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

Abstract

The present invention relates to a prognostic device for at least one brake system component of a brake system of a vehicle. The prediction device is designed and / or programmed to: plot provided value pairs (x, p), each having a detected value (x, p) and each including a detected input quantity (x) and a simultaneously detected output quantity (p), in a coordinate system divided into a plurality of state sectors (A) with a first axis displaying the input quantity (x) and a second axis displaying the output quantity (p), detect a frequency distribution of the value pairs on the various state sectors (A), during a plurality of driver-initiated and / or autonomous braking operations of the vehicle (10); detect a frequency distribution of the value pairs on the various state sectors (A); and, after detecting the frequency distribution of the detected value pairs (x, p) at least twice in different time intervals, estimate whether at least one functional malfunction is likely to occur in at least one brake system component of the brake system during a predetermined prediction time interval based on an examination of a deviation of the frequency distribution of a last detected value pair (x, p) from the frequency distribution of at least one previously detected value pair (x, p).

Description

Technical Field

[0001] The present invention relates to a prediction device for at least one brake system component of a vehicle's brake system. The present invention also relates to a data output system that cooperates with such a prediction device. Furthermore, the present invention relates to a prediction method for at least one brake system component of the brake system of a host vehicle.

Background Art

[0002] Methods for monitoring motor vehicles are known from the prior art. For example, Patent Document 1 describes a method for monitoring a motor vehicle having an autonomous driving function, in which, in particular, an energy storage device that supplies at least one energy-consuming device formed to move the motor vehicle to a stop state is monitored.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] The present invention provides a prediction device for at least one brake system component of a vehicle's brake system having the features of claim 1, a data output system that cooperates with such a prediction device having the features of claim 5, a data output system that cooperates with such a prediction device having the features of claim 6, and a prediction method for at least one brake system component of the brake system of a host vehicle having the features of claim 7.

[0005] The present invention not only monitors at least one brake system component of a vehicle's brake system but also offers advantageous possibilities for early diagnosis. Thus, the present invention enables not only the recognition of already occurring faults of at least one brake system component of each brake system but also predictions regarding the future functional capabilities and future behavior of at least one brake system component of the brake system. As will be explained in more detail below, for a number of various brake system components, such as an electromechanical brake booster pre-positioned in front of the master brake cylinder of each brake system and / or a motor-driven plunger device integrated into each brake system (in particular such as an IPB (integrated Power Brake)), their future functional capabilities can be predicted according to the present invention. Furthermore, as will become apparent based on the following description, this advantageous prediction according to the present invention can be made in consideration of the particular driving behavior of the driver using each vehicle. This improves the accuracy and reliability of the prediction regarding the occurrence of at least one functional disorder that can occur in at least one brake system component of each brake system implemented according to the present invention. Since the present invention enables the early prediction of future functional disorders or future faults of at least one brake system component of each brake system, the present invention is also advantageously suitable for ensuring the autonomous driving of vehicles equipped with each brake system safely.

[0006] In an advantageous embodiment, the prediction device is capable of transmitting at least one frequency distribution determined by the prediction device via a communication device to a data output system outside the vehicle in cooperation with a communication device, and / or of providing at least one comparative frequency distribution and / or at least one prediction information from a communication device cooperating with a data output system outside the vehicle to an electronic device, and is formed together with a communication device of the device (device-owned) or is formed to cooperate with a communication device of a vehicle equipped with the prediction device. Thus, the embodiments of the prediction device described herein can "exchange" data with a data output system outside the vehicle, thereby realizing additional functions of the prediction device and the data output system outside the vehicle described below.

[0007] For example, after detecting at least one frequency distribution of value pairs detected in the vehicle and providing at least one comparative frequency distribution, the electronic device can be designed and / or programmed to estimate whether there is a possibility that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined first estimation time interval based on an examination of the deviation of at least one frequency distribution of value pairs detected in the vehicle from at least one comparative frequency distribution. As will become apparent based on the following description, in this way, various vehicle frequency distributions can be compared with each other in order to anticipate the occurrence of possible malfunctions or failures in at least one brake system component of the brake system of a so-called own vehicle.

[0008] Alternatively or additionally, after providing at least one prediction information, the electronic device may be designed and / or programmed to estimate or read whether at least one malfunction may occur in at least one braking system component of the braking system during at least a predetermined second estimation time interval based on the at least one prediction information. As will be described in more detail later, at least one prediction information can also be determined based on a comparison of frequency distributions of various vehicles.

