Identification of Particularly Possible Deceleration Amounts

Abstract

Identification of a possible deceleration amount in particular. A method for determining a deceleration amount of a brake system of a vehicle (10), comprising at least one brake (1) and at least one further brake, is disclosed, the method comprising the steps of: preparing manipulated variable values ​​of manipulated variables set by the brake system, where the at least one brake (1) is configured to generate a deceleration amount in response to the manipulated variable value of the manipulated variable; determining a braking effect applied to the brake system by the brake system in response to the manipulated variable, the braking effect being determined by the brake system; determining a deceleration amount of the at least one brake (1) corresponding to the manipulated variable value, which occurs based on the manipulated variable, taking into account in particular vehicle parameters; determining a deceleration amount of the at least one further brake from the deceleration amount of the at least one brake (1) and the braking effect on the vehicle (10), taking into account in particular vehicle parameters. Furthermore, an apparatus for implementing the method, a vehicle, a computer program product and a storage medium are disclosed.

Description

Technical Field

[0001] The present invention relates to a method for specifying a particularly possible deceleration amount of a brake, an apparatus for implementing this method, a vehicle, a computer program product, and a storage medium.

[0002] With the development of electric vehicles and, in connection therewith, the possibility of using the regenerative operation of electric drive machines to provide a braking action on the vehicle, there is an approach to omit conventional permanent brake devices, such as retarders. Due to the limited storage capacity of the corresponding electrical energy storage device and the related recovery capacity, and thus the braking capacity, on the one hand, legal regulations may have been established or are in force, according to which the driver, especially in the commercial vehicle sector, must be informed about the braking capacity of his vehicle, and in this case, in particular, measures are taken with respect to the mechanical brake. This mechanical brake is used, at the latest, when the permanent brake function via the regenerative operation of the electric drive machine is not available. Therefore, particular efforts are made to inform the driver about the maximum possible deceleration of the vehicle. However, this is also relevant, i.e., in another type of road vehicle, such as a conventionally or hybrid-driven vehicle, etc., on the one hand, to be able to respond during the driving situation, and on the other hand, there is a desire to be able to specify the braking performance as accurately as possible in order to better, especially economically, configure maintenance measures.

[0003] Today's vehicles offer the possibility of roughly determining the wear of the friction material. For example, the overall wear in a disc brake, i.e., the combined wear of the two pads and the disc, is monitored. For this purpose, a potentiometer that reacts immediately when the wear of the pad progresses correspondingly is used, or a continuous potentiometer that enables an estimate of the wear progression before complete wear based on its signal is used. Alternatively, a rubbing contact part can also be used, which makes a sound to indicate when it is exposed due to wear.

[0004] It is conceivable that for a specific brake in a vehicle, it is possible to determine, in particular, the possible deceleration amount, such as the braking torque or braking force or the possible vehicle deceleration, but there may be another brake that is excluded from this determination. For example, if the corresponding parameters and / or operating amounts of these brakes are not known or cannot be determined, or if the corresponding brake is not continuously used as in the case of a lift axle, a relatively complicated determination of the deceleration amount is avoided. Another case for this could be the brake arrangement configuration in a trailer.

[0005] Therefore, the object of the present invention is to present the possibility of also monitoring these other brakes.

[0006] This object is solved by the subject matter of the independent claims.

[0007] Advantageous embodiments are the subject matter of the dependent claims.

[0008] In line with the spirit of this application, the possible amount, e.g., the possible operating amount, the possible deceleration amount, or the possible vehicle deceleration, is understood to be the amount achievable by an observed system, an observed actuator, or the like according to a value. That is, what this means is the range of currently available values, or specifically, a specific value obtained from the range of values for which the corresponding amount can be assumed.

[0009] In accordance with the gist of the present application, a trailer is understood to be in any conceivable form of a trailer. In particular, the trailer may include a semi-trailer or a drawbar trailer. The towing vehicle may be a vehicle capable of towing a trailer by its own power. However, it may also be a vehicle that is itself towed, and this vehicle can simultaneously tow another trailer.

