Method for operating a braking system and braking system for a motor vehicle

Abstract

The present invention relates to a method for operating a braking system (1) of a motor vehicle (2) with an electromechanical brake (3) for braking a wheel (4) of the motor vehicle (2). A first temperature sensor (6) measures a first temperature profile (T1) at a first measuring point (5) on the electromechanical brake (3). A control device (7) of the braking system (1) provides a temperature model of the electromechanical brake (3) and applies the measured first temperature profile (T1) to the temperature model to determine a temporal temperature distribution over the brake pad (8). The invention further relates to a braking system (1) for a motor vehicle (2).

Description

[0001] The present invention relates to a method for operating a braking system of a motor vehicle having an electromechanical brake for braking a wheel of the motor vehicle. Furthermore, the invention relates to a braking system for a motor vehicle.

[0002] For electromechanical brakes, the current brake temperature plays a crucial role. It can, for example, provide information about possible functional limitations of the brake. A brake temperature that is too low in the friction contact area, resulting in condensation or ice formation, can lead to reduced braking effectiveness. A brake temperature that is too high in the friction contact area can also lead to reduced braking effectiveness or component failure, such as overheating of the brake disc, increased brake pad wear, or similar.

[0003] Furthermore, monitoring the brake temperature also allows conclusions to be drawn about the energy consumption of a brake. This energy consumption arises partly from electrical losses during the control of the electromechanical brake, but also from mechanical losses due to energy conversion in the friction contact.

[0004] Document WO 2018 / 099 864 A1 discloses a braking system in which the temperature of the brake pad holder can be measured via a temperature sensor arranged on a brake pad holder, such as a brake caliper. From this, the temperature and thus the wear condition of the brake pad can be estimated. Document WO 03 / 043 864 A1 discloses the determination of temperatures of friction partners in a braking system as a function of vehicle kinematics. The brake temperatures are determined, for example, via temperature sensors or with the aid of a temperature model. In this way, the braking system can be operated such that critical brake temperatures are not exceeded. Document DE 10 2013 213 922 A1 shows a braking system designed to brake a vehicle while taking into account the brake temperature and the humidity of the friction partners.The determination of a brake temperature is known from document DE 10 2005 004 576 A1. According to document DE 10 2020 100 274 ​​A1, the presence of a brake fault is determined by comparing brake pressure-dependent estimated values ​​with measured brake temperatures.

[0005] Another braking system designed to monitor brake temperature is known from document DE 10 2018 116 110 A1. A brake fluid temperature can be estimated using a brake model, a speed sensor, and an ambient temperature sensor. Document DE 10 2018 121 115 A1 discloses a braking system for a vehicle designed to determine the service life of brake pads based on a dynamic and a physical thermal model of the vehicle. Finally, document DE 10 2018 210 232 A1 discloses a method for operating a brake of a braking system of a vehicle depending on a brake temperature, which can be determined via a temperature sensor or a temperature model of the braking system. Document DE 10 2012 002 731 A1 discloses a brake with a device for adjusting the brake pad.

[0006] Known braking systems and methods for operating braking systems have the disadvantage that they only consider temperature peaks that occur at specific points within the braking system, for example, at the brake caliper. Critical braking system conditions, which can occur, for example, due to large temperature differences within individual components of the braking system, such as the brake pad, the brake pad holder, or the like, cannot be detected with the known devices and models.

[0007] It is therefore an object of the present invention to remedy, or at least partially remedy, the above-described disadvantages in a braking system for a motor vehicle. In particular, the object of the present invention is to provide a method for operating a braking system of a motor vehicle and a braking system for a motor vehicle that, in a simple and cost-effective manner, improve the early detection of an impending critical operating state of the braking system and / or reduce the risk of a critical operating state of the braking system occurring.

[0008] The above object is achieved by the patent claims. Accordingly, the object is achieved by a method for operating a braking system of a motor vehicle having the features of independent claim 1 and by a braking system for a motor vehicle having the features of independent claim 10. Further features and details of the invention emerge from the subclaims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the braking system according to the invention, and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is always made to each other.

