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

Abstract

The present invention relates to a method for controlling a vehicle brake system, the method comprising: determining a braking demand setpoint (x, v) detected at a single point in time, the braking demand setpoint having a value detected during a plurality of driver-initiated and / or autonomous braking of the vehicle; x and I0), at least one brake system reaction quantity detected at the same time (p 12 , I and p 16 ), and at least one vehicle reaction quantity (F and a) detected at the same time (S1); the detected set of values ​​is represented by a coordinate system, each of which is a brake demand set quantity (x, v x and I0), or at least one of the brake demand setting amounts, the brake system reaction amount (p 12 , I and p 16 ), or at least one of the brake system reaction quantities, and / or the vehicle reaction quantities (F and a), or at least one of the vehicle reaction quantities, on a coordinate system having at least two axes displaying the vehicle reaction quantities (F and a), or at least one of the vehicle reaction quantities (F and a), and estimating (S4) whether at least one malfunction is likely to occur in the at least one brake system component (10, 12, 14, 16) of the brake system during at least a predetermined prediction time interval based on the coordinate system.

Description

[Technical Field]

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

[0002] Methods for monitoring motor vehicles are known from the prior art, for example in patent document EP 1 299 593 A1, which describes a method for monitoring a motor vehicle with autonomous driving functionality, in which, inter alia, an energy store supplying at least one energy consumer configured to bring the motor vehicle to a standstill is monitored. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] German Patent Application Publication No. 102017218446

[0004] The present invention provides a prediction device for at least one brake system component of a brake system of a vehicle having the features of claim 1 and a prediction method for at least one brake system component of a brake system of a vehicle having the features of claim 5. Summary of the Invention

[0005] The present invention advantageously provides not only the monitoring of at least one brake system component of a vehicle's brake system, but also the possibility of early diagnosis. In particular, the present invention allows early diagnosis of the entire brake system. Thus, the present invention allows not only the recognition of an existing failure of at least one brake system component of each brake system, but also the prediction of the future functional capability and future operating behavior of at least one brake system component of the brake system. As will be explained in more detail below, the present invention can reliably predict the future functional capability of many different brake system components, such as electromechanical brake boosters upstream of the master brake cylinders of each brake system and / or motor-driven plunger devices integrated into each brake system (e.g., integrated power brakes (IPBs)). Because the present invention allows for early prediction of a future malfunction or failure of at least one brake system component of each brake system, the present invention is advantageously suitable for ensuring safe autonomous driving of vehicles equipped with the respective brake systems.

[0006] In an advantageous embodiment of the prediction device, the electronics are designed and / or programmed to store a coordinate system with the plotted values ​​in the storage device of the prediction device, and the electronics are further designed and / or programmed to compare values ​​detected during other driver-initiated and / or autonomous braking of the vehicle with the coordinate system stored in the storage device, thereby detecting, based on the comparison, whether a braking maneuver currently being performed by the vehicle deviates from a comparison braking maneuver performed during the detection of the values ​​of the coordinate system, and estimating whether at least one malfunction is likely to occur in at least one braking system component of the braking system during at least a predetermined prediction time interval, additionally taking into account the detected frequency of braking maneuvers currently being performed by the vehicle that deviate from the comparison braking maneuver. By examining the entire "cascade" according to the present invention, it is possible to reliably identify which braking system component or components of each braking system will experience a defect or failure. As will be described in more detail below, the prediction for at least one braking system component of a vehicle performed by the embodiments of the prediction device described herein can be further improved. In particular, the embodiment of the prediction device described here makes it possible to estimate the maximum possible driving distance.

[0007] For example, a predictive device can be installed in a vehicle, and thus the vehicle has / can have its own predictive device.

[0008] Alternatively, the predictive device may include a communication device designed to receive the values ​​transmitted by the vehicle's data transmission device. In this case, the predictive device does not need to be mounted on the vehicle. For this reason, the predictive device embodiments described herein can be easily formed with a relatively large volume and / or a relatively large weight. Furthermore, the predictive device embodiments described herein can also be used by multiple vehicles to receive the values ​​transmitted by the vehicle's data transmission devices, thereby enabling monitoring and early diagnosis of at least one brake system component of the vehicle's brake system.

[0009] The above-mentioned advantages are also ensured when implementing a corresponding prediction method for at least one brake system component of a brake system of a vehicle.

[0010] In an advantageous embodiment of the prediction method, the at least one brake demand setpoint is determined to be a rod stroke of an input rod coupled to the brake pedal, an adjustment speed of the input rod, a target motor current strength of a motor of a motor-driven brake pressure intensifier of the brake system required by the braking or cruise control automation system, a target operating voltage of a motor of the motor-driven brake pressure intensifier required by the braking or cruise control automation system, a target motor torque of a motor of the motor-driven brake pressure intensifier required by the braking or cruise control automation system, a target power consumption of a motor of the motor-driven brake pressure intensifier required by the braking or cruise control automation system, a target adjustment stroke of at least one adjustable piston of the motor-driven brake pressure intensifier required by the braking or cruise control automation system, and / or a target pump rate of at least one pump installed in the brake system required by the braking or cruise control automation system. The examples of the at least one brake demand setpoint listed here can be measured by a sensor system that is already installed in each vehicle type, as is conventional, or can be reliably read off from at least one signal of the braking or cruise control automation system.