[0010] In particular, the trailer may be a trolley or a trailer configured to be connected to another trailer.

[0011] According to the present invention, a method for specifying the deceleration force of a braking system of a vehicle is configured. This braking system includes at least one brake and at least one other brake. The present invention includes the following steps, namely, - a step of preparing an operation amount value of an operation amount set by the braking system, where at least one brake is configured to generate a deceleration amount in response to the operation amount value of the operation amount; - a step of specifying the braking action exerted on the vehicle by the braking system in response to the operation amount applied to the braking system; - a step of specifying the deceleration amount corresponding to the operation amount value of at least one brake, which occurs based on the operation amount and in particular taking into account vehicle parameters; - a step of specifying the deceleration amount of at least one other brake from the deceleration amount of at least one brake and the braking action on the vehicle, in particular taking into account vehicle parameters.

[0012] Preferably, the deceleration amount should be understood to be the braking torque or braking force generated in response to the operation amount by at least one brake and / or at least one other brake.

[0013] Accordingly, the method of the present invention includes identifying the corresponding deceleration amount of at least one brake based on an operation amount, where this operation amount causes this deceleration amount in at least one brake, and thus this deceleration amount is generated by this brake. This identification is preferably based on knowledge about at least one brake, i.e., the response of at least one brake to the operation amount is known. This may include, for example, that the current state of at least one brake is known even if the performance of at least one brake has already decreased due to wear. This knowledge is lacking for identifying the deceleration amount of at least one other brake. This can be considered to be caused, for example, by the omission of corresponding sensors for detecting necessary parameters such as actuator pressure, actuator voltage, or actuator current for cost reasons. This is because, for example, the brake is not used during all braking operations, or the brake is not permanently coupled to the vehicle part where the deceleration amount of at least one brake is identified, such as a detachable trailer. Therefore, here, the deceleration amount of at least one other brake is indirectly estimated via the actual braking action, i.e., the final vehicle response to the braking or the set deceleration amount of the brake.

[0014] Preferably, the braking action is identified using or based on the vehicle deceleration and / or based on the vehicle speed. The vehicle deceleration can be detected, for example, by a corresponding acceleration sensor. When the vehicle speed is observed, in particular, it is possible to observe the change in the vehicle speed by the braking system or to take the vehicle speed into account as a control quantity. In this case, in particular, for example, in a descending section, the operation amount value required to keep the speed constant is observed. Therefore, the braking action can be represented in particular by the vehicle deceleration and / or by the course of the vehicle speed. In particular, the braking action can be identified using the observation of the speed before and after braking, especially the speed difference resulting therefrom.

[0015] This method preferably further comprises the following steps, namely, - preparing a brake system model configured to identify the deceleration amount of at least one brake from the input operation amount value; - inputting the operation amount value into the brake system model, wherein the deceleration amount of at least one brake corresponding to the operation amount value is identified by the brake system model.

[0016] In this case, a brake system model is used to identify the deceleration amount of at least one brake. The brake system model utilized is configured to map the behavior of at least one brake of the vehicle to the actual operation amount having the corresponding operation amount value.

[0017] Therefore, the deceleration amount achieved by the identified operation amount is identified.

[0018] Preferably, in another method step, based on the deceleration amount identified for at least one other brake and the possible operation amount having possible operation amount values, the possible deceleration amount of at least one other brake is identified. The identified deceleration amount of at least one other brake renders the behavior or response of at least one other brake to the identified operation amount known. From this, when the technically possible operation amount and, by extension, the technically possible operation amount value are assumed, the possible deceleration amount of at least one other brake can be identified, particularly by extrapolation. The possible operation amount can be set for all brakes or only for some brakes, such as at least one brake.

[0019] The possible operation amount values preferably include the maximum possible operation amount value. This has the advantage that the maximum possible deceleration amount can thereby be identified. That is, it can represent at each point in time how powerful or capable the corresponding other brake still is or currently is.

