METHOD AND DEVICE FOR ASCERTAINING A CLAMPING FORCE OF A BRAKING UNIT OF A MOTOR VEHICLE

Abstract

A method for ascertaining a clamping force of a braking unit of a motor vehicle, which includes at least one rotatably mounted wheel and a braking system including at least one braking unit and at least one electric motor. The electric motor includes a motor winding and a rotatably mounted rotor. The rotor is coupled with the brake body so that a clamping force may be generated by a rotation of the rotor, by which a brake body is pressed against a brake element. A rotation angle of the rotor and/or a displacement travel of a displaceably mounted element of the transmission unit is ascertained, and a level of the generated clamping force is ascertained as a function thereof. A level of the clamping force is ascertained as a function of the level of a motor current.

Claims

1-10 (canceled).

11. A method for ascertaining a clamping force of a braking unit of a motor vehicle, the motor vehicle including at least one rotatably mounted wheel, and a braking system including at least one braking unit and at least one electric motor, the braking unit including a brake element connected in a rotationally-fixed manner to the wheel and at least one brake body pressable against the brake element, the electric motor including a motor winding and a rotatably mounted rotor, the rotor being coupled by a transmission unit with the brake body in such a way that a clamping force may be generated by a rotation of the rotor, by which the brake body is pressed against the brake element, the rotor being rotatable by applying an electric motor current to the motor winding, the method comprising the following steps: ascertaining a rotation angle of the rotor and/or a displacement travel of a displaceably mounted element of the transmission unit; ascertaining a level of the generated clamping force as a function of the rotation angle and/or the displacement travel; ascertaining a level of the motor current; and ascertaining the level of the clamping force as a function of the level of the motor current.

12. The method as recited in claim 11, wherein the level of the clamping force is ascertained as a function of a first characteristic curve, which describes the clamping force as a function of the rotation angle or the displacement travel.

13. The method as recited in claim 12, wherein the first characteristic curve is changed as a function of the level of the motor current.

14. The method as recited in claim 13, wherein; i) as a function of the level of the motor current and the ascertained rotation angle, a corrected rotation angle is ascertained, the level of the clamping force being ascertained as a function of the corrected rotation angle, and/or ii) as a function of the level of the motor current and the ascertained displacement travel, a corrected displacement travel is ascertained, the level of the clamping force being ascertained as a function of the corrected displacement travel.

15. The method as recited in claim 14, wherein, as a function of the level of the motor current and a second characteristic curve which describes a clamping force transmission of the braking unit as a function of the level of the motor current, a current-based clamping force is ascertained, i) the first characteristic curve being changed as a function of the current-based clamping force, and/or ii) the corrected rotation angle and/or the corrected displacement travel being ascertained as a function of the current-based clamping force.

16. The method as recited in claim 14, wherein it is monitored whether a correction situation is present, i) the first characteristic curve only being changed upon the presence of the correction situation as a function of the level of the motor current, and/or ii) the corrected rotation angle and/or the corrected displacement travel only being ascertained upon the presence of the correction situation.

17. The method as recited in claim 16, wherein: i) a rotational speed threshold is predefined, upon a presence of a rotational speed of the rotor falling below the rotational speed threshold, it being established that the correction situation is present, and/or ii) a displacement speed threshold is predefined, upon a presence of a displacement speed of the element falling below the displacement speed threshold, it being established that the correction situation is present.

18. The method as recited in claim 16, wherein a current change threshold is predefined, upon a presence of a motor current change falling below the current change threshold, it being established that the correction situation is present.

19. A method for operating a motor vehicle, the motor vehicle including at least one rotatably mounted wheel, and a braking system including at least one braking unit and at least one electric motor, the braking unit including a brake element connected in a rotationally-fixed manner to the wheel and at least one brake body pressable against the brake element, the electric motor including a motor winding and a rotatably mounted rotor, the rotor being coupled by a transmission unit with the brake body in such a way that a clamping force may be generated by a rotation of the rotor, by which the brake body is pressed against the brake element, the rotor being rotatable by applying an electric motor current to the motor winding, the method comprising: ascertaining a level of the generated clamping force; applying the motor current to the motor winding in such a way that the generated clamping force corresponds to a predefined setpoint clamping force; ascertaining a rotation angle of the rotor and/or a displacement travel of a displaceably mounted element of the transmission unit; ascertaining a level of the generated clamping force as a function of the rotation angle and/or the displacement travel; ascertaining a level of the motor current; and ascertaining the level of the clamping force as a function of the level of the motor current.

