WO2022243156A1 - Prognosevorrichtung und prognoseverfahren für zumindest eine bremssystemkomponente eines bremssystems eines eigenfahrzeugs - Google Patents
Prognosevorrichtung und prognoseverfahren für zumindest eine bremssystemkomponente eines bremssystems eines eigenfahrzeugs Download PDFInfo
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- WO2022243156A1 WO2022243156A1 PCT/EP2022/062918 EP2022062918W WO2022243156A1 WO 2022243156 A1 WO2022243156 A1 WO 2022243156A1 EP 2022062918 W EP2022062918 W EP 2022062918W WO 2022243156 A1 WO2022243156 A1 WO 2022243156A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- prognosis
- frequency distribution
- brake
- brake system
- Prior art date
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- 238000000034 method Methods 0.000 title claims abstract description 66
- 238000009826 distribution Methods 0.000 claims abstract description 85
- 230000009760 functional impairment Effects 0.000 claims abstract description 29
- 238000004393 prognosis Methods 0.000 claims description 89
- 238000004891 communication Methods 0.000 claims description 42
- 230000000052 comparative effect Effects 0.000 claims description 13
- 230000003993 interaction Effects 0.000 claims description 6
- 238000006243 chemical reaction Methods 0.000 claims description 5
- 238000005562 fading Methods 0.000 claims description 5
- 230000005540 biological transmission Effects 0.000 claims description 4
- 238000005086 pumping Methods 0.000 claims description 2
- 238000013399 early diagnosis Methods 0.000 description 5
- 238000011161 development Methods 0.000 description 4
- 230000018109 developmental process Effects 0.000 description 4
- 238000012544 monitoring process Methods 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 3
- 230000032683 aging Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000006735 deficit Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000013277 forecasting method Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000008672 reprogramming Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000035882 stress Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/04—Monitoring the functioning of the control system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2306/00—Other features of vehicle sub-units
- B60Y2306/15—Failure diagnostics
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/81—Braking systems
Definitions
- the invention relates to a prognosis device for at least one braking system component of a braking system of a vehicle.
- the invention also relates to a data output system for interaction with such prognosis devices.
- the invention relates to a prognosis method for at least one brake system component of a brake system of a private vehicle.
- DE 102017218446 A1 describes a method for monitoring a motor vehicle with an automated driving function, in which in particular an energy store, which supplies at least one consumer designed to bring the motor vehicle to a standstill, is monitored.
- the invention creates a prognosis device for at least one braking system component of a braking system of a vehicle with the features of claim 1, a data output system for interaction with such prognosis devices with the features of claim 5, a data output system for interaction with such prognosis devices with the features of claim 6 and a prognosis method for at least one brake system component of a brake system of a private vehicle with the features of claim 7.
- the present invention creates advantageous options not only for monitoring but also for early diagnosis of at least one braking system component of a braking system of a vehicle.
- the present invention thus enables not only detection of a failure that has already occurred of at least one brake system component of the respective brake system, but also prediction of a future functionality and future operating behavior of at least one brake system component of the brake system.
- a motorized plunger device integrated into the respective brake system such as specifically an IPB, Integrated Power Brake
- this advantageous prognosis can be made using the present invention, taking into account a specific driving behavior of a driver using the respective vehicle.
- This improves the accuracy and reliability of the prognosis carried out by means of the present invention with regard to a possible occurrence of at least one functional impairment in at least one brake system component of the respective brake system. Since a future functional impairment or a future failure of at least one brake system component of the respective brake system can be predicted earlier by using the present invention, it is also advantageously suitable for securing autonomous driving of the vehicle equipped with the respective brake system.
- the prognosis device is designed with a device-specific communication device or is designed to interact with a communication device of the vehicle equipped with the prognosis device in such a way that at least one frequency distribution specified by the prognosis device can be transmitted via the communication device to a communication device that interacts with a data output system external to the vehicle and /or at least one comparative frequency distribution and/or at least one item of prognosis information can be made available to the electronic device by the communication device interacting with the vehicle-external data output system.
- the The embodiment of the prognosis device described here can thus “exchange” data with the data output system external to the vehicle, as a result of which the additional functions of the prognosis device and the data output system external to the vehicle described below can be implemented.