[0020] Therefore, the possible deceleration amount of at least one brake is determined by taking into account the operable amount that can be set during operation. That is, for example, because there is a defect in the actuator for operating the brake, the braking system is technically limited during operation, and thus, it can be considered that a smaller deceleration amount can be reached due to the limitation of the operable amount. Furthermore, the braking system model can consider which deceleration amount can be set by the possible operable amount, that is, which deceleration amount can be reached. Therefore, when the deterioration of the brake state is considered by the braking system model, the method of the present invention can determine the possible, that is, reachable deceleration amount. In this case, this possible deceleration amount of at least one brake is used as a basis for determining the possible deceleration amount of at least one other brake.

[0021] The possible operable amount values preferably include values of pressing force, actuating force, actuator force, actuator pressure, actuator current and / or actuator voltage. The pressing force can generally represent the strength of pressing of the friction element against the corresponding member. The actuating force can represent the strength of actuation of the brake element of the brake caliper against the brake disc. The actuator force can represent the force of the actuator, and this actuator is configured to generate this actuator force in the braking system. Such an actuator is preferably actuated hydraulically, that is, in particular pneumatically or hydraulically, or electromechanically.

[0022] Therefore, the actuator pressure, that is, the fluid pressure, or the actuator current or actuator voltage can also be regarded as an operable amount.

[0023] The braking system or at least one brake and / or at least one other brake preferably includes brakes that are actuated hydraulically, in particular pneumatically or hydraulically, and / or electromechanically.

[0024] Preferably, at least one brake and / or at least one other brake of the braking system includes a friction brake. The friction brake may in particular be a drum brake or a disc brake. By specifying the deceleration amount of this brake, for example, the braking torque generated by the brake is represented.

[0025] Preferably, vehicle parameters taken into account when specifying the deceleration amount of at least one brake and / or at least one other brake in particular include vehicle weight, the power transmission capacity between the tire and the road, the section gradient, the operating state of the vehicle's drive train, and / or the availability of another braking system.

[0026] Generally, vehicle weight, the power transmission capacity between the tire and the road, the section gradient, the operating state of the vehicle's drive train, and / or the availability of another braking system can be used to specify another quantity by this method.

[0027] The vehicle weight may include, for example, the unladen weight of the vehicle, the actual load, the actual weight and / or the maximum allowable weight. For example, the weight, such as the actual weight, etc., can be determined by the vehicle itself, for example, by specifying the spring displacement in the deflection state, or by means of a corresponding force sensor. However, additionally or alternatively, the consideration of the weight can also be done by estimating or assuming the corresponding weight. For example, this can be the case when a trailer is coupled to a towing vehicle and the weight of the trailer is estimated or assumed but cannot be determined by measurement. Furthermore, the weight can be configured to be considered by input. For example, the known weight of the vehicle load can be input by a human as the input amount for this method. The vehicle weight can in particular also be determined from the additional drive power required to accelerate the vehicle or to move it uphill, compared to the operation of the vehicle at a reference weight, such as the unladen weight. Also, the braking power, in particular the regenerative braking power, can be used to estimate the vehicle weight. In this case, the braking power is preferably detected when preferably driving in the descending section. Alternatively or additionally, the weight of the vehicle can also be obtained from another vehicle system, such as a spring elastic system, a stabilization system or a braking system (e.g. EBS, ABS, ESP).

[0028] The power transmission capacity between the tire and the road is mainly characterized by the coefficient of friction between the tire and the road. This can be estimated, for example, using known methods or assumed as a constant value.

[0029] The section gradient can be obtained from, for example, digital map materials or identified by measurement. This section gradient can be considered using, for example, gradient values or gradient angles. For measurement, for example, vehicle inclination detection and / or vehicle acceleration sensors can be used. In this case, when going uphill, that is, when driving uphill, it should be considered that smaller limit values can also be tolerated. This is because in this case, despite the relatively small deceleration amount specified, the downhill gradient force supports the braking process or the stopping process. Conversely, when the specified deceleration amount is the same, a relatively large limit value can be used when going downhill. In this case, the downhill gradient force will oppose the braking process or the stopping process, and thus, the vehicle's braking system must also compensate for the downhill gradient force.