[0009] The above advantages can be brought together by a corresponding first prediction device and a data output system that cooperates with at least one corresponding second prediction device, and the data output system can be developed corresponding to the prediction device.

[0010] In particular, the data output system may be formed together with the communication device owned by the system or may be formed to cooperate with the communication device such that at least one frequency distribution determined by at least one second prediction device can be transmitted to the data output system as at least one comparison frequency distribution via each communication device of the communication device, and the at least one comparison frequency distribution can be transmitted to the first prediction device via each communication device of the communication device.

[0011] Similarly, the data output system can be formed together with the communication devices owned by the system or can be formed to cooperate with the communication devices so that at least one frequency distribution determined by at least one second prediction device can be transmitted to the data output system as at least one comparative frequency distribution via each communication device of the communication device, and at least one frequency distribution determined by the first prediction device can be transmitted to the data output system via each communication device of the communication device. The data output system is designed and / or programmed to determine at least one corresponding prediction information that can be transmitted to the first prediction device via each communication device of the communication device based on the inspection of the deviation of at least one frequency distribution determined by the first prediction device from at least one comparative frequency distribution.

[0012] The execution of a corresponding prediction method for at least one brake system component of the brake system of the host vehicle also provides the above advantages.

[0013] In an advantageous embodiment of the prediction method, before plotting the detected value pairs in a coordinate system, if the temperature is outside the range of a predetermined normal temperature, if the adjustment speed of the brake pedal adjusted by the driver is outside the range of a predetermined normal speed, if the voltage of the vehicle electrical system is outside the range of a predetermined normal voltage, during a failure of the data providing device, and / or during a fade phenomenon, the detected value pairs are filtered out. The value pairs detected during vehicle dynamics control are in particular provided with this additional information. In this way, extreme temperatures, unusual adjustment speeds of the brake pedal, malfunctions or failures of the vehicle battery, failures of the data providing device, fade phenomena, or controls that would prevent the prediction determined by the prediction method described here can be prevented. Vehicle dynamics control can be understood, for example, as ABS control, ESP control, TCS control, or ACC control. Short-term temporary (plausible) fluctuations in temperature, the adjustment speed of the brake pedal, or the voltage of the vehicle electrical system can be evaluated as "use cases". Anomalies can be recorded and further tracked and, in some cases, output to the driver in the form of a fault prediction and / or information.

[0014] For example, as the input quantity, it is possible to detect the rod stroke of an input rod coupled to a brake pedal, the master brake cylinder pressure in the master brake cylinder of a brake system, the motor current intensity of a motor of a motor-driven brake pressure booster, the operating voltage of a motor of a motor-driven brake pressure booster, the adjustment stroke of at least one adjustable piston of a motor-driven brake pressure booster of a brake system, or the pump rate of at least one pump used as a motor-driven brake pressure booster of a brake system, and / or as the output quantity, it is possible to detect the master brake cylinder pressure in the master brake cylinder of a brake system, the motor torque of a motor of a motor-driven brake pressure booster, the transmission efficiency of a transmission of a brake system coupled to a motor-driven brake pressure booster, at least one brake pressure in at least one wheel brake cylinder of a brake system, the braking force applied to a vehicle by a brake system, the braking torque applied to a vehicle by a brake system, or the vehicle deceleration applied to a vehicle by a brake system. The examples of the input quantity and output quantity listed here can be determined using a sensor system already incorporated in the host vehicle as before. Therefore, the prediction method described here can be executed without expanding the sensor system already incorporated in the host vehicle as before.

[0015] In an advantageous development of the prediction method, for at least one other vehicle, value pairs are detected that include the detected input quantity and the simultaneously detected output quantity due to the driver of the other vehicle and / or during a plurality of autonomous brakings, and are plotted in a coordinate system having a first axis displaying the input quantity and a second axis displaying the output quantity, which is divided into a plurality of state sectors. For at least one other vehicle, the frequency distribution of the value pairs of the other vehicle on the various state sectors is detected as at least one comparative frequency distribution, and based on an examination of the deviation of at least one frequency distribution of the value pairs detected in the host vehicle from the at least one comparative frequency distribution, it is estimated whether there may be at least one malfunction in at least one braking system component of the braking system during at least a predetermined estimation time interval. Thus, also with the development of the prediction method described herein, the frequency distributions of multiple vehicles can be compared with each other to reliably perform an early diagnosis of at least one braking system component of the braking system of the host vehicle. In addition to the input quantity and the output quantity, at least one additional physical quantity can also be additionally detected for the value pairs.