[0011] Alternatively or additionally, the at least one brake system reaction variable can be determined to be the master brake cylinder pressure in the master brake cylinder of the brake system, at least one brake pressure in at least one wheel brake cylinder of the brake system, a motor current strength of a motor of a motor-driven brake pressure intensifier of the brake system, an operating voltage of the motor of the motor-driven brake pressure intensifier, a motor torque of the motor of the motor-driven brake pressure intensifier, a power consumption of the motor of the motor-driven brake pressure intensifier, an adjustment stroke of at least one adjustable piston of the motor-driven brake pressure intensifier, controller status information for a possible brake pressure control or a possible vehicle dynamics control, at least one temperature in at least the motor-driven brake pressure intensifier, a pumping rate of at least one pump installed in the brake system, a transmission efficiency of a transmission of the brake system coupled to the motor-driven brake pressure intensifier, and / or at least one switching state of at least one valve of the brake system. Thus, embodiments of the prediction method described herein can be implemented without extending a sensor system already conventionally integrated into the vehicle.

[0012] The at least one vehicle reaction quantity may also be detected as a braking force applied to the vehicle by the brake system, a braking torque applied to the vehicle by the brake system, a steering angle of the vehicle, a yaw rate of the vehicle, a vehicle deceleration applied to the vehicle by the brake system, a longitudinal speed of the vehicle, a lateral speed of the vehicle, a lateral acceleration of the vehicle, and / or an electrical system voltage of a vehicle electrical system of the vehicle. The examples of the at least one vehicle reaction quantity listed here can also typically be determined without extending a sensor system already conventionally integrated into the vehicle.

[0013] In an advantageous development of the prediction method, in addition to at least one brake demand setting variable of each value group detected at each time point of the assigned value groups, at least one brake system reaction variable detected at the same time point, and at least one vehicle reaction variable detected at the same time point, at least one ambient environment parameter related to the vehicle's current ambient environment is detected and added to each value group at the same time point, and the value groups are plotted in at least one further coordinate system, in which the ambient environment parameter or at least one of the ambient environment parameters is displayed by an axis of the further coordinate system, respectively, or by a sector in a plane formed by one of two axes of the further coordinate system, respectively, and the at least one further coordinate system is additionally taken into account to estimate whether at least one malfunction of at least one brake system component of the brake system is likely to occur during at least a predetermined prediction time interval. Thus, ambient environment conditions can also be taken into account in the predictions provided by the embodiments of the prediction method described herein.

[0014] For example, at least one ambient environmental parameter may be detected, such as road friction, road slope angle, windshield wiper status, and / or external temperature. Since vehicle braking behavior is often hindered by such ambient environmental conditions, predictions can be improved by taking into account at least one of the ambient environmental parameters listed here.

[0015] Further, the coordinate system having the plotted values ​​can be stored in a storage device, and values ​​detected during other driver-initiated and / or autonomous braking of the vehicle are compared with the coordinate system stored in the storage device, and based on the comparison, it is detected whether a braking maneuver of a braking currently performed by the vehicle deviates from a comparison braking maneuver of a braking performed during detection of the values ​​of the coordinate system, and whether at least one malfunction is likely to occur in at least one braking system component of the braking system during at least a predetermined prediction time interval, additionally taking into account the detected frequency of braking maneuvers of a braking currently performed by the vehicle that deviate from the comparison braking maneuver. Advantages of embodiments of the prediction method described herein are explained in more detail below. [Brief explanation of the drawings]

[0016] [Figure 1a] FIG. 1 is a flowchart illustrating a first embodiment of a prediction method. [Figure 1b] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 1c] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 1d] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 1e] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 1f] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 1g] FIG. 2 is a diagram of a coordinate system for explaining a first embodiment of a prediction method. [Figure 2] FIG. 10 is a flowchart illustrating a second embodiment of the prediction method. [Figure 3] FIG. 10 is a flowchart illustrating a third embodiment of the prediction method. [Figure 4] FIG. 1 is a schematic diagram of an embodiment of a prediction device. DETAILED DESCRIPTION OF THE INVENTION

[0017] Other features and advantages of the present invention will be explained below with reference to the drawings.

[0018] 1a to 1g show a flowchart and a coordinate system for explaining a first embodiment of a prediction method.

[0019] The prediction method described below can be performed for many different types of brake systems. The prediction method described below can also be performed for brake-by-wire brake systems. It is expressly noted that the applicability of the prediction method is not limited to a specific vehicle type / automobile type of vehicle / automobile equipped with each brake system.

[0020] In a method step S1 of the prediction method, a set of values ​​is detected during a plurality of driver-initiated and / or autonomous braking of the vehicle. Each set of values ​​(completely) detected in method step S1 includes at least one brake demand set value x, v detected at a single point in time. x and I0, at least one brake system reaction quantity p detected at the same time. 12 , I and p 16 , and at least one vehicle reaction quantity F, α, r, and a detected at the same time.

[0021] In the embodiment of Figures 1a to 1g, the method step S1 is divided into sub-steps S1a to S1e. In the sub-step S1a, at least one brake demand set variable x, v x and I0 are determined at each point in time from the assigned set of values. At least one brake demand set value x, v xand I0 can be understood as quantities that represent the operation of the brake pedal by the driver of the vehicle and / or the brake demand setting of a braking or cruise control automatic device of the vehicle, respectively. The braking or cruise control automatic device can include, for example, driver assistance systems, in particular, distance control Tempomart (ACC system, adaptive cruise control system), emergency braking systems and / or automatic devices used for autonomous driving of the vehicle. The brake demand setting of the braking or cruise control automatic device can be at least one signal that is used to control the autonomous braking or autonomous driving of the vehicle.