[0030] The operating state of the drive train can be understood, for example, as the transmission ratio at which the drive train is operated. In a vehicle driven in a conventional or hybrid manner, this can be the transmission ratio at which the internal combustion engine exerts a braking effect on the vehicle in the inertia mode. In an electric vehicle, instead of the internal combustion engine, a regenerative electric drive machine can exert a braking effect on the vehicle via the transmission ratio. In a hybrid-driven vehicle, both the internal combustion engine and the electric drive machine can exert a braking effect via the same or different transmission ratios. Furthermore, the operating state may include the current storage capacity of the electrical energy accumulator. For example, when the braking effect by the electric drive machine is generated by regeneration, the energy generated at this time can only be stored there if the current storage capacity of the corresponding energy accumulator is sufficiently available. If this cannot be achieved and the generated energy cannot be consumed in another way, the regenerative brake can no longer be used. In this case, the limit value must be correspondingly lowered.

[0031] Finally, the availability of another braking system can be understood as damage, wear, and that the regenerative brake or the permanent brake can be used as described above.

[0032] At least one further brake is preferably provided on another vehicle part which is articulated to the first vehicle part. The other vehicle part may include a trailer or a coupled vehicle which is connected to the first vehicle part. The first vehicle part may include a towing vehicle and / or another trailer. However, the two vehicle parts may be configured to form an articulated vehicle which is not connected to a trailer and a towing vehicle corresponding to this configuration. This includes, for example, a bus in which a front part (the first vehicle part) and a rear part (the other vehicle part) are articulated to each other.

[0033] Preferably, force measurement, in particular coupling force measurement, is carried out between the first vehicle part and the other vehicle part. This can be done, for example, using detection means at the coupling point, in particular using a force sensor, by which the propulsive force and the tensile force between the two vehicle parts are detected. Then, the information from the force measurement can be used to estimate the actual deceleration amount of the further brake. If the other vehicle part is arranged behind the first vehicle part in the driving direction and a propulsive force is measured at the coupling point, for example during braking, the first vehicle part is pushed by the other vehicle part. If this propulsive force is greater than, for example, a predefined limit value, or if this propulsive force does not correspond to the expected behavior, it can be estimated that the further brake has not reached the deceleration amount that truly corresponds to the actually set operation amount. If a tensile force is measured at the coupling point during braking, the other vehicle part is decelerating more strongly than the first vehicle part. If it can be deduced from the above considerations that the brake for which the possible deceleration amount is specified is not damaged, this indicates that an overly large deceleration amount is being generated by at least one further brake. However, this information can also be used to estimate that the brake for which the possible deceleration amount is specified is in a non-functional state and that these brakes do not reach this deceleration amount as a result.

[0034] At least one other brake is preferably provided on the trailer and / or the lift axle of the vehicle.

[0035] In general, when implementing this method, it is also possible to consider the distribution of braking force. For example, if it is known that a specific brake, such as the brake in front of the vehicle, receives an operating quantity with a larger operating quantity value, the load thereof can be considered by the brake system model, and / or if this is not possible, the indirect load can be identified based on the vehicle deceleration or braking action and the knowledge of the known deceleration amount.

[0036] Preferably, the brake system model includes temperature, particularly the temperature of the brake, displacement, and / or operating angle as other input quantities. Therefore, depending on the temperature, particularly the temperature of the friction elements of at least one brake, such as the friction material and / or the brake disc, the deceleration amount of at least one brake can be identified by the brake system model. Also, by considering the displacement and / or operating angle by the brake system model, the identification of the deceleration amount can be improved, and / or the wear of at least one brake can be represented.

[0037] The brake with wear is actuated by a mechanism that acts by translational movement and / or rotational movement, particularly a transmission mechanism and / or an actuator. As the wear increases, this causes a larger displacement and / or operating angle. These are detectable and can thereby represent the wear. If the mechanism or actuator has an adjustment device configured to at least partially equalize the influence of wear on the displacement and / or operating angle, it is also conceivable to identify the wear by detecting this adjustment, and thus particularly by the adjusted values of the displacement and / or operating angle. Also, what can be included in the consideration of the displacement and / or operating angle is the case where wear progresses, contacts the stopper, and / or the displacement and / or operating angle takes the maximum allowable value.