[0016] Hereinafter, other features and advantages of the present invention will be described with reference to the drawings.

Brief Description of the Drawings

[0017]

Figure 1a

Figure 1b

Figure 2

Embodiments for Carrying Out the Invention

[0018] Figures 1a and 1b show a flowchart and a coordinate system for explaining an embodiment of a prediction method for at least one brake system component of a brake system of a host vehicle.

[0019] It is explicitly mentioned that the prediction method described below is executable in a large number of various types of brake systems. The executability of the prediction method is not limited to a special vehicle type / automobile type of a vehicle / car hereinafter referred to as the host vehicle equipped with each brake system.

[0020] In method step S1 of the prediction method, value pairs are detected during braking caused by the driver of the host vehicle and / or autonomous braking, and each of the detected value pairs includes a detected input quantity x and a simultaneously detected output quantity p. The input quantity x should be understood as the operating intensity of the operation of the brake pedal by the driver of the host vehicle, or a quantity representing the operating mode of the motor-driven brake pressure booster of the brake system. In contrast, the output quantity p should be understood as a quantity representing the reaction of the brake system to the input quantity x. In addition to the input quantity and the output quantity, at least one further physical quantity can be additionally detected for the value pair.

[0021] In the example of FIGS. 1a and 1b, for example, the input quantity x is the rod stroke x of an input rod coupled to the brake pedal, which can be easily and reliably detected by, for example, a rod stroke sensor. For example, as the output quantity p, the master brake cylinder pressure p in the master brake cylinder of the brake system or the pre-pressure p of the brake system is detected. For this, for example, a pre-pressure sensor of the brake system can be used.

[0022] However, the examples of the input quantity x and the output quantity p listed here should not be construed as limiting. For example, the master brake cylinder pressure p in the master brake cylinder of a braking system can also be detected as an input quantity if it can (substantially) start from the fact that it corresponds to the operation of the brake pedal by the driver. Alternatively, the motor current intensity of the motor of a motor-driven brake pressure booster, the operating voltage of the motor of a motor-driven brake pressure booster, the adjustment stroke of at least one adjustable piston of a motor-driven brake pressure booster of a braking system, in particular an electromechanical brake booster placed in front of the master brake cylinder, or the adjustment stroke of a plunger device integrated into the braking system (in particular such as an IPB (Integrated Power Brake)), or the pump rate of at least one pump used as a motor-driven brake pressure booster of a braking system can be detected as an input quantity. As the output quantity, the motor torque of the motor of a motor-driven brake pressure booster, the transmission efficiency of the transmission of a braking system coupled to the motor-driven brake pressure booster, the brake pressure of at least one wheel brake cylinder of a braking system, the braking force applied to the vehicle by the braking system, the braking torque applied to the vehicle by the braking system, or the vehicle deceleration applied to the vehicle by the braking system can also be detected. All the quantities listed here can usually be reliably determined without problems by a sensor system already incorporated in the host vehicle as the input quantity x or the output quantity p. Therefore, the method step S1 can be executed without expanding the sensor system already installed in the host vehicle.

[0023] In the optimal method step S2, if after method step S1 (but before executing method step S3), the temperature is outside the range of a predetermined normal temperature, the adjustment speed of the brake pedal adjusted by the driver is outside the range of a predetermined normal speed, the voltage of the vehicle electrical system is outside the range of a predetermined normal voltage, during a failure of the data providing device, and / or during a fade phenomenon, the detected value pairs can be filtered out. In this case, the method step S3 described next is executed without using the value pairs filtered out in method step S2 together. In the optimal method step S2, this additional information can also be given to the value pairs detected during vehicle dynamics control. Vehicle dynamics control can be understood, for example, as ABS control (antilock brake system control), ESP control (electronic stability control), TCS control (drive slip control, traction control system), or ACC control (inter-vehicle distance control tempo mart, adaptive cruise control).

[0024] In method step S3, the detected (and not filtered out) value pairs are plotted in a coordinate system having a first axis representing the input force x and a second axis representing the output force p. Figure 1b shows an example of the coordinate system, where the input force x is represented, by way of example, by the abscissa of the coordinate system, and the output force p is represented, by way of example, by the ordinate of the coordinate system. However, it should be mentioned that the first axis of the coordinate system (and accordingly the second axis as well) can be understood as either the abscissa or the ordinate of the coordinate system.

