DE102021123202A1 - Device and braking system and vehicle for detecting a vehicle condition and method therefor - Google Patents

Abstract

The invention includes a device (200) for detecting a state (214) of a vehicle (100), which includes at least one sensor (189) for outputting (210) a signal (187). The sensor (189) is set up to be arranged on an unsprung mass (168) of the vehicle (100). Furthermore, the device comprises a detection means (133) for detecting (212) the state (214) of the vehicle (100) as a function of the signal (187). The sensor (189) is an acceleration sensor (192) which is set up to output an acceleration signal (192) as the signal (187), or a sound converter (193) which is set up to output a sound signal (198) as the signal (187). to spend
The invention also includes a braking system (110), a vehicle (100), a method (208) and a method (300).

Description

The invention relates to the field of detecting states of a vehicle. Monitoring a vehicle, namely in particular individual components of the vehicle, for detecting a state of the vehicle is generally known in the prior art. For example, electrical systems in a modern vehicle often carry out a self-test or a self-diagnosis in order to identify faults in the corresponding system itself and to rule out a malfunction of the corresponding system while driving. If no error is detected, the vehicle can be operated normally.

If, on the other hand, an error is detected, according to the SAE J1939-73 standard, a less relevant error, which is pointed out but in which the vehicle can continue to be operated, and a relevant error in which the vehicle should not be operated any longer , distinguished. In the case of less relevant faults, such as a failed number plate light, such a detected faulty state of the number plate light is output, for example, as a warning message in a yellow or orange color tone in a display for a driver. This signals that it is up to the driver when to react to such a warning.

Such less relevant faults, such as the failure of the license plate light mentioned by way of example, accordingly lead to a warning which, although it requires a reaction, is not critical at least for the safety of the vehicle itself. In contrast, errors in the braking system or in the engine control, for example, are often output or displayed as relevant warning messages. In order to make it easier for the driver to distinguish between the errors, the last-mentioned relevant errors are shown in red. Such a fault, which is indicated by a display with a red hue, is intended to prompt the driver to stop the vehicle as quickly as possible or not to start it up at all.

Therefore, in conventional vehicles, regardless of the condition sensed, the decision as to whether the vehicle reporting a fault is operating rests with the driver or user. The vehicle can therefore be started up or operated independently of a detected and displayed error if a driver ignores a corresponding display.

This responsibility, which is transferred to the user through the ability to decide whether a vehicle is operated despite a fault or not, seems justifiable, since it is anyway the responsibility of the driver to recognize and react to a large number of other faults on their own responsibility cannot be recognized automatically when recording the condition of the vehicle.

Such other errors, which are not automatically detected, include, for example, various mechanical or pneumatic systems whose functionality is not directly downstream or associated with a sensor. An example here includes essentially all parts of the wheel suspension in which a mechanical defect is usually not automatically detected. Another example of such non-automatically detected errors is the presence of foreign bodies between the twin tires, for example on a commercial vehicle, with such foreign bodies being one of the most common causes of broken-down vehicles, namely due to chipped tire covers.

Compared to a human user or driver, however, the last-mentioned further errors that can be detected by the driver are not detected by autonomous vehicle systems. However, autonomous vehicle systems are becoming increasingly well-known and are designed to control one or more actuators of a vehicle in such a way that a driving task of the vehicle is carried out autonomously without the intervention of a driver. Autonomous vehicle systems of this type therefore also regulate the acceleration of vehicles partially or completely independently of a human user using the corresponding systems in a vehicle.

In addition to sensors for environmental detection for driverless operation of a vehicle, with the help of which the autonomous vehicle system determines a trajectory for the driving task of the vehicle and follows this trajectory, a large number of sensors for monitoring and recording the vehicle status are equally essential. The autonomous vehicle system always determines the driving task to be performed under the assumption that the system used to implement the driving task, which controls or regulates the acceleration or the steering, for example, can be operated within specified dimensions. If one of the systems of a vehicle fails due to an undetectable error or does not react as expected by the autonomous vehicle system based on specifications, this can lead to critical driving states during an autonomous driving task.

Accordingly, the detection of errors in vehicles with autonomous vehicle systems particularly important, whereby in autonomous operation it is not possible to fall back on the abilities of a user to detect additional errors, in addition to the automatic detection of errors.