[0038] Advantageously, the method has a step of comparing a determined possible deceleration amount with a limit value. This limit value can be configured, for example, as constant or variable. If it is confirmed that the possible deceleration amount of at least one brake and / or at least one other brake has not reached the limit value, it should be presumed therefrom that the state of at least one brake and / or at least one other brake, in particular the wear state, is no longer optimal. For example, in this case, it is possible to perform maintenance on the brake and / or at least one other brake. If a maximum deceleration amount with a maximum possible operating amount is determined and this maximum deceleration amount does not reach the corresponding limit value, this is a critical issue regarding safety and may in some cases also require countermeasures during driving. For example, the vehicle may be forced to stop.

[0039] Alternatively or additionally, the method has a step of determining a possible vehicle deceleration from a determined possible deceleration amount. Furthermore, this possible vehicle deceleration can be compared with a corresponding limit value. This limit value can be configured, for example, as constant or variable. The above considerations are equally valid in this case. In particular, if it is confirmed that the maximum possible vehicle deceleration is below the limit value, there is a critical issue regarding safety and this may in some cases also require countermeasures during driving.

[0040] For example, the vehicle may be forced to stop.

[0041] An alarm can also be output to the driver depending on the evaluation result of the possible deceleration amount and / or the possible vehicle deceleration.

[0042] Preferably, the limit value and / or the possible vehicle deceleration are determined depending on the vehicle weight, the power transmission capacity between the tire and the road, the section gradient, the operating state of the vehicle's drive train, and / or the availability of another braking system.

[0043] Preferably, the brake system model is updated based on the history of braking intervention of at least one brake. In order to improve the accuracy of the brake system model, the braking intervention that has already been performed on at least one brake, that is, the value for the actually set operation amount and the braking action resulting therefrom are used, whereby the brake system model can be configured to be updated. In particular, this is a relatively new braking intervention to make the update based on the current state of at least one brake as much as possible. However, additionally or alternatively, especially when the brake system model is used to determine the maximum possible deceleration amount of at least one brake, only braking with a specific minimum operation amount value can be configured to be considered. Preferably, the brake system model is configured to be updated periodically or permanently. Alternatively or additionally, it is configured to perform an unscheduled update. This can be triggered, for example, by the driver being able to force it or by a change in the vehicle, such as when the load is changed or when the vehicle configuration is changed, for example, when a vehicle part is replaced, connected or disconnected.

[0044] The brake system model preferably has a characteristic map and / or a physical model of at least one brake. In particular, the brake system model can be configured to operate with a braking characteristic value that can convert the control amount into the deceleration amount proportionally, for example, with a proportionality coefficient. This proportionality coefficient can be created as a constant value, stored in the characteristic map, or calculated using a physical model. The proportionality coefficient depends in particular on the following input quantities as described above to a considerable extent, that is, - temperature, especially the brake temperature, - displacement and / or - the operating angle and can be configured accordingly.

[0045] Therefore, preferably, the calculation of the deceleration amount of at least one brake is based on the following relational expression, that is, Deceleration amount = Proportionality coefficient × Operation amount and is obtained accordingly.

[0046] This proportionality coefficient may include another parameter, for example, a transmission ratio or efficiency between the operation amount and the deceleration amount. In a specific case where at least one brake is formed as a disc brake, the average friction radius may be considered or may already be included in the transmission ratio.

[0047] According to another aspect of the present invention, an apparatus for implementing the method described above is configured, and the apparatus includes - an interface for receiving an input amount, - an interface for outputting the deceleration amount of at least one brake and / or at least one other brake, particularly if possible, - a data processing unit configured to implement the method described above.

[0048] Such an apparatus may be configured, for example, as a brake control device or may be part of the function of a brake control device. However, this apparatus may also be configured as a functional unit for brake monitoring that is incorporated into an independent higher-level or another apparatus.

[0049] The data processing unit preferably includes electronic means for data processing.