- the electronic device can be designed and/or programmed to analyze the at least one frequency distribution of pairs of values determined on the vehicle for deviations from the at least estimate a comparison frequency distribution, whether an occurrence of at least one functional impairment of at least one brake system component of the brake system is likely at least during a predetermined first Estimation time interval.
- frequency distributions of different vehicles can also be compared in this way in order to predict a possible occurrence of a functional impairment or a failure of at least one brake system component of its brake system for a so-called own vehicle.
- the electronic device can be designed and/or programmed to use the at least one item of prognosis information to estimate or read out whether at least one functional impairment in at least one brake system component of the brake system is likely to occur at least during a predetermined second estimation time interval.
- the at least one piece of prognosis information can also be defined on the basis of a comparison of frequency distributions of different vehicles.
- the advantages described above can also be brought about by means of a data output system for interaction with a corresponding first prognosis device and with at least one corresponding second prognosis device, with the data output system being able to be further developed in accordance with the prognosis devices.
- the data output system with the system's own communication device can be designed in such a way or can be designed to interact with the communication device in such a way that at least one frequency distribution defined by the at least one second forecasting device can be transmitted via the communication device to the data output system as at least one comparative frequency distribution via its respective communication device and the at least one comparison frequency distribution can be transmitted to the first prediction device via its respective communication device.
- the data output system with the system's own communication device can be designed in such a way or can be designed to interact with the communication device in such a way that at least one frequency distribution defined by the at least one second forecasting device can be transmitted via the communication device to the data output system as at least one comparative frequency distribution via its respective communication device and at least one frequency distribution defined by the first prognosis device can be transmitted to the data output system via its respective communication device, wherein the data output system is designed and/or programmed to analyze the at least one frequency distribution defined by the first prognosis device for deviations from the at least one comparison Frequency distribution to define at least one corresponding forecast information, which by means of the Ko communication device can be transmitted to the first prognosis device via their respective communication device.
- Executing a corresponding prognosis method for at least one brake system component of a brake system of a private vehicle also creates the advantages explained above.
- the pairs of values that are outside of a specified normal temperature range at a temperature outside a specified normal temperature range, at an adjustment speed of the brake pedal adjusted by the driver outside of a specified normal speed range, at an on-board power supply voltage outside of a predetermined normal voltage range are determined during a failure of a data provision device and / or during a fading filtered out.
- Value pairs that are determined during vehicle dynamics control are preferably provided with this additional information.
- Driving dynamics control can be understood to mean, for example, ABS control, ESP control, TCS control or ACC control.
- Short-term temporary (plausible) fluctuations in temperature, the adjustment speed of the brake pedal or the vehicle electrical system voltage can be evaluated as a "use case”. Anomalies can be registered and followed up, and possibly issued to the driver in the form of a failure prognosis and/or information.
- a rod displacement of an input rod connected to the brake pedal, a master brake cylinder pressure in a master brake cylinder of the brake system, a motor current of a motor of the motorized brake pressure build-up device, an operating voltage of the motor of the motorized brake pressure build-up device, an adjustment travel of at least one adjustable piston of the motorized brake pressure build-up device of the brake system or a pump rate of at least one pump used as the motorized brake pressure build-up device of the brake system can be determined, and/or as the output variable the master brake cylinder pressure in the master brake cylinder of the brake system, a motor torque of the motor of the motorized brake pressure build-up device, a transmission efficiency of a gearbox of the brake system connected to the motorized brake pressure build-up device, at least a brake pressure in at least one wheel brake cylinder of the brake system, a means braking force exerted on the vehicle by the braking system, a braking torque exerted on the vehicle by means of the braking system or a vehicle deceleration exert
- the examples given here for the input variable and the output variable can be determined using a sensor system that is conventionally already installed in the driver's vehicle will. This means that the prognosis method described here can be carried out without expanding the sensors that are conventionally already installed in the driver's vehicle.
- pairs of values are determined for at least one other vehicle during several of its driver-induced and/or autonomous braking operations, each comprising the determined input variable and the simultaneously determined output variable and placed in a coordinate system with the first axis indicating the input variable and the second axis indicating the output variable , subdivided into the several status sectors, entered, whereby for the at least one other vehicle a frequency distribution of its value pairs on the different status sectors is determined as at least one comparison frequency distribution, and with an examination of at least one frequency distribution of value pairs determined on the own vehicle for deviation from the at least one comparison frequency distribution is estimated whether an occurrence of at least one functional impairment of at least one brake system component of Bremssy stems is probable at least during a given estimation time interval.