It is therefore desirable to detect the other faults mentioned, which have not been detected up to now, in order on the one hand to support the user or driver in his own assessment of the vehicle state and a start-up or non-start-up dependent thereon. On the other hand, autonomous systems can be put in a position to take into account one of the previously mentioned defects or errors in an executed autonomous driving task, to end the driving task or not to start an autonomous driving task.

The object of the present invention is therefore to address at least one of the problems mentioned in the prior art. In particular, a possibility is to be found to further support the user or driver of a vehicle in diagnosing the vehicle condition in order to ensure safe operation of the vehicle. Furthermore, an expanded diagnostic capability for autonomous vehicle systems is to be created. At least one alternative to what is known from the prior art should be found.

Accordingly, the invention relates to a device for detecting a state of a vehicle according to claim 1.

The invention relates to a device for detecting a state of a vehicle. To this end, the invention includes a sensor for outputting a signal. The signal is preferably an electrical signal. The sensor is also configured to be placed on an unsprung mass of a vehicle. The unsprung masses on the vehicle regularly include the tyres, rims, parts of the brake system, some axle shafts, wheel bearings, some shock absorbers, springs, stabilizers and, in the case of rigid axles, also the wishbones. Accordingly, the unsprung masses include those components whose mass acts directly and unsprung on the road. It follows all road surface influences, apart from a slight spring effect of the tires. On the other hand, there is the sprung mass, which includes the body in particular. In this, only minor effects of the road surface can be felt.

In addition, the device relates to a detection means for detecting a state of the vehicle as a function of the signal. The signal is preferably evaluated with the detection means in order to detect a state of the vehicle. States that the vehicle can have and that can be detected by the detection means include, in particular, at least one non-critical state and one critical or faulty state of the vehicle.

Furthermore, according to the invention, the sensor is an acceleration sensor or a sound transducer.

If the sensor is an acceleration sensor, it is set up to output an acceleration signal as a signal, which is generated with the acceleration sensor as a function of an acceleration acting on the acceleration sensor. The acceleration sensor can also be referred to as a vibration sensor.

If the sensor is a sound converter, it is set up to output a sound signal as a signal, which is generated with the first sound converter as a function of a sound detected by the sound converter. The sound converter is therefore designed as a sound receiver. In this case, the sound transducer can include a microphone, a sound sensor or a pick-up, for example.

Accordingly, the invention is based on the finding that a large number of faults, above all mechanical or pneumatic faults, the functionality of which is not directly downstream of a sensor, are expressed in oscillations or vibrations. Oscillations or vibrations that occur when a vehicle is in a faulty state can be distinguished from the usual oscillations or vibrations of a vehicle in a fault-free state.

Such vibrations or oscillations can be detected directly by acceleration sensors. It was recognized here that such vibrations can be detected particularly advantageously on an unsprung mass of the vehicle, since such vibrations or oscillations on the sprung mass of the vehicle are mitigated or reduced precisely by a suspension system. On the sprung part of a vehicle, such vibrations or oscillations would only be detectable, for example, with a comparatively small amplitude or not at all, so that electronic or automated evaluation would be made more difficult.

Furthermore, it was recognized that vibrations or oscillations of the unsprung masses, which signal a faulty state of the vehicle, also lead to noise. Therefore, the invention also provides, alternatively to the ung sprung mass arranged acceleration sensor to arrange a sound transducer. According to a further alternative, an acceleration sensor and a sound transducer can also be arranged in the device on the unsprung mass in order to detect or recognize a state of the vehicle.

Defects in the wheel suspension, such as existing bearing damage or impending bearing damage, which leads to changing vibration behavior at an early stage, can therefore be detected automatically by the device according to the invention. A corresponding warning message can thus be given to a user or driver at an early stage in order to react at an early stage. The same applies to defects such as increasing uneven wear of the profile of tires or foreign objects between dual tires, which can also be detected with the device according to the invention. Such defects have hitherto only been recognized by the user or driver's perception, so that a reaction to a fault was usually only recognized when this had already led to a critical condition of the vehicle. Early detection therefore enables the driver to react before a vehicle breaks down.

If the sensor is designed as an acceleration sensor, it is particularly preferred to be arranged or aligned in such a way as to detect an acceleration in the transverse direction of the vehicle or in the vertical direction of the vehicle.