[0050] According to yet another aspect of the present invention, a vehicle for implementing the method described above is configured, and the vehicle is configured to implement the method described above and / or has the apparatus described above. The vehicle is preferably configured as a commercial vehicle, truck, trailer, bus, and / or as a combination of a towing vehicle and a trailer, and / or the vehicle is preferably configured as a vehicle driven purely electrically, hybridly, or conventionally.

[0051] According to yet another aspect of the present invention, there is provided a computer program product comprising program code which, when executed on a data processing unit, in particular on the aforementioned data processing unit, is configured to cause the data processing unit to carry out the method described above. Thus, advantageously, it is possible to enable an existing device and / or vehicle equipped with a data processing unit to function accordingly, whereby in this case they can carry out the method described above.

[0052] According to yet another aspect of the present invention, there is provided a storage medium having the computer program product described above. In this way, the computer program product can be easily transferred, for example, to enable a device or vehicle equipped with a data processing unit to function accordingly. The corresponding storage medium includes, for example, a CD-ROM, a memory stick, a memory card, or a cloud memory from which the computer program product can be downloaded.

[0053] All the characteristic configurations used above in the description of the method are equally transferable to other devices, vehicles, computer program products, and storage media. In the description of the method, if these characteristic configurations of the objects are directly referred to, this should be understood as an optional characteristic configuration of the corresponding object.

[0054] Next, the present invention will be described in detail based on specific embodiments with reference to the accompanying drawings.

Brief Description of the Drawings

[0055]

Figure 1

Figure 2

Figure 3

[0056] Figure 1 shows the basic structure of the brake and its operation.

[0057] An exact illustration of all components is omitted here. The figure in Figure 1 shows only one basic functional mode.

[0058] In this figure, the brake 1 is configured as a friction brake having a brake pad 2 and a brake disk 3 rotatable around the axis A. The brake pad 2 is provided on a brake caliper 4 that surrounds the brake disk 3 on both sides. The brake pad 2 and the brake disk 3 function as friction elements, and these friction elements can be brought into frictional contact with each other to generate a deceleration amount.

[0059] To operate the brake 1, an actuator 5 is provided. This actuator 5 has an operating element 6 that can move translationally and to the left in the figure.

[0060] A transmission mechanism 7 having an operating lever 8 configured to be rotatable within the plane of the figure is provided between the actuator 5 and the brake 1. On the one hand, since the transmission mechanism 7 is coupled to the actuator 5, the movement of the operating element 6 is introduced into the transmission mechanism 7, whereby the operating lever 8 is rotated counterclockwise. On the other hand, the transmission mechanism 7 contacts the brake 1, whereby the movement or force resulting from the movement of the operating element 6 is introduced into the brake 1, causing the brake pad 2 to contact the brake disk 3, thereby generating the deceleration amount of the brake 1.

[0061] In the case of a disk brake, the deceleration amount may be a braking torque resulting from the actuating force, i.e., the force with which the brake pad 2 is pressed against the brake disk 3, and the average friction radius.

[0062] The transmission mechanism 7 provides a transmission ratio, which represents the transmission of the actuator force, or the movement of the operating element 6 resulting from the actuator force, to the actuating force.

[0063] Therefore, the brake 1 can be configured to form a brake system model that takes into account these given situations in order to identify the deceleration amount that can be generated or has been generated in response to the operation amount. In this case, in a specific embodiment, a proportionality coefficient representing the conversion of the operation amount to the deceleration amount is provided. For example, when the efficiency of the entire illustrated device or a part thereof is known, the possible braking force can be calculated by inputting the possible operation amount into the brake system model. That is, M B =c * ×i×F Z ×η×R m M B : Deceleration amount c * : Proportionality coefficient i: Transmission ratio F Z : Actuator force (operation amount) η: Efficiency R m : Average friction radius That is.

