Operating method for a sustained-action brake of a vehicle, in particular utility vehicle, and computer program and / or computer-readable medium, control device and vehicle

Abstract

The invention relates to a method (300) for a sustained-action brake (210) of a vehicle (200a), in particular a utility vehicle (200b), wherein the method (300) comprises: recording (310) prediction information (240) relating to future driving of the vehicle (200a), in particular utility vehicle (200b); determining (320), on the basis of the prediction information (240), a sustained-action braking stage (211) for setting the sustained-action brake (210); and outputting (330) an output signal (215) on the basis of the sustained-action braking stage (211).

Description

[0001] Operating method for a permanent brake of a vehicle, in particular a commercial vehicle, as well as computer program and / or computer-readable medium, control unit and vehicle

[0002] The disclosure relates to a method for a continuous braking system of a vehicle, in particular a commercial vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a control unit for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle, comprising a continuous braking system and the control unit.

[0003] Vehicles, especially commercial vehicles, are sometimes designed to generate a braking torque through a wear-free continuous brake. Such a continuous brake can be provided, for example, by a retarder, a regenerative braking function of an electric drive, and / or an engine brake, including the engine braking effect of an internal combustion engine. Such a vehicle, especially a commercial vehicle, is referred to below as a "vehicle."

[0004] In electronically controlled braking systems, the continuous braking system is integrated into the vehicle's deceleration control system with priority via what is known as continuous braking integration (EBI). Furthermore, the continuous braking system can be addressed by systems and / or methods for implementing automated driving functions, i.e., advanced driver assistance systems (ADAS), such as (adaptive) cruise control (ACC) for vehicle speed control, optionally directly and / or via an interface to the braking system.

[0005] Furthermore, a vehicle can have a retarder lever or, more generally, an actuating device in the cabin or cockpit, with which a driver or user of the vehicle can manually request the deceleration effect of the continuous brake in stages.

[0006] However, the retarder lever is typically a component of the vehicle and thus incurs integration costs, among other things. Furthermore, the driver must operate the retarder lever in manual ferry mode, which involves effort. To operate the retarder lever, the user must estimate the foot brake pedal input and the manual retarder deceleration triggered by the retarder lever. Such estimates are typically not optimal: Compared to manually operating the continuous braking system, improved deceleration, reduced brake pad wear, and / or, in the case of an electric drive, improved recuperation can be achieved.

[0007] Automated control of a retarder is known from the state of the art. Control can depend, for example, on the application of a service brake or vehicle speed.

[0008] EP 3 914 489 A1 discloses a vehicle braking system controlled by a valve assembly comprising first and second valve elements movable within first and second valve housings from a first position to a second position to apply fluid pressure to the first and second brake circuits of the vehicle, respectively. The first valve element is actuated by user input via a brake control, e.g., a foot brake pedal, and by an actuator assembly responsive to an electrical control signal from an electronic controller. A stop surface of the first valve element abuts a corresponding stop surface of the second valve element to move the second valve element from the first position to the second position as the first valve element moves from the first position to the second position.

[0009] KR 10-1567378 discloses a retarder system for a commercial vehicle and a control method therefor for automatically controlling the operation of a retarder according to the vehicle speed.

[0010] It is also known to coordinate an electronic braking system and a redundant auxiliary braking system.

[0011] EP 3 808 619 A1 discloses an autonomously driving vehicle. The vehicle comprises a braking system with an EBS braking system and an auxiliary braking system. Furthermore, the vehicle comprises an autonomous driving control system. A switching device of the braking system deactivates the EBS braking system and activates the auxiliary braking system when at least reduced braking performance of the EBS braking system is detected.

[0012] Against the background of this prior art, one object of the present disclosure is to provide a device and a method that are each suitable for enriching the prior art and improving at least the above-mentioned aspects of the prior art. In particular, the object of the disclosure is to provide an improved actuation of a retarder.

[0013] The problem is solved by the features of the independent claims. The subclaims contain further developments of the disclosure.

[0014] According to one aspect of the disclosure, the object is achieved by a method for a continuous braking system of a vehicle, in particular a commercial vehicle, wherein the method comprises: detecting prediction information relating to future travel of the vehicle, in particular a commercial vehicle; determining, based on the prediction information, a continuous braking stage for setting the continuous braking system; and outputting an output signal as a function of the continuous braking stage.