- the frequency distributions of several vehicles can also be compared with one another using the development of the prognosis method described here in such a way that an early diagnosis can be reliably carried out for the at least one brake system component of the brake system of the driver's vehicle.
- at least one additional physical variable can also be determined for the value pairs.
- FIG. 1a and 1b show a flow chart and a coordinate system for explaining an embodiment of the prognosis method for at least one brake system component of a brake system of a private vehicle;
- FIG. 2 is a schematic representation to explain a
- FIG. 1a and 1b show a flow chart and a coordinate system for explaining an embodiment of the prognosis method for at least one brake system component of a brake system of a private vehicle.
- the prognosis method described below can be implemented for a large number of different types of braking systems. It is expressly pointed out that the predictability of the prognosis method is also not limited to a special vehicle type/motor vehicle type of the vehicle/motor vehicle equipped with the respective braking system, which is referred to below as the own vehicle.
- value pairs are determined during driver-induced and/or autonomous braking of the own vehicle, each of the determined value pairs comprising a determined input variable x and a simultaneously determined output variable p.
- the input variable x is to be understood as a variable which reflects an actuation strength of an actuation of a brake pedal by a driver of the vehicle or an operating mode of a motorized brake pressure build-up device of the brake system.
- the output variable p is a variable that reflects a reaction of the braking system to the input variable x.
- at least one additional physical variable can also be determined for the value pairs.
- the input variable x is, for example, a rod displacement x of an input rod connected to the brake pedal, which can be easily and reliably detected, for example, by means of a rod displacement sensor.
- a master brake cylinder pressure p in a master brake cylinder of the brake system is used as the output variable p, or a form p of the braking system is determined.
- a pre-pressure sensor of the brake system can be used for this purpose, for example.
- the examples given here for the input variable x and the output variable p are not to be interpreted as limiting.
- the master brake cylinder pressure p in the master brake cylinder of the braking system can also be determined as an input variable if it can (essentially) be assumed that it corresponds to an actuation of the brake pedal by the driver.
- method step S3 described below is carried out without using the pairs of values filtered out in method step S2.
- pairs of values that are determined during vehicle dynamics control can be provided with this additional information.
- the driving dynamics control can include, for example, an ABS control (anti-lock braking system control), an ESP control (Electronic Stability Control), a TCS control (traction control system, traction control system) or an ACC control (distance control, adaptive cruise). Control) are understood.
- ABS control anti-lock braking system control
- ESP control Electronic Stability Control
- TCS control traction control system, traction control system
- ACC control distance control, adaptive cruise. Control
- step S3 the pairs of values determined (and not filtered out) are entered into a coordinate system with a first axis indicating the input variable x and a second axis indicating the output variable p.
- 1b shows an example of the coordinate system, the input variable x being represented by its abscissa and the output variable p being represented by its ordinate.
- the first axis (and correspondingly also the second axis) of the coordinate system can mean both its abscissa and its ordinate.
- the coordinate system is divided into a number of status sectors A.
- the state sectors A can also be referred to as cells.
- the state sectors A each reflect operating states of the braking system of the driver's vehicle.
- the coordinate system shown schematically in FIG. 1b can therefore also be described as a load diagram. It is pointed out that the state sectors A of the coordinate system do not have to be formed with the same area. Alternatively, the state sectors A can have different extents along the first axis and/or different extents along the second axis. The respective extents of the status sectors A can also be designed to be learnable.
- Supplementing the coordinate system with vehicle and/or environment data is optional, but not necessary.
- certain sectors CI to C3 can be assigned similar coefficients of friction to a roadway on which the driver's vehicle is driving. This can possibly be used for a verification of the correlation between the rod travel x determined as the input variable x, the master brake cylinder pressure p determined as the output variable p and the coefficient of friction of the roadway traveled on in each case.
- a total number of value pairs entered in a status sector A reflects how often the braking system of the driver's vehicle is in an operating state corresponding to the respective status sector A. (The pairs of values can therefore also be referred to as the working points of the braking system.)
