EP4599417A1 - Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule - Google Patents

Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule

Info

Publication number
EP4599417A1
EP4599417A1 EP23782839.7A EP23782839A EP4599417A1 EP 4599417 A1 EP4599417 A1 EP 4599417A1 EP 23782839 A EP23782839 A EP 23782839A EP 4599417 A1 EP4599417 A1 EP 4599417A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
monitoring device
measure
actual
external monitoring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23782839.7A
Other languages
German (de)
English (en)
Inventor
Arne Bartels
Frank Bärecke
Kilian Förster
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Volkswagen AG
Original Assignee
Audi AG
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG, Volkswagen AG filed Critical Audi AG
Publication of EP4599417A1 publication Critical patent/EP4599417A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • G08G1/205—Indicating the location of the monitored vehicles as destination, e.g. accidents, stolen, rental

Definitions

  • the invention relates to a method for operating a vehicle, in which at least one sensor signal is detected which indicates an actuation of an actuating element of an X-by-wire device of the vehicle by a user of the vehicle.
  • at least one target value assigned to the sensor signal is compared with at least one actual value.
  • the at least one actual value corresponds to an actual behavior of at least one component of the vehicle. If there is a predetermined deviation of the actual value from the target value, at least one measure is taken.
  • the invention further relates to a vehicle designed to carry out the method.
  • DE 11 2017 005 108 T5 describes a vehicle with a steer-by-wire system in which the wheels on the front axle and rear axle are steered by electric actuators.
  • a watchdog control unit is provided to detect error states on the actuators or on the steering control units. If the watchdog control unit detects an error state on the steering control unit, the steering control unit is deactivated or switched off. If the steering control unit is switched off, a warning message can be issued to the driver of the vehicle or the speed of the vehicle can be reduced.
  • DE 11 2017 004 195 T5 describes a watchdog control unit for an electric vehicle, which compares an observed dynamic vehicle reaction with an expected range of dynamic vehicle reactions. If the deviation exceeds a threshold value, the functionality of the electric vehicle is restricted.
  • Mechanical braking systems and mechanical steering systems are common in today's vehicles.
  • the mechanical braking system there is a purely mechanical coupling between a brake pedal and a mechanotronic brake pressure regulator in a fallback level. This means that if the mechanics or electronics of the brake pressure regulator fail, the driver can control the brake pressure without electronic reinforcement, i.e. purely mechanically through the force of his foot. This means that even if the brake pressure regulator fails, a high braking force can still be achieved.
  • Such mechanically decoupled systems or devices can therefore generally be referred to as X-by-wire devices or X-by-wire systems.
  • the X-by-wire device of the vehicle is to be understood in particular as a steer-by-wire device and/or a brake-by-wire device of the vehicle.
  • Such steer-by-wire devices and/or brake-by-wire devices can be used particularly in vehicles that are designed for fully automatic or autonomous driving.
  • improvements in terms of safety, comfort and personalization can be achieved by using the steer-by-wire device and/or the brake-by-wire device. Due to the elimination of a mechanical fallback level in by-wire steering systems and by-wire braking systems, challenges arise with regard to the reliability of such X-by-wire devices.
  • an interface between an electronic brake pedal and a brake pressure actuator of a brake-by-wire device can comprise a first data bus and a second, redundant data bus. This can be provided in an analogous manner for an interface between an electronic steering wheel and a steering actuator of a steer-by-wire device.
  • other concepts are also possible to provide a fallback level in the event of an error occurring in a by-wire steering system or by-wire braking system.
  • the additional fallback level may not be available. For example, it may happen that both a main path and a redundant path fail at the same time due to a common cause of failure or due to a coupling mechanism.
  • Reasons for the occurrence of common cause failures or cascading failures can be the installation of similar hardware components or software components in several control units of the X-by-Wire system. If a specific cause of failure of this hardware component or software component is present, a failure can occur simultaneously in all affected control units. Furthermore, error chains based on a single cause of failure can lead to several control units failing one after the other in quick succession.
  • the object of the present invention is to provide a method of the type mentioned at the outset, which brings with it increased operational reliability, and to create a vehicle designed to carry out the method.
  • At least one sensor signal is detected, the sensor signal indicating an actuation of an actuating element of an X-by-wire device of the vehicle by a user of the vehicle.
  • At least one target value assigned to the sensor signal is compared with at least one actual value.