[0015] In other words, it is proposed to use a rule-based method to facilitate the operation of the sustained brake in manual ferry operation. Alternatively or additionally, the rule-based method can be used to automate the operation of the sustained brake, particularly through autonomous or automatic adjustment of the sustained brake. In an automated variant of the method, an actuating device for the sustained brake may even be dispensable, which can eliminate the need for integration of the actuating device. The method can be implemented in a rule-based manner and act as a driver would do when attempting to find an optimal balance between the service brake or foot brake and the sustained brake in a specific driving situation. It was recognized that the prediction information can be used for this purpose as data from a prediction system that is typically already present.For example, the prediction information from a predictive cruise control system that is not activated but provides data can be used.

[0016] The prediction information relates to future driving and can thus contribute to the targeted adjustment of the continuous braking, analogous to a user's anticipatory driving style and / or beyond. In other words, the prediction information can relate to a section of a route to be traveled in the future and / or ahead of the vehicle, with the prediction information being related to the vehicle's possible driving dynamics, for example, a braking torque to maintain a predetermined speed.

[0017] The continuous brake can be adjusted depending on the driving situation. The continuous brake adjustment can be indicated and / or performed by the output signal. The adjustment can be performed in stages, for example, to indicate and / or adjust different braking torques. This allows the process to achieve precise and potentially optimized application of the continuous brake.

[0018] In other words, the method relates to a vehicle which is sometimes configured to produce a braking torque by means of the optionally wear-free continuous braking system. Such a continuous braking system can be provided, for example, by a retarder, a regenerative braking function of an electric drive and / or an engine brake. The continuous braking system can be prioritized in the deceleration control of the vehicle in an electronically controlled braking system of the vehicle via what is known as continuous braking integration (EBI). In addition, the continuous braking system can be addressed by systems and / or methods for implementing an automated driving function, i.e. advanced driver assistance systems (ADAS), such as (adaptive) cruise control (A)CC, for vehicle speed control, optionally directly and / or via an interface to the braking system.

[0019] Optionally, the output signal is configured to generate an output relating to the sustained braking level that is visually, acoustically, and / or haptically perceptible to a user of the vehicle, in particular a commercial vehicle. It has been recognized that this output can provide a suggestion for setting the sustained braking in manual operation related to the sustained braking. This allows the user to apply the sustained braking according to the output and retains control over the sustained braking. Automating the sustained braking can be deactivated and / or dispensed with. The visually perceptible output is visible to the user. The acoustically perceptible output is audible to the user. The haptically perceptible output is tangible to the user, for example, through vibration of a steering wheel and / or an actuating device.In other words, the method provides an information system with a suggestion for selecting the retarding level and / or the braking torque. This output can also contribute to informing the driver during automated retarding adjustment.

[0020] Optionally, the vehicle, in particular a commercial vehicle, has an actuating device for actuating the continuous brake by a user of the vehicle, in particular a commercial vehicle; and the output signal is configured to adjust the actuating device. It has been recognized that a vehicle can have an active actuating device, for example, an active retarder lever, wherein the active actuating device can be adjusted or controlled according to the method. Thus, the output signal can control the continuous brake directly via the actuating device.

[0021] Optionally, the actuating device can be controlled by the user in a prioritized manner. In other words, the actuating device can be overridden by the user, for example, to manually set a different level and / or braking torque. This can contribute to greater user acceptance of the process.

[0022] Optionally, the output signal is configured to adjust the continuous braking according to the continuous braking level. It was recognized that an actuating device may be dispensable. In other words, the actuating device, such as the lever, is eliminated in the vehicle, and the process is fully automated within the framework of the vehicle's manual operation and can optionally be globally switched on and off.

[0023] Optionally, the predictive information relates to one or more of the following predictive information: adaptive cruise control, a road profile, a speed limit, and / or an automated coasting function. It was recognized that adaptive cruise control typically provides information that can influence vehicle braking and can thus be used to control the continuous braking. A road profile can, for example, include an upcoming gradient profile of a road or a road to be traveled. A speed limit can, for example, be an upcoming speed limit, defined, for example, by traffic signs, through roads, and / or construction sites.With an automated freewheel function, a higher speed than the cruise control speed can be permitted during downhill and downhill driving, allowing the associated kinetic energy to be utilized during the upcoming uphill climb. Each of the aforementioned predictive features can influence the vehicle's braking and can thus be used to control the continuous braking.