If one assumes a coordinate system of the vehicle in which the x-axis of a vehicle coordinate system runs along the vehicle's longitudinal axis, then an acceleration in the transverse direction of the vehicle corresponds to an acceleration parallel to the y-axis of the vehicle coordinate system and an acceleration in the vertical direction of the vehicle to an acceleration parallel to the z-axis of the vehicle coordinate system. As a result, accelerations that occur due to changes in the vehicle speed in the direction of travel, i.e. along the x-axis, and which should remain unconsidered when considering the vehicle condition, are considered less or not at all in advance than accelerations that can be evaluated as indicators of a faulty vehicle condition .

According to a first embodiment, the device comprises at least two or at least four sensors, which are designed as acceleration sensors or sound converters. Each of the sensors is configured to be disposed on a different one of a plurality of unsprung masses. In addition, the detection means is set up to detect the state of the vehicle as a function of all signals from the at least two or at least four sensors. Preferably, each of the sensors is adapted to be connected to an unsprung mass of a different one of the wheels of a vehicle.

According to a further embodiment, the device therefore includes exactly one sensor per wheel of the vehicle or two sensors per axle of the vehicle.

The detection of the state of a vehicle as a function of more than one sensor is advantageous since external measurement errors can be reduced in this way. For example, by arranging two sensors on different wheels on opposite sides of the vehicle, in particular on the same axle, a changing road surface can be detected since this leads to vibration changes on both wheels, which are essentially the same. By arranging two sensors on different wheels, which are arranged one behind the other, in particular on the same side of the vehicle, it is therefore possible to detect changing vibrations or noises which can occur due to bumps in a road surface or foreign objects on a road and which are essentially the same with a time lag . Both external measurement errors mentioned can be detected accordingly by at least four sensors.

According to a further embodiment, the sensor, which is designed as an acceleration sensor or sound transducer, is part of a sensor combination. In addition to the sensor designed as an acceleration sensor or sound transducer, the sensor combination includes a further sensor, which is in particular a wheel speed sensor, a sensor of a tire pressure receiver module, a brake pad sensor, a sensor of a damping control module, a sensor of a brake module of an electromagnetic brake or the like. The sensor combination is arranged in a housing common to the sensor and the further sensor. The housing is also configured to be placed or attached to an unsprung mass of the vehicle.

A common housing for the acceleration sensor or the sound transducer with another sensor, which is already regularly provided on an unsprung mass of a vehicle, improves the economic usability of an acceleration sensor or sound transducer on the unsprung mass. In this case, this embodiment is based on the knowledge that for the absorption of vibrations or noise in the area of the unsprung mass, a signal is generated evaluation can be adapted to the precise installation location on the unsprung mass, so that the acceleration sensor or the sound transducer can be integrated into an existing sensor structure and thus an existing installation location. Accordingly, no additional installation space needs to be created and the acceleration sensor or the sound converter can thus be integrated into an existing system. Furthermore, no additional housing or an additional possibility of fastening the housing to the unsprung mass is required.

According to a further embodiment, the housing with the sensor combination includes a communication module, with both sensors of the sensor combination, namely the acceleration sensor or the sound transducer and the additional sensor, being connected to the communication module. The communication module is set up to transmit the acceleration signal or the sound signal and the signal from the additional sensor via a single data connection to a module external to the housing. The external module is in particular a central module of a brake system, which is also referred to as a brake control unit.

In this way, the integration of the acceleration sensor or the sound transducer into an existing system is advantageously further simplified, since an already existing data connection is also used for the transmission of the acceleration signal or the sound signal.

According to a further embodiment, the data connection includes or the data connection takes place via a two-wire line. The communication protocol with which the brake control device communicates with the acceleration sensor or the sound transducer is preferably an AK protocol. The AK protocol corresponds to a protocol that was developed by the working group of the automotive industry.

A two-wire line is regularly provided for at least one additional sensor on the unsprung mass of a vehicle, so that it can also be used to transmit the acceleration signal or the sound signal. A particular advantage of the AK protocol is that acceleration signals or sound signals can be called up by the brake control unit at comparatively short time intervals, since sensor data, for example from a pad sensor that is arranged in the sensor combination with the acceleration sensor or the sound transducer in the housing, is comparatively less frequent be retrieved. This is based on the knowledge that a data connection with a further sensor, which is a pavement sensor, for example, is already largely underutilized and can be used more efficiently via the added acceleration sensor or sound transducer.

