Method for the automated electronic control of a braking system and electronically controllable braking system in a utility vehicle

Patent metadata

Field	Value
Publication number	US-11052889-B2
Application number	US-201716089384-A
Country	US
Kind code	B2
Filing date	Mar 13, 2017
Priority date	May 2, 2016
Publication date	Jul 6, 2021
Grant date	Jul 6, 2021

Abstract

A method for automatic electronic control of a brake system in a vehicle includes reading a request signal for automatic electronic control of actuators in the vehicle. At least one of the actuators has an influence on actual longitudinal vehicle dynamics of the vehicle, and requests that are to be implemented by the actuators for realizing automatically requested target longitudinal vehicle dynamics are transmitted via the request signal. The method further includes plausibility-checking the request signal to establish whether the requests are, or can be, implemented completely or without error by the actuators, taking into account a tolerance, and determining a correction deceleration and/or a correction velocity if the implementation of at least one of the requests has not taken place, or cannot take place, completely or without error, taking into account the tolerance, in order to specify corrective braking.

First claim

The invention claimed is:

1. A method for automatic electronic control of a brake system in a vehicle, the method comprising:
reading a request signal for automatic electronic control of actuators in the vehicle, wherein at least one of the actuators has an influence on actual longitudinal vehicle dynamics of the vehicle, and wherein requests that are to be implemented by the actuators for realizing automatically requested target longitudinal vehicle dynamics are transmitted via the request signal;
plausibility-checking the request signal to establish whether the requests are, or can be, implemented completely or without error by the actuators, taking into account a tolerance;
determining a correction deceleration and/or a correction velocity if the implementation of at least one of the requests has not taken place, or cannot take place, completely or without error, taking into account the tolerance, in order to specify corrective braking, wherein the correction deceleration and/or the correction velocity are stipulated as a function of the at least one of the requests which has not taken place, or cannot take place, completely or without error; and
requesting the corrective braking of the vehicle as a function of the correction deceleration and/or the correction velocity for bringing the vehicle into a safe state,
wherein the request signal is plausibility-checked in that the actual longitudinal vehicle dynamics are compared to the target longitudinal vehicle dynamics automatically specified by the request signal, and wherein, to this end, an actual vehicle acceleration is compared to a target vehicle acceleration and/or an actual vehicle velocity is compared to a target vehicle velocity and/or an actual vehicle direction is compared to a target vehicle direction.

2. The method as claimed in claim 1 , wherein the actual vehicle direction and the target vehicle direction are specified as a result of whether the actual vehicle velocity or the target vehicle velocity are higher or lower than zero.

3. The method as claimed in claim 1 , wherein, in the event of a compensable deviation between the actual longitudinal vehicle dynamics and the target longitudinal vehicle dynamics and therefore an incomplete or incorrect implementation of the automatically specified requests, a correction deceleration compensating for this deviation and/or a correction velocity compensating for this deviation are identified and output.

4. The method as claimed in claim 1 , wherein, in the event of a non-compensable deviation between the actual longitudinal vehicle dynamics and the target longitudinal vehicle dynamics and therefore an incomplete or incorrect implementation of the automatically specified requests, a correction velocity and/or a correction deceleration are identified and output, as a result of which the vehicle is braked to the stationary state or to a safe velocity.

5. The method as claimed in claim 4 , wherein the braking to the stationary state or to the safe velocity takes place with a correction deceleration of between −2 m/s 2 and −4 m/s 2 .

6. The method as claimed in claim 1 , wherein the correction deceleration and/or the correction velocity are only output if ABS control intervention has not been detected.

7. The method as claimed in claim 1 , wherein, for plausibility-checking the request signal, it is established whether the automatically specified requests have been, or can be, implemented completely or without error by those actuators which realize a positive target vehicle acceleration and/or via which a target vehicle direction is set.

8. The method as claimed in claim 7 , wherein it is monitored whether, as a result of a requested positive target vehicle acceleration, a target vehicle velocity, which is higher by a corresponding amount, and/or, as a result of a requested increasing target vehicle velocity, a correspondingly positive target vehicle acceleration and/or a requested target vehicle direction, are, or can be, implemented to establish whether a complete or error-free implementation of the automatically specified target vehicle dynamics is taking place or could take place.

9. The method as claimed in claim 1 , wherein the request signal is plausibility-checked as a function of whether a transmission error to the actuators has been established, wherein, in the event of establishing a transmission error and therefore an incompletely or incorrectly implementable, automatically specified request, a correction velocity and/or a correction deceleration is identified and output, as a result of which the vehicle is braked to the stationary state or to a safe velocity.

10. The method as claimed in claim 9 , wherein a transmission error is transmitted to a monitoring device via a diagnostic signal, wherein a transmission error to the first control device and/or from a third control device is established in an on-board diagnostic procedure.

11. The method as claimed in claim 1 , wherein the request signal is plausibility-checked as a function of whether the requests, transmitted via the request signal, for the automatic control of the vehicle are monotonous, wherein, in the event of establishing that the requests for the automatic control of the vehicle are not monotonous and therefore an incompletely or incorrectly implementable, automatically specified request is present, a correction velocity and/or a correction deceleration is identified and output, as a result of which the vehicle is braked to the stationary state or to a safe velocity.

12. The method as claimed in claim 1 , wherein the request signal is plausibility-checked as a function of whether one of the actuators has a defect,
wherein, in the event of establishing a defect and therefore an incompletely or incorrectly implementable, automatically specified request, a correction velocity and/or a correction deceleration is identified and output, as a result of which the vehicle is braked to the stationary state or to a safe velocity.

13. The method as claimed in claim 12 , wherein a defect in the actuators is transmitted via a diagnostic signal, wherein a defect in the respective actuator is established in an on-board diagnostic procedure.

14. The method as claimed in claim 1 , wherein, when determining the correction deceleration and/or the correction velocity, longitudinal dynamics limit values are taken into account, wherein the longitudinal dynamics limit values include a maximum velocity and/or a maximum acceleration.

15. The method as claimed in claim 1 , wherein, in the event of establishing an incorrect or incomplete implementation of the automatically specified requests, automatically requested braking is overridden by the correction deceleration and/or the correction velocity.

16. The method as claimed in claim 1 , wherein the corrective braking takes place via a redundancy arrangement formed in the vehicle, which is designed for redundant braking of the vehicle.

17. The method as claimed in claim 16 , wherein, if an electronic control of the wheel brakes via a first control device or the electronically controllable pneumatic brake system fails, the redundancy arrangement can brake the vehicle electronic-pneumatically via wheel brakes in order to provide an electronic-pneumatically controlled redundancy.

18. The method as claimed in claim 1 , wherein the actual longitudinal vehicle dynamics are plausibility-checked by redundant wheel speed sensors.

19. The method as claimed in claim 1 , wherein an automatically requested target vehicle steering angle is also plausibility chec

Assignees

• Wabco Europe Bvba
• Zf Cv Systems Europe Bv

Inventors

• Wulf Oliver

Classifications

• B60T13/683 Primary

  in pneumatic systems or parts thereof (in vacuum systems B60T13/72) · CPC title

• B60W2710/18

  Braking system · CPC title

• B60W10/184

  with wheel brakes · CPC title

• B60T2230/00

  Monitoring, detecting special vehicle behaviour; Counteracting thereof · CPC title

• B60T2250/04

  Vehicle reference speed; Vehicle body speed · CPC title