DE202008004451U1 - adjustment - Google Patents

Abstract

Adjusting device (19) for adjusting a motor-driven actuating element (20), in particular of a motor vehicle, with an actuating element (20), with an actuator (20) connected to the motor (22), with a sensor means (24) for detecting the load operating parameter (3) characterizing the motor (22) and having control means (26) connected to the motor (22) and the sensor means (24), the control means (26) being arranged to:
To record the course (5) of an operating parameter (3) characterizing the load of the motor as a function of a setting parameter characterizing the travel (s),
To check the course (5) of the operating parameter (3) for the presence of a trapping case by comparing a measured value of the operating parameter (3) with a predetermined tripping threshold and to stop the motor (22) if the tripping threshold is exceeded or undershot by the measured value and / or reversing,
- In a start-up phase after switching on the motor (22) from the course (5) of the operating parameter (3) on ...

Description

The The invention relates to an adjusting device for adjusting a motor-driven actuating element, in particular of a motor vehicle.

Under an actuator of a motor vehicle is present in each case A motor vehicle movably arranged element understood, which from an engine opposite a stationary part of the engine Motor vehicle, in particular the body moved, moves, can be opened or closed. Such an actuator is for example a side window, a sunroof, an electric operable door or tailgate. Also a electrically actuated vehicle seat provides such a Actuating element.

device an obstacle in the travel of such a driven actuator, For safety reasons, this obstacle must be pinched be prevented. The torques of the drives used are namely, big enough to trap in the event of jamming of a body part causing serious injury.

Out This reason is a danger zone in a modern motor vehicle an adjustable control element usually an anti-pinch system for the timely recognition of an obstacle, in particular one human body part, assigned, so that a pinch detected in time and for example by stopping or Reversing the drive a corresponding countermeasure is initiated.

From the DE 10 2005 000 753 A1 For this purpose, it is known to detect the value of an operating parameter characterizing the load of the engine, to compare the respective current value of the operating parameter with a predetermined threshold assigned to the travel, and if the threshold value exceeds or falls below the respective current value of the operating parameter to shut off the engine and / or reversing drive. In other words, along the travel from an unforeseen change of an operating parameter of the engine, for. As the speed, the torque or the motor current, closed in a pinching.

In the DE 197 19 338 C2 a method is specified, wherein the start-up behavior of a closing device is determined with regard to the compensation of a drive play and with regard to the stiffness to ensure anti-jamming. In particular, the travel path-dependent course of the motor current is detected as the operating parameter for this purpose.

In this case, it is considered that, especially in the start-up phase of a setting operation of the actuating element, ie in the phase after the engine is switched on, and in particular during a closing operation which immediately follows an opening operation, a compensation of a drive play, a so-called "clearance compensation", takes place, wherein the mechanical components of the engine / transmission assembly are braced. This start-up phase of the motor ends when the drive game is used up and the actuator is moved as a load. Due to the fluctuating in the start-up phase motor currents can be difficult to distinguish between an increase in load after successful clearance compensation and a pinching. As a result, in the start-up phase of the adjustment process undesirable misalignment of the actuating element can occur, for example, a misreversing of the drive, although there is no actual trapping event. According to the DE 197 10 338 C2 This problem is solved in that the anti-trapping protection is activated only after reaching a setting-dependent activation value and the further course of the operating parameter is predetermined until a uniform movement is achieved, taking into account previous measured values and, depending thereon, the threshold value.

outgoing The invention is based on the object of the prior art an adjusting device for a developed or alternative method for Ver make a motor-driven Stellelements, in particular of a motor vehicle to specify, wherein in particular in the start-up phase, a faulty control of the actuating element in terms a Einklemmfallerkennung is avoided as possible.

These The object is achieved by the features of claim 1. Accordingly, the adjustment comprises an actuator, a motor for driving the actuator, a sensor means for detecting the course of a load characterizing the engine Operating parameters and a control device connected to the engine and the sensor means is connected, wherein the control means is formed, the course of the operating parameter on the existence a trapping case by comparing a measured value of the operating parameter to check with a given trigger threshold and when the tripping threshold is exceeded or undershot stop the measured value of the motor and / or reversing it, in a start-up phase after switching on the engine from the course of the operating parameter to a turning point and the value assigned to the inflection point of the setting parameter for Adaptation of the check for the existence of a Einklemmfalles use.