  • the at least one actual value corresponds to an actual behavior of the vehicle or at least one component of the vehicle. If there is a predetermined deviation of the actual value from the target value, at least one measure is taken.
  • the at least one target value and the at least one actual value are transmitted to a monitoring device external to the vehicle, which compares the actual value with the target value. If the deviation is present, the monitoring device external to the vehicle causes at least one device internal to the vehicle to take the at least one measure.
  • the vehicle-external monitoring device provides an independent control instance which is not affected by the error even if the X-by-wire device in the vehicle is faulty. Consequently, the provision or introduction of the vehicle-external monitoring device results in increased operational reliability. This is because the presence of the predetermined deviation of the actual value from the target value can be determined by the vehicle-external monitoring device, which then causes the at least one vehicle-internal device to take the at least one measure.
  • the monitoring device which is external to the vehicle, i.e. separate from the vehicle and arranged outside the vehicle and is preferably designed for wireless communication with the vehicle, also makes it possible to monitor a plurality of vehicles or a fleet of vehicles with regard to any deviations of the respective actual value from the respective target value. This is advantageous in that clusters of undesirable deviations can be detected at an early stage. Accordingly, suitable measures can then be initiated at an early stage, for example measures that can be implemented directly in the vehicle using the vehicle-internal device and/or maintenance measures or repair measures. In such an application, in which a plurality of vehicles or the vehicle fleet is monitored with regard to deviations of the respective actual value from the respective target value, the vehicle-external monitoring device can be referred to as a fleet watchdog.
  • the corresponding advantages apply both when the at least one X-by-wire device of the vehicle is designed as a steer-by-wire device, for example, and when the X-by-wire device is designed as a brake-by-wire device, for example.
  • the vehicle can also have both the steer-by-wire device and the brake-by-wire device.
  • the actuating element that can be actuated by the user can be a steering handle, for example in the form of a steering wheel.
  • the at least one sensor signal can indicate, for example, an actuating force applied to the steering wheel and/or a rotation of the steering wheel by a respective angle of rotation.
  • a behavior of the entire vehicle corresponding to this actuation of the steering wheel and/or a behavior of at least the component of the vehicle corresponding to the actuation of the steering wheel can be assigned to such sensor signals as a target value.
  • the actual behavior of the entire vehicle can be described by driving dynamics data such as a yaw rate and/or a longitudinal acceleration and/or a lateral acceleration and/or a longitudinal speed and/or a lateral speed of the vehicle or the like, or can be recorded using such data.
  • the target values associated with the at least one sensor signal which relate to the actual behavior of the entire vehicle, can accordingly be values of the driving dynamics variables mentioned above as examples that can be expected depending on the sensor signal.
  • the actuating element that can be actuated by the user of the vehicle can be an electronic brake pedal, for example, wherein the at least one sensor signal can include an actuating force applied to the electronic brake pedal and/or a distance traveled by the brake pedal.
  • a first measure can be to simply inform the user of the vehicle that there is a problem with the X-by-Wire device.
  • a corresponding communication device in the vehicle can be used as an internal device, for example in the form of a display or a screen or the like.
  • the user of the vehicle can be warned that there is a problem with the X-by-Wire device.
  • the information can be accompanied by an additional warning notice, which informs the user of the vehicle of the problem of the Impairment of the X-by-Wire device's functionality is brought to the attention of the user more emphatically than mere information.
  • This emphatic warning or information can be implemented, for example, by flashing a corresponding warning message and/or by additionally emitting a warning tone or the like.
  • the user of the vehicle may be advised to visit a workshop, or the user may be informed that such a workshop visit is necessary, as otherwise the vehicle's ability to continue driving will be restricted, at least in the near future.
  • Such warnings or recommendations may be issued to the user by the in-vehicle device, for example in the form of the vehicle's communication device.
  • Another measure that can be considered is allowing the vehicle to continue driving at a speed limited to a certain maximum speed and/or for a certain limited time and/or for a certain limited distance.
  • the vehicle is automatically and forcibly brought to a standstill. This can be achieved by a corresponding device on the vehicle that limits the speed and/or a device on the vehicle that limits the remaining time and/or the remaining distance.
  • Another measure that may be taken is to bring the vehicle to a standstill immediately and automatically.
  • the forced standstill of the vehicle can be achieved, for example, by means of a braking device on the vehicle.