[0022] Exemplarily, in the sub-step S1a, the rod stroke x of the input rod coupled to the brake pedal and the adjustment speed v of the input rod are x is at least one brake demand setting x, v x and I0. Furthermore, a target motor current intensity I0 of the motor of an electromechanical brake booster 10, which is used as a motor-driven brake pressure booster of the brake system requested by the braking or cruise control automation, and which is arranged upstream of the master brake cylinder 12 of the brake system, is detected. The target motor current intensity I0 of the motor of the electromechanical brake booster 10 can be read, for example, from a brake request setting of the braking or cruise control automation.

[0023] Again, the target motor current intensity I0 is simply the brake demand setting x, v which represents the brake demand setting of the braking or cruise control automation system. xIt should be noted that the target motor current intensity I0 should be interpreted as an example of the target operating voltage of the motor of the motor-driven brake pressure intensifier device required by the automatic braking or cruise control device, the target motor torque of the motor of the motor-driven brake pressure intensifier device required by the automatic braking or cruise control device, the target power consumption of the motor of the motor-driven brake pressure intensifier device required by the automatic braking or cruise control device, the target adjustment stroke of at least one adjustable piston of the motor-driven brake pressure intensifier device required by the automatic braking or cruise control device, and / or the target pump rate of at least one pump 14 installed in the brake system required by the automatic braking or cruise control device may be set in relation to at least one brake request set quantity x, v x and I0. The use of the electromechanical brake booster 10 as a motor-driven brake pressure intensifier should also be interpreted as merely exemplary. Alternatively or additionally, an integrated plunger device (such as, in particular, an IPB (Integrated Power Brake)) can also be used (together with) the motor-driven brake pressure intensifier.

[0024] In the substeps S1b and S1c, at each point in time of the assigned set of values, at least one brake demand set value x, v x and I0, or at least one brake system reaction quantity p that represents a reaction of at least one brake system component of the brake system to a condition in the at least one brake system component, respectively. 12 , I and p 16 Exemplarily, in sub-step S1b, the master brake cylinder pressure p 12 and the motor current intensity I of the motor of the electromechanical brake booster 10 used as a motor-driven brake pressure booster is greater than or equal to at least one brake system reaction quantity p 12 , I and p 16Alternatively or additionally to the motor current intensity I, the operating voltage of the motor of the motor-driven brake pressure intensifier, the motor torque of the motor of the motor-driven brake pressure intensifier, the power consumption of the motor of the motor-driven brake pressure intensifier (also during driver-initiated braking), and the adjusting stroke of at least one adjustable piston of the motor-driven brake pressure intensifier are determined as at least one brake system reaction quantity p 12 , I and p 16 It can also be detected as

[0025] In the substep S1c, furthermore, at least one brake pressure p in at least one wheel brake cylinder 16 of the brake system is measured. 16 , and controller status information relating to a brake pressure control that may be performed, such as an antilock brake system control, or a vehicle dynamics control that may be performed, is determined. Optionally, at least one temperature in the motor-driven brake pressure intensifier, a pumping rate of at least one pump 14 installed in the brake system, a transmission efficiency of a transmission of the brake system coupled to the motor-driven brake pressure intensifier, and / or at least one switching state of at least one valve of the brake system is determined in relation to at least one brake system reaction variable p 12 , I and p 16 It can be further detected as

[0026] Substep S1d is also executed at each time point of the assigned set of values. Substep S1d is used to determine at least one vehicle reaction variable F, α, r, and a, which represent a physical quantity of the vehicle braked by the brake system. Purely by way of example, in the embodiment of Figures 1a-1g, the braking force F applied to the vehicle by the brake system, the steering angle α of the vehicle, the yaw rate r of the vehicle, and the vehicle deceleration a applied to the vehicle by the brake system are determined as the at least one vehicle reaction variable F, α, r, and a. Alternatively or additionally, the braking torque applied to the vehicle by the brake system, the longitudinal speed of the vehicle, the lateral speed of the vehicle, the lateral acceleration of the vehicle, and / or the electrical system voltage of the vehicle's vehicle electrical system can also be determined as the at least one vehicle reaction variable F, α, r, and a.

[0027] The described substeps S1a-S1d thus enable "cascaded" monitoring / further tracking of the effect of the driver's brake pedal actuation and / or the brake demand setting of the braking or cruise control automation device on the vehicle being braked by the brake system as a reaction of at least one brake system component. In this case, method step S1 focuses on collecting individual monitoring results from monitoring, electrical observation, and thermal observation. Thus, method step S1 reveals a correlation between the driver's brake demand and / or the brake demand setting of the braking or cruise control automation device, the component behavior of at least one brake system component of the brake system, and the vehicle's driving state. As will be understood from the following description, this allows for the creation of an integrated brake model or brake characteristic map that can be used for predictions for at least one brake system component of the brake system.