[0025] As can be seen in the coordinate system of FIG. 1b, the coordinate system is divided into a plurality of state sectors A. The state sector A can also be called a cell. Each state sector A indicates the operating state of the braking system of the host vehicle. For this reason, the coordinate system schematically shown in FIG. 1b can also be referred to as a load graph (Lastdiagramm). It should be noted that the state sectors A of the coordinate system do not have to be formed with the same area. Alternatively, the state sectors A can have different spreads along the first axis and / or different spreads along the second axis. The respective spreads of the state sectors A can also be designed to be learnable.

[0026] For example, it is optional but not necessary to supplement the coordinate system with vehicle data and / or ambient data such as the friction value of the vehicle (Fahrzeug) driven by the host vehicle. As can be further seen based on the coordinate system of FIG. 1b, specific sectors C1 to C3 can be assigned to similar friction values of the road driven by the host vehicle. This can be used, in some cases, to verify the correlation between the rod stroke x detected as the input quantity x, the master brake cylinder pressure p detected as the output quantity p, and the friction value of the road traveled.

[0027] The total number of value pairs plotted in the state sector A represents the frequency with which the braking system of the host vehicle is in the operating state corresponding to each state sector A. (For this reason, the value pair can also be called the operating point of the braking system.) For this reason, the coordinate system shown in FIG. 1b can also be interpreted as the "load map (Belastungskarte)" of the braking system of the host vehicle.

[0028] In the next method step S4, the frequency distribution of the value pairs on the various state sectors A is detected. Therefore, this frequency distribution indicates the load distribution of the braking system of the host vehicle. The load of the braking system of the host vehicle and / or the criticality (Kritikalitaet) of that load can be derived from the frequency distribution detected based on the coordinate system of FIG. 2b.

[0029] For this reason, method step S4 can also be rephrased as counting the load cases (Lastfaellen) of the braking system of the host vehicle or detecting the load collective (Lastkollektiv) of the braking system of the host vehicle. The frequency distribution of the value pairs on the various state sectors A detected in a specific time interval, determined by method step S4, also represents the braking history due to the driver of the host vehicle and / or autonomous braking performed during each time interval. For example, in each frequency distribution, it is recognizable whether the driver prefers a moderate and vehicle-caring driving style or a sporty and vehicle-loading driving style. In some cases, the "driving style" of the automatic device used for the autonomous driving of the host vehicle is usually known, and therefore, even when autonomous braking is required by the automatic device during each time interval, the driving style of each driver can be reliably recognized. In each frequency distribution, it is also possible to recognize the ratio of the autonomous braking of the host vehicle performed during each time interval to the total number of brakings of the host vehicle within each interval. For this reason, in method step S4, as a development form, it is also possible to determine driving style information of the host vehicle including at least one quantity representing the driving style of each driver during each time interval and / or the ratio of the autonomous braking of the host vehicle to the total number of brakings of the host vehicle within each time interval.

[0030] Furthermore, the frequency distribution represents how well specific brake components of the braking system, such as in particular electromechanical brake boosters, integrated plunger devices and / or at least one pump, can respond to the brake requirements of the driver and / or the automatic device used for the autonomous driving of the host vehicle. Usually, the driver and / or the automatic device respond by increasing the brake requirement for a brake system reaction that is perceived / determined as insufficient for the brake requirement, but by decreasing the brake requirement for a brake system reaction that is perceived / determined as excessive for the brake requirement. This affects the frequency distribution of each time interval.

[0031] After the frequency distributions of value pairs detected at different time intervals have been detected at least twice, method step S5 of the prediction method described herein is executed. In method step S5, based on an examination of the deviation of the frequency distribution of the last detected value pair from the frequency distribution of at least one of the previously detected value pairs, it is estimated whether there is a possibility 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. Thus, method step S5 utilizes the fact that a driver or an automatic device used for autonomous driving of the host vehicle becomes dissatisfied with the performance of the braking system of the host vehicle from a specific point in time, and whether this has caused a change in the frequency distribution due to a high braking demand or a low braking demand compared to the conventional braking history can be recognized by comparing the braking histories at different time intervals.

[0032] A sudden change in the frequency distributions of at least two value pairs detected at different time intervals suggests a malfunction of at least one braking system component of the braking system, and this malfunction can be interpreted as an indicator of an impending malfunction or future failure of at least each braking system component. A slow change in the frequency distribution of the value pairs detected at different time intervals suggests degradation of at least one braking system component of the braking system of the host vehicle. By regularly executing the prediction method described herein, even a slow degradation of at least one braking system component of the braking system of the host vehicle can be reliably recognized. For this purpose, for example, the execution of method steps S1 to S5 can be newly started according to the total driving distance of the host vehicle and / or after the elapse of a predetermined intermediate time.