[0024] Optionally, determining the continuous braking level depends on the availability of the prediction information. It has been recognized that prediction information, as mentioned above, does not always have to be present in the same form. For example, it may happen that none, only one, or several of the prediction features are included in the prediction information. Accordingly, the continuous braking can be adjusted based on availability.

[0025] Optionally, the determination of the continuous braking level depends on an acceleration that exceeds a speed threshold. If acceleration exceeding a permissible vehicle speed (for example, 80 km / h in Europe, plus an optional tolerance) is detected, the force required to maintain the permissible speed can be determined from the acceleration and the vehicle's mass. The required braking torque can then be displayed as a recommendation and / or automatically selected based on the continuous braking parameter settings and optionally availability and status information.

[0026] Optionally, the determination of the continuous braking level depends on a speed tolerance band and / or a speed difference between an actual speed and a target speed. If a speed limit and / or a through-town crossing as the future target speed (v2) is in advance, the continuous braking level required for the speed adjustment or a corresponding braking torque can be determined from a current speed (actual speed, v1) and the then applicable target speed or the speed difference between the actual speed and the target speed for the case v1 > v2 and optionally taking into account a parameterization of a minimum and / or maximum deceleration to the target speed and can be recommended to the user and / or applied automatically.

[0027] Optionally, the vehicle, particularly a commercial vehicle, has an electric drive configured for regenerative braking; and the determination of the continuous braking level depends on the efficiency of the regenerative braking. Especially for electric drives, it can be useful to select the deceleration for speed adjustment and, optionally, the difference between an actual speed and a target speed such that recuperation, i.e., the generator operating point, lies within a range of maximum efficiency of the electric drive or regenerative braking.

[0028] According to one aspect of the disclosure, a computer program and / or a computer-readable medium is provided. The computer program and / or the computer-readable medium comprise instructions which, when the program or instructions are executed by a control unit, cause the control unit to carry out the method according to the disclosure and / or steps thereof. Optionally, the computer program and / or the computer-readable medium comprises instructions which, when the program or instructions are executed by a control unit, cause the control unit to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect. According to one aspect of the disclosure, a control unit for a vehicle, in particular a commercial vehicle, is provided, wherein the control unit is configured to carry out the method according to the disclosure and / or steps thereof.Optionally, the control unit is configured to carry out a method step described as advantageous or optional and / or to implement a method feature in order to achieve an associated technical effect.

[0029] According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, is provided, comprising a continuous brake and the control unit described above. Optionally, the control unit and / or the vehicle, in particular a commercial vehicle, is configured to perform a method step described as advantageous or optional and / or to implement a method feature in order to achieve an associated technical effect.

[0030] In the following, one embodiment is described with reference to the figures.

[0031] Fig. 1 schematically shows a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;

[0032] Fig. 2 schematically shows a flow diagram of a method according to one aspect of the disclosure; and

[0033] Fig. 3 shows a schematic representation of a computer program and / or computer-readable medium according to one aspect of the disclosure.

[0034] Figure 1 schematically shows a vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the disclosure. The vehicle 200a, in particular a commercial vehicle 200b, is referred to below as vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b is, for example, a towing vehicle of a multi-unit towing vehicle-trailer combination and / or a single-unit vehicle.

[0035] A user 250 or driver is arranged in the vehicle 200a, 200b, i.e. a person who drives the vehicle 200a, 200b and / or is responsible for driving the vehicle 200a, 200b. The vehicle 200a, 200b comprises a control unit 230, an electric drive 260 configured for regenerative braking NB, a continuous braking system 210, an actuating device 220, a distance control system 241, and an output device 255. In another embodiment (not shown), an electric drive 260 may be dispensable, an electric drive 260 may not be configured for regenerative braking NB, and / or a continuous braking system 210 separate from the electric drive 260 configured for regenerative braking NB may be dispensable, since the vehicle 200a, 200b can likewise be braked wear-free by the continuous braking system 210 and / or by regenerative braking by the electric drive 260 configured for regenerative braking NB.