[0028] In the embodiment described here, method step S1 further comprises, as an optional development, a sub-step S1e, which is for determining at least one brake demand setpoint x, v of each set of values. xand I0, at least one brake system reaction quantity p 12 , I and p 16 , and at least one vehicle reaction quantity F, α, r, and a are sensed. In sub-step S1e, at least one ambient environment parameter μ related to the vehicle's current ambient environment is sensed at each point in time of the assigned value sets and added to each value set. Exemplarily, in the embodiment described herein, road friction μ is sensed as the at least one ambient environment parameter μ in sub-step S1e. Alternatively or additionally, road inclination angle, windshield wiper status, and / or exterior temperature can also be determined (together) as the at least one ambient environment parameter μ.

[0029] It is expressly mentioned here that the values ​​of the common set of values ​​are detected at the same time, so that the sub-steps S1a to S1d or S1a to S1e are performed simultaneously for each set of values ​​and are repeated a corresponding number of times for multiple sets of values.

[0030] In optional method step S2, after method step S1 (but before executing method step S3), if the external temperature is outside a predetermined normal temperature range, the adjustment speed v of the brake pedal adjusted by the driver is x It is possible to filter out values ​​detected when the vehicle's electrical system voltage is outside a predetermined normal speed range, when the vehicle's electrical system voltage is outside a predetermined normal voltage range, during a data-providing equipment failure, and / or during a fade event. In this case, method step S3 described below is performed without the values ​​filtered out in method step S2. Alternatively, the "filtered out" values ​​can be evaluated separately from the "unfiltered" values ​​as described below.

[0031] In method step S3, the detected (and unfiltered) values ​​are plotted on a coordinate system, each of which represents a brake demand setpoint x, v xand I0, or at least one of the brake demand setting amounts, and the brake system reaction amount p 12 , I and p 16 , or at least one of the brake system reaction quantities, and / or the vehicle reaction quantities F, α, r and a, or at least one of the vehicle reaction quantities. If at least one ambient environment parameter μ is also detected in method step S1e, the values ​​can also be plotted in at least one further coordinate system in which the ambient environment parameter μ or at least one of the ambient environment parameters is displayed by an axis of the respective coordinate system or by a sector in a plane formed by one of the two axes of the respective coordinate system. At least one further axis of the at least one further coordinate system displays the brake demand set quantities x, v x and I0, or at least one of the brake demand setting amounts, and the brake system reaction amount p 12 , I and p 16 , or at least one of the brake system reaction quantities, and / or at least one of the vehicle reaction quantities F, α, r and a, or the vehicle reaction quantities.

[0032] 1b to 1g show examples of coordinate systems created in method step S3.

[0033] In the coordinate system of Figure 1b, the first axis corresponds to the brake pedal adjustment velocity v x The second axis represents the master brake cylinder pressure p 12 and the third axis represents the adjustment speed v x and master brake cylinder pressure p 121b represents the frequency N of the detected values ​​for each value of μ. The values ​​plotted in the coordinate system of FIG. 1b represent the braking maneuvers performed by the vehicle during driver-initiated and / or autonomous braking, such as "rapid braking" indicated by arrow 18, "slow brake pedal release" indicated by arrow 20, "slow braking and slow brake pedal release" indicated by arrow 22, and ABS control processes with high friction μ indicated by marking 24.

[0034] In the coordinate system of Figure 1c, the first axis is the brake pedal adjustment velocity v x The second axis indicates the master brake cylinder pressure p 12 However, a third axis of the coordinate system of Fig. 1c represents the motor current intensity I of the motor of the electromechanical brake booster 10 used as a motor-driven brake pressure intensifier. Arrow 26 of the coordinate system of Fig. 1c also represents the braking maneuver, but will not be described in detail here.

[0035] The coordinate system in Figure 1d represents the braking maneuver taking into account the control executed during it, with the first axis representing the brake pedal rod stroke x and the second axis representing the master brake cylinder pressure p 12 The third axis represents the frequency N. As can be seen in the coordinate system of Fig. 1d, the area of ​​the coordinate system formed by the first and second axes is divided into several sectors C1 to C3, which respectively represent the ABS control process at low friction μ (sector C1), the ABS control process at medium friction μ (sector C2), and the ABS control process at high friction μ (sector C3).

[0036] In the coordinate system of FIG. 1e, the first axis represents vehicle deceleration a, the second axis represents steering angle α, and the third axis represents yaw rate r.

[0037] In the coordinate system of Figure 1f, the first axis is the brake pedal adjustment velocity v x The second axis represents the master brake cylinder pressure p 12and the third axis represents the adjustment speed v x and master brake cylinder pressure p 12 1f represents the frequency N of the detected values ​​for each value of μ. The braking operations marked in the coordinate system of FIG. 1f are "rapid braking" indicated by arrow 18, "braking at average speed" indicated by arrow 28, "slow brake pedal release" indicated by arrow 20, "slow braking and slow brake pedal release" indicated by arrow 22, and an ABS control process with high friction μ indicated by marking 24.

[0038] Furthermore, in the coordinate system of FIG. 1g, the brake pedal rod stroke x is represented by the first axis, and the master brake cylinder pressure p 12 is displayed on the second axis, and the frequency N is displayed on the third axis. The area of ​​the coordinate system formed by the first and second axes has already been divided into the sectors C1 to C3 described above.

[0039] Method step S3 furthermore allows for the detection of the current and accumulated load and load profile for each driving state, even if not illustrated in the above-mentioned coordinate system.

