CN103237697B - 用于调节由驻车制动器施加的夹紧力的方法、调节或控制器以及车辆中的驻车制动器 - Google Patents
用于调节由驻车制动器施加的夹紧力的方法、调节或控制器以及车辆中的驻车制动器 Download PDFInfo
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Abstract
本发明涉及一种用于调节由驻车制动器施加的夹紧力的方法,所述夹紧力至少部分地由具有电制动马达的电动的制动装置产生,在所述方法中,在电路断开时考虑感应电压的情况下求得电动的制动装置的总电阻,以及以总电阻为基础来确定夹紧力。
Description
技术领域
本发明涉及一种用于调节车辆中由驻车制动器施加的夹紧力的方法、用于执行该方法的调节或控制器以及具有该调节或控制器的车辆中的驻车制动器。
背景技术
在车辆中的驻车或停车制动器用于在静止状态中使所述车辆始终处于驻车状态。已知了电动机械的驻车制动器,该驻车制动器具有作为执行机构的电制动马达,通过该制动马达使制动活塞与制动器摩擦衬片一起压靠到制动盘上。例如,在DE10361042B3中描述了这种驻车制动器。
此外由该文献还已知了,补偿进给力(Zustellkraft)的变化,这种变化由于磨损、热影响或电阻的变化产生。
发明内容
本发明的目的在于,利用简单的措施以高精确性来调节由电动机械的驻车制动器提供的夹紧力。在此尤其应该利用简单的措施能检测对要提供的夹紧力起作用的马达参数的变化。
根据本发明,所述目的借助于如下技术方案实现:一种用于调节由驻车制动器施加的夹紧力的方法,所述夹紧力至少部分地由包括电制动马达的电动的制动装置施加,其中,在电路断开时考虑感应电压的情况下求得在电动的制动装置中的总电阻,并且以所述总电阻为基础确定或调节所述夹紧力,其中,由所述电动的制动装置中电路闭合时的电压和电路断开时的所述感应电压的差与电路闭合时的电流之比来确定所述总电阻。
根据本发明的方法涉及一种车辆中的电动机械的停车或驻车制动器,其中借助于电动机械的调节元件或执行机构产生用于使车辆驻车的夹紧力。电动机械的调节元件优选是电制动马达。必要时液压制动装置在车辆中还与驻车制动器共同起作用,例如通过如下方式,即液压车辆制动器压靠到被制动马达加载的制动活塞上,从而总夹紧力由电动机械份额和液压份额组成。然而,原则上驻车制动器能够仅通过电动机械的制动装置来提供夹紧力。
借助于根据本发明的方法可以测得电动的制动装置中的总电阻。获知精确的电阻对确定由电动的制动装置提供的夹紧力很重要。电阻会由于老化和温度影响而改变,此外还要考虑当电阻高时的制造公差。
根据本发明,以制动装置的电路中的感应电压为基础来测得电动的制动装置中的总电阻。在此断开电路,从而电流不再流过并且由于尚旋转的马达而感应出电压,该电压可以被测得或确定。因为电路断开,所以除了感应的电压之外不存在其它电压。因此,可以获得感应电压的值并在计算总电阻时加以考虑。例如可归因于温度影响或老化的电阻中的变化而被自动同时检测。在获知总电阻时可以确定或调节可电动调节的夹紧力。例如,在例如可归因于温度影响的总电阻的变化中,可以采取用于适配夹紧力的措施。如果证实了,所需的额定夹紧力由于马达参数的变化而不再能仅通过电动机械的制动装置产生,则可以通过辅助制动装置提供补充的夹紧力。辅助制动装置优选是液压车辆制动器。
此外或可选地,还可考虑其它措施,所述其它措施可以在获知总电阻和基于总电阻形成的待提供的电动夹紧力的情况下采取。例如,如果出现了像由于老化而导致的马达参数的显著变差,则必要时也可以产生故障信号,该故障信号被通知给驾驶员或者以其它方式进行处理。