Consequently a trapping case is determined by the course of a Load of the engine characterizing operating parameter along a positioning parameter characterizing the travel is detected, wherein a measured value of the operating parameter with a predetermined Tripping threshold is compared and in the event of or below the tripping threshold by the Measured value of the motor stopped and / or reversing driven becomes. This is in the difficult start-up phase after the Switching the motor on from the course of the operating parameter closed a turning point and assigned to the turning point Value of the setting parameter for an adjustment of the check based on the presence of a Einklemmfalles.

The The invention is based on the knowledge that it is in particular during a motorized adjustment of the actuating element in a start-up phase due to loading fluctuations of the engine of mechanical clearance compensation comes. As part of an anti-pinch system, which is an unexpected load change as a pinch case interpreted, it may thereby become an undesirable Error control of the actuator come.

The Invention continues from the consideration that a mechanical drive system consisting of actuator / gearbox / motor in the Start-up phase of the change between clearance compensation and acceleration of the control element shows a vibration behavior, to a state of equilibrium is achieved in which at constant motor voltage of the motor stationary runs and the actuator at a constant speed is moved.

Further now recognizes the invention that, in particular at a start off a reverse direction, with a first game compensation takes place, the engine first until exhaustion of the game is accelerated, then by taking the Stellelement braked and finally in the stationary State passes. Extensive research has now shown that the transition between the acceleration / deceleration phase into the stationary phase through a turning point in the course of Operating parameters is marked. Just from the turning point can it due to the change between clearance compensation and acceleration of the actuator come to a vibration behavior, until the Equilibrium state is reached, in which the actuator with constant speed is moved. Just such vibrations are the cause of the observable by means of the operating parameter Load fluctuations that make up a conventional anti-trap system often erroneously concludes a trapping case.

Further Investigations have now revealed that a turning point only in the case the problematic starting of the engine from the opposite direction occurs. Since the turning point, as already mentioned, the transition the deceleration phase is marked in the stationary phase, is thus in the case of the occurrence of a turning point, a trapping case excluded from this. Before the turning point can thus the triggering threshold fixed without danger or the course of the operating parameter be tracked by, for example, previous readings the operating parameter to an adjustment of the current tripping threshold value or the tripping threshold to the actual value Course of the operating parameter in a predetermined distance in parallel to be led. From the turning point begins the problematic Course of a timely recognition of a real Einklemmfalles without the risk of Fehlreversierung. Also is the turning point is an indication of when expected to be constant course of the operating parameter will be achieved.

The Invention now realizes that a faulty control of the actuating element with as high security as possible to detect a Einklemmfalles can be avoided if from the turning point, d. H. from the value of the setting parameter assigned to the inflection point the check is adapted as a precautionary measure to the existence of a trapping case.

These Adaptation can be done, for example, by an artificial offset added to the triggering threshold or the respective tripping threshold added will, so to speak, for a transitional period the danger of a faulty control due to a vibration behavior is avoided. Also, in case of a follow-up of the Trigger threshold value, according to which the current trigger threshold value derived from the previous history of the operating parameter and insofar as the course of the tripping threshold the actual Adjusted course of the operating parameter, the adjustment thereby be made that the known history of the tripping threshold artificially given to the point of inflection at this point becomes. It exploits that, as a rule, a curve near a turning point has a certain symmetry. Also could be from the turning point for a certain Period a fixed tripping threshold can be specified. Finally, it is also conceivable from the situation of the inflection point is a criterion for a switch-on value der der Stellparameters, from which the vibration behavior has subsided. From this switch-on value, the anti-trap protection can then be used safely switched on or activated.