[0040] In a next method step S4 of the prediction method described herein, it is estimated based on the coordinate system whether at least one malfunction is likely to occur in at least one brake system component of the brake system during at least a predetermined prediction time interval. Thus, method step S4 utilizes the ability to recognize early whether the behavior of at least one brake system component in the system complex (and possibly in the complex influenced by the surrounding environment) based on the coordinate system is due to damage to at least one brake system component or wear of at least one brake system component. Implementing the prediction method described herein allows for early diagnosis or preventive recognition of damage or wear of at least one brake system component, unlike the detection and earlier reaction possibilities common in the prior art for recognizing the appearance of damage or wear in the brake system.

[0041] The prediction method described herein is therefore a highly sensitive possibility for early recognition of defects or malfunctions in the respective brake system. Advantageously, based on the respectively generated coordinate system, it can be reliably predicted that still-functioning brake system components of the brake system will, at best, have limited functionality in the near future. In particular, "ongoing defects" in the brake system can be recognized / predicted based on the respectively generated coordinate system. The method steps S1 and S4 performed for this purpose can be implemented by relatively inexpensive and relatively small-volume electronic systems.

[0042] The predictive method can also be used to check the overall functionality of an electromechanical brake booster or an integrated plunger device in particular with a view to predicting its future availability / functionality. In particular, this method can also be used to predict future failures of an electromechanical brake booster or an integrated plunger device that cannot be predicted by conventional monitoring methods and prior art sensors, such as motor position sensors or differential sensors. The predictive method described herein therefore enables advantageous early diagnosis, in particular for an electromechanical brake booster or an integrated plunger device of a vehicle's brake system. However, it is expressly mentioned that the predictive method can also be used to check other brake system components for impending malfunctions / future failures.

[0043] Deviations can be recognized based on the detection of the current and accumulated loads and load profiles carried out in method step S3, which are then validated or invalidated through a rejection and validation process in method step S4. These deviations can be due to wear or damage. Deviations from known patterns can be particularly indicative of slow wear. Method step S4 can also predict the load profile.

[0044] In particular, if in method step S4 it is predicted / anticipated that at least one malfunction may occur in at least one brake system component of the brake system during the prediction time interval, a corresponding warning can be transmitted to the driver of the vehicle by light display, sound output, and / or visual display as optional method step S5. To transmit the warning, at least one light element of the vehicle, a sound output device of the vehicle, a visual display device of the vehicle, and / or a mobile device of the driver, in particular a mobile phone, can be used. Thus, the driver can be prompted to visit a repair shop in various ways. Alternatively or additionally, in method step S5, repair information corresponding to the prediction can also be sent to the shop.

[0045] However, if it is predicted / predicted in method step S4 that at least one malfunction of at least one brake system component of the brake system is unlikely to occur during the prediction time interval, then an enabling criterion for autonomous vehicle operation can also be output in optional method step S6. Correspondingly, if it is predicted / predicted in method step S4 that at least one malfunction of at least one brake system component of the brake system is likely to occur during the prediction time interval, then the enabling criterion for autonomous vehicle operation can be switched off. In particular, in this case, the automatic device used for autonomous vehicle operation is configured to switch into an operating mode suitable for autonomous vehicle operation only if the enabling criterion is present. In this way, it is ensured that the vehicle is only transferred to autonomous operation if it is possible to make a malfunction of the brake system impossible with a high probability, at least for the almost certain duration of the autonomous operation.

[0046] FIG. 2 shows a flowchart for explaining a second embodiment of the prediction method.

[0047] The prediction method of Figure 2 is an extension of the above-described embodiment, and the feasibility of this prediction method is not limited to a specific brake system type or a specific vehicle type.

[0048] In a further development of the above-described embodiment, method step S10 is performed after method step S4, in which the coordinate system in which the values ​​are plotted is stored in a storage device. Subsequently, a value set detected during another driver-initiated and / or autonomous braking of the vehicle is compared with the stored coordinate system. This is displayed in method step S11. Based on the comparison, it is then determined whether the braking maneuvers currently being performed by the vehicle deviate from the comparison braking maneuvers performed during the detection of the value sets of the coordinate system. If the braking maneuvers currently being performed by the vehicle correspond to at least one of the comparison braking maneuvers, method step S12 checks whether a deviation occurs in at least one of the coordinate systems during the predicted driving for each braking maneuver. If not, method step S13 applies each braking only to the load of the brake system. Otherwise, if deviations repeatedly occur with known braking maneuvers, method step S5, already described above, is performed.

[0049] However, if it is determined in method step S11 that the braking maneuvers currently being performed by the vehicle deviate from the comparison braking maneuver, method step S14 checks whether each deviation occurs within a specific operating range. If so, method step S15 reacts to repeated occurrences of this braking maneuver within the specific operating range by recording each braking maneuver / pattern in the corresponding coordinate system. Otherwise, method step S16 determines how often the braking maneuvers currently being performed by the vehicle deviate from the comparison braking maneuver. Based on the determined frequency, method step S16 then estimates whether at least one malfunction is likely to occur in at least one braking system component of the braking system within at least a predetermined prediction time interval. Method step S5 can then be executed again.

[0050] FIG. 3 shows a flowchart for explaining a third embodiment of the prediction method.

[0051] The prediction method of Figure 3 is also a development of the embodiment of Figure 1. Its applicability is not limited to either a specific brake system type or a specific vehicle type.