[0036] The control unit 230 and the vehicle 200a, 200b are each configured to carry out the method 300 described with reference to Figure 2.

[0037] For this purpose, the control unit 230 is configured to acquire prediction information 240 relating to future travel of the vehicle 200a, 200b. For example, the adaptive cruise control 241 and the control unit 230 are communicatively connected for this purpose so that the adaptive cruise control 241 can transmit the prediction information 240 relating to future travel to the control unit 230. For example, the prediction information 240 transmitted by the adaptive cruise control 241 relates to a speed of a vehicle traveling ahead, a distance to the vehicle traveling ahead, and / or a temporal development thereof.

[0038] In general, the prediction information 240 can relate to one or more of the following prediction features 240a: the adaptive cruise control 241, a road profile 242, a speed limit 243, and / or an automated freewheel function 244. The road profile 242 can, for example, be determined via vehicle-mounted sensors and / or be retrievable via map material. The road profile 242 determined via map material can relate to a distance ahead of at least 1 to 3 km. The speed limit 243 can, for example, be determined via vehicle-mounted sensors and / or be retrievable via map material. The aforementioned vehicle-mounted sensors can comprise a camera and / or be configured to measure distance, i.e., comprise a LIDAR device and / or a RADAR device.The freewheel function 244 can also be determined via vehicle-mounted sensors and / or can provide a speed and / or a speed profile to be driven by the vehicle 200b, 200b in the near future (for example, in a section of road up to a few kilometers ahead) via map material.

[0039] The control unit 230 is configured to use the prediction information 240 to determine a continuous braking stage 211 for adjusting the continuous braking system 210 or the electric drive 260 configured for regenerative braking (NB). The continuous braking system 210 or the electric drive 260 configured for regenerative braking (NB) is configured to generate a braking torque according to one of a plurality of continuous braking stages 211. The continuous braking stages 211 can be discrete to enable simple adjustment of the continuous braking stage 211. Alternatively or additionally, the continuous braking stages 211 can be continuous to enable precise adjustment of the continuous braking stage 211 or the associated braking torque.

[0040] The determination 320 of the continuous braking stage 211 depends on the availability of the prediction information 240. If the availability of the prediction information 240 is not given or no prediction information 240 is available, the determination of the continuous braking stage 211 can depend, as a fallback option, on an acceleration 246 leading to an exceeding of a speed threshold 245. For this purpose, the vehicle mass can be retrieved, for example, from chassis data and / or from a fleet management system, and the force required to maintain a speed defined by the speed threshold 245 can be determined using Newton's law (F=m*a with a force F, the vehicle mass m, and the acceleration 246).The force can then be converted into a braking torque or a continuous braking stage 211 according to a parameterization of the continuous braking system 210 and optionally taking into account availability and status information. For example, if the freewheel function 244 is available as a prediction feature 240a or prediction information 240, a speed tolerance band 247 defined according to the freewheel function 244 can be taken into account when determining the continuous braking stage 211, i.e., a tolerated exceeding of a speed defined, for example, by a cruise control system when driving downhill, in order to utilize the kinetic energy associated with exceeding the speed when driving uphill.

[0041] If a further prediction feature 240a is available, in particular the road profile 242 and / or the speed limit 243, the determination of the continuous braking stage can depend on a speed difference 248 between an actual speed 249a and a target speed 249b; in particular, if the target speed 249b is less than the actual speed 249a, a braking torque and thus a continuous braking stage 211 for adjusting the actual speed 249a to the target speed 249b can be determined, optionally taking into account a distance and / or a period of time for adjusting the actual speed 249a to the target speed 249b.

[0042] Optionally, the determination 320 of the continuous braking stage 211 depends on an efficiency W of the regenerative braking NB. For this purpose, the efficiency W can be retrieved as a function of the continuous braking stage 211 or the braking torque and / or other variables, for example, as a look-up table for the control unit 230 in a readable memory and / or otherwise. The efficiency W can then be taken into account together with the prediction information 240 for determining the continuous braking stage 211 in order to be able to brake with optimal energy efficiency.