20. A device for ascertaining a clamping force of a braking unit of a motor vehicle, the motor vehicle including at least one rotatably mounted wheel, and a braking system including at least one braking unit and at least one electric motor, the braking unit including a brake element connected in a rotationally-fixed manner to the wheel and at least one brake body pressable against the brake element, the electric motor including a motor winding and a rotatably mounted rotor, the rotor being coupled by a transmission unit with the brake body in such a way that a clamping force may be generated by a rotation of the rotor, by which the brake body is pressed against the brake element, the rotor being rotatable by applying an electric motor current to the motor winding, the device comprising: an evaluation device configured to: ascertain a rotation angle of the rotor and/or a displacement travel of a displaceably mounted element of the transmission unit; ascertain a level of the generated clamping force as a function of the rotation angle and/or the displacement travel; ascertain a level of the motor current; and ascertain the level of the clamping force as a function of the level of the motor current.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] FIG. 1 shows a motor vehicle in a simplified representation, according to an example embodiment of the present invention.

[0021] FIG. 2 shows a further motor vehicle in a simplified representation, according to an example embodiment of the present invention.

[0022] FIG. 3 shows a first characteristic curve, according to an example embodiment of the present invention.

[0023] FIG. 4 shows a second characteristic curve, according to an example embodiment of the present invention.

[0024] FIG. 5 shows a method for ascertaining a clamping force, according to an example embodiment of the present invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0025] FIG. 1 shows a motor vehicle 1 in a simplified representation. Motor vehicle 1 includes a front wheel axle 2 and a rear wheel axle 3. Front wheel axle 2 includes a rotatably mounted first wheel 4 and a rotatably mounted second wheel 5. Rear axle 3 includes a rotatably mounted third wheel 6 and a rotatably mounted fourth wheel 7.

[0026] Motor vehicle 1 additionally includes a braking system 8. Braking system 8 includes a number of braking units 9, 10, 11, and 12 corresponding to the number of the wheels. Braking units 9, 10, 11, and 12 are only schematically shown in FIG. 1. A different one of braking units 9, 10, 11, or 12 is associated with each of wheels 4, 5, 6, and 7. Braking units 9, 10, 11, and 12 are designed to generate a friction braking torque in order to reduce the rotational speed of the wheel with which they are associated. For example, a first braking unit 9 of the braking units is designed to reduce the present rotational speed of first wheel 4. For this purpose, first braking unit 9 has a brake element connected in a rotationally-fixed manner to first wheel 4 and at least one brake body pressable against the brake element. Braking units 10, 11, and 12 correspond with respect to their design to first braking unit 9. Braking units 10, 11, and 12 each also include a brake element and at least one brake body, which is pressable against the brake element.

[0027] Braking system 8 additionally includes an electric motor 13. Electric motor 13 is also only schematically shown in FIG. 1. Electric motor 13 includes a rotatably mounted rotor and a motor winding. The rotor is rotatable by applying an electrical motor current I.sub.mot to the motor winding.

[0028] The rotor is coupled to a transmission unit 14. Transmission unit 14 includes at least one displaceably mounted element and is designed to convert a rotation of the rotor into a displacement of the displaceably mounted element. For example, transmission unit 14 includes a spindle gear for this purpose including a rotatably mounted spindle nut and a displaceably mounted spindle.

[0029] Braking system 8 additionally includes a master brake cylinder 15. In the present case, master brake cylinder 15 is designed as a tandem master brake cylinder 15, so that two hydraulic pistons are displaceably mounted in master brake cylinder 15. The rotor is coupled by transmission unit 14 to master brake cylinder 15 in such a way that the hydraulic pistons are displaceable by a rotation of the rotor.

[0030] Braking system 8 additionally includes a hydraulic block 16. Master brake cylinder 15 is fluidically connected by two input lines 17 and 18 to hydraulic block 16. Hydraulic block 16 is in turn fluidically connected by four output lines 19, 20, 21, and 22 to the wheel brake cylinders of braking units 9, 10, 11, and 12. If the hydraulic pistons are displaced in an actuation direction, a clamping force F.sub.clamp acting on the brake body is thus generated by a hydraulic fluid present in lines 17, 18, 19, 20, 21, and 22, by which the brake bodies are pressed against the particular brake elements.

[0031] Because the rotor is coupled by transmission unit 14 to the hydraulic piston, the clamping force may be generated by the rotation of the rotor. A level of the generated clamping force then corresponds to a rotation angle p of the rotor and a displacement travel of the displaceably mounted element. The greater rotation angle φ is, the higher generated clamping force F.sub.clamp is also. Furthermore, the level of generated clamping force F.sub.clamp corresponds to the level of the friction braking torque. The higher clamping force F.sub.clamp is, the higher the friction braking torque is also.