- the coordinate system shown in FIG. 1b can therefore also be interpreted as a "load map" of the braking system of the vehicle.
- a frequency distribution of the pairs of values over the various status sectors A is determined.
- This frequency distribution thus indicates a load distribution of the brake system of the driver's vehicle.
- a load on the braking system of the driver's own vehicle and/or a criticality of its load can also be derived from the frequency distribution determined using the coordinate system in FIG. 2b.
- Method step S4 can therefore also be described as counting load cases of the braking system of the driver's vehicle or as determining a collective load of the braking system of the driver's vehicle.
- the frequency distribution of the pairs of values determined in a specific time interval over the various state sectors A which is defined by method step S4, also reflects a braking history of driver-induced and/or autonomous braking of the vehicle's own vehicle performed during the respective time interval. For example, the respective frequency distribution shows whether the driver prefers a moderate and vehicle-friendly driving style or a sporty and vehicle-demanding driving style.
- the "driving style" of a possibly, to autonomous driving of the The automatic system used in the vehicle's own vehicle is generally known, and therefore the driving style of the respective driver can be reliably recognized even if autonomous braking is requested by the automatic system during the respective time interval.
- a ratio of autonomous braking of the driver's vehicle carried out during the respective time interval with respect to a total number of braking actions of the driver's vehicle within the respective time interval can be recognized from the respective frequency distribution.
- driving style information for the driver's own vehicle can also be defined in method step S4, which at least one variable reflecting the driving style of the respective driver during the respective time interval and/or the ratio of autonomous braking of the driver's vehicle with respect to the total number of braking actions of the driver's vehicle included within the respective time interval.
- the frequency distribution indicates how well certain brake system components of the brake system, such as in particular the electromechanical brake booster, the integrated plunger device and/or the at least one pump, can react to the braking requests of the driver and/or the automatic system used for autonomous driving of the vehicle.
- the driver and/or the automatic system react to a braking system response that is "perceived"/determined as insufficient in relation to a braking request with an increased braking request, but to a reaction of the braking system that is "perceived"/determined as excessive in relation to a braking request Braking system with a weakened braking request. This affects the frequency distribution of the respective time interval.
- a method step S5 is carried out in the prognosis method described here.
- an examination of the frequency distribution for the last determined pairs of values for deviations from the at least one frequency distribution for previously determined pairs of values is used to assess whether at least one functional impairment in at least one brake system component of the brake system is likely to occur at least during a predetermined forecast time interval.
- the process step S5 thus makes use of the fact that, based on a comparison of the braking history for different time intervals, it can be seen whether the driver or the automatic system used for autonomous driving of the own vehicle was no longer satisfied with the performance of the braking system of the own vehicle from a certain point in time and was therefore compared with the conventional braking history, increased braking demand or reduced braking demand has triggered changes in the frequency distribution.
- Sudden changes in at least two frequency distributions for pairs of values determined in different time intervals indicate a defect in at least one brake system component of the brake system, which can be interpreted as an indicator of an imminent functional impairment or a future failure of at least the respective brake system component.
- Creeping changes in the frequency distributions for pairs of values determined in different time intervals indicate aging of at least one brake system component of the brake system of the driver's vehicle.
- the driving style of the driver determined using at least one of the frequency distributions can also be taken into account.
- the probability of at least one functional impairment occurring in at least one brake system component of the brake system during the predetermined prognosis time interval is often dependent on whether the driver prefers a moderate and vehicle-friendly driving style or a sporty and vehicle-demanding driving style.
- a sporty and vehicle-demanding driving style on the part of the driver often leads to greater stress on the brakes, and thus to a shorter service life in at least some braking system components of the braking system.
- the ratio of autonomous braking of the own vehicle in relation to the total number of braking actions of the own vehicle when predicting/“predicting” whether at least one functional impairment of at least one braking system component of the braking system is likely to occur at least during the specified forecast time interval can also be taken into account.
- the probability of at least one functional impairment occurring in at least one brake system component of the brake system during the specified forecast time interval can also depend on the ratio of autonomous braking operations of the driver's vehicle relative to the total number of braking operations.
- the driving style information specified when method step S4 was carried out at least twice is also taken into account.