Further investigations have now surprisingly shown that at a start from a Rectification, so that no clearance compensation takes place, but the control element is accelerated immediately, the course of the operating parameter shows no turning point. If, therefore, no turning point is detected within a predetermined fixed travel path, for example, after starting the engine, an unexpected undershooting or exceeding of a predetermined triggering threshold by the detected value of the operating parameter indicates an actual trapping event. In this case, the anti-pinch system does not need to undergo adaptation or can be activated from the predetermined value of the setting parameter, in the event that no turning point is detected.

When Operating parameters that reduce the load on the engine during a positioning process is characterized, for example, the motor current detected. Alternatively, for example, a load-dependent Detected rotational parameters, such as the angular velocity or speed or a derivable torque of the motor.

Conveniently, the operating speed of the motor is recorded as the operating parameter. The Speed of the motor gives the number of revolutions of the motor per Time on. The speed decreases with increasing load on the motor so that the trigger threshold, from which on a Trapping is interpreted, compared to an expected value of the operating parameter is lowered. Will the default trigger threshold by the actually detected value of the operating parameter is fallen below, it is interpreted as an entrapment case. The Detecting the speed is particularly advantageous because the speed determination on sophisticated encoders, such as a Hall sensor, can be used. The motor shaft is a Ring magnet applied with alternating polarity, so over the periodicity of the detected Hall signal is the number the revolutions per time and thus the speed can be derived.

In In a preferred embodiment of the invention, the course of the Operating parameters depending on the number of revolutions of the engine detected.

D. h., That as the characteristic of the actuating path of the actuating element Setting parameter the number of revolutions covered of the engine is detected. From this parameter can simultaneously the Speed derived as operating parameters. This is for Acquisition of the operating parameter and for the detection of the control parameter only a single sensor means required. For a direct Detecting the travel are, however, more expensive and especially expensive Sensors, such as position sensors or distance sensors required.

Preferably is at the turning point by an incremental comparison of the closed at a time interval operating parameters. In concrete terms, that means the difference between two following measured values of the operating parameter, and in the case of reaching an extremum in this difference value to the presence the turning point is closed. Mathematically, in addition also the second derivative are formed, and in the case where the second derivative reaches zero, defining the inflection point become. Due to the incremental comparison of the measured values, the Travel-dependent position of the inflection point by means of discrete Measured values are approximated, as they are usually present.

In A further advantageous embodiment of the invention will become apparent closed the course of the operating parameter to an extreme value and from the value of the setting parameter assigned to the extreme value predicted an orientation value for the control parameter, up to which the turning point is to be expected. An extreme value can by forming differences from real measured values of the operating parameter be determined relatively easily. Because such an extreme value in the case a start of the engine from a direction opposite the beginning of Beginning braking phase, in which the actuator after Abuse of the game is taken, a value can be predicted from this which the inflection point will occur. For example may be from the consideration that a mechanical drive system from control element / gearbox / motor in particular after a switch-on how a spring / mass arrangement can be considered, a certain Derived symmetry between the acceleration and the deceleration phase become. From this consideration it follows that the orientation value for example, from the value of the setting parameter assigned to the extreme value be determined by means of a proportionality factor can. In particular, the orientation value may be twice the value assumed the value of the setting parameter assigned to the extreme value become.

If an orientation value is predicted, then, in an alternative embodiment of the invention, the profile of the operating parameter can be checked for the presence of the inflection point and, in the case of an inflection point, before reaching the orientation value from the value of the setting parameter assigned to the inflection point, the predetermined trigger threshold value by an offset value be adjusted. If no turning point is determined, the anti-pinching system either remains unadjusted or is at least activated when the orientation value is reached. If no turning point is determined, then this indicates - as mentioned in the beginning - indicates that the motor started in a rectification, so that no vibration behavior is expected.

The Determination of the inflection point by two-fold difference formation between actually recorded measured values of the operating parameters basically costs time. Even with an extremely rapid analysis by means of a fast microprocessor a time lag until a statement about that Presence of a turning point is present. The real thing is already more advanced during this period. Also, it is sometimes difficult to get out of the actually recorded A clear criterion for the presence of a Derive inflection point. This is especially true for weak signals the case and especially in the presence of a certain level of noise.