[0052] In the prediction method of FIG. 3 , after method step S4, method step S20 is performed, in which it is checked whether at least one damage indicator and / or at least one wear indicator and / or friction indicator can be recognized in at least one of the coordinate systems. Each damage indicator is an indication that a defect or failure of at least one brake system component is caused by damage to at least one brake system component, for example, due to an impact load on the at least one brake system component. Each damage indicator can often be recognized in the pedal dynamics of the brake pedal, the driving profile of the vehicle, and / or at least one gradient of at least one mechanical or electrical quantity. Thus, each wear indicator and / or friction indicator is an indication that a defect or failure of at least one brake system component is caused by wear of the at least one brake system component and / or friction occurring in the at least one brake system component. Each wear indicator and / or friction indicator can often be determined by the motor torque of the motor of the motor-driven brake pressure intensifier, the rotation speed of the motor of the motor-driven brake pressure intensifier, the electrical or mechanical output of the motor-driven brake pressure intensifier, and / or at least one measured temperature.

[0053] If the presence of at least one damage indicator in the coordinate system is recognized in method step S20, it is determined in method step S21 that damage has occurred in at least one brake system component. If necessary, the method step S5 already described above can then be performed. However, if the presence of at least one wear indicator and / or friction indicator is determined in method step S20, it is determined in method step S22 that wear of at least one brake system component and / or friction occurring in at least one brake system component can be recognized. In this case, too, the method step S5 already described above can then be performed.

[0054] FIG. 4 shows a schematic diagram of an embodiment of a prediction device.

[0055] The prediction device 30 described below can be used for prediction, in particular for early diagnosis, for at least one brake system component of a brake system of a vehicle 32. The applicability of the prediction device 30 described below is not limited to a particular brake system type or a particular vehicle / automobile type for each brake system of a vehicle / automobile 32 equipped with the respective brake system.

[0056] The prediction device 30 can perform prediction, particularly early diagnosis, for at least one brake system component of the brake system of the vehicle 32. To this end, a set of values ​​34 is provided to the electronics 36 of the prediction device 30. The set of values ​​34 includes values ​​detected during multiple driver-initiated and / or autonomous braking operations of the vehicle 32, respectively. Furthermore, the set of values ​​34 includes at least one brake demand setting value detected at a single point in time, at least one brake system reaction value detected at a single point in time, and at least one vehicle reaction value detected at a single point in time. As already mentioned above, the at least one brake demand setting value represents a brake pedal operation by the driver of the vehicle 32 and / or a brake demand setting of an automatic braking or cruise control device of the vehicle 32. Correspondingly, the at least one brake system reaction value represents a reaction of at least one brake system component of the brake system to the at least one brake demand setting value or a state of at least one brake system component, respectively. Furthermore, the at least one vehicle reaction value represents a physical quantity of the vehicle 32 that is braked by the brake system. Examples of the at least one brake demand setting amount, the at least one brake system reaction amount, and the at least one vehicle reaction amount have already been listed above.

[0057] The electronics 36 are designed and / or programmed to plot the sets of values ​​34 in a coordinate system, each of which has at least two axes respectively representing the brake demand setting amount or at least one of the brake demand setting amounts, the brake system reaction amount or at least one of the brake system reaction amounts, and / or the vehicle reaction amount or at least one of the vehicle reaction amounts. As already listed above, the sets of values ​​34 can also be plotted in other corresponding coordinate systems, provided that they also have at least one ambient environment parameter sensed at each time point in the set of values ​​34 assigned to them.

[0058] Furthermore, the electronics 36 are also designed and / or programmed to estimate, based on the coordinate system, whether at least one malfunction is likely to occur in at least one brake system component of the brake system during at least a predetermined prediction time interval. The prediction device 30 described herein therefore provides the advantages of the prediction method described above. The prediction device 30 / electronics of the prediction device 36 can in particular be configured / programmed to perform all method steps of the prediction method already described above.

[0059] A prediction device 30 may be understood as a prediction device 30 that can be installed / embedded in a vehicle 32. However, as illustrated in Fig. 4, the prediction device 30 may also include a communication device 38 designed to receive, in particular via the Internet 42, a set of values ​​34 transmitted by a data transmission device 40 of the vehicle 32. In that case, the prediction information 44 determined by the prediction device 30 / electronic device 36 of the prediction device can be transmitted again to the vehicle 32. In that case, the prediction information 44 can trigger the method steps S5 and S6 already described above in the vehicle 32.

[0060] Thus, the predictive device 30 can still perform advantageous prediction / early diagnosis even when the distance between the predictive device and the vehicle 32 is relatively large. Therefore, the cooperation of the predictive device 30 with the vehicle 32 does not increase the weight of the vehicle 32 or require additional installation space for the predictive device 30. This allows for the construction of a relatively large and / or heavy predictive device 30 without compromising the usability of the predictive device 30. Furthermore, in this case, cooperation of the predictive device 30 with the vehicle 32 is possible without increasing the manufacturing costs of the vehicle 32. As shown in FIG. 4 , the predictive device 30 equipped with a communication device 38 can also cooperate with multiple vehicles 32 to perform prediction / early diagnosis. Since the vehicles 32 typically have their own data transmission devices 40, the predictive device 30 can be used in various ways. Optionally, in this way, early diagnosis can be performed "at two levels" by first performing prediction at the vehicle level and then finally correlating the prediction with respect to a fleet of multiple / numerous vehicles 32 at a "higher level" in the cloud. [Explanation of symbols]