[0032] Motor vehicle 1 additionally includes a device 23. Device 23 includes a rotation angle sensor 24, which is associated with the rotor and is designed to detect rotation angle φ of the rotor. Device 23 additionally includes a current sensor 25, which is associated with the motor winding and is designed to detect the level of electric motor current I.sub.mot flowing through the motor winding. Moreover, device 23 includes an evaluation device 26. Evaluation device 26 is connected for communication to rotation angle sensor 24 and current sensor 25, so that detected rotation angle φ and the level of motor current I.sub.mot are provided to evaluation device 26. Evaluation device 26 is designed to ascertain the level of generated clamping force F.sub.clamp as a function of rotation angle φ of the rotor, on the one hand, and the level of motor current I.sub.mot, on the other hand.

[0033] Evaluation device 26 is additionally designed to ascertain activation signals for switches of a power electronics unit of electric motor 13 and to activate the switches as a function of the activation signals. Evaluation device 26 is designed as a control unit 26. If a friction braking torque is to be generated by braking units 9, 10, 11, and 12, evaluation device 26 activates the power electronics unit of electric motor 13 in a regulated manner in such a way that generated clamping force F.sub.clamp corresponds to a predefined setpoint clamping force.

[0034] Electric motor current I.sub.mot is thus applied to the motor winding in such a way that generated clamping force F.sub.clamp corresponds to the predefined setpoint clamping force. For example, the setpoint clamping force is predefined by actuation of a brake pedal of motor vehicle 1 by a driver of motor vehicle 1.

[0035] FIG. 2 shows another exemplary embodiment of motor vehicle 1. Motor vehicle 1 shown in FIG. 2 differs from motor vehicle 1 shown in FIG. 1 with regard to the design of braking system 8. The motor vehicle shown in FIG. 2 also includes braking units 9, 10, 11, and 12.

[0036] Braking system 8 of motor vehicle 1 shown in FIG. 2 includes a number of electric motors 13 corresponding to the number of braking units 9, 10, 11, and 12. Moreover, braking system 8 includes a number of transmission units 14 corresponding to the number of braking units 9, 10, 11, and 12. Each braking unit 9, 10, 11, and 12 is associated with a different one of electric motors 13 and a different one of transmission units 14.

[0037] The rotors of electric motors 13 are also coupled by transmission units 14 with the brake bodies of braking units 9, 10, 11, and 12 in such a way that a clamping force F.sub.clamp may be generated by an application of a motor current I.sub.mot to the motor windings of electric motors 13, by which the brake bodies of braking units 9, 10, 11, and 12 are pressed against the particular brake elements. Transmission units 14 are each coupled directly to the brake bodies, thus without an interconnected master brake cylinder.

[0038] Device 23A of motor vehicle 1 shown in FIG. 2 includes a number of rotation angle sensors 24 corresponding to the number of electric motors 13, a different one of rotation angle sensors 24 being associated with each of electric motors 13.

[0039] Device 23A additionally includes a number of current sensors 25 corresponding to the number of electric motors 13, a different one of current sensors 25 being associated with each of electric motors 13.

[0040] Rotation angle sensors 24 and current sensors 25 are connected for communication to evaluation device 26A, so that rotation angles φ detected by rotation angle sensors 24 and motor currents I.sub.mot detected by current sensors 25 are provided to evaluation device 26A.

[0041] Evaluation device 26A of motor vehicle 1 shown in FIG. 2 is designed to ascertain the level of clamping forces F.sub.clamp generated by electric motors 13 as a function of rotation angle p of the particular rotor, on the one hand, and the level of particular motor current I.sub.mot, on the other hand.

[0042] Moreover, evaluation device 26A is designed to ascertain activation signals for switches of power electronics units of electric motors 13 and to activate the switches as a function of the activation signals. Evaluation device 26A is designed to activate electric motors 13 independently of one another.

[0043] Evaluation device 26A activates the power electronics units in such a way that clamping forces F.sub.clamp generated by electric motors 13 each correspond to the predefined setpoint clamping force, as described above with reference to evaluation device 26.

[0044] FIG. 3 shows a first characteristic curve L1. First characteristic curve L1 describes the level of generated clamping force F.sub.clamp as a function of rotation angle φ of the rotor. As is apparent from FIG. 3, clamping force F.sub.clamp increases with an increase of rotation angle φ.

[0045] FIG. 4 shows a second characteristic curve L2. Second characteristic curve L2 describes the level of a clamping force transmission K.sub.F,I of the braking units as a function of motor current I.sub.mot. As is apparent from FIG. 4, clamping force transmission K.sub.F,I decreases with an increase of motor current I.sub.mot.

