there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system for at least a predetermined prediction time interval. The prediction system 10, i.e. its first electronics device 10a and / or its second electronics device 10b, may in particular be designed / programmed to carry out each of the method steps described above.

[0051] In the example of FIG. 4, the first electronics device 10a can be assembled to / is assembled to each vehicle 12. Further, the first electronics device 10a is designed / programmed to activate the first communication device 14a of the first electronics device 10a or of the vehicle equipped with the first electronics device 10a to transmit data 16 including at least one coordinate system including the determined value group and / or having the determined value group to the second communication device 14b of the second electronics device 10b existing separately from the vehicle 12. And the second communication device 14b is designed to receive the data 16 transmitted from the first communication device 14a. As a supplement thereto, information stored in the second electronics device 10b, such as a friction value map and / or weather information, may be provided to the first electronics device 10a through the communication devices 14a and 14b.

[0052] The first electronics device 10a may be designed / programmed to create a pre-prediction, and in particular, when there are unknown or questionable operating points in the created coordinate system, data 16 including the pre-prediction can be transmitted to the second electronics device 10b. After receiving the data 16 including at least the determined value group, the second electronics device 10b creates a prediction / early diagnosis for at least one brake system component of the brake system in the manner already described above. For this purpose, information regarding the vehicle model, characteristic map, and / or worst-case operation and its consequences may be stored in the second electronics device 10b.

[0053] And the prediction information 18 determined by the second electronics device 10b can be transmitted back to the vehicle 12 through the communication devices 14a and 14b again. The prediction information 18 can in particular include an instruction 20, which releases at least one of the method steps S3 to S6 already described above in the vehicle 12.

[0054] Thus, even under a relatively large distance between the second electronics device 10b and the vehicle 12, still favorable prediction / early diagnosis can be performed. Thus, the cooperation between the vehicle 12 and the second electronics device 10b can be achieved without increasing the weight of the vehicle 12, and no design space used in the vehicle 12 for the second electronics device 10b is required. This enables the configuration of the second electronics device 10b with a relatively large volume and / or relatively large weight, without impairing the applicability of the prediction system 10 / its second electronics device 10b. Further, the cooperation between the vehicle 12 and the second electronics device 10b in such a case is possible without increasing the manufacturing cost of the vehicle 12.

[0055] As specifically shown in FIG. 4, the second electronics device 10b equipped with the second communication device 14b can also cooperate with a plurality of vehicles 12 to perform prediction / early diagnosis. Since the vehicle 12 is usually equipped with its own communication device 14a, the second electronics device 10b can thus be used in various ways. Optionally, early diagnosis can also be performed "at two levels" in such a manner, which is that first a prediction is created at the vehicle level, and finally at "a further higher level", the cloud is correlated among all the owned vehicles consisting of a plurality of / a large number of vehicles 12. The prediction system 10 / its second electronics device 10b may be further designed / programmed as a preferred development example to send a text sequence for verifying the prediction, preferably a text sequence whose execution in the vehicle 12 has no influence on its driving behavior or the driver's comfort, to each vehicle 12.

Explanation of Reference Numerals

[0056] 10 Prediction system 10a First electronics device 10b Second electronics device 12 Vehicle 14a First communication device 14b Second communication device 16 data x, v x , p, M, I quantities