According to a further embodiment, the acceleration sensor or sound transducer is set up to be attached to the unsprung mass of a wheel of a vehicle and operated by the sensor according to ISO 16750-3, "4.1.2.9 Test IX - Commercial vehicle, unsprung masses" or "4.1 .2.5 Test V - Passenger car, unsprung masses (wheel, wheel suspension)” is defined and/or validated.

It can thus be ensured that, despite the vibrations occurring in the unsprung mass of a vehicle even when the vehicle is in a fault-free state, a failure or a probability of failure of the acceleration sensor or the sound transducer is minimized.

According to a further embodiment, the sensor is an acceleration sensor. The acceleration sensor is also an inertial measurement unit, IMU. By using an IMU as a sensor, it is possible to detect vibrations that arise due to mass deflections in any direction and can indicate a faulty state of the vehicle.

Furthermore, the invention includes a braking system with a device according to one of the aforementioned embodiments. The brake system also includes a brake control unit, with the detection means being part of the brake control unit. If the sensor is configured as an acceleration sensor, it is particularly preferred to be arranged or aligned in such a way as to detect an acceleration in the transverse direction of the vehicle or in the vertical direction of the vehicle.

Advantageously, a brake control unit can be used for the evaluation and/or detection of the state of the vehicle as a function of the signal from the acceleration sensor or the sound converter, which can be expanded for this function by reprogramming. In particular, the brake control unit can also be used directly to react to a detected condition, especially when the vehicle is in an autonomous operating mode. A software extension for detecting a state of the vehicle as a function of acceleration signals or sound signals, which are arranged by sensors on an unsprung mass of a vehicle, can thus also be carried out easily in the brake control unit.

According to one embodiment, the brake system also includes a front axle brake circuit, a rear axle brake circuit and a parking brake circuit.

The invention also includes a vehicle with a device according to one of the aforementioned embodiments or a braking system according to one of the aforementioned embodiments and at least one unsprung mass, with an acceleration sensor or a sound transducer of the device being connected to or attached to the unsprung mass. The unsprung mass corresponds, for example, to what is known as a wheel end, with a wheel end of a vehicle designating the area of the vehicle that includes the tire, rim, axle connection and brake of the vehicle that is not sprung via a suspension system, apart from the suspension produced by the tire is. Each unsprung mass of the vehicle, namely for example each wheel end of the vehicle, particularly preferably has a sensor combination or at least one of the acceleration sensor or the sound transducer. If the sensor is configured as an acceleration sensor, it is particularly preferred to be arranged or aligned in such a way as to detect an acceleration in the transverse direction of the vehicle or in the vertical direction of the vehicle.

The invention also relates to a method for detecting a vehicle condition.

The method includes the outputting of a signal from a sensor which is arranged on an unsprung mass of a vehicle, in particular in the area of a wheel. The method also includes detecting a state of the vehicle as a function of the signal. According to the invention, the sensor is an acceleration sensor and the output includes the output of an acceleration signal from the acceleration sensor. Additionally or alternatively, the sensor is a sound converter, namely preferably a sound receiver, which is particularly preferably a microphone, a sound sensor or a pick-up, and the outputting of the signal includes outputting a sound signal from the sound receiver. If the sensor is configured as an acceleration sensor, it is particularly preferred to be arranged or aligned in such a way as to detect an acceleration in the transverse direction of the vehicle or in the vertical direction of the vehicle.

According to one embodiment of the method, this also includes the detection and outputting of a plurality of signals, namely acceleration signals, from a plurality of acceleration sensors or signals, namely sound signals, from a plurality of sound transducers. The acceleration sensors or the sound transducers are each arranged on one of several different unsprung masses. Furthermore, the detection of a state of the vehicle includes the detection of a state of the vehicle as a function of the plurality of signals, namely in particular by comparing the signals.

According to one specific embodiment, detecting a state of the vehicle includes correlating the multiple signals in order to obtain a correlation result. Furthermore, the correlation result is compared or likewise correlated with a stored signal, which can also be referred to as a sample signal and, for example, reflects an error-free state of the vehicle.