[0046] As mentioned above, evaluation device 26 activates electric motor 13 in such a way that generated clamping force F.sub.clamp corresponds to the predefined setpoint clamping force. Accordingly, evaluation device 26A activates electric motors 13 in such a way that particular generated clamping force F.sub.clamp corresponds to the predefined setpoint clamping force.

[0047] An advantageous method for ascertaining the level of generated clamping force F.sub.clamp is explained hereinafter with reference to FIG. 5. For this purpose, FIG. 5 shows the method on the basis of a flowchart. The method is described by way of example on the basis of evaluation device 26 of motor vehicle 1 shown in FIG. 1. However, evaluation device 26A of motor vehicle 1 shown in FIG. 2 is also designed to carry out the method and ascertain clamping force F.sub.clamp generated by each of electric motors 13 with the aid of the method.

[0048] In a first step S1, rotation angle sensor 24 detects present rotation angle φ of the rotor. Moreover, rotation angle sensor 24 provides detected rotation angle φ to evaluation device 26.

[0049] In a second step S2, current sensor 25 detects the level of motor current I.sub.mot. Moreover, current sensor 25 provides the detected level of motor current I.sub.mot to evaluation device 26.

[0050] At least steps S1 and S2 are carried out continuously, so that a profile of rotation angle φ and a profile of motor current I.sub.mot are provided to evaluation device 26.

[0051] In a third step S3, evaluation device 26 ascertains a clamping force transmission K.sub.F,I corresponding to the level of motor current I.sub.mot as a function of the level of motor current I.sub.mot with the aid of second characteristic curve L2. As a function of ascertained clamping force transmission K.sub.F,I, evaluation device 26 then ascertains in step S3 a current-based clamping force F.sub.clamp,I with the aid of the equation F.sub.clamp,I=K.sub.F,I(I.sub.mot)×I.sub.mot.

[0052] In a fourth step S4, evaluation device 26 checks whether a correction situation is present. A correction situation is presumed if braking units 9, 10, 11, and 12 and electric motor 13 are in a static state. For this purpose, evaluation device 26 predefines a rotational speed threshold and a current change threshold. Moreover, evaluation device 26 ascertains a rotational speed of the rotor as a function of the profile of rotation angle φ and a motor current change of motor current I.sub.mot as a function of the profile of motor current I.sub.mot. Evaluation device 26 then establishes that the correction situation is present if the ascertained rotational speed of the rotor falls below the rotational speed threshold and the ascertained motor current change falls below the current change threshold.

[0053] If evaluation device 26 establishes in step S4 that the correction situation is not present, the sequence refers to a fifth step S5. In fifth step S5, evaluation device 26 then ascertains the level of generated clamping force F.sub.clamp as a function of rotation angle φ detected in step S1 with the aid of first characteristic curve L1. The level of motor current I.sub.mot remains unconsidered.

[0054] However, if evaluation device 26 establishes in step S4 that the correction situation is present, the sequence refers to a sixth step S6. In sixth step S6, evaluation device 26 then ascertains, as a function of current-based clamping force F.sub.clamp,I ascertained in third step S3, a current-based rotation angle φ.sub.I of the rotor with the aid of first characteristic curve L1.

[0055] In a seventh step S7, evaluation device 26 compares current-based rotation angle φ.sub.I ascertained in step S6 to rotation angle p detected in step Sl. If detected rotation angle φ deviates from current-based rotation angle φ.sub.I evaluation device 26 thus corrects detected rotation angle φ. Evaluation device 26 thus ascertains a corrected rotation angle φ.sub.corr. For example, a rotation angle falling below detected rotation angle φ is ascertained as corrected rotation angle φ.sub.corr if current-based rotation angle φ.sub.I falls below detected rotation angle φ.

[0056] In an eighth step S8, evaluation device 26 then ascertains generated clamping force F.sub.clamp as a function of corrected rotation angle φ.sub.corr with the aid of first characteristic curve L1.

[0057] Evaluation device 26 preferably changes first characteristic curve L1 as a function of corrected rotation angle φ.sub.corr. Evaluation device 26 thus ascertains a corrected first characteristic curve. If step S5 is carried out again, evaluation device 26 then ascertains generated clamping force F.sub.clamp as a function of detected rotation angle φ with the aid of the corrected first characteristic curve.

[0058] As mentioned above, rotation angle φ of the rotor corresponds to the displacement travel of the displaceably mounted element of transmission unit 14. According to another exemplary embodiment of the method, the displacement travel of the element is detected and is used instead of detected rotation angle φ as the basis of the ascertainment of generated clamping force F.sub.clamp. For example, a first characteristic curve L1 is then used, which describes generated clamping force F.sub.clamp as a function of the displacement travel of the element.