[0009] According to a first aspect of the invention, the object is achieved by a method for operating a braking system of a motor vehicle. The braking system has an electromechanical brake for braking a wheel of the motor vehicle. The method comprises: - measuring a first temperature profile at a first measuring point on the electromechanical brake by a first temperature sensor, - providing a temperature model of the electromechanical brake by a control device of the brake system, wherein the temperature model represents a relationship between temperatures of a brake pad of the electromechanical brake and the first temperature profile, and - Determining a temporal temperature distribution across the brake pad by the control device by applying the measured first temperature profile to the temperature model.

[0010] The braking system with which the method according to the invention is carried out has the electromechanical brake for braking the wheel of the motor vehicle. The braking system preferably has a plurality of electromechanical brakes for braking a plurality of wheels of the motor vehicle. For example, each wheel can be assigned an electromechanical brake of the braking system. Alternatively, two electromechanical brakes of the braking system can be assigned to one, several, or all wheels. The electromechanical brake is preferably designed as a disc brake, drum brake, or generator brake, for example, for recuperation.

[0011] At the first measuring point, the first temperature sensor measures the first temperature profile of the electromechanical brake. The first temperature sensor can, for example, be designed as a resistance sensor that contacts the first measuring point. Alternatively, the first temperature sensor can also be designed for contactless temperature measurement. In the context of the invention, measurement of the first temperature profile is understood to mean a continuous or intermittent measurement of the first temperature, so that the changes, preferably also the rates of change, in the first temperature are quantitatively recorded over a measuring period, which can, for example, correspond to a travel time of the motor vehicle. The first measuring point is preferably a defined region of a component of the braking system, such as a region of a brake caliper, a region of a brake pad, or the like.The measured first temperatures are preferably transmitted from the first temperature sensor to the control device of the braking system. For this purpose, the first temperature sensor is preferably electrically coupled to the control device and, more preferably, is operable by the control device.

[0012] The control device of the braking system provides the temperature model of the electromechanical brake, for example, using an electronic data storage device. The temperature model represents a relationship between the temperatures of a brake pad of the electromechanical brake and the first temperature profile. The temperature model preferably takes into account known heat paths of the braking system, for example, between the first temperature sensor and various regions of the brake pad. According to the invention, it can be provided that a wear condition of the electromechanical brake, such as a thickness of the brake pad, is taken into account by the temperature model.The wear condition of the electromechanical brake can be determined in several ways, for example, by comparing the expected temperature of the brake pad with the determined temporal temperature distribution across the brake pad, by determining the vibration behavior of the electromechanical brake during and / or after actuation, the required adjustment travel of the brake pad to achieve contact with the brake disc, or the like. Oscillations, for example, are understood to mean vibrations and / or noises within the scope of the invention.

[0013] The control device then applies the measured first temperature profile as an input to the temperature model. This can be done continuously or intermittently, for example. The output variable is the temporal temperature distribution across the brake pad. A temporal temperature distribution refers to temperatures and temperature changes in various areas of the brake pad. In this way, a temperature gradient within the brake pad can be dynamically determined.

[0014] A method according to the invention for operating a braking system of a motor vehicle has the advantage over conventional methods that a temperature condition across the various regions of the brake pad can be reliably determined using simple means and in a cost-effective manner. This allows critical temperature fluctuations within the brake pad to be detected early and avoided by appropriate counteraction, for example, by reducing the braking power of the electromechanical brake and, if necessary, by compensating for the reduced braking power with another electromechanical brake of the braking system, for example, on another wheel of the motor vehicle that experiences less critical temperature fluctuations in the brake pad. In this way, the reliability of the braking system can be increased and brake pad wear can be reduced.

[0015] According to a preferred further development of the invention, a method can be provided in which an operating state of the electromechanical brake is determined by the control device and taken into account in the temperature model, wherein the operating state takes into account the braking energy of the electromechanical brake. The operating state of the electromechanical brake influences the temperature as well as the temperature distribution across the brake pad. Influencing factors here are the friction pairing of the electromechanical brake, for example, between a brake disc and the brake pad, an actuation force of the electromechanical brake, an actuation profile of the electromechanical brake, or the like. The actuation force can be used to determine a contact force of the friction partners.By determining the operating state, the control device can verify the temporal temperature distribution and influence it specifically by changing the operating state. This has the advantage of further increasing the reliability of the braking system and further reducing brake pad wear using simple and cost-effective means.