  • the measures of increasing severity of intervention mentioned above as examples can be taken in particular depending on the size of the deviations of the actual value from the target value.
  • the vehicle-external monitoring device When determining the at least one measure to be taken, the vehicle-external monitoring device preferably takes into account a size of the deviation of the at least one actual value from the at least one target value. For example, it can be provided that different measures are available with regard to influencing a driving state of the vehicle and/or that the at least one Measure includes informing and/or warning the user of the vehicle, in particular a driver of the vehicle. By taking into account the size of the deviation of the actual value from the target value when determining the measure to be taken, the severity of a fault in the X-by-wire device can be taken into account very well, in particular in a well-graded manner.
  • the vehicle-external monitoring device compares the respective target values and actual values of a plurality of vehicles with one another. This makes it very easy to determine whether errors are occurring in the respective X-by-wire devices of vehicles belonging to a vehicle fleet. This can be used to initiate at least one measure specifically for the vehicles affected. Additionally or alternatively, such information can be used, for example, as part of quality assurance, which can be located in particular at a manufacturer of the respective vehicle, to take measures that help prevent the identified errors from occurring in the future. This is also advantageous in terms of increasing the operational reliability of the vehicle affected.
  • the vehicle-external monitoring device When determining the at least one measure to be taken, the vehicle-external monitoring device preferably takes into account a result of the comparison of the respective target values and actual values of the vehicles. This enables the respective vehicle affected to react very well and adequately to the presence of deviations between the target values and the actual values.
  • the vehicle-external monitoring device carries out an evaluation based on the target values and actual values received from the vehicles, in which a number of deviations of the respective actual value from the respective target value are taken into account.
  • This is helpful in determining weak points in the respective X-by-wire devices of the vehicles in the vehicle fleet. For example, if a design range of the by-wire steering and/or the by-wire braking system is exceeded in a large number of vehicles in the vehicle fleet, this can be interpreted as an indication that improvements to the X-by-wire device are advisable.
  • the number of deviations is taken into account when determining the at least one measure to be taken. This makes it possible to react very effectively to any accumulation of errors, which would result in a correspondingly large number of deviations.
  • the deviations can be assigned to a particular error type during the evaluation carried out by the external monitoring device based on the target values and actual values received from the vehicles. In this way, certain types of errors can be easily and simply identified so that targeted remedial action can be taken.
  • the type of error is taken into account when determining the at least one measure to be taken.
  • the measure to be taken can be tailored very well to the respective type of error. This is beneficial for increasing the operational safety of the vehicle.
  • the vehicle-external monitoring device carries out an evaluation based on the target values and actual values received from the vehicles with regard to the occurrence of deviations in time and/or location and/or in connection with the operation of the respective vehicle.
  • the evaluation with regard to the occurrence of deviations in time is advantageous in order to be able to determine whether, for example, wear caused by time can be identified as the reason for malfunctions in the X-by-wire devices.
  • the evaluation of the local occurrence can provide information about whether local conditions, such as driving the vehicle in a warmer or cooler region and/or in a more humid or more dry region and/or in more flat or more mountainous terrain or the like, and/or other environmental conditions such as the condition of the respective roads, are possible reasons for the occurrence of the deviations.
  • the measure to be taken can include improving the vibration resistance.
  • the occurrence of the deviations in time and/or place and/or in connection with the operation of the vehicle can advantageously be taken into account when selecting the at least one measure which is carried out by the at least one in-vehicle device. This is advantageous.
  • the vehicle-external monitoring device can carry out an evaluation based on the target values and actual values received from the vehicles with regard to a temporal and/or spatial and/or vehicle operation-related accumulation of the deviations. By taking into account the frequency of occurrence of the deviations, it can be decided, for example, whether it is advisable to instruct the at least one vehicle-internal device to take the at least one measure.
  • the vehicle-external monitoring device sends a status request to at least one control unit of the X-by-wire device. If there is no response to the status request after a first period of time has elapsed, the vehicle-external monitoring device causes the at least one vehicle-internal device to take a first measure.