[0033] When predicting / "anticipating" whether there is a possibility that at least one malfunction will occur in at least one braking system component of a braking system during at least a predetermined prediction time interval, it is also possible to consider the driving style of the driver detected based on at least one of the frequency distributions. The possibility that at least one malfunction will occur in at least one braking system component of the braking system during a predetermined prediction time interval often depends on whether the driver prefers a moderate and vehicle-careful driving style or a sporty and vehicle-loading driving style. Often, the sporty and vehicle-loading driving style of the driver places a relatively high load on the brakes, thus shortening the lifespan of at least one braking system component of the braking system. Similarly, the ratio of the autonomous braking of the host vehicle to the total number of brakings of the host vehicle can also be considered in conjunction when predicting / "anticipating" whether there is a possibility 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. The possibility that at least one malfunction will occur in at least one braking system component of the braking system during a predetermined prediction time interval may also depend on the ratio of the autonomous braking of the host vehicle to the total number of brakings. For this reason, in a preferred embodiment of the method described herein, when performing method step S5, the driving style information confirmed when method step S4 is executed at least twice is considered in conjunction.

[0034] By the above prediction method, it is also possible to examine the functionality of an electromechanical brake booster device or an integrated plunger device in particular, with regard to the prediction of its future usability / functional capabilities. In particular, by this method, it is also possible to predict future failures of an electromechanical brake booster device or an integrated plunger device that cannot be predicted by conventional monitoring methods and sensors according to the prior art, such as a motor position sensor or a differential sensor. Therefore, the prediction method described herein enables an advantageous early diagnosis, in particular, for an electromechanical brake booster device or an integrated plunger device of a brake system of a motor vehicle. However, it is explicitly mentioned that other brake system components can also be examined with regard to impending functional disorders / future failures by the prediction method.

[0035] In particular, in method step S5, if it is predicted / anticipated that at least one functional disorder may occur in at least one brake system component of the brake system during the prediction time interval, then, as an optional method step S6, a corresponding warning can be transmitted to the driver of the motor vehicle by means of a light display, a sound output, and / or a video display. To transmit the warning, at least one light-emitting element of the motor vehicle, a sound output device of the motor vehicle, a video display device of the motor vehicle, and / or a driver's portable device, in particular a mobile phone, can be used. Therefore, the driver can be prompted in various ways to go to a repair shop. Alternatively or additionally, in method step S6, repair information corresponding to the prediction can also be sent to a factory.

[0036] However, in method step S5, if it is predicted / anticipated that there is no risk of at least one malfunction occurring in at least one braking system component of the braking system during the prediction time interval, then, as an optional method step S7, it is also possible to output the permission criteria for autonomous driving of the host vehicle. Correspondingly, in method step S5, if it is predicted / anticipated that there is a possibility 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 autonomous driving of the host vehicle can be turned off. In particular, in this case, the automatic device used for autonomous driving of the host vehicle is configured to be switched to an operation mode suitable for autonomous driving of the host vehicle only when there are permission criteria. In this way, it is ensured that the vehicle is transferred to autonomous driving only when it is possible to highly probabilistically make a malfunction of the braking system impossible for at least a substantially certain duration of autonomous driving.

[0037] As an advantageous development of the method described herein, in an optional method step S8, it is also possible to detect a value pair including the input quantity detected respectively due to the driver of another vehicle and / or during autonomous braking and the simultaneously detected output quantity. In an optional method step S9, when the temperature is outside the range of a predetermined normal temperature, when the adjustment speed of the brake pedal of another vehicle is outside the range of a predetermined normal speed, when the voltage of the vehicle electrical system is outside the range of a predetermined normal voltage, during a failure of the data providing device, and / or during a fade phenomenon, the detected value pairs can be filtered out. In an optional method step S9, this additional information can also be imparted to the value pairs detected during vehicle dynamics control. Subsequently, in an optional method step S10, the value pairs detected (and not filtered out) for another vehicle can be plotted in a coordinate system having a first axis displaying the input quantity and a second axis displaying the output quantity, which is divided into a plurality of state sectors A. In that case, as an optional method step S11, for another vehicle, the frequency distribution of its value pairs on various state sectors A can be detected as at least one comparative frequency distribution. For any number of other vehicles, method steps S8 to S11 can be executed / repeated. At least one other vehicle can in particular also be understood as each vehicle of the same vehicle type / motor vehicle type as the host vehicle. Subsequently, in an optional method step S12, based on an examination of the deviation of at least one frequency distribution of the value pairs detected in the host vehicle from at least one comparative frequency distribution, it is possible to estimate whether there may be at least one functional disorder in at least one brake system component of the brake system during at least a predetermined estimated time interval. This also enables an advantageous early diagnosis of the host vehicle for early recognition of an impending functional disorder or future failure of at least one brake system component of the brake system. Optionally, after method step S12, at least one of method steps S6 and S7 can also be executed.