[0064] The actuator 5 is generally held here. In some embodiments, the actuator 5 is configured as an actuator actuated by a fluid, particularly a pneumatic or hydraulic actuator. According to another embodiment, the actuator 5 is electrically actuated, that is, the brake 1 actuated in this way is classified as an electromechanical brake system. When actuated by a fluid, the actuator 5 can have a cylinder with a piston, whereby the operating element 6 can be moved using pressure. When actuating electrically, the actuator 5 can have a linear motor or a rotary electric motor. In this case, preferably, the rotational movement of the actuator 5 is converted into a translational movement using a corresponding mechanism, whereby the operating element 6 is moved.

[0065] According to another embodiment, the transmission mechanism 7 can be omitted. Therefore, the actuator 5 or its operating element 6 can also act directly on the brake 1, that is, without being transmitted, and cause the friction elements 2, 3 to press against each other there.

[0066] The brake 1 may ultimately be based on another technical or physical principle. What can be considered is, for example, a drum brake, or a friction brake that contacts a friction element stationary with respect to the vehicle, such as a magnetic track brake.

[0067] According to the gist of the present application, the brake 1 described above can function as at least one brake based on the operation amount, for example, the deceleration amount can be determined by a brake system model. However, according to the gist of the present application, the brake 1 can also function as at least one other brake for which the deceleration amount can be specified as in the case of at least one brake, whereby the braking action on the vehicle is observed together, and this deceleration amount should be indirectly estimated.

[0068] In FIG. 2, the influence parameters on the braking process of the vehicle are shown in a basic diagram.

[0069] Here, a vehicle 10 moving in a descending section having a gradient angle 12 is shown. This gradient angle 12 can be specified, for example, by inclination measurement or digital map material. In addition to the inclination angle 12, another appropriate quantity such as gradient data can also be used.

[0070] The vehicle 10 has a drive train 11 and a brake 1. The brake 1 can be configured corresponding to the brake in FIG. 1. The drive train 11, which is only schematically represented in this figure, may be a conventional, hybrid, or electric drive train. For example, since the drive train 11 is affected by the braking by an electric energy accumulator that can no longer take in more, it can no longer brake by regeneration.

[0071] Furthermore, a downhill force 13 is shown. This depends on the gradient angle 12 and the weight of the vehicle 10, which can be defined or specified as described above.

[0072] The vehicle deceleration 14 is directed opposite to the traveling direction of the downhill gradient. This can be specified by knowing the possible deceleration amount of the brake 1 and vehicle parameters such as the vehicle weight and the like.

[0073] If this vehicle deceleration 14 is too small compared to, for example, a limit value defined by regulations, it is necessary to take appropriate countermeasures such as warnings, maintenance, or termination of the driving operation.

[0074] FIG. 3 shows a schematic plan view of the vehicle.

[0075] The vehicle 10 includes a towing vehicle 20 and a trailer 21 that are connected to each other at a connection point 22, whereby the trailer 21 can be towed in the traveling direction 19 by the towing vehicle 20. The towing vehicle 20 and the trailer 21 each have at least one brake (not shown). The towing vehicle 20 forms a first vehicle part that is articulated to another vehicle part, namely the trailer 21. The vehicle parts shown in this figure are detachably connected to each other. However, it is also conceivable that this connection is configured to be non-detachable, that is, the two vehicle parts do not function as the towing vehicle 20 and the trailer 21, but form, for example, an articulated vehicle such as a connected bus.

[0076] The connection point 22 is configured to determine the connection force 23 between the vehicle parts, particularly using a connection force detection means, especially a connection force sensor. In particular, it can represent the braking action of the vehicle parts here.

[0077] If it is confirmed by the coupling force 23 that during the braking process, the propulsion of the rear vehicle part, in this case the trailer 21, can be estimated, then in the comparison of the two vehicle parts, a stronger braking or a stronger braking effect of the front vehicle part can be estimated. On the contrary, if it is confirmed that traction is occurring at the coupling point 22, this indicates that a stronger braking or a stronger braking effect of the rear vehicle part can be estimated.

[0078] For example, if the deceleration amount of at least one brake can be specified only in one vehicle part, that is, only in the towing vehicle 20 or the trailer 21, the actual braking action during braking is specified as described above. When the operation amount is known or the operation amount value is known, the deceleration amount of at least one brake of this vehicle part can be estimated from the coupling force 23, so that the deceleration amount of at least one brake of the vehicle part that cannot be detected by the brake system model can be estimated based on the coupling force 23.