  • This makes it possible to react very quickly if the control unit of the X-by-wire device does not send a response to the status request, at least temporarily.
  • this can be used to prepare for a further or second measure to be taken. In particular, this can ensure that the second measure can take effect very quickly. This is advantageous.
  • the vehicle remains easily controllable by the user or driver while the first measure is being taken. This ensures that even in the event of a false activation, for example if taking the first measure would not have been necessary in the first place, taking the first measure does not lead to an impairment of the driving condition of the vehicle that is undesirable for the user or driver.
  • an in-vehicle monitoring device can send a status request to at least one control unit of the X-by-wire device, wherein the in-vehicle monitoring device causes the at least one in-vehicle device to take a first measure if there is no response to the status request after a first period of time has elapsed.
  • the in-vehicle monitoring device can also be referred to as the vehicle's watchdog.
  • Such an in-vehicle monitoring device can preferably be operated independently of the at least one control unit of the X-by-wire device, for example by providing a separate power supply.
  • the in-vehicle monitoring device independently of the at least one control unit of the X-by-wire device, it can be ensured that a problem occurring in the at least one control unit of the X-by-wire device does not simultaneously affect the in-vehicle monitoring device. This allows the in-vehicle monitoring device to very well fulfill its function of monitoring the X-by-wire device.
  • the vehicle-external monitoring device and/or the vehicle-internal monitoring device checks whether the at least one control device sends a status message to the monitoring device at predetermined time intervals, in particular periodically, without this sending of the status message being preceded by a status request. Accordingly, if the status message is not received after the expiry of the first time period, the at least one vehicle-internal device can be prompted by the vehicle-external monitoring device and/or by the vehicle-internal monitoring device to take the first measure This is also beneficial for monitoring the functionality of the X-by-Wire device.
  • the at least one control unit sends a status message to the vehicle-external monitoring device and/or to the vehicle-internal monitoring device every 50 milliseconds, the vehicle-internal device can be prompted to take the first measure after 60 milliseconds have elapsed, for example.
  • Such a vehicle-internal monitoring device can also be used in a method in which no transmission of the at least one target value and the at least one actual value to the vehicle-external monitoring device is provided.
  • the vehicle-internal monitoring device can therefore carry out the comparison of the at least one actual value with the at least one target value instead of the vehicle-external monitoring device and, if the predetermined deviation is present, cause the at least one vehicle-internal device to take the at least one measure.
  • vehicle-external monitoring device The advantages and preferred embodiments described for the vehicle-external monitoring device therefore apply analogously to the vehicle-internal monitoring device, in particular in a method in which no vehicle-external monitoring device is used at all, but instead the vehicle-internal monitoring device.
  • vehicle-internal monitoring device can also be present in addition to the vehicle-external monitoring device.
  • the monitoring of the vehicle's X-by-wire device can be carried out during at least partially automated and/or autonomous driving of the vehicle.
  • the use of the X-by-wire device is advantageous.
  • This also applies to highly automated, in particular autonomous driving. Accordingly, it is advantageous here if the functionality of the X-by-wire device is monitored by means of the vehicle-internal monitoring device and/or the vehicle-external monitoring device.
  • a signal is detected that indicates, for example, a steering request and/or a braking request that is to be implemented by the X-by-wire device. Accordingly, in this method, a target value assigned to this signal is compared with the actual value and, if the actual value deviates from the target value, at least one measure is taken.
  • the comparison of the target value with the actual value can be carried out by the vehicle-external monitoring device and/or by the vehicle-internal monitoring device, which, if the deviation occurs, causes the at least one vehicle-internal device to take the at least one measure.
  • a failure or malfunction of at least one component of the X-by-wire device can be detected or identified.
  • the vehicle-external monitoring device and/or the vehicle-internal monitoring device causes the at least one vehicle-internal device to take a second measure.
  • the vehicle-external monitoring device and/or the vehicle-internal monitoring device can cause the at least one vehicle-internal device to take the second measure.
  • the second measure can be prepared by taking the first measure, and the second measure is then taken. If the status message of the at least one control unit to the vehicle-external monitoring device and/or to the vehicle-internal monitoring device is expected every 50 milliseconds, a preparatory first measure can be taken, for example, after 60 milliseconds have elapsed and the second measure after 70 milliseconds have elapsed.