If a correlation is mentioned here, this also includes a time-delayed correlation of the results. Accordingly, the signals that are generated by sensors that are generated in the area of the front wheels are time-delayed as a function of a current vehicle speed and are correlated with the signals of the sensors that are arranged in the area of the rear wheels. In this way, properties of the substrate that lead to changing vibrations or noise can be filtered. The signals are preferably also correlated side by side, so that foreign objects on the subsoil can be detected.

By correlating the multiple signals, vibrations that occur due to uneven roads or obstacles such as foreign objects on the road on multiple wheels and thus the unsprung masses can be distinguished from faults in the vehicle.

According to a further embodiment, the method includes detecting a state depending on a correlation of the plurality of signals and a further correlation of the correlation result of the plurality of signals with a sample signal.

Vibrations that are caused by the conditions of the ground can be eliminated or reduced first, and vibrations that are caused by errors in the vehicle can then be detected by atypically occurring frequencies that are not contained in the sample signal.

According to a further embodiment, the acceleration sensor or sound transducer is part of a sensor combination that also includes a further sensor, with the further sensor preferably being a wheel speed sensor. The method includes receiving the acceleration signal or the sound signal via a common data connection of the sensors of the sensor combination by an external module, which is preferably a brake control unit.

The invention also relates to a method for mounting a sensor on a vehicle. The method includes providing an acceleration sensor or an acoustic transducer and mounting the provided acceleration sensor or acoustic transducer to an unsprung mass of a vehicle.

According to one specific embodiment, providing the acceleration sensor or the sound converter includes providing the acceleration sensor or the sound converter in a housing. A further sensor is also provided in the housing in order to form a sensor combination with the acceleration sensor or sound transducer. Mounting the provided acceleration sensor or the sound transducer accordingly includes mounting the housing on the unsprung mass of the vehicle.

• 1 ein Fahrzeug gemäß einem ersten Ausführungsbeispiel mit einem Bremssystem, das eine Vorrichtung zum Erfassen eines Fahrzeugzustands aufweist;
• 2 eine schematische Darstellung, welche die Schritte eines Ausführungsbeispiels des Verfahrens zum Erfassen eines Fahrzeugzustands repräsentiert;
• 3 eine schematische Darstellung, welche die Schritte eines weiteren Ausführungsbeispiels des Verfahrens zum Erfassen eines Fahrzeugzustands repräsentiert; und
• 4 eine schematische Darstellung, welche die Schritte eines Ausführungsbeispiels des Verfahrens zum Bereitstellen einer Vorrichtung zum Erfassen eines Fahrzeugzustands repräsentiert.

Further embodiments result from the exemplary embodiments explained in more detail in the figures. Here show:

• 1 a vehicle according to a first embodiment having a brake system having a device for detecting a vehicle condition;
• 2 a schematic representation which represents the steps of an exemplary embodiment of the method for detecting a vehicle state;
• 3 a schematic representation which represents the steps of a further exemplary embodiment of the method for detecting a vehicle state; and
• 4 a schematic representation which represents the steps of an embodiment of the method for providing a device for detecting a vehicle state.

1 shows a vehicle 100, which is a utility vehicle 102 here. The vehicle 100 has a brake system 110 which has a front axle brake circuit 120 for a front axle 122 and a rear axle brake circuit 130 for a rear axle 132 of the vehicle 100 . A parking brake circuit 140 is also provided for the rear axle 132 . Front axle brake circuit 120 is fed from a first compressed air reservoir 124 , rear axle brake circuit 130 from a second compressed air reservoir 134 , and parking brake circuit 140 is fed from a third compressed air reservoir 144 . Both the first compressed air supply 124 and the second compressed air supply 134 and the third compressed air supply 144 provide a supply pressure 150 . Alternatively, it can also be provided that the parking brake circuit 140 is also supplied by the first compressed air reservoir 124 and/or the second compressed air reservoir 134 .