[0038] Figure 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 vehicle's brake system.

[0039] Figure 2 shows a vehicle 10 equipped with a prediction device 12 represented schematically. However, it should be noted that the vehicle ownership of the prediction device 12 depicted in Figure 2, that is, its formation as a unit that can be fixedly incorporated into / incorporated into the vehicle 10, should not be construed as limiting. Alternatively, the prediction device 12 can also be formed as a stationary device designed to communicate with a communication device 14 incorporated into the vehicle 10, for example, via wireless.

[0040] The vehicle-owned or stationary prediction device 12 has an electronic device 16, and the electronic device is designed and / or programmed to plot value pairs, each having values detected during a plurality of brakings caused by the driver of the vehicle 10 and / or autonomously, in a coordinate system divided into a plurality of state sectors. As already explained above with reference to Figures 1a and 1b, each of the provided value pairs contains, respectively, the detected input force amount and the simultaneously detected output force amount (as values), and for this reason, a coordinate system is formed having a first axis for displaying the input force amount and a second axis for displaying the output force amount. The input force amount represents the operating intensity of the operation of the brake pedal by the driver of the vehicle 10 or the operating mode of the motor-driven brake pressure booster of the brake system, whereas the reaction of the brake system to the input force amount is represented by the output force amount. Examples of the input force amount and the output force amount have already been listed above.

[0041] The electronic device 16 of the vehicle-owned or stationary prediction device 12 is also designed and / or programmed to detect the frequency distribution of value pairs on various state sectors. After the electronic device 16 has detected the frequency distribution of value pairs detected at different time intervals at least twice, based on an examination of the deviation of the frequency distribution of the last detected value pair from the frequency distribution of at least one of the previously detected value pairs, it is further designed and / or programmed to estimate whether there is a possibility that at least one braking system component of the braking system of the vehicle 10 will have at least one malfunction during a predetermined prediction time interval. Thus, the prediction device 12 described herein also provides the above-mentioned advantage of early diagnosis of at least one braking system component of the braking system of the vehicle 10.

[0042] The above function of the electronic device 16 can be implemented by electronics with a relatively simple structure. For this reason, the prediction device 12 or its electronic device 16 can be formed at a relatively low cost and with a relatively small required space. This facilitates the assembly / integration of the prediction device 12 into the vehicle 10. The prediction device 12 can be integrated particularly into a number of control device types of the vehicle 10. For example, the prediction device 12 can be integrated into the control device of an electromechanical brake booster device placed in front of the master brake cylinder of the braking system of the vehicle 10, or into the control device of a plunger device (especially an IPB (Integrated Power Brake), etc.) integrated into the braking system of the vehicle 10. While the prediction device 12 can be pre-installed in the vehicle 10 at the factory, additional learning by simple reprogramming of the prediction device 12 can be carried out. The additional learning can be repeated, for example, at specific time intervals using the communication device 14 incorporated in the vehicle 10.

[0043] As will be explained based on the following description, not only the stationary prediction device 12 but also the vehicle-owned prediction device 12 can be used (together) to perform all the method steps of the above prediction method.

[0044] For example, at least one frequency distribution determined by the vehicle-owned prediction device 12 of the vehicle 10 can be transmitted to the data output system 18 outside the vehicle via the communication device 14 using a system-owned and / or communication device 20 that cooperates with the data output system 18. In FIG. 2, at least one other vehicle 22 each equipped with another prediction device 24 corresponding to the prediction device 12 of the vehicle 10 is also shown. At least one frequency distribution determined by at least one other prediction device 24 can be transmitted to the data output system 18 as at least one comparative frequency distribution via the communication device 20 and the respective other communication devices 26 of each other vehicle 22. In particular, the data output system 18 is, in that case, designed and / or programmed to determine at least one corresponding prediction information transmissible to / transmitted to the prediction device 12 of the vehicle 10 based on an examination of the deviation of at least one frequency distribution determined by the prediction device 12 of the vehicle 10 from at least one comparative frequency distribution. In this case, after providing / receiving at least one prediction information, the electronic device is designed and / or programmed to estimate or read whether there is a possibility that at least one malfunction will occur in at least one brake system component of the brake system during at least a predetermined (first) estimation time interval based on at least one prediction information. In particular, by the cooperation between the prediction device 12 and the data output system 18 described in this paragraph, the resource load of the prediction device 12 can be reduced.