  • the first measure can include preparing for or initiating braking. For example, braking can be initiated after a period of 60 milliseconds and braking can be carried out after a period of 70 milliseconds if the status message expected every 50 milliseconds is not received.
  • Preparing for deceleration or braking of the vehicle or initiating partial braking can consist in particular in reducing an existing clearance between brake pads and a brake disc of at least one brakeable wheel of the vehicle without there being any braking effect at all or at most a very low braking effect.
  • the subsequent braking can be carried out very quickly because the brake pads are already very close to the brake disc due to the preparation for braking. This is advantageous.
  • an internal vehicle monitoring device compares the actual value with the target value.
  • the vehicle-internal monitoring device causes the at least one vehicle-internal device to take the at least one measure.
  • the vehicle-internal monitoring device can therefore be used in particular as a fallback level if communication with the vehicle-external monitoring device fails.
  • Such a situation can occur, for example, if communication with the external or vehicle-external monitoring device is not possible due to a missing or insufficiently stable communication connection. Furthermore, communication with the vehicle-external monitoring device may not take place if if the external monitoring device on the vehicle has failed or is impaired in its function for another reason. In such situations in particular, it is advantageous to be able to use the internal monitoring device on the vehicle, i.e. the vehicle's watchdog.
  • the invention therefore also includes further developments of the vehicle according to the invention which have features as have already been described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the vehicle according to the invention are not described again here.
  • an error message and/or a request to enter user feedback is issued and/or a default setting and/or a predetermined initial state is set.
  • the invention also includes combinations of the features of the described embodiments.
  • Fig. 1 shows a highly schematic view of a vehicle which is designed to communicate with an external monitoring device or a fleet watchdog, the vehicle having a steer-by-wire device and a brake-by-wire device;
  • Fig. 3 shows a schematic of a process sequence in which an internal vehicle monitoring device or a watchdog of the vehicle is used to monitor the X-by-wire devices of the vehicle;
  • Fig. 4 schematically shows a process flow in which the vehicle-external monitoring device monitors the X-by-wire devices of a plurality of vehicles.
  • the exemplary embodiments explained below are preferred exemplary embodiments of the invention.
  • the components described each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown.
  • the exemplary embodiments described can also be supplemented by other features of the invention already described.
  • the steer-by-wire device 12 there is no mechanical connection from the steering wheel 16 to a steering actuator 20 of the vehicle 10.
  • a steering angle of steerable wheels 22 of the vehicle 10 can be adjusted.
  • braking device 24 is designed in the present case to brake the wheels 22 of the vehicle 10, wherein for reasons of clarity the braking device 24 is only shown in the area of the front wheels of the vehicle 10.
  • a control unit 26 is provided in the respective X-by-wire device, which electronically transmits the driver's request to the steering actuator 20 or to the braking device 24 when the driver actuates the steering wheel 16 or the brake pedal 18.
  • a single such control unit 26 is shown in Fig. 1, although not only the respective X-by-wire device can have a plurality of such control units 26. Rather, the respective X-by-wire device can have or include a respective control unit 26, so for example the steer-by-wire device 12 at least a first such control unit 26 and the brake-by-wire device 14 at least a second such control unit 26.
  • the target values 30 correspond to sensor signals of the (in this case electronic) steering wheel 16 and to sensor signals of the (in this case electronic) brake pedal 18.
  • a sensor of the steering wheel 16 can detect an actuating force 34 (see Fig. 3) which the driver of the vehicle 10 applies to the steering wheel 16.
  • the sensor of the steering wheel 16 can detect an angle 36 (see Fig. 3) by which the steering wheel 16 is turned by the driver from an initial position of the steering wheel 16.
  • At least one sensor of the brake pedal 18 can detect an actuation force 38 (see Fig. 3) that is applied to the brake pedal 18 by the driver of the vehicle 10. Additionally or alternatively, the at least one sensor can detect a path 40 (see Fig. 3) that the brake pedal 18 travels or by which the brake pedal 18 is pivoted when the driver of the vehicle 10 actuates the brake pedal 18 as a sensor signal.
  • sensor-detectable data from actuators 54 of the steer-by-wire device 12 or the brake-by-wire device 14 can be used as actual values 32.
  • these sensor-detectable actual values 32 can be a brake pressure 56 which is applied by the braking device 24 or an axle steering angle 58 which is set by means of the steering actuator 20.
  • the vehicle watchdog or the vehicle-internal monitoring device 28 can determine a deviation of the at least one actual value 32 from the at least one target value 30 by forming a difference 60 (see Fig. 3). This deviation can be compared with a threshold value 62 in order to determine whether a predetermined deviation is present or whether the existing deviation is greater than the predetermined threshold value 62.