Braking system 110 has multiple braking devices 160 . Here, braking devices 160 include first and second front axle brake actuators 162a, 162b on front axle 122 and second rear axle brake actuators 162c, 162d on rear axle 132. Rear axle brake actuators 162c, 162d are designed as so-called tristop brake cylinders and can be used both as service brakes 164 and as parking brakes 166 act by having a spring brake cylinder. The front axle brake actuators 162a, 162b and the rear axle brake actuators 162c, 162d are each part of one of several unsprung masses 168 of the vehicle 100. In addition to the front axle brake actuators 162a, 162b and the rear axle brake actuators 162c, 162d, wheels 163 of the vehicle 100 are part of the unsprung masses 168 of the vehicle 100

The braking system 110 has a braking value transmitter 170 which is connected both to the first compressed air reservoir 124 and to the second compressed air reservoir 134 . Brake value transmitter 170 is designed as a so-called 1P2E brake value transmitter and, in addition to a pneumatic output, also has two electrical outputs. When it is actuated, brake value transmitter 170 provides a first front-axle brake control pressure 171 at the pneumatic output and a first rear-axle brake request signal 172 at a first electrical connection. The first front-axle brake control pressure 171 is then provided to a front-axle modulator 174, which then increases the volume of the first front-axle brake control pressure 171 and, based on this, modulates a front-axle brake pressure 176 for the first and second front-axle brake actuators 162a, 162b. In order to achieve wheel-specific braking, first and second front-axle ABS valves 178a, 178b are provided between front-axle modulator 174 and the first and second front-axle brake actuators 162a, 162b, which are electrically connected to a brake control unit 180, which is also called the central module of brake control system 110 , are connected. The front axle ABS valves 178a, 178b can be switched by the brake control unit 180 via the electrical connection. The brake control unit 180 is also connected in a known manner to other sensors 188, such as wheel speed sensors 190, which are arranged on the unsprung masses 168.

In addition to the known wheel speed sensors 190, each of which is arranged in a housing 191, a sensor 189, which is an acceleration sensor 192 or a sound converter 193, is arranged in each of the housings 191. Acceleration sensor 192 or sound converter 193 together with the additional sensor 188 form a sensor combination 202. Furthermore, a communication module 194 is provided in each of the housings 191. The communication module 194 is used to send the signals 187 of the sensors arranged in the housing 191 to the brake control unit 180 via a data connection 195 which is preferably a two-wire connection 196 . The signals 187 of the sensors 189, which are embodied as acceleration sensors 192 or as sound transducers 193, and the signals 201 of the other sensors 188, such as wheel speed signals 197, in particular with an AK protocol 204, are transmitted via this data connection 195. If an acceleration sensor 192 is arranged in the housing 191, the signals 187 output by the acceleration sensor 192 are referred to as acceleration signals 199. If a sound converter 193 is arranged in the housing 191, then the signals 187 emitted by the sound converter 193 are referred to as sound signals 198.

The sound signals 198 or acceleration signals 199 are transmitted to a computer unit 182 of the brake control device 180 which is embodied as a detection means 133 in order in this way to detect a state of the vehicle using the sensor signals 187 . Furthermore, the brake control unit 180 is connected to a display 184 via a CAN bus 185 in order to display the state of the vehicle 100 . Accordingly, the result of the detection of the vehicle condition is output on the CAN bus 185 in order to display it on a display 184 . Instead of an output via the display 184 or in addition, this signal can also be transmitted via the CAN bus 185 to an autonomous vehicle system, which is not shown here.

Furthermore, rear axle brake circuit 130 is controlled electrically by brake control unit 180 , which receives rear axle brake request signal 172 provided by brake value transmitter 170 and provides a corresponding rear axle brake signal 175 to a rear axle modulator 177 . Based on the rear axle brake signal 175, the rear axle modulator 177 then controls a corresponding rear axle brake pressure 179 at the respective service brakes 164 of the rear axle brake actuators 162c, 162d. Furthermore, brake control unit 180 can also provide a front axle brake signal 173 to front axle modulator 174 , front axle modulator 174 being designed to modulate a front axle brake pressure 176 corresponding to front axle brake signal 173 .

A parking brake module 142 of the parking brake circuit 140 is connected both to the brake value transmitter 170 and to a parking brake value transmitter 146 . Furthermore, the parking brake module 142 is also connected to the brake control unit 180 . If one of the elements connected to the parking brake module 142 , such as the parking brake value transmitter 146 here by way of example, provides a corresponding parking brake signal 148 , the parking brake module 142 emits a parking brake pressure 149 . In addition, the parking brake module 142 is designed to bleed the spring accumulators of the parking brakes 166 and thus to put the parking brakes 166 into a braking position. For venting, the parking brake module 142 connects the spring accumulators of the parking brake 166 to a pressure sink, preferably the environment, and thus provides a venting pressure.