[0016] According to the invention, it is preferred that the braking energy is determined by evaluating a vehicle speed and / or a vehicle deceleration and / or a vehicle acceleration and / or a brake fluid pressure of the electromechanical brake. The vehicle speed, the vehicle deceleration, and the vehicle acceleration are further factors influencing the temperature development of the electromechanical brake. The higher the vehicle speed, the greater the braking energy required to stop the motor vehicle. A road gradient is preferably also taken into account as a correction factor. The actuating force of the electromechanical brake can be determined via the brake fluid pressure. This has the advantage that the reliability of the braking system can be further increased and brake pad wear can be further reduced using simple and cost-effective means.

[0017] Further preferably, to determine the temporal temperature distribution, a temperature of an engine of the motor vehicle and / or an ambient temperature and / or solar radiation and / or a humidity of the electromechanical brake and / or a vehicle speed of the motor vehicle and / or aerodynamic properties of the motor vehicle are used as input variables for the temperature model. These are further factors influencing the temperature development of the electromechanical brake. The engine radiates heat, which can be transferred to the electromechanical brake via convection, for example. The vehicle speed and aerodynamic properties of the motor vehicle can also be used to determine air currents that flow around the electromechanical brake and thus dissipate heat. The ambient temperature is also an influencing factor on the temperature distribution of the electromechanical brake.Additionally, humidity, wind speed, wind direction, and direction of travel can be taken into account. Sunlight can heat individual electromechanical brakes in the braking system to varying degrees. This is particularly relevant, for example, when the vehicle is parked for a period of time and the sun shines directly on only one side of the vehicle, or the wheels are shaded differently. Thus, the electromechanical brakes already exhibit different temperature distributions when driving away. The humidity of the electromechanical brake also influences the temperature distribution. This has the advantage of further increasing the reliability of the braking system and further reducing brake pad wear using simple and cost-effective means.

[0018] In a particularly preferred embodiment of the invention, a method can be provided in which a second temperature profile is determined at a second measuring point on the electromechanical brake by a second temperature sensor, wherein when the control device determines the temporal temperature distribution across the brake pad, the measured first temperature profile and the measured second temperature profile are applied to the temperature model. Thus, the first temperature sensor at the first measuring point measures the first temperature profile of the electromechanical brake and the second temperature sensor at the second measuring point measures the second temperature profile of the electromechanical brake. The first measuring point is arranged at a distance from the second measuring point. The second temperature sensor can, for example, be designed as a resistance sensor which contacts the second measuring point.Alternatively, the second temperature sensor can also be designed for contactless temperature measurement. Within the scope of the invention, measurement of the second temperature profile is understood to mean a continuous or intermittent measurement of the second temperature, so that the changes, preferably also the rates of change, in the second temperature are quantitatively recorded over a measurement period, which can correspond, for example, to a driving time of the motor vehicle. The second measuring point is preferably a defined area of ​​a component of the braking system, such as an area of ​​the brake caliper, an area of ​​the brake pad, or the like. The measured second temperatures are preferably forwarded from the second temperature sensor to the control device of the braking system.For this purpose, the second temperature sensor is preferably electrically coupled to the control device and, more preferably, operable by the control device. By measuring multiple temperature profiles, external influencing factors and wear effects, for example, can be determined. This has the advantage that the reliability of the braking system can be further increased and brake pad wear can be further reduced using simple and cost-effective means.

[0019] Preferably, the control device uses the temperature model to check the plausibility of the second temperature profile via the first temperature profile and / or the first temperature profile via the second temperature profile. During operation of a braking system, electronic components may fail unexpectedly, for example due to natural wear and tear, excessive stress, manufacturing defects, contamination, corrosion, or the like. In the case of temperature sensors, this may manifest itself, for example, in the temperature sensor delivering an incorrect result, for example a temperature that is too high or too low, or no result at all if, for example, a signal flow through the sensor is completely interrupted. The latter can occur, for example, in the case of a damaged cable, a corroded connector, or a wire break in the temperature sensor.Redundant temperature sensors with different measuring points allow both the overall condition of the electromechanical brake and the health status of the temperature sensors to be reliably monitored. This has the advantage of further increasing the reliability of the braking system and further reducing brake pad wear using simple and cost-effective means.