在获取总电阻时,确定电路闭合时的电压和电路断开时的感应电压之间的差,并且该差除以电路闭合时的电流。电路闭合时的电压由不同分量组成,所述分量包括可归因于导线电阻的电压份额和电制动马达的电压份额,此外由感应电压形成的电压份额。测量在电路闭合时该电压份额的总和以及同时流过的电流。由电路闭合时各个电压份额的总和减去电路断开时感应出的同样被测得的电压。这种方法的优点在于,存在于闭合电路中的各个电压份额不必单独确定,而是总体上带入电阻的计算中。
待求得的电阻是总电阻,该总电阻一方面包括电路中的导线电阻,以及另一方面包括马达电阻。
根据本发明的另一个方面,在驻车制动器进给或者说作用或者说锁定(Zustellen)期间进行电流切断以获取感应电压。此外有利地,在电制动马达的空转阶段期间进行电流切断以获取感应电压。在该阶段中,马达转速具有相对较高的水平。随着断开电路,由于惯性使得转子继续旋转,其中与电流相比马达转速基于惯性仅非常缓慢地变化。与马达转速直接相关的互感电压与电流相比同样仅缓慢地变化。
有利地在短时间切断电流的范围内断开电路,其中在断开之后在短时间内电路再次闭合并继续进给过程(Zustellvorgang)。电路仅断开瞬间足够了,例如最大十分之一秒。
电路闭合时电流和电压的测量有利地在电流切断前不久实现,在电流切断期间确定感应电压。因此保证了,在电路闭合和断开时测得的参量与至少近似相同的马达转速相关。
根据本发明的方法在车辆中的调节或控制器中执行,该调节或控制器可以是驻车制动系统的组成部分。
附图说明
由附图说明和附图可得到其它优点和合适的实施方案。附图示出了:
图1以剖视图示出了用于车辆的电动机械的驻车制动器,其中通过电制动马达产生夹紧力。
图2以图表示出了在驻车制动器的夹紧过程中电流、电压、马达转速、夹紧力以及调节行程(Stellweg)基于时间的走向。
图3示出了用于在开关闭合时操控电制动马达的简化的等效电路图。
图4示出了用于在开关断开时操控电制动马达的等效电路图。
具体实施方式
在图1中示出了用于使车辆在静止状态中驻车的电动机械的驻车制动器1。驻车制动器1包括一具有夹钳9的制动钳2,所述夹钳接合制动盘10。作为调节元件,驻车制动器1具有作为制动马达3的电动机,所述制动马达驱动主轴4进行旋转,主轴构件5可旋转地支承在所述主轴上。在主轴4旋转时,主轴构件5沿轴向移动。主轴构件5在制动活塞6内部移动,所述制动活塞是制动器摩擦衬片7的支架,该制动器摩擦衬片由制动活塞6压靠到制动盘10上。在制动盘10的对置的侧面上设置另一个制动器摩擦衬片8,该制动器摩擦衬片位置固定的保持在夹钳9上。
在主轴4旋转运动时,主轴构件5在制动活塞6内部可以轴向向前朝向制动盘10移动或者在主轴4反向旋转运动时轴向向后运动直至到达止挡部11。为了产生夹紧力,主轴构件5对制动活塞6的内部端面进行加载,由此在驻车制动器1中轴向可移动地支承的制动活塞6连同制动器摩擦衬片7被压靠到制动盘10的朝向的端面上。
需要的话,驻车制动器可以由液压车辆制动器辅助,从而夹紧力由电动份额和液压份额组成。在液压辅助的情况下,制动活塞6的朝向制动马达的背面被加载处于压力下的液压流体。
在图2中针对夹紧过程基于时间地以图表示出了电制动马达的电流走向I、电压U和转速走向n,以及主轴构件5的调节行程s和产生的电动机械的夹紧力Fel。在时刻t1,夹紧过程通过施加电压以及在电路闭合时为制动马达通电来开始。在时刻t2,电压U和马达转速n已经达到其最大值。t2和t3之间的阶段是空转阶段,在该空转阶段中电流I在最低水平上移动。紧接着从时刻t3开始直至时刻t4是随着电动机械的夹紧力Fel增大的力形成阶段,在该力形成阶段中,制动器摩擦衬片贴靠在制动盘上并随着增大的夹紧力Fel而压靠到制动盘上。在时刻t4通过断开电路而关掉电制动马达,该关掉过程一直延续到时刻t5,其中制动马达的转速n降低直至为零。