In 1 the housing 191 together with the sensors contained therein and the brake control unit 180 are part of the device 200 according to the invention.

2 FIG. 2 shows a method 208 for detecting a vehicle state according to a first exemplary embodiment. In a step 210 an acceleration signal 199 or a sound signal 198 of an acceleration sensor 192 or a sound converter 193 is output by the acceleration sensor 192 or the sound converter 193 . In step 212, the state 214 of the vehicle is detected or recorded and output as a function of the output sound signal 198 or acceleration signal 199 . To detect state 214, step 212 is supplied with a sample signal 216, so that in step 212 acceleration signal 199 or sound signal 198 is correlated with sample signal 216 in step 218, which is a sub-step of step 212. The state 214 of the vehicle is further presented with a display in a step 220 .

3 Another exemplary embodiment of the method 208 again shows step 210, which, however, is carried out twice in parallel here, so that two acceleration signals 199 or two sound signals 198 are output. These two signals are correlated in a step 222 in order to distinguish between detected bumps or foreign objects on the road and errors in the condition of the vehicle. A correlation result 224 generated in this way is then, as already described in 2 shown, transferred to step 212 in that in step 218 instead of the sound signal 198 or the acceleration signal 199 the correlation result 224 is corrected with the pattern signal 216 in order to detect the state 214 of the vehicle and to output it in step 220.

4 shows a method 300 for providing a device 200 for detecting a state 214 of a vehicle 100. In a step 310, an acceleration sensor or a sound transducer is provided. Furthermore, in step 312 a further sensor 188 is provided in a common housing 191 with the acceleration sensor 192 or the sound transducer 193 . In step 314, the acceleration sensor 192 or the sound transducer 193 is attached or mounted to the unsprung mass with the housing 191.

Reference List

100

vehicle

102

commercial vehicle

110

braking system

120

front axle brake circuit

122

front axle

124

first compressed air supply

130

rear axle brake circuit

132

rear axle

133

detection means

134

second compressed air supply

140

parking brake circuit

142

parking brake module

144

third compressed air supply

146

Parking brake value sensor

148

parking brake signal

150

reservoir pressure

160

braking devices

162a

first front axle brake actuators

162b

second front axle brake actuators

162c

first rear axle brake actuators

162d

second rear axle brake actuators

163

Wheels

164

service brakes

166

parking brakes

168

unsprung masses

170

brake signal transmitter

171

Front axle brake control pressure

172

Rear axle brake request signal

173

front axle brake signal

174

front axle modulator

175

rear axle brake signal

176

front axle brake pressure

177

rear axle modulator

178a

first front axle ABS valve

178b

second front axle ABS valve

179

rear brake pressure

180

brake control unit

182

computing unit

184

Advertisement

185

CAN bus

187

signals

188

more sensors

189

sensor

190

wheel speed sensors

191

Housing

192

accelerometers

193

sound transducer

194

communication module

195

Data Connection

196

two-wire connection

197

wheel speed signals

198

sound signals

199

acceleration signals

200

contraption

201

Signal from the other sensor

202

sensor combination

204

AK protocol

208

Proceedings

210

Output step

212

Capture step

214

Condition

216

pattern signal

218

Correlate step

220

Display step

222

Correlate step

224

correlation result

300

Proceedings

310

Deploy step

312

Deploy step

314

Assemble step

Claims (15)