[0061] 10 Brake booster 12 Master brake cylinder 14 Pump 16 Wheel brake cylinder 18 Arrow 20 Arrows 22 Arrow 24 Marking 30 Prediction Device 32 vehicles 34 Value Group 36 Electronic equipment 38 Communication Equipment 40 Data transmission equipment 42 Internet 44 Forecast Information C1, C2, C3 sectors N frequency μ friction x, v x , I0 brake demand setting amount F, α, r, a Vehicle reaction quantity p 12 ,I,p 16 Brake system response S1~S6, S10~S16, S20~S22 steps S1a~S1e partial steps

Claims

1. A predictive device (30) for at least one brake system component (10, 12, 14, 16) of a brake system of a vehicle (32), comprising: An electronic device (36), the electronic device comprising: at least one brake demand setpoint (x, v) detected at a single point in time, the setpoint having a value detected during a plurality of driver-initiated and / or autonomous braking of the vehicle (32); ｘ and I ０ ), at least one brake system reaction quantity (p １２ , I and p １６ ), and at least one vehicle reaction quantity (F, α, r, and a) sensed at the same time, wherein the set of values ​​(34) provided to the electronic device (36) respectively includes the at least one brake demand set quantity (x, v ｘ and I ０ ) respectively represent the operation of the brake pedal by the driver of the vehicle (32) and / or the brake demand setting of the braking or cruise control automation device of the vehicle (32), and the at least one brake system reaction quantity (p １２ , I and p １６ ) is the at least one brake demand setting amount (x, v ｘ and I ０ a) representing a response of the at least one brake system component (10, 12, 14, 16) of the brake system to, or a state at, the at least one brake system component (10, 12, 14, 16), and the at least one vehicle reaction quantity (F, α, r, and a) representing a physical quantity of the vehicle (32) being braked by the brake system, ... ｘ and I ０ ), or at least one of the brake demand setting amounts, the brake system reaction amount (p １２ , I and p １６ ), or at least one of the brake system reaction quantities, and / or the vehicle reaction quantities (F, α, r and a), or at least one of the vehicle reaction quantities; and - estimating, based on said coordinate system, whether at least one malfunction is likely to occur in said at least one braking system component (10, 12, 14, 16) of said braking system during at least a predetermined prediction time interval; The at least one brake demand setting quantity (x, v x and I 0 ) of each of the assigned value groups (34) detected at each time point of the assigned value groups (34), the at least one brake system reaction quantity (p 12 , I and p 16 ) and the at least one vehicle reaction quantity (F, α, r, and a) detected at the same time, at the same time, at least one ambient environment parameter (μ) related to the current ambient environment of the vehicle (32) is detected and added to the respective set of values ​​(S1e), and the set of values ​​(34) is plotted in at least one other coordinate system, in which the ambient environment parameter (μ) or at least one of the ambient environment parameters is represented by an axis of the respective other coordinate system or by a sector in a plane formed by one of two axes of the respective other coordinate system, so that, taking the at least one other coordinate system into additional consideration, it is estimated whether at least one malfunction may occur in the at least one brake system component (10, 12, 14, 16) of the brake system at least during the predetermined prediction time interval. A predictive device that is designed and / or programmed.

2. 2. The prediction device (30) of claim 1, wherein the electronics (36) is designed and / or programmed to store the coordinate system having the plotted set of values ​​in a storage device of the prediction device (30), and the electronics (36) is further designed and / or programmed to compare a set of values ​​(34) detected during another driver-initiated and / or autonomous braking of the vehicle (32) with the coordinate system stored in the storage device, thereby detecting, based on the comparison, whether a braking operation of a braking operation currently performed by the vehicle (32) deviates from a comparison braking operation of a braking operation performed during the detection of the set of values ​​of the coordinate system, and estimating whether at least one malfunction is likely to occur in the at least one brake system component (10, 12, 14, 16) of the brake system at least during the predetermined prediction time interval, additionally taking into account the detected frequency of the braking operation of a braking operation currently performed by the vehicle (32) that deviates from the comparison braking operation.

3. The prediction device (30) according to claim 1 or 2, wherein the prediction device (30) is mountable on the vehicle (32).

4. 3. The prediction device (30) according to claim 1 or 2, comprising a communication device (38) designed to receive a set of values ​​(34) transmitted by a data transmission device (40) of the vehicle (32).