- the overall functionality of the electromechanical brake booster or the integrated plunger device can also be examined by means of the prognosis method described above with regard to a prognosis of their future usability/functionality.
- this method can also be used to predict future failures of the electromechanical brake booster or the integrated plunger device, which cannot be predicted using conventional monitoring methods and sensors according to the prior art, such as an engine position sensor or a differential sensor.
- the prognosis method described here thus enables an advantageous early diagnosis, in particular for the electromechanical brake booster or the integrated plunger device of the brake system of the driver's vehicle.
- the prognosis method can also be used to examine other brake system components with regard to an imminent functional impairment/future failure.
- a corresponding warning can be transmitted to the driver of the own vehicle by means of an illuminated display, by means of an audio output and/or by means of an image display.
- At least one lighting element of the driver's own driving, a sound output device of the driver's driver, an image display device of the driver's driver and/or a mobile device of the driver, such as in particular his mobile phone, can be used to transmit the warning.
- the driver can thus be prompted in a variety of ways to visit a workshop.
- service information corresponding to the prognosis can also be sent to the workshop in method step S6.
- a release criterion for autonomous driving of the driver's vehicle can also be output as an optional method step S7. Accordingly, if it is forecast/predicted in method step S5 that at least one functional impairment is likely to occur in at least one brake system component of the brake system during the forecast time interval, the release criterion for autonomous driving of the driver's own vehicle can be deactivated.
- the automatic system used for autonomous driving of one's own vehicle is preferably designed in such a way that the automatic system is only switched to an operating mode suitable for autonomous driving of one's own vehicle if the release criterion is present. In this way, it is ensured that the vehicle is only put into autonomous driving if a functional impairment in its braking system can be ruled out with a high degree of probability at least for the probable duration of the autonomous driving.
- pairs of values can also be determined, each comprising the determined input variable and the simultaneously determined output variable.
- pairs of values which at a temperature outside the specified normal temperature range, at an adjustment speed of the brake pedal of the third-party vehicle outside of the specified
- Normal speed range are determined at a vehicle electrical system voltage outside a predetermined normal voltage range, during a failure of a data provision device and / or during fading, are filtered out.
- pairs of values that are determined during vehicle dynamics control can be provided with this additional information.
- the pairs of values determined for the other vehicle (and not filtered out) can be entered in a coordinate system divided into several state sectors A with the first axis indicating the input variable and the second axis indicating the output variable.
- a frequency distribution of its pairs of values over the various status sectors A can then be determined for the other vehicle as at least one comparison frequency distribution.
- the method steps S8 to Sil can be executed/repeated for any number of third-party vehicles.
- the at least one third-party vehicle can in particular also be understood to mean a vehicle of the same vehicle type/motor vehicle type as the driver's own vehicle.
- an examination of at least one frequency distribution of pairs of values determined on the driver's own vehicle for deviations from the at least one comparison frequency distribution can then be used to estimate whether at least one functional impairment in at least one brake system component of the brake system is likely to occur at least during a predetermined estimation time interval .
- This also enables an advantageous early diagnosis for the driver's vehicle for the early detection of an imminent functional impairment or a future failure of at least one brake system component of its brake system.
- at least one of method steps S6 and S7 can also be carried out after method step S12.
- FIG. 2 shows a schematic representation for explaining a mode of operation of an embodiment of the prognosis device for at least one brake system component of a brake system of a vehicle.
- FIG. 2 shows a vehicle 10 which is equipped with a prognosis device 12 shown schematically.
- the design of the prognosis device 12 shown in FIG. 2 as an on-board unit, ie a unit that can be installed/installed permanently on the vehicle 10, is not to be interpreted restrictively.
- the prognosis device 12 can also be embodied as a stationary device which is designed for communication with a communication device 14 installed on the vehicle 10, for example via radio.
- the on-board or stationary prognosis device 12 has an electronic device 16, which is designed and/or programmed to convert pairs of values provided to the electronic device 16, which each have values determined during multiple driver-induced and/or autonomous braking operations of the vehicle 10, into a state sector divided into multiple coordinate system.
- the input variable reflects an actuation strength of an actuation of a brake pedal by a driver of the vehicle 10 or an operating mode of a motorized brake pressure build-up device of the brake system, while the output variable reflects a reaction of the brake system to the input variable. Examples of the input variable and the output variable have already been listed above.