[0045] If only at least one comparative frequency distribution determined by at least one other prediction device 24 is transmitted to the data output system 18, the data output system 18 can be designed to transmit at least one comparative frequency distribution to the prediction device 12 of the vehicle 10. Preferably, in this case, after the electronic device 16 detects at least one frequency distribution of the value pairs detected in the vehicle 10 and provides at least one comparative frequency distribution, based on the inspection of the deviation of at least one frequency distribution of the value pairs detected in the vehicle 10 from at least one comparative frequency distribution, it is designed and / or programmed to estimate whether there may be at least one malfunction in at least one braking system component of the braking system during at least a predetermined (second) estimation time interval.

Explanation of Signs

[0046] 10 Vehicle 12 Prediction Device 14 Communication Device 16 Electronic Device 18 Data Output System 20 Communication Device 22 Other Vehicle 24 Other Prediction Device 26 Other Communication Device A State Sector C1, C2, C3 Sectors S1~S12 Steps

Claims

1. A prediction device (12) for at least one brake system component of a brake system of a vehicle (10), comprising an electronic device (16), wherein the electronic device - during a plurality of brakings caused by and / or autonomous of the driver of the vehicle (10), each having a detected value (x, p), and including the detected input quantity (x) and the simultaneously detected output quantity (p) as values (x, p) respectively, provided to the electronic device (16), wherein the input quantity (x) represents the operating intensity of the operation of the brake pedal by the driver of the vehicle (10) or the operating mode of the motor-driven brake pressure booster of the brake system, and the output quantity (p) represents the reaction of the brake system to the input quantity (x), plots the value pairs in a coordinate system having a first axis displaying the input quantity (x) and a second axis displaying the output quantity (p), which is divided into a plurality of state sectors (A), and - detects the frequency distribution of the value pairs on the plurality of state sectors (A), is designed and / or programmed, the electronic device (16) is further designed and / or programmed to estimate whether there is a possibility that at least one malfunction will occur in at least one brake system component of the brake system during a predetermined prediction time interval, based on an inspection of the deviation of the frequency distribution of the last detected value pair (x, p) from the frequency distribution of at least one of the previously detected value pairs (x, p) after detecting the frequency distribution of the value pairs (x, p) detected at different time intervals at least twice. A prediction device.

2. The prediction device (12) can transmit at least one frequency distribution determined by the prediction device (12) via a communication device (14) to a data output system (18) outside the vehicle in cooperation with the communication device (20), and / or can provide at least one comparative frequency distribution and / or at least one prediction information from the communication device (20) cooperating with the data output system (18) outside the vehicle to the electronic device (16), and is formed together with a communication device owned by the device, or is formed to cooperate with the communication device (14) of the vehicle (10) on which the prediction device (12) is mounted. The prediction device (12) according to claim 1.

3. After detecting at least one frequency distribution of value pairs (x, p) detected in the vehicle (10) and providing the at least one comparative frequency distribution, the electronic device (16) is based on an examination of the deviation of the at least one frequency distribution of the value pairs (x, p) detected in the vehicle (10) from the at least one comparative frequency distribution, and is designed and / or programmed to estimate whether at least one malfunction may occur in at least one brake system component of the brake system during at least a predetermined first estimation time interval. The prediction device (12) according to claim 2.

4. After providing the at least one prediction information, the electronic device (16) is designed and / or programmed to estimate or read whether at least one malfunction may occur in at least one brake system component of the brake system during at least a predetermined second estimation time interval based on the at least one prediction information. The prediction device (12) according to claim 2 or 3.

5. A data output system (18) that cooperates with the first prediction device (12) according to claim 2 or 3 and at least one second prediction device (24) according to claim 2 or 3, The data output system (18) is formed together with the system-owned communication device or is formed to cooperate with the communication device (20) such that at least one frequency distribution determined by the at least one second prediction device (24) can be transmitted as at least one comparison frequency distribution to the data output system (18) via each communication device (26) of the communication device, and the at least one comparison frequency distribution can be transmitted to the first prediction device (12) via each communication device (14) of the communication device.