在图3和4中分别示出了用于操控电制动马达的等效电路图,其中在图3中开关s1处于闭合位置,从而形成闭合的电路,而在图4中开关s1断开,从而断开电路。
电路由导线电阻R0以及电制动马达3的马达电阻RM组成。总电阻Rges以相加方式由导线电阻R0以及马达电阻RM组成:
Rges=R0+RM。
当开关s1闭合时,可以求得制动马达3上连同导线电阻上施加的总电压UMess,1,所述总电压由导线电阻上的单个电压UR0、制动马达上的单个电压URM以及作为互感电压的UEMK组成:
UMess,1=UR0+URM+UEMK。
可以测得电压UMess,1,同样在电路闭合时流过的电流IMess,1。
相反当开关s1断开时(图4),电路中没有电流流过,测量电压IMess,2等于零。因为随着开关s1断开,马达转速由于转子的惯性与电流相比仅缓慢地变化,所以当开关s1断开时也产生互感电压UEMK,该互感电压可以被求得作为测量电压UMess,2。由此根据下述公式借助于在电路闭合时测得的电压UMess,1以及测得的电流IMess,1可以计算出总电阻Rges:
Rges=R0+RM=(UMess,1-UMess,2)/IMess,1。
从而确定电制动马达中当前存在的总电阻,其中也考虑总电阻Rges的值中由于老化、温度影响或其它影响因素导致的变化。例如,总电阻Rges可以用在数学模型中,例如电动的(elektromotorisch)微分方程中用于确定电动机械的夹紧力或其它参量。
Claims (9)
1.一种用于调节由驻车制动器(1)施加的夹紧力(F)的方法,所述夹紧力至少部分地由包括电制动马达(3)的电动的制动装置施加,其特征在于,在电路断开时考虑感应电压(UEMK)的情况下求得在电动的制动装置中的总电阻(Rges),并且以所述总电阻(Rges)为基础确定或调节所述夹紧力(F),其中,由所述电动的制动装置中电路闭合时的电压(UMess,1)和电路断开时的所述感应电压(UEMK)的差与电路闭合时的电流(IMess,1)之比来确定所述总电阻(Rges):
Rges=(UMess,1-UEMK)/IMess,1。
2.按照权利要求1所述的方法,其特征在于,所述总电阻(Rges)包括导线电阻(R0)和马达电阻(RM):
R ges =R 0 +R M 。
3.按照权利要求1或2所述的方法,其特征在于,在所述驻车制动器(1)进给期间进行电流切断以获取所述感应电压(UEMK)。
4.按照权利要求1或2所述的方法,其特征在于,在所述电制动马达(3)的空转阶段期间进行电流切断以获取所述感应电压(UEMK)。
5.按照权利要求1或2所述的方法,其特征在于,电路闭合时的电流(IMess,1)和电路闭合时的电压(UMess,1)的测量在用于确定所述感应电压(UEMK)的电流切断前不久进行。
6.按照权利要求1或2所述的方法,其特征在于,至少部分地由辅助制动装置施加所述夹紧力。
7.按照权利要求6所述的方法,其特征在于,液压车辆制动器被用作辅助制动装置。
8.用于执行按照权利要求1至7中任一项所述的方法的调节或控制器。
9.具有按照权利要求8所述的调节或控制器的车辆中的驻车制动器。
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