Explanation of symbols

[0079] 1 Brake 2 Brake pad 3 Brake disc 4 Brake caliper 5 Actuator 6 Operating element 7 Transmission mechanism 8 Operating lever 9 Operating angle 10 Vehicle 11 Drive train 12 Gradient angle 13 Downhill force 14 Vehicle deceleration 19 Travel direction 20 Towing vehicle 21 Trailer 22 Coupling point 23 Coupling force A Axis

Claims

1. A method for specifying a deceleration amount of a braking system of a vehicle (10), wherein the braking system includes at least one brake (1) and at least one other brake, and the method comprises the following steps, namely: Preparing an operation amount value of an operation amount set by the braking system, wherein at least one of the brakes (1) is configured to generate a deceleration amount in response to the operation amount value of the operation amount; Identifying a braking action acting on the vehicle (10) in response to the operation amount by the braking system, wherein the braking action applied to the braking system is identified; Identifying a deceleration amount corresponding to the operation amount value of at least one of the brakes (1) that occurs based on the operation amount, particularly considering vehicle parameters; Having the step of identifying a deceleration amount of at least one of the other brakes from the deceleration amount of at least one of the brakes and the braking action on the vehicle (10), particularly considering vehicle parameters; A method for identifying a possible deceleration amount of at least one of the other brakes based on the identified deceleration amount of at least one of the other brakes and a possible operation amount having a possible operation amount value.

2. The following steps, namely: Preparing a braking system model configured to identify a deceleration amount of at least one of the brakes (1) from an input operation amount value; Inputting the operation amount value into the braking system model, wherein the braking system model identifies the deceleration amount corresponding to the operation amount value of at least one of the brakes (1). The method according to claim 1.

3. The method according to claim 1, wherein the possible operation amount values include a maximum possible operation amount value.

4. The method according to claim 1, wherein at least one of the brakes and / or at least one of the other brakes of the braking system includes a friction brake.

5. When determining the deceleration amount of at least one of said brakes (1) and / or at least one of said other brakes, the vehicle parameters taken into account include vehicle weight, the power transmission capacity between the tire and the road, the section gradient (12), the operating state of the drive train (11) of said vehicle (10) and / or the availability of another braking system. The method according to claim 1.

6. At least one of said other brakes is provided on another vehicle part articulated to a first vehicle part, and preferably, force measurement is performed between said first vehicle part and said other vehicle part. The method according to claim 1.

7. At least one of said other brakes is provided on a trailer and / or a lift axle of said vehicle. The method according to claim 1.

8. In said brake system model, as another input quantity, temperature, in particular the temperature of at least one of said brakes (1), displacement and / or operating angle (9) are included. The method according to claim 2.

9. Updating said brake system model based on the history of braking interventions. The method according to claim 2.

10. Said brake system model has a characteristic map and / or a physical model of at least one of said brakes. The method according to claim 2.

11. An apparatus for implementing the method according to any one of claims 1 to 10, said apparatus comprising an interface for receiving input quantities, an interface for outputting, in particular if possible, the deceleration amount of at least one brake and / or at least one other brake, a data processing unit configured to implement the method according to any one of claims 1 to 10. An apparatus.

12. A vehicle (10) for implementing the method according to any one of claims 1 to 10, said vehicle (10) is configured to implement the method according to any one of claims 1 to 10 and has the apparatus according to claim 11. Said vehicle (10) is preferably configured as a commercial vehicle, a truck, a trailer, a bus and / or as a combination of a towing vehicle and a trailer, and / or said vehicle (10) is preferably configured as a vehicle driven purely electrically, hybridly or conventionally. A vehicle (10).

13. A computer program product comprising program code configured to cause a data processing unit to perform the method according to any one of claims 1 to 10 when the program code is executed on the data processing unit. [

14. ] A storage medium having the computer program product according to claim 13.

Images