- the electronic device 16 of the vehicle's own or stationary prognosis device 12 is also designed and/or programmed to determine a frequency distribution of the pairs of values over the various status sectors. After frequency distributions for pairs of values determined in different time intervals have been determined at least twice, electronic device 16 is also designed and/or programmed to use an examination of the frequency distribution for the pairs of values determined last to determine whether there are deviations from the at least one frequency distribution for pairs of values previously determined, whether an occurrence at least one functional impairment of at least one brake system component of the brake system of vehicle 10 is likely during a predetermined forecast time interval.
- the prognosis device 12 described here thus also creates the advantages described above Early diagnosis for at least one brake system component of the brake system of the vehicle 10.
- the functions of the electronics device 16 described above can be carried out by means of relatively simple electronics.
- the prognosis device 12, or its electronic device 16, can therefore be designed relatively inexpensively and with a comparatively small installation space requirement. This makes it easier to install/integrate prognosis device 12 on/in vehicle 10.
- Prognosis device 12 can be integrated, in particular, into a large number of control unit types of vehicle 10.
- the prognosis device 12 can be integrated in a control unit of an electromechanical brake booster of the vehicle 10 upstream of a master brake cylinder of its brake system or in a control unit of a plunger device integrated into the brake system of the vehicle 10 (such as specifically an IPB, Integrated Power Brake).
- the prognosis device 12 can be preinstalled on the vehicle 10 at the factory, while relearning can be carried out by means of a simple reprogramming of the prognosis device 12 .
- the relearning can be repeated at specific time intervals, for example using the communication device 14 installed on the vehicle 10 .
- prognosis device 12 not only a stationary prognosis device 12, but also an on-board prognosis device 12 can (also) be used to carry out all the method steps of the prognosis method described above:
- At least one frequency distribution specified by the vehicle's own prognosis device 12 of the vehicle 10 can be transmitted via the communication device 14 to a data output system 18 external to the vehicle, using a system-specific communication device 20 and/or a communication device 20 that interacts with the data output system 18.
- At least one third-party vehicle 22 is also shown in FIG. 2 , which is equipped with a third-party forecasting device 24 corresponding to forecasting device 12 of vehicle 10 .
- Via the communication device 20 and via a respective third-party communication device 26 of the respective third-party vehicle 22 is also at least one frequency distribution defined by the at least one external forecasting device 24 can be transmitted to the data output system 18 as at least one comparison frequency distribution.
- data output system 18 is then designed and/or programmed to determine at least one piece of corresponding prognosis information based on an examination of the at least one frequency distribution specified by prognosis device 12 of vehicle 10 for deviations from the at least one comparative frequency distribution, which is sent to prognosis device 12 of the vehicle 10 is transmittable / is transmitted.
- the electronic device is designed and/or programmed to use the at least one piece of forecast information to estimate or read out whether at least one functional impairment will occur in at least one brake system component of the brake system at least during a predefined (first) estimation time interval is likely.
- the resource load on the forecasting device 12 can be reduced in particular by the interaction of the forecasting device 12 with the data output system 18 as described in this paragraph.
- the data output system 18 can be designed to transmit the at least one comparison frequency distribution to the forecasting device 12 of the vehicle 10.