[0020] According to a preferred embodiment of the invention, the braking performance of the electromechanical brake is reduced by the control device if a temperature gradient across the brake pad exceeds a critical gradient threshold. A temperature gradient can arise, for example, from an asymmetric load on the electromechanical brake, such as uneven wear of the brake pad, damage to the electromechanical brake, local heating of the electromechanical brake, such as due to solar radiation or thermal radiation from other components of the motor vehicle, and / or local cooling of the electromechanical brake, such as due to water, snow, ice, convection, or the like.The critical gradient threshold can thus be used to determine that braking power can be throttled to prevent overloading of the electromechanical brake even if the maximum temperature of the brake pad is still within permissible temperature thresholds, but the existing temperature gradient increases the risk of damage to the electromechanical brake. Preferably, the control device is additionally designed to reduce the braking power of the electromechanical brake if a detected temperature at a point on the brake pad exceeds a critical temperature threshold. This has the advantage that the reliability of the braking system can be further increased and brake pad wear can be further reduced using simple and cost-effective means.

[0021] Particularly preferably, an alarm is issued by the control device when a temperature gradient across the brake pad exceeds a critical threshold. The alarm can be issued, for example, as a visual alarm, such as an alarm light, a monitor, or the like. Alternatively or additionally, the alarm can be issued, for example, as an acoustic alarm, such as a warning signal or voice announcement. Alternatively or additionally, the alarm can be issued, for example, as a haptic alarm, such as vibration of the brake pedal and / or the steering wheel. Alternatively or additionally, the invention can provide for the control device to initiate an emergency stop process in order to prevent damage to the electromechanical brake due to the temperature gradient and / or maximum temperatures of the brake pad.This is particularly advantageous when the control device predicts an increased braking requirement, for example, when driving downhill, experiencing increased traffic volume, or the like. Such a prediction can be performed, for example, using a navigation system, a traffic information system, or the like. This has the advantage that the reliability of the braking system can be further increased and brake pad wear can be further reduced using simple and cost-effective means.

[0022] According to the invention, it is preferred that the control device determines temporal temperature distributions across multiple brake pads of multiple electromechanical brakes of the braking system and compares them with one another to analyze the health status of the respective electromechanical brakes. In doing so, various factors influencing the respective electromechanical brakes are preferably taken into account, such as solar radiation, wind direction, precipitation, lane, past, current, and / or anticipated stress on the electromechanical brakes, interactions with other motor vehicles, puddles, or the like. This also allows, for example, the status of the temperature sensors to be monitored. This has the advantage that the reliability of the braking system can be further increased and brake pad wear can be further reduced using simple and cost-effective means.

[0023] According to a second aspect of the invention, this object is achieved by a braking system for a motor vehicle. The braking system comprises an electromechanical brake for braking a wheel of the motor vehicle, a first temperature sensor for measuring a first temperature profile at a first measuring point on the electromechanical brake, and a control device for operating the braking system. According to the invention, the braking system is designed to carry out a method according to the invention.

[0024] The braking system includes the electromechanical brake for braking the wheel of the motor vehicle. The braking system preferably includes multiple electromechanical brakes for braking multiple wheels of the motor vehicle. For example, each wheel can be assigned an electromechanical brake of the braking system. Alternatively, two electromechanical brakes of the braking system can be assigned to one, several, or all wheels. The electromechanical brake is preferably designed as a disc brake, drum brake, or generator brake, for example, for recuperation.

[0025] The first temperature sensor is designed to measure the first temperature profile of the electromechanical brake. The first temperature sensor can, for example, be designed as a resistance sensor that contacts the first measuring point. Alternatively, the first temperature sensor can also be designed for contactless temperature measurement. Within the scope of the invention, measurement of the first temperature profile is understood to mean a continuous or intermittent measurement of the first temperature, such that the changes, preferably also the rates of change, in the first temperature are quantitatively recorded over a measuring period, which can, for example, correspond to a travel time of the motor vehicle. The first measuring point is preferably a defined region of a component of the braking system, such as a region of a brake caliper, a region of a brake pad, or the like.The measured first temperatures are preferably transmitted from the first temperature sensor to the control device of the braking system. For this purpose, the first temperature sensor is preferably electrically coupled to the control device and, more preferably, is operable by the control device.

[0026] The control device of the braking system is designed to operate the braking system. Preferably, the control device is designed to actuate the electromechanical brake. The control device is designed to provide the temperature model of the electromechanical brake and to apply the measured first temperature profile as an input variable to the temperature model.