Device (200) for detecting a state (214) of a vehicle (100), comprising: at least one sensor (189) for outputting (210) a signal (187), the sensor (189) being set up to be arranged on an unsprung mass (168) of the vehicle (100), a detection means (133) for detecting (212) the state (214) of the vehicle (100) as a function of the signal (187), wherein the sensor (189) is an acceleration sensor (192) which is set up to output an acceleration signal (192) as a signal (187), or a sound converter (193) which is set up to emit a sound signal (198) as the signal (187). Device (200) according to claim 1 , wherein the device (200) has at least two sensors (189) or two sensors (189) per axis (122, 132), which are each designed as acceleration sensors (192) or sound transducers (193), each of the sensors (189) is set up to be arranged in each case on a different one of a plurality of unsprung masses (168) of the vehicle (100), the detection means (133) being set up to determine the state (214) of the vehicle (100) as a function of all the signals (187) of the at least two or at least four sensors (189) to detect (212). Device (200) according to claim 1 or 2 , wherein the sensor (189), which is designed as an acceleration sensor (192) or sound converter (193), is part of a sensor combination (202), the sensor combination (202) in addition to the sensor designed as an acceleration sensor (192) or sound converter (193). (189) has a further sensor (188), in particular a wheel speed sensor (190), the sensor combination (200) being arranged in a housing (191) and the housing (191) being set up to attach to the unsprung mass (168) of the vehicle (100) to be arranged. Apparatus (200) according to any one of the preceding Claims 1 until 3 , wherein the housing (191) with the sensor combination (202) has a communication module (194) and the acceleration sensor (192) or the sound transducer (193) and/or the additional sensor (188) are connected to the communication module (194), wherein the communication module (194) is set up, the signal (187) designed as an acceleration signal (199) or the sound signal (198) and/or the signal (201) of the further sensor (188) via a single data connection (195) to a housing (191) to transfer external brake control unit (180). Device (200) according to claim 4 , wherein the data connection (195) comprises a two-wire connection (196) and the communication module (194) preferably communicates with the brake control unit (180) via an AK protocol (204). Device (200) according to one of the preceding claims, wherein the or each of the acceleration sensors (192) or the or each of the sound transducers (193) are arranged, attached to the unsprung mass (168) of a wheel (163) of the vehicle (100) and to be operated in accordance with ISO 16750-3, in particular ISO 16750-3:2012-12, "4.1.2.9 Test IX - Commercial vehicle, unsprung masses" or "4.1.2.5 Test V - Passenger car, unsprung masses (wheel , wheel suspension)” is defined and/or validated. Apparatus (200) according to any one of the preceding claims, wherein the sensor (189) is an acceleration sensor (192) corresponding to an inertial measurement unit, IMU. Braking system (110) with a device (200) according to one of Claims 1 until 6 and a brake control unit (180), the detection means (133) being part of the brake control unit (180). Vehicle (100) with a device (200) according to one of Claims 1 until 6 or a braking system (100). claim 8 and at least one unsprung mass (168), wherein at least one acceleration sensor (192) or a sound transducer (193) is arranged on the unsprung mass (168). Method (208) for detecting a state (214) of a vehicle (100) with a device (200) according to one of Claims 1 until 7 , comprising the steps of: outputting (210) a signal (187) of a sensor (189) from a sensor (189) which is arranged on an unsprung mass (168) of the vehicle (100), detecting (212) a state (214 ) of the vehicle (100) as a function of the signal (187) output by a detection means (133), the sensor (189) being an acceleration sensor (192) and the outputting (210) of outputting (210) an acceleration signal (199) by the acceleration sensor (192) or the sensor (189) is an acoustic transducer (193) and the outputting (210) includes the outputting (210) of an acoustic signal (198) by the acoustic transducer (193). Method (208) according to claim 10 , wherein the method (208) further comprises outputting (210) a plurality of signals (187), each of which are acceleration signals (198) from a plurality of acceleration sensors (192) or sound signals (199) from a plurality of sound transducers (193), the acceleration sensors (192 ) or the sound transducers (193), are each arranged on one of a plurality of different unsprung masses (168), and wherein the detection (212) comprises an evaluation of the plurality of signals. Method (208) according to any one of Claims 10 or 11 , wherein the detection (212) comprises correlating (222) the plurality of signals (187) in order to obtain a correlation result (224), the correlation result (224) preferably being correlated (222) with a sample signal (216) in a further step becomes. Method (208) according to any one of Claims 10 until 12 , wherein the method (208) comprises the outputting (210) of the sound signal (199) or the acceleration signal (198) to a brake control unit (180) and wherein the method (208) is preferably carried out with a brake system (110). claim 8 is performed. Method (300) for providing a device (200) according to one of Claims 1 until 7 for detecting a state (214) of a vehicle (100), comprising: providing (310) an acceleration sensor (192) and/or a sound converter (193) mounting (314) the provided acceleration sensor (192) and/or the sound converter (193) on an unsprung mass (168) of the vehicle (100). Method (300) according to Claim 14 , wherein the provision (310) of the acceleration sensor (192) and/or the sound converter (193) the provision (312) of the acceleration sensor (192) and/or the sound converter (193) in a housing (191) together with a further sensor ( 188), in particular a wheel speed sensor (190).

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