Claims

1. In a prediction system (10) for at least one braking system component of a braking system of a vehicle (12), it has a first electronics device (10a) designed and / or programmed to determine value groups of at least two different quantities (x, vx, p, M, and I) respectively during at least one of the driver-initiated and / or autonomous brakings of the vehicle (12), and the first electronics device (10a) can determine the at least two quantities (x, vx, p, M, and I) of the same value group simultaneously, and at least one of the quantities (x, vx, p, M, and I) is outside the normal value range set for each, and / or at least one of the time derivatives of the quantities (x, vx, p, M, and I) is outside the quasi-static range set for each of the quantities (x, vx, p, M, and I), in a braking situation, at least one of the at least two quantities (x and vx) reflects the braking pedal operation by the driver of the vehicle (12) and / or the braking demand setting of the vehicle's (12) braking automatic control device or driving automatic control device and / or controller, at least one of the at least two quantities (p, M, and I) reflects the reaction of at least one braking system component of the braking system to the braking pedal operation and / or braking demand setting, the state on and / or inside the surface of at least one braking system component, and / or the physical quantity (M) of the vehicle (12) braked by the braking system, and the first electronics device (10a) and / or the second electronics device (10b) of the prediction system (10) is designed and / or programmed to estimate whether there is a high probability that at least one malfunction will occur in at least one braking system component of the braking system during at least a predetermined prediction time interval with reference to the determined value groups The first electronics device (10a) and / or the second electronics device (10b) is designed and / or programmed to enter a value group into a coordinate system having at least one first axis representing at least one of the first quantities (x and vx) and at least one second axis representing at least one of the second quantities (p, M, and I). The first electronics device (10a) and / or the second electronics device (10b) is designed and / or programmed to enter a value group into a coordinate system further including at least one friction value axis or a sector representing a friction value on a plane extending through one of the first axes or one of the first axes and one of the second axes or one of the second axes, in addition to at least one of the first axes and at least one of the second axes. **Claim 2**: In a prediction system (10) for at least one brake system component of a brake system of a vehicle (12), It has a first electronics device (10a) designed and / or programmed to determine value groups of at least two different quantities (x, vx, p, M and I) respectively during at least one driver-initiated and / or autonomous braking of the vehicle (12), and the first electronics device (10a) simultaneously determines the at least two quantities (x, vx, p, M and I) of the same value group, and at least one of the quantities (x, vx, p, M and I) is outside the normal value range set for each of them, and / or the time derivative of at least one of the quantities (x, vx, p, M and I) is outside the quasi-static range set for each of the respective quantities (x, vx, p, M and I), and can be determined in a braking situation, at least one of the at least two quantities (x, vx, p, M and I), a first quantity (x and vx), reflects the brake pedal operation by the driver of the vehicle (12) and / or the brake demand setting of the vehicle's (12) brake automatic control device or driving automatic control device and / or controller, and at least one of the at least two quantities (x, vx, p, M and I), a second quantity (p, M and I), reflects the reaction of at least one brake system component of the brake system to the brake pedal operation and / or the brake demand set value, the state on the surface and / or inside of at least one brake system component, and / or the physical quantity (M) of the vehicle (12) braked by the brake system, and the first electronics device (10a) and / or the second electronics device (10b) of the prediction system (10) is designed and / or programmed to estimate, with reference to the determined value group, whether there is a high probability that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined prediction time interval. The first electronic device (10a) and / or the second electronic device (10b) is designed and / or programmed to enter a value group into a coordinate system having at least one first axis representing at least one of the first quantities (x and vx) and at least one second axis representing at least one of the second quantities (p, M, and I). The first electronic device (10a) is additionally designed and / or programmed to determine a value group that further includes at least one third quantity in addition to at least one of the first quantities (x and vx) and at least one of the second quantities (p, M, and I), and at least one of the third quantities is determined simultaneously with at least one of the first quantities (x and vx) and at least one of the second quantities (p, M, and I) of the same value group to reflect environmental parameters. The first electronic device (10a) and / or the second electronic device (10b) is designed and / or programmed to enter a value group into a coordinate system that further includes at least one third axis representing at least one of the third quantities in addition to at least one of the first axis and at least one of the second axis, the prediction system (10).

3. The first electronic device (10a) is additionally designed and / or programmed to determine a value group that further includes the friction value of the lane in which the vehicle (1) is traveling at the same time in addition to at least one of the first quantities (x and vx) and at least one of the second quantities (p, M, and I), the prediction system (10) according to claim 1 or 2.

4. The first electronic device (10a) and / or the second electronic device (10b) assigns a brake operating point to each value group entered into the coordinate system, and after additionally considering the distribution of the brake operating points, it is designed and / or programmed to estimate whether there is a high probability that at least one functional failure will occur in at least one brake system component of the brake system for at least a predetermined prediction time interval, the prediction system (10) according to claim 1 or 2.

5. The first electronics device (10a) is mountable on or mounted on a vehicle (12), and the first communication device (14a) of the first electronics device (10a) or of the vehicle (12) equipped with the first electronics device (10a) is actuated to transmit data (16) including at least one coordinate system including the determined value group and / or having the determined value group to the second communication device (14b) of the second electronics device (10b) existing separately from the vehicle (12), the second communication device (14b) being designed to receive the value group transmitted from the first communication device (14a), the prediction system (10) according to claim 1 or 2.