[0027] The braking system according to the invention provides all the advantages already described for a method for operating a braking system of a motor vehicle according to the first aspect of the invention. Accordingly, the braking system according to the invention has the advantage over conventional braking systems that a temperature condition across the various regions of the brake pad can be reliably determined using simple means and in a cost-effective manner. This allows critical temperature fluctuations within the brake pad to be detected early and avoided by appropriate counteraction, for example by reducing the braking power of the electromechanical brake and, if necessary, by compensating for the reduced braking power with another electromechanical brake in the braking system, for example on a different wheel of the motor vehicle, which exhibits less critical temperature fluctuations in the brake pad.In this way, the reliability of the braking system can be increased and wear on the brake pads can be reduced.

[0028] A braking system according to the invention for a motor vehicle and a method according to the invention for operating a braking system of a motor vehicle are explained in more detail below with reference to the drawings. They show schematically: Fig. 1 shows a side view of a preferred embodiment of a motor vehicle with a braking system according to the invention, Fig. 2 shows a perspective view of an electromechanical brake of a braking system according to the invention, Fig. 3 diagrams showing temperature profiles of an electromechanical brake, Fig. 4 shows a perspective view of a temperature distribution of a brake pad of an electromechanical brake, and Fig. 5 shows a flow chart of a preferred embodiment of a method according to the invention.

[0029] Elements with the same function and mode of action are listed in the Fig. 1 - 5 are each provided with the same reference numerals.

[0030] In Fig. Figure 1 schematically depicts a side view of a preferred embodiment of a motor vehicle 2 with a braking system 1 according to the invention. The braking system 1 comprises a plurality of electromechanical brakes 3, each configured to brake a wheel 4 of the motor vehicle 2. The braking system 1 comprises a control device 7 for operating the electromechanical brakes 3 and for implementing the method according to the invention.

[0031] Fig. Figure 2 shows a schematic perspective view of an electromechanical brake 3 of a braking system 1 according to the invention. The electromechanical brake 3 has a brake disc 12, which, in the assembled state, is rotationally fixedly coupled to a wheel 4 (not shown) of the motor vehicle 2. To generate a braking force on the brake disc 12, the electromechanical brake 3 has a brake caliper 11, on which two brake pads 8 are arranged, which can be moved against the brake disc 12 on both sides via the brake caliper 11.

[0032] At a first measuring point 5 on the brake calliper 11, a first temperature sensor 6 of the brake system 1 is arranged for determining a first temperature profile T1 (cf. Fig. 3) of the first measuring point 5. At a second measuring point 9 on the brake caliper 11, a second temperature sensor 10 of the braking system 1 is arranged for determining a second temperature profile T2 (cf. Fig. 3) of the second measuring point 9. According to the invention, the first temperature sensor 6 and / or the second temperature sensor 10 can also be arranged at other locations on the electromechanical brake 3, for example, on the brake pad 8 or integrated into the brake pad 8.

[0033] In Fig. 3 shows a schematic diagram of measured temperature profiles T1, T2 of an electromechanical brake 3. Shown are the first temperature profile T1 measured by the first temperature sensor 6 and the second temperature profile T2 measured by the second temperature sensor 10. The two temperature profiles T1, T2 start at approximately the same temperature value at the start of measurement t0. At a first point in time t1, the second temperature profile T2 falls significantly below the first temperature profile T1. This can occur, for example, due to sudden cooling by splashing water. At a second point in time t2, the second temperature profile T2 exceeds the first temperature profile T1. This can be caused, for example, by asymmetric loading of the brake pad 8.

[0034] Fig. Figure 4 shows a temperature distribution of a brake pad 8 of an electromechanical brake 3 schematically in a perspective view. In this example, several determined temperature values ​​E are schematically represented as circles to illustrate a temperature distribution across a surface of the brake pad 8, for example, a friction surface for rubbing against the brake disc 12. The method according to the invention can also be used to determine a temperature distribution across the volume of the brake pad 8.