  • At least one measure to be taken can be selected from a block of measures 64.
  • the at least one measure can include informing 66 the driver of the vehicle 10 or warning 68 the driver of the vehicle 10.
  • an internal vehicle device 70 can be used, which can be designed, for example, as a display device or display of the vehicle 10.
  • a further measure can be designed as a limitation 72 (see Fig. 3) of the onward travel of the vehicle 10.
  • the limitation 72 of the onward travel of the vehicle 10 can consist in only allowing the vehicle 10 to continue to travel at a reduced speed, for example when the vehicle 10 is traveling on a highway at a speed of no more than 130 km/h.
  • the limitation 72 can consist in the vehicle only being able to be driven for a certain limited time of, for example, 40 minutes and/or only on a limited route, for example on a route of 25 kilometers. In this case, after this time limit and/or route limit has expired, the vehicle 10 can be automatically and forcibly brought to a standstill.
  • a further measure to be taken may include an immediate stopping 74 (see Fig. 3) of the vehicle 10. Accordingly, the vehicle 10 is immediately brought to a standstill automatically and forcibly.
  • the stopping measure 74 can also be brought about by the vehicle-internal device 70, for example by the device 70 ensuring that the braking device 24 is actuated.
  • the driver of the vehicle 10 may be recommended to visit a workshop or may be required to visit a workshop.
  • a vehicle-external monitoring device 76 is present, which is an external control entity located outside the vehicle 10.
  • This vehicle-external monitoring device 76 can, for example, be located on a server 78, which is shown highly schematically in Fig. 1. is shown.
  • the vehicle 10 is designed for communication with the vehicle-external monitoring device 76.
  • the vehicle 10 has a transmission device 80, by means of which the target values 30 and the actual values 32 can be transmitted to the vehicle-external monitoring device 76.
  • such a transmission to the vehicle-external monitoring device 76 can also be carried out by a plurality of vehicles 10, 82, wherein in addition to the vehicle 10 according to Fig. 1, only one further vehicle 82 is shown in Fig. 2.
  • the at least one further vehicle 82 can be constructed in the same or similar way as the vehicle 10 described with reference to Fig. 1 in terms of functionality.
  • the further vehicle 82 shown as an example in Fig. 2 also has the transmission device 80 and the at least one X-by-wire device.
  • the (electronic) steering wheel 16 and the (electronic) brake pedal 18 of the associated X-by-wire device are therefore shown schematically in the further vehicle 82 in Fig. 2.
  • the target values 30 and the actual values 32 can be determined in the same way as was explained with reference to Fig. 1 and Fig. 3 for the vehicle watchdog or the vehicle-internal monitoring device 28.
  • These target values 30 and actual values 32 can be referred to as vehicle fleet data 84 when the fleet watchdog is used (see Fig. 4).
  • the vehicle-external monitoring device 76 can monitor the at least one (not shown in Fig. 2) in-vehicle device 70 of the respective vehicle 10, 82 to take at least one measure if there is a deviation of the actual value 32 from the target value 30.
  • the difference formation 60 can be carried out, whereby according to Fig. 4 this difference formation 60 is carried out by the vehicle-external monitoring device 76.
  • the action block 64 preferably includes the measures of informing 66, warning 68, limiting 72 and stopping 74, as already explained with reference to Fig. 3. At least one of these measures can be taken in particular if a design range of the respective steer-by-wire device 12 and/or brake-by-wire device 14 is left for a corresponding number of vehicles 10, 82 or fleet vehicles. Additionally or alternatively, at least one of these measures can be taken if certain errors in the steer-by-wire device 12 and/or the brake-by-wire device 14 of the respective vehicle 10, 82 accumulate.
  • the taking of the respective measure can not only be determined for each individual vehicle 10, 82 by carrying out a threshold value comparison 86 (see Fig. 4). Rather, an evaluation of the vehicle fleet data 84 advantageously offers the additional possibility of determining error patterns in the entire vehicle fleet.
  • Such error patterns can, for example, include a clustering or frequency 88 of certain errors or abnormalities in the X-by-wire devices of the vehicles 10, 82.
  • a severity 90 of the respective error can be determined by evaluating the vehicle fleet data 84 using the vehicle-external monitoring device 76. The severity 90 of the respective error can, for example, be recorded by determining a size of the deviation of the respective actual value 32 from the respective target value 30.
  • an evaluation of the temporal occurrence and/or temporal accumulation of deviations is also advantageous in order to be able to take appropriate measures.
  • an evaluation with regard to a location 94 of occurrence and/or the location 94 of the accumulation of certain errors can be carried out by the vehicle-external monitoring device 76. This is because an evaluation of the vehicle fleet data 84 with regard to the local occurrence and/or the local accumulation is very informative for taking possible measures, in particular in the form of maintenance and/or repair of the respective X-by-wire device of the respective vehicle 10, 82.