6. A data output system (18) cooperating with the first prediction device (12) according to claim 2 or 3 and the at least one second prediction device (24) according to claim 2 or 3, the data output system (18) is formed together with the system-owned communication device or is formed to cooperate with the communication device (20) such that at least one frequency distribution determined by the at least one second prediction device (24) can be transmitted as at least one comparison frequency distribution to the data output system (18) via each communication device (26) of the communication device, and at least one frequency distribution determined by the first prediction device (12) can be transmitted to the data output system (18) via each communication device (14) of the communication device, the data output system (18) is designed and / or programmed to determine at least one corresponding prediction information that can be transmitted to the first prediction device (12) via each communication device (14) of the communication device by the communication device (20) based on an examination of the deviation of at least one frequency distribution determined by the first prediction device from the at least one comparison frequency distribution.

7. A prediction method for at least one brake system component of a brake system of a host vehicle (10), - a step of detecting a value pair (x, p) during braking caused by the driver of the host vehicle (10) and / or autonomously, each of the detected value pairs (x, p) including the detected input quantity (x) and the simultaneously detected output quantity (p) respectively, The input amount (x) represents the operation intensity of the brake pedal operation by the driver of the host vehicle (10) or the operation mode of the motor-driven brake pressure booster of the brake system, and the output amount (p) represents the reaction of the brake system to the input amount (x) (step S1); - Plotting the detected value pairs (x, p) in a coordinate system having a first axis for displaying the input amount (x) and a second axis for displaying the output amount (p), which is divided into a plurality of state sectors (A) (step S3); - Detecting the frequency distribution of the value pairs (x, p) on the plurality of state sectors (A) (step S4); After detecting the frequency distribution of the value pairs (x, p) detected at different time intervals at least twice, based on the inspection of the deviation of the frequency distribution of the last detected value pairs (x, p) from at least one of the frequency distributions of the previously detected value pairs (x, p), estimating whether there is a possibility that at least one functional failure occurs in at least one brake system component of the brake system during at least a predetermined prediction time interval (step S5). A prediction method including this.

8. Before plotting the detected value pairs (x, p) in the coordinate system, when the temperature is outside the range of a predetermined normal temperature, when the adjustment speed of the brake pedal adjusted by the driver is outside the range of a predetermined normal speed, when the voltage of the vehicle electrical system is outside the range of a predetermined normal voltage, during a failure of the data providing device, and / or during a fade phenomenon, the value pairs (x, p) detected are filtered out (S2). The prediction method according to claim 7.

9. As the input quantity (x), the rod stroke (x) of the input rod coupled to the brake pedal, the master brake cylinder pressure (p) in the master brake cylinder of the brake system, the motor current intensity 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 of the brake system, or the pump rate of at least one pump used as the motor-driven brake pressure booster of the brake system is detected, and / or as the output quantity (p), the master brake cylinder pressure (p) in the master brake cylinder of the brake system, the motor torque of the motor of the motor-driven brake pressure booster, the transmission efficiency of the transmission of the brake system coupled to the motor-driven brake pressure booster, at least one brake pressure in at least one wheel brake cylinder of the brake system, the braking force applied to the host vehicle by the brake system, the braking torque applied to the host vehicle by the brake system, or the vehicle deceleration applied to the host vehicle by the brake system is detected. The prediction method according to claim 7 or 8.

10. For at least one other vehicle (22), a value pair (x, p) including an input force amount (x) detected respectively and an output force amount (p) detected simultaneously during a plurality of brakings caused by the driver of the other vehicle and / or autonomously is detected (S8), and is plotted in a coordinate system having a first axis for displaying the input force amount (x) and a second axis for displaying the output force amount (p), which is divided into a plurality of state sectors (A) (S10); for the at least one other vehicle (22), a frequency distribution of the value pair (x, p) of the other vehicle on the plurality of state sectors (A) is detected as at least one comparative frequency distribution (S11); based on an inspection of a deviation of at least one frequency distribution of the value pair (x, p) detected by the host vehicle (10) from the at least one comparative frequency distribution, it is estimated whether there may be at least one malfunction in at least one braking system component of the braking system during at least a predetermined estimation time interval (S12); The prediction method according to claim 7 or 8.

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