6. In a prediction method for at least one braking system component of a braking system of a vehicle (12), having the following steps, During at least one driver-controlled and / or autonomous braking of the vehicle (12), value groups of at least two different quantities (x, vx, p, M and I) are respectively determined, the at least two quantities (x, vx, p, M and I) of the same value group are simultaneous, and at least one of the quantities (x, vx, p, M and I) is outside the normal value range set for each, and / or the time derivative of at least one of the quantities (x, vx, p, M and I) is outside the quasi-static range set for each of the respective quantities (x, vx, p, M and I), in a braking situation, it is determined that at least one first quantity (x and vx) of the at least two quantities (x, vx, p, M and I) reflects the braking pedal operation by the driver of the vehicle (12) and / or the braking wish setting of the vehicle's (12) braking automatic control device or driving automatic control device and / or controller respectively, and at least one second quantity (p, M and I) of the at least two quantities (x, vx, p, M and I) is the reaction of at least one braking system component of the braking system to the braking pedal operation and / or at least one braking wish set quantity, the state on the surface and / or inside of at least one braking system component, and / or the physical quantity (M) of the vehicle (12) braked by the braking system respectively reflects (S1), referring to the determined value group, it is estimated whether there is a high probability that at least one malfunction will occur in at least one braking system component of the braking system during at least a predetermined prediction time interval (S2), As at least one of the first quantities (x and vx), the rod stroke (x) of an input rod connected to a brake pedal, the position adjustment speed (vx) of the input rod, the target motor current intensity of a motor of a motor-type brake pressure generation device of a brake system, the target operating voltage of the motor of the motor-type brake pressure generation device, the target motor torque of the motor of the motor-type brake pressure generation device, the target power consumption of the motor of the motor-type brake pressure generation device, the target position adjustment stroke of at least one piston whose position can be adjusted in the motor-type brake pressure generation device, and / or the target pump speed of at least one pump used in the brake system, which are required by a brake automatic control device or a driving automatic control device and / or a controller, a prediction method is determined. **Claim 7**: As at least one of said second quantities (p, M, and I), the master brake cylinder pressure (p) in the master brake cylinder of the braking system, at least one braking pressure in at least one wheel brake cylinder of the braking system, the motor current intensity (I) of the motor of the motor-type brake pressure generating device of the braking system, the operating voltage of the motor of the motor-type brake pressure generating device, the motor torque of the motor of the motor-type brake pressure generating device, the power consumption of the motor of the motor-type brake pressure generating device, the position adjustment stroke of at least one position-adjustable piston of the motor-type brake pressure generating device, controller state information related to optionally performed brake pressure control or optionally performed vehicle dynamic control, at least one temperature on and / or inside the surface of the motor-type brake pressure generating device, the pump speed of at least one pump used in the braking system, the gear efficiency of the gear of the braking system connected to the motor-type brake pressure generating device, at least one switching state of at least one valve of the braking system, the braking force induced on the vehicle (12) by the braking system, the braking torque (M) induced on the vehicle (12) by the braking system, the steering angle of the vehicle (12), the yaw rate of the vehicle (12), the vehicle deceleration induced on the vehicle (12) by the braking system, the longitudinal speed of the vehicle (12), the lateral speed of the vehicle (12), the lateral acceleration of the vehicle (12), and / or the in-vehicle power system voltage of the in-vehicle power system of the vehicle (12) are determined, the prediction method according to claim 6. **Claim 8**: A value group including at least one third quantity is determined in addition to at least one of said first quantities (x and vx) and at least one of said second quantities (p, M, and I), and at least one of said third quantities is determined simultaneously with at least one of said first quantities (x and vx) and at least one of said second quantities (p, M, and I) of the same value group to reflect environmental parameters, the prediction method according to claim 6. **Claim 9**: The prediction method according to claim 8, wherein as at least one of the third quantities, a friction value of a lane on which the vehicle (12) is traveling at the same time, a lane inclination angle, a windshield wiper status, and / or an outside air temperature are determined.

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