  • the evaluation can be carried out with regard to an occurrence and/or an accumulation of deviations associated with vehicle operation 96 (see Fig. 4) of the respective vehicle 10, 82.
  • Such an analysis of the operational occurrence and/or the operational accumulation of certain errors is also beneficial in order to initiate corresponding measures or countermeasures.
  • Such measures can include, for example, a more robust design of the respective X-by-wire device.
  • a quality assurance department of a respective manufacturer of the respective vehicle 10, 82 can be informed so that suitable measures can be initiated in this way.
  • the procedure described with reference to Fig. 4 can also provide for a cascading of measures, for example in the form of informing 66, warning 68, limiting 72 and stopping 74. Which of these measures is taken can depend on the specific fault pattern that was identified in the vehicle fleet by the vehicle-external monitoring device 76.
  • the fault pattern can be determined, as explained above, by the frequency 88 and/or the severity 90 and/or the time 92 and/or the location 94 of the occurrence or frequent occurrence.
  • the at least one vehicle 10, 82 has a respective receiving device 98, which is designed to receive an instruction from the vehicle-external monitoring device 76. Based on this instruction, the at least one in-vehicle device 70 of the respective vehicle 10, 82 which takes at least one measure.
  • the watchdog or the vehicle-internal monitoring device 28 and/or the fleet watchdog or the vehicle-external monitoring device 76 monitor the functionality of the at least one X-by-wire device of the vehicle 10, 82.
  • the monitoring device 28, 76 can send a status request to the at least one control unit 26 of the X-by-wire device. If the X-by-wire device does not send a response after a first period of time has elapsed, the monitoring device 28, 76 can take a first measure.
  • braking of the vehicle 10, 82 can be prepared or initiated. Additionally or alternatively, it is possible to inform or warn the driver of the vehicle 10, 82 as a first measure. If there is no response to the status request after the first time period has elapsed, there are two possibilities.
  • the first measure with regard to the severity of the intervention or an influence on the driving state of the vehicle 10, 82, is such that neither the measure or action itself nor the termination of the measure or action makes it difficult for the driver to control the vehicle 10, 82. This ensures that even if the first measure is triggered incorrectly and is not actually necessary, the driving situation of the vehicle 10, 82 will not be difficult for the driver to control.
  • the complete stop 74 can be designed as an intensification of a braking effect of the braking device 24. This applies in particular if the preparation of the deceleration of the vehicle 10, 82 only leads to an extremely weak slowing of the travel of the vehicle 10, 82, which is not noticeable to the driver of the vehicle 10, 82.
  • a two-stage implementation of the measures has been described as an example, i.e. the implementation of the first measure after the expiration of the first time period and the absence of a response to the status request, and the implementation of the second measure after the expiration of the second time period and a continued absence of a response to the status request.
  • the component of the braking device 24 to be supplied with brake fluid can be prefilled.
  • the pressure of the brake fluid or similar hydraulic fluid can be increased. Furthermore, after a third time period has elapsed, the pressure can be increased even further. Finally, after a fourth time period has elapsed and there is still no response to the status request from the braking device 24, complete braking or slowing of the vehicle 10 can be effected.
  • the monitoring device 28, 76 can ensure all of these cascading interventions in the form of pre-filling, increasing the pressure and finally braking by issuing a corresponding instruction to the at least one vehicle-internal device 70.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un procédé pour faire fonctionner un véhicule (10), dans lequel au moins un signal de capteur est capturé, ledit signal de capteur indiquant l'actionnement d'un élément d'actionnement (16, 18) d'un dispositif à commande électrique (12, 14) du véhicule (10) qui est réalisé par un utilisateur du véhicule (10). Au moins une valeur cible assignée au signal de capteur est comparée à au moins une valeur réelle qui correspond à un comportement réel d'au moins un composant du véhicule (10). S'il existe un écart prédéterminé de la valeur réelle par rapport à la valeur cible, au moins une mesure est prise. Ladite au moins une valeur cible et ladite au moins une valeur réelle sont transmises à un dispositif de surveillance (76) qui est à l'extérieur du véhicule, compare la valeur réelle à la valeur cible et, si l'écart est présent, amène au moins un dispositif (70) à l'intérieur du véhicule à prendre ladite au moins une mesure. L'invention concerne également un véhicule (10).
EP23782839.7A 2022-10-04 2023-09-27 Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule Pending EP4599417A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022125539.5A DE102022125539A1 (de) 2022-10-04 2022-10-04 Verfahren zum Betreiben eines Fahrzeugs mit X-by-Wire-Einrichtung unter Verwendung eines Flotten-Watchdogs und Fahrzeug
PCT/EP2023/076718 WO2024074371A1 (fr) 2022-10-04 2023-09-27 Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule

Publications (1)

Publication Number Publication Date
EP4599417A1 true EP4599417A1 (fr) 2025-08-13

Family

ID=88237578

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23782839.7A Pending EP4599417A1 (fr) 2022-10-04 2023-09-27 Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule

Country Status (5)

Country Link
US (1) US20250232671A1 (fr)
EP (1) EP4599417A1 (fr)
CN (1) CN120019426A (fr)
DE (1) DE102022125539A1 (fr)
WO (1) WO2024074371A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020116107A1 (en) * 2001-02-07 2002-08-22 Deere & Company Method of monitoring equipment of an agricultural machine
EP2706510B1 (fr) * 2012-09-07 2016-11-30 Alcatel Lucent Procédé et système d'analyse de données relatives à un incident
GB2553121B (en) 2016-08-24 2019-02-06 Jaguar Land Rover Ltd Watchdog controller
GB2556682B (en) 2016-10-06 2020-04-01 Jaguar Land Rover Ltd Steering system
US10323946B2 (en) * 2017-10-11 2019-06-18 Verizon Patent And Licensing Inc. Automatic modification of monitoring of vehicle data
DE102017219473B4 (de) * 2017-11-02 2025-02-13 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum vorausschauenden Erkennen eines Ausfalls einer Komponente eines Fahrzeugs, computerlesbares Medium, System, und Fahrzeug umfassend das System
DE102021210000A1 (de) * 2021-09-09 2023-03-09 Volkswagen Aktiengesellschaft Verfahren zum Beurteilen eines Beschleunigungsvorgangs eines Fahrzeugs, sowie Beschleunigungssystem und Fahrzeug

Also Published As

Publication number Publication date
DE102022125539A1 (de) 2024-04-04
US20250232671A1 (en) 2025-07-17
CN120019426A (zh) 2025-05-16
WO2024074371A1 (fr) 2024-04-11

Similar Documents

Publication Publication Date Title
EP3691945B1 (fr) Système de frein de véhicule et méthode d'emploi
EP3707047B1 (fr) Système pour le fonctionnement au moins partiellement autonome d'un véhicule automobile à double redondance
EP2766235B1 (fr) Véhicule et procédé de commande d'un véhicule
EP3507151B1 (fr) Système de freinage pneumatique à commande électronique dans un véhicule utilitaire, et procédé de commande électronique d'un système de freinage pneumatique dans un véhicule utilitaire
DE102012211901B4 (de) Verfahren zur Spurhalteunterstützung für Kraftfahrzeuge
DE102011110892B4 (de) Fahrzeug-Bremssystem, sowie Verfahren hierfür
EP3377382B1 (fr) Procédé et dispositif de conduite d'un véhicule automobile assistée, partiellement automatisée, en grande partie automatisée, entièrement automatisée ou sans conducteur
EP4071012A1 (fr) Système de freinage pour un véhicule autonome
DE102015222624B4 (de) Verfahren und Überwachungsvorrichtung zum Betreiben eines Kraftfahrzeugs
EP2032416A1 (fr) Direction d'essieu arrière pour grue automotrice
DE102016223655A1 (de) Verfahren und Vorrichtung zum Betreiben einer elektromotorischen Feststellbremse eines Kraftfahrzeugs, Kraftfahrzeug
EP1972514B1 (fr) Véhicule automobile doté d'un système X-by-wire et procédé de fonctionnement d'un système X-by-wire d'un véhicule automobile
DE10357922A1 (de) Verfahren zum Ansteuern von Stellern in Fahrzeugen
DE102012219533A1 (de) Bremsanlage für Kraftfahrzeuge
DE102022104852A1 (de) Bremssystem, Fahrzeug und Verfahren zum Betreiben eines Bremssystems
EP1145927A1 (fr) Système de freinage à contròle électrique notamment actionné électromécaniquement pour véhicules
DE19735015A1 (de) Verfahren und Vorrichtung für Sicherheitsstrategien in Kraftfahrzeugen
DE102018221105B4 (de) Verfahren zum Überwachen eines Lenksystems eines Kraftfahrzeugs
EP1564096B1 (fr) La vérification du fonctionnement correcte d'un frein de stationnement par l'évaluation de la vitesse de rotation d'un roue
EP4599417A1 (fr) Procédé de fonctionnement d'un véhicule avec un dispositif à commande électrique à l'aide d'une surveillance de flotte, et véhicule
EP3835151A1 (fr) Procédé de commande d'un système de freinage d'un véhicule
DE102022121565B3 (de) Verfahren zur Betätigung von elektronisch gesteuerten Bremsen eines Nutzfahrzeugs
DE102024204694B3 (de) Verfahren zum Betreiben eines autonom fahrenden Fahrzeugs und autonom fahrendes Fahrzeug
DE102022118620B4 (de) Kraftfahrzeug mit einer ersten Antriebsmaschine und einer als elektrische Maschine ausgebildeten zweiten Antriebsmaschine und Verfahren zum Betrieb eines Kraftfahrzeugs
WO2026002682A1 (fr) Procédé de traitement d'au moins une défaillance dans un système de direction

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20250429

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)