5. A prediction method for at least one brake system component (10, 12, 14, 16) of a brake system of a vehicle (32), comprising: at least one brake demand setpoint (x, v) detected at a single point in time, each having a value detected during a plurality of driver-initiated and / or autonomous braking of the vehicle (32); ｘ and I ０ ), at least one brake system reaction quantity (p １２ , I and p １６ ), and a group of values ​​(34) each including at least one vehicle reaction quantity (F, α, r, and a) detected at the same time, wherein the at least one brake demand setting quantity (x, v ｘ and I ０ ) respectively represent the operation of the brake pedal by the driver of the vehicle and / or the brake demand setting of the braking or cruise control automation device of the vehicle, and the at least one brake system reaction quantity (p １２ , I and p １６ ) is the at least one brake demand setting amount (x, v ｘ and I ０ and (S1) detecting a set of values ​​representing a response of the at least one brake system component (10, 12, 14, 16) of the brake system to a vehicle response variable (F), or a state of the at least one brake system component (10, 12, 14, 16), respectively, and wherein the at least one vehicle response variable (F, α, r, and a) represents a physical quantity of the vehicle (32) being braked by the brake system; - the set of sensed values ​​(34) is represented by a coordinate system, each of which corresponds to the brake demand setpoint (x, v ｘ and I ０ ), or at least one of the brake demand setting amounts, the brake system reaction amount (p １２ , I and p １６ ), or at least one of the brake system reaction quantities, and / or the vehicle reaction quantities (F, α, r and a), or at least one of the vehicle reaction quantities, on a coordinate system having at least two axes representing the vehicle reaction quantities (F, α, r and a), or at least one of the vehicle reaction quantities; - estimating (S4) based on said coordinate system whether at least one malfunction is likely to occur in said at least one braking system component (10, 12, 14, 16) of said braking system during at least a predetermined prediction time interval, The at least one brake demand setting quantity (x, v x and I 0 ) of each of the assigned value groups (34) detected at each time point of the assigned value groups (34), the at least one brake system reaction quantity (p 12 , I and p 16 ) and the at least one vehicle reaction quantity (F, α, r, and a) detected at the same time, at the same time, at least one ambient environment parameter (μ) related to the current ambient environment of the vehicle (32) is detected and added to the respective set of values ​​(34) (S1e), the set of values ​​(34) is plotted in at least one other coordinate system, in which the ambient environment parameter (μ) or at least one of the ambient environment parameters is represented by an axis of the respective other coordinate system or by a sector in a plane formed by one of two axes of the respective other coordinate system, and by additionally taking the at least one other coordinate system into account, it is estimated whether at least one malfunction is likely to occur in the at least one brake system component (10, 12, 14, 16) of the brake system at least during the predetermined prediction time interval.

6. The at least one brake demand setting amount (x, v ｘ and I ０ ), the rod stroke (x) of the input rod coupled to the brake pedal, the adjustment speed (v ｘ ), a target motor current intensity (I) of the motor of the motor-driven brake pressure intensifier (10) of the brake system required by the braking or driving control automatic device ０ 6. The prediction method according to claim 5, wherein the target operating voltage of the motor of the motor-driven brake pressure booster (10) requested by the automatic braking or cruise control device, the target motor torque of the motor of the motor-driven brake pressure booster (10) requested by the automatic braking or cruise control device, the target power consumption of the motor of the motor-driven brake pressure booster (10) requested by the automatic braking or cruise control device, the target adjustment stroke of at least one adjustable piston of the motor-driven brake pressure booster (10) requested by the automatic braking or cruise control device, and / or the target pump rate of at least one pump (14) installed in the brake system requested by the automatic braking or cruise control device are detected (S1a).

7. The at least one brake system reaction quantity (p １２ , I and p １６ ) in the master brake cylinder (12) of the brake system, and １２ ), at least one brake pressure (p １６ 7. The method according to claim 6, wherein the following are detected (S1b, S1c): a motor current intensity (I) of the motor of the motor-driven brake pressure intensifier (10) of the brake system; an operating voltage of the motor of the motor-driven brake pressure intensifier (10); a motor torque of the motor of the motor-driven brake pressure intensifier (10); power consumption of the motor of the motor-driven brake pressure intensifier (10); an adjustment stroke of at least one adjustable piston of the motor-driven brake pressure intensifier (10); controller status information for a brake pressure control that may be performed or a vehicle dynamics control that may be performed; at least one temperature in the motor-driven brake pressure intensifier (10); a pumping rate of the at least one pump (14) installed in the brake system; a transmission efficiency of a transmission of the brake system coupled to the motor-driven brake pressure intensifier (10); and / or at least one switching state of at least one valve of the brake system.

8. 7. The prediction method according to claim 5 or 6, wherein the at least one vehicle reaction quantity (F, α, r, and a) is detected (S1d) as a braking force (F) applied to the vehicle (32) by the brake system, a braking torque applied to the vehicle (32) by the brake system, a steering angle (α) of the vehicle, a yaw rate (r) of the vehicle (32), a vehicle deceleration (a) applied to the vehicle (32) by the brake system, a longitudinal speed of the vehicle (32), a lateral speed of the vehicle (32), a lateral acceleration of the vehicle (32), and / or an electrical system voltage of a vehicle electrical system of the vehicle (32).

9. A prediction method as described in claim 5, wherein road friction (μ), road inclination angle, windshield wiper status and / or external temperature are detected as the at least one ambient environmental parameter (μ) (S1e).

10. A prediction method as described in claim 5 or 6, wherein a coordinate system having the plotted group of values ​​(34) is stored in a memory device, and a group of values ​​(34) detected during another driver-initiated and / or autonomous braking of the vehicle (32) is compared with the coordinate system stored in the memory device, and based on the comparison, it is detected whether a braking operation of the braking currently performed by the vehicle (32) deviates from a comparative braking operation of the braking performed during the detection of the group of values ​​(34) in the coordinate system, and it is estimated (S10 to S16) whether at least one functional malfunction is likely to occur in the at least one brake system component (10, 12, 14, 16) of the brake system at least during the predetermined prediction time interval, additionally taking into account the detected frequency of the braking operation of the braking currently performed by the vehicle (32) deviating from the comparative braking operation.

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