- electronic device 16 is preferably designed and/or programmed after determining at least one frequency distribution of value pairs determined on vehicle 10 and after providing the at least one comparative frequency distribution, based on an examination of the at least one frequency distribution of values determined on vehicle 10 pairs of values for deviations from the at least one comparison frequency distribution to estimate whether at least one functional impairment in at least one brake system component of the brake system is likely to occur at least during a predetermined (second) estimation time interval.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202280036442.4A CN117355447A (zh) | 2021-05-19 | 2022-05-12 | 用于自身车辆的制动系统的至少一个制动系统部件的预测设备和预测方法 |
JP2023571214A JP2024518191A (ja) | 2021-05-19 | 2022-05-12 | 自車両のブレーキシステムの少なくとも1つのブレーキシステムコンポーネントのための予測装置および予測方法 |
KR1020237043846A KR20240011157A (ko) | 2021-05-19 | 2022-05-12 | 내 차량의 브레이크 시스템의 적어도 하나의 브레이크 시스템 구성 요소를 위한 예측 장치 및 예측 방법 |
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DE102021205087.5A DE102021205087A1 (de) | 2021-05-19 | 2021-05-19 | Prognosevorrichtung und Prognoseverfahren für zumindest eine Bremssystemkomponente eines Bremssystems eines Eigenfahrzeugs |
DE102021205087.5 | 2021-05-19 |
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WO2022243156A1 true WO2022243156A1 (de) | 2022-11-24 |
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PCT/EP2022/062918 WO2022243156A1 (de) | 2021-05-19 | 2022-05-12 | Prognosevorrichtung und prognoseverfahren für zumindest eine bremssystemkomponente eines bremssystems eines eigenfahrzeugs |
Country Status (5)
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JP (1) | JP2024518191A (de) |
KR (1) | KR20240011157A (de) |
CN (1) | CN117355447A (de) |
DE (1) | DE102021205087A1 (de) |
WO (1) | WO2022243156A1 (de) |
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WO2024114909A1 (en) * | 2022-12-01 | 2024-06-06 | Volvo Truck Corporation | Computer system and computer-implemented method for controlling a vehicle |
Citations (5)
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DE102017111505A1 (de) * | 2016-05-27 | 2017-11-30 | GM Global Technology Operations LLC | Systeme und Verfahren zur Datengewinnung von einem entfernten System |
DE102017218446A1 (de) | 2016-10-28 | 2018-05-03 | Robert Bosch Gmbh | Verfahren zum Überwachen eines Kraftfahrzeugs mit automatisierter Fahrfunktion und Vorrichtung zum Durchführen des Verfahrens |
DE102018213010A1 (de) * | 2018-08-03 | 2020-02-06 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren sowie Vorrichtung zur Bereitstellung einer ersten Information in Bezug auf mehrere Fahrzeuge |
DE102018122664A1 (de) * | 2018-09-17 | 2020-03-19 | Wabco Gmbh | Verfahren zum Ermitteln von Sprüngen und/oder Knickpunkten in einer Betätigungscharakteristik einer Betätigungseinheit, Auswertemodul und Fahrzeug |
EP3753794A1 (de) * | 2019-06-19 | 2020-12-23 | KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH | Verfahren und vorrichtung zur überwachung der bremsleistung eines fahrzeugs |
-
2021
- 2021-05-19 DE DE102021205087.5A patent/DE102021205087A1/de active Pending
-
2022
- 2022-05-12 KR KR1020237043846A patent/KR20240011157A/ko unknown
- 2022-05-12 CN CN202280036442.4A patent/CN117355447A/zh active Pending
- 2022-05-12 JP JP2023571214A patent/JP2024518191A/ja active Pending
- 2022-05-12 WO PCT/EP2022/062918 patent/WO2022243156A1/de active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102017111505A1 (de) * | 2016-05-27 | 2017-11-30 | GM Global Technology Operations LLC | Systeme und Verfahren zur Datengewinnung von einem entfernten System |
DE102017218446A1 (de) | 2016-10-28 | 2018-05-03 | Robert Bosch Gmbh | Verfahren zum Überwachen eines Kraftfahrzeugs mit automatisierter Fahrfunktion und Vorrichtung zum Durchführen des Verfahrens |
DE102018213010A1 (de) * | 2018-08-03 | 2020-02-06 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren sowie Vorrichtung zur Bereitstellung einer ersten Information in Bezug auf mehrere Fahrzeuge |
DE102018122664A1 (de) * | 2018-09-17 | 2020-03-19 | Wabco Gmbh | Verfahren zum Ermitteln von Sprüngen und/oder Knickpunkten in einer Betätigungscharakteristik einer Betätigungseinheit, Auswertemodul und Fahrzeug |
EP3753794A1 (de) * | 2019-06-19 | 2020-12-23 | KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH | Verfahren und vorrichtung zur überwachung der bremsleistung eines fahrzeugs |
Also Published As
Publication number | Publication date |
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KR20240011157A (ko) | 2024-01-25 |
DE102021205087A1 (de) | 2022-11-24 |
JP2024518191A (ja) | 2024-04-26 |
CN117355447A (zh) | 2024-01-05 |
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