[0035] In Fig.Figure 5 schematically illustrates a preferred embodiment of a method according to the invention for operating a braking system 1 of a motor vehicle 2 in a flowchart. In a first method action 100, the first temperature profile T1 is measured by a first temperature sensor 6 of the braking system 1 at the first measuring point 5 on the electromechanical brake 3. The measured values ​​are determined by the control device 7. In a second method action 200, the control device provides the temperature model of the electromechanical brake 3. The temperature model represents a relationship between the temperatures at various points on the brake pad 8 of the electromechanical brake 3 and the first temperature profile T1. In a third method action 300, the control device 7 determines the temporal temperature distribution across the brake pad 8.For this purpose, the measured first temperature curve T1 is used as input for the temperature model. List of reference symbols 1 braking system 2 motor vehicles 3 electromechanical brake 4 wheel 5 first measuring point 6 first temperature sensor 7 Control device 8 brake pad 9 second measuring point 10 second temperature sensor 11 Brake caliper 12 brake disc 100 first procedural action 200 second procedural action 300 third procedural action E determined temperature value t0 start of measurement t1 first time point t2 second time point T1 first temperature curve T2 second temperature curve QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] WO 2018 / 099 864 A1

[0004] WO 03 / 043 864 A1

[0004] DE 10 2013 213 922 A1

[0004] DE 10 2005 004 576 A1

[0004] DE 10 2020 100 274 ​​A1

[0004] DE 10 2018 116 110 A1

[0005] DE 10 2018 121 115 A1

[0005] DE 10 2018 210 232 A1

[0005] DE 10 2012 002 731 A1

[0005]

Claims

[1] Method for operating a braking system (1) of a motor vehicle (2) with an electromechanical brake (3) for braking a wheel (4) of the motor vehicle (2), comprising: - measuring a first temperature profile (T1) at a first measuring point (5) on the electromechanical brake (3) by a first temperature sensor (6), - providing a temperature model of the electromechanical brake (3) by a control device (7) of the brake system (1), wherein the temperature model depicts a relationship between temperatures of a brake pad (8) of the electromechanical brake (3) and the first temperature profile (T1), and - Determining a temporal temperature distribution over the brake pad (8) by the control device (7) by applying the measured first temperature profile (T1) to the temperature model. [2] Method according to claim 1, characterized bythat an operating state of the electromechanical brake (3) is determined by the control device (7) and taken into account in the temperature model, wherein the operating state takes into account a braking energy of the electromechanical brake (3). [3] Method according to claim 2, characterized by that the braking energy is determined by evaluating a vehicle speed and / or a vehicle deceleration and / or a vehicle acceleration and / or a brake fluid pressure of the electromechanical brake (3). [4] Method according to one of the preceding claims, characterized byin that, in order to determine the temporal temperature distribution, a temperature of an engine of the motor vehicle (2) and / or an ambient temperature and / or solar radiation and / or a humidity of the electromechanical brake (3) and / or a vehicle speed of the motor vehicle (2) and / or aerodynamic properties of the motor vehicle (2) are used as input variables for the temperature model. [5] Method according to one of the preceding claims, characterized by that a second temperature profile (T2) is determined at a second measuring point (9) on the electromechanical brake (3) by a second temperature sensor (10), wherein when determining the temporal temperature distribution over the brake pad (8) by the control device (7), the measured first temperature profile (T1) and the measured second temperature profile (T2) are applied to the temperature model. [6] Method according to claim 5, characterized bythat the control device (7) uses the temperature model to check the plausibility of the second temperature profile via the first temperature profile and / or the first temperature profile via the second temperature profile. [7] Method according to one of the preceding claims, characterized by that a braking power of the electromechanical brake (3) is reduced by the control device (7) when a temperature gradient across the brake pad (8) exceeds a critical gradient threshold value. [8] Method according to one of the preceding claims, characterized by that an alarm is issued by the control device (7) when a temperature gradient across the brake pad (8) exceeds a critical threshold value. [9] Method according to one of the preceding claims, characterized bythat the control device (7) determines temporal temperature distributions across a plurality of brake pads (8) of a plurality of electromechanical brakes (3) of the braking system (1) and compares them with one another in order to analyse a state of health of the respective electromechanical brakes (3). [10] Braking system (1) for a motor vehicle (2), comprising an electromechanical brake (3) for braking a wheel (4) of the motor vehicle (2), a first temperature sensor (6) for measuring a first temperature profile (T1) at a first measuring point (5) on the electromechanical brake (3) and a control device (7) for operating the braking system (1), characterized by that the braking system (1) is designed to carry out a method according to one of the preceding claims.

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