[0043] The control unit 230 is configured to output an output signal 215 depending on the continuous braking level 211. The output signal 215 is configured to generate an output 216 relating to the continuous braking level 211 and perceptible visually, acoustically, and / or haptically by a user 250 of the vehicle 200a, 200b. For this purpose, the control unit 230 and the output device 255 are communicatively coupled to one another in order to transmit the output signal 215 from the control unit 230 to the output device 255. The output device 255 comprises, for example, loudspeakers, displays, and / or mechanical actuators in order to perceptibly output the output 216 corresponding to the output signal 215 to the user 250.

[0044] Alternatively or additionally, the output signal 215 is configured to control the actuating device 220. For this purpose, the control unit 230 and the actuating device 220 are communicatively coupled to one another, and the actuating device 220 is configured to be actuated by the control unit 230 or by the output signal 215. For example, the output signal 215 can thus change a lever and / or switch position according to the continuous braking level 211 to be set. The actuating device 220 can optionally be controlled with priority by the user 250. The user 250 can thus override the output signal 215 and thus define the continuous braking level 211 on the user side.

[0045] The actuating device 220 and the continuous brake 210, or the electric drive 260 configured for regenerative braking (NB), are configured to set the continuous braking level 211 via a control signal from the actuating device 220. The continuous braking level 211 can be set by the user and / or automatically by the control unit 230. For this purpose, the actuating device 220 and the continuous brake 210, or the electric drive 260 configured for regenerative braking (NB), are communicatively coupled to one another.

[0046] Alternatively or additionally, the output signal 215 is configured to adjust the continuous brake 210 or the electric drive 260 configured for regenerative braking NB according to the continuous braking stage 211. The output signal 215 can be transmitted directly from the control unit 230 to the continuous brake 210 or the electric drive 260 configured for regenerative braking NB. For this purpose, the control unit 230 and the continuous brake 210 or the electric drive 260 configured for regenerative braking NB are communicatively coupled to one another. In one embodiment (not shown), the actuating device 220 can then be dispensed with. Figure 2 schematically shows a flow diagram of a method 300 according to one aspect of the disclosure. The method 300 according to Figure 2 is a method 300 for a continuous brake 210 of a vehicle 200a, in particular a commercial vehicle 200b.Such a continuous brake 210 and such a vehicle 200a, 200b are each described with reference to Figure 1. Figure 2 is described with reference to Figure 1.

[0047] The method 300 according to Figure 2 comprises: detecting 310 prediction information 240 relating to a future driving of the vehicle 200a, in particular commercial vehicle 200b.

[0048] The prediction information 240 relates to one or more of the following prediction features 240a: an adaptive cruise control 241, a road profile 242, a speed limit 243 and / or an automated freewheel function 244.

[0049] The method 300 comprises: determining 320, based on the prediction information 240, a continuous braking stage 211 for setting the continuous braking system 210. The determination 320 of the continuous braking stage 211 depends on the availability of the prediction information 240. The determination 320 of the continuous braking stage 211 depends on an acceleration 246 leading to a speed threshold 245 being exceeded. The determination 320 of the continuous braking stage 211 depends on a speed tolerance band 247 and / or a speed difference 248 between an actual speed 249a and a target speed 249b. Optionally, the determination 320 of the continuous braking stage 211 depends on an efficiency W of the regenerative braking NB.

[0050] The method 300 comprises: outputting 330 an output signal 215 depending on the continuous braking stage 211.

[0051] The output signal 215 is configured to generate an output 216 relating to the continuous braking stage 211 and visually, acoustically, and / or haptically perceptible to a user 250 of the vehicle 200a, 200b. Alternatively or additionally, the output signal 215 is configured to adjust the actuating device 220. The actuating device 220 can optionally be controlled by the user 250 in a prioritized manner. The output signal 215 is configured to adjust the continuous braking 210 according to the continuous braking stage 211.

[0052] The person skilled in the art will recognize that the method 300 according to Figure 2 can also be performed in a different order than that shown. In particular, it is possible for steps of the method 300 to be interchanged, shifted, and / or performed simultaneously.

[0053] Figure 3 shows a schematic representation of a computer program 400a and / or computer-readable medium 400b according to one aspect of the disclosure. The computer program 400a and / or computer-readable medium 400b includes instructions 401 which, when the program or instructions 401 are executed by a control unit 230, cause the control unit 230 to perform the method 300 and / or the steps of the method 300 according to Figure 2.