In Another alternative is therefore preferred from the orientation value an expectation value for the turning point Stellparameter predicted and upon reaching the expected value the predetermined tripping threshold by an offset value customized. Since in the case of a start from the opposite direction of the extreme value the engine's deceleration phase can start from the location of the extreme value as mentioned - to the orientation value be closed, to which the turning point is expected. There the course of the operating parameter with respect to the Turning point can be considered as approximately symmetrical (it If there is a point symmetry), therefore, the location of the inflection point between the orientation value and the value of the setting parameter for the extreme value. In particular, can the expected value for the inflection point as being midway between the the value assigned to the extreme value of the setting parameter and the orientation value to be accepted. This variant goes in the case of the determination an extreme value of an actually following inflection point As a precautionary measure, it changes the expected value Trigger threshold around the offset value, even if no actual turning point occurs

Has been actually determined a turning point or its expected value predicted, and consequently the triggering threshold adapted to the offset value, it is expediently the offset value subsequently declined exponentially again. Within a predetermined time constant thus enters the anti-trap system again back to the normal operating state. The time constant for the decay of the offset value is in particular to choose such that an expected vibration behavior has subsided.

With In particular, the course of the operating parameter is determined by the sensor means detected as a function of the setting parameter. Such a thing Sensor means can be optical, acoustic, magnetic or electromagnetic Be type and for detecting a rotational parameter z. B. the drive shaft or another assigned to the motor driven axle. Preferably, the sensor means is a Hall sensor. The usage a Hall sensor is particularly suitable because he in the automotive field as a proven and robust sensor often used for speed determination of a drive motor will, so if necessary, on an already existing Hall sensor can be used.

embodiments The invention will be explained in more detail with reference to a drawing. Showing:

1 a typical course of an operating parameter characterizing the load of a motor via a setting parameter during a start-up phase from the opposite direction without trapping,

2 a typical course of an operating parameter characterizing the load of the motor via a setting parameter during a start-up phase from the opposite direction with trapping case,

3 a typical course of an operating parameter characterizing the loading of the motor via a setting parameter during a start-up phase from rectification without trapping,

4 a typical course of an operating parameter characterizing the load of the motor via a setting parameter during a start-up phase from rectification with trapping case,

5 a schematic course of an operating parameter characterizing the load of the motor via a setting parameter during a start-up phase from the opposite direction with the course of the associated triggering threshold indicated,

6 schematic to the 5 appropriate course of adaptation of the tripping threshold,

7 an alternative course of adjustment of the tripping threshold according to 6 , and

8th schematically a vehicle door with an adjusting device for adjusting an electrically operable window pane.

In 1 are in a graph along a control parameter 1 During a start-up phase of an engine, the measured values for an operating parameter characterizing the load of the motor 3 on carried. The an actuator of a motor vehicle driving engine runs from an opposite direction, ie it is used up to the actual seizure of the control element as a load first mechanical game.

In addition to the resulting course 5 of the operating parameter 3 is the course of the first Ablei direction determined from the individual measured values by difference formation 6 entered. As a parameter 1 The number of revolutions of the motor, ie a travel, is used. As operating parameters 1 the speed is detected.

In a first phase, the engine accelerates up to a maximum speed, as it first uses up game without counter-burden. At the maximum, the mechanical clearance is used up and the motor sees as a load the actuating element to be moved. Consequently, the speed decreases after reaching the maximum. As a result of a certain mechanical elasticity results after running on the actuator a certain oscillatory behavior, which in the course 5 between the maximum and the achievement of a steady state on the right edge of the image is very well recognizable. In the stationary state, the motor turns a constant load with a constant revolution.

It will be apparent that the course 5 after reaching the maximum a turning point at the marked position 8th having. At this position 8th has the derivative 6 a local minimum.

In 2 the same measurement is shown in the case of a start of the engine from a reverse direction, but now the action taken control element runs against a set obstacle. After the start, the engine accelerates again up to a maximum speed, whereby he uses up mechanical play. After gripping the actuator, the engine is braked. The seized control element then runs on a set obstacle. Consequently, after the actuator has reached the