[0054] The instructions 401 can be present as program code in any code or in any language, in particular in a code suitable for controlling and / or monitoring vehicles 200a, 200b. The computer program 400a and / or computer-readable medium 400b can be or include any digital data storage device, such as a USB stick, a hard disk, a CD-ROM, an SD card, or an SSD card. The computer program 400a does not necessarily have to be stored on such a computer-readable storage medium, but can also be accessible via the Internet or otherwise.

[0055] Reference symbol (part of the description)

[0056] 200a vehicle

[0057] 200b commercial vehicle

[0058] 210 Continuous brake

[0059] 211 Continuous braking stage

[0060] 215 Output signal

[0061] 216 perceptible output

[0062] 220 Actuating device

[0063] 230 control unit

[0064] 240 Prediction information

[0065] 240a Predictive features

[0066] 241 Adaptive cruise control

[0067] 242 Road profile

[0068] 243 Speed ​​limit

[0069] 244 Freewheel function

[0070] 245 speed bump

[0071] 246 Acceleration

[0072] 247 Speed ​​tolerance band

[0073] 248 speed difference

[0074] 249a Actual speed

[0075] 249b Target speed

[0076] 250 users

[0077] 255 Output device

[0078] 260 electric drive

[0079] 300 procedures

[0080] 310 Capture

[0081] 320 Determine

[0082] 330 Issues

[0083] 400a computer program

[0084] 400b computer-readable medium

[0085] 401 Commands NB Regenerative braking

[0086] W efficiency

Claims

Patent claims 1 . Method (300) for a continuous brake (210) of a vehicle (200a), in particular a commercial vehicle (200b), the method (300) comprising: - detecting (310) prediction information (240) relating to future driving of the vehicle (200a), in particular commercial vehicle (200b); - determining (320), based on the prediction information (240), a continuous braking stage (211) for setting the continuous braking (210); and - Outputting (330) an output signal (215) depending on the continuous braking stage (211).

2. Method (300) according to claim 1, wherein the output signal (215) is configured to generate an output (216) relating to the continuous braking stage (211) and which is visually, acoustically and / or haptically perceptible to a user (250) of the vehicle (200a), in particular commercial vehicle (200b).

3. Method (300) according to claim 1 or 2, wherein - the vehicle (200a), in particular a commercial vehicle (200b), has an actuating device (220) for actuating the continuous brake (210) by a user (250) of the vehicle (200a), in particular a commercial vehicle (200b); and - the output signal (215) is configured to adjust the actuating device (220).

4. The method (300) according to claim 3, wherein the actuating device (220) can be controlled by the user (250) in a prioritized manner.

5. Method (300) according to one of the preceding claims, wherein the output signal (215) is configured to adjust the continuous braking (210) according to the continuous braking stage (211).

6. Method (300) according to one of the preceding claims, wherein the prediction information (240) relates to one or more of the following prediction features (240a): an adaptive cruise control (241), a road profile (242), a Speed limitation (243) and / or an automated freewheel function (244).

7. Method (300) according to one of the preceding claims, wherein the determination (320) of the continuous braking stage (211) depends on an availability of the prediction information (240).

8. Method (300) according to one of the preceding claims, wherein the determination (320) of the continuous braking stage (211) depends on an acceleration (246) leading to an exceeding of a speed threshold (245).

9. Method (300) according to one of the preceding claims, wherein the determination (320) of the continuous braking stage (211) depends on a speed tolerance band (247) and / or a speed difference (248) between an actual speed (249a) and a desired speed (249b).

10. Method (300) according to one of the preceding claims, wherein - the vehicle (200a), in particular a commercial vehicle (200b), has an electric drive (260) configured for regenerative braking (NB); and - the determination (320) of the continuous braking stage (211) depends on an efficiency (W) of the regenerative braking (NB).

11. Computer program (400a) and / or computer-readable medium (400b), comprising instructions (401) which, when the computer program (400a) or the instructions (401) are executed by a control device (230), cause the control device (230) to carry out the method (300) and / or the steps of the method (300) according to one of claims 1 to 10.

12. Control unit (230) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the control unit (230) is configured to carry out the method (300) according to one of claims 1 to 10.

13. Vehicle (200a), in particular commercial vehicle (200b), comprising a continuous brake (210) and the control unit (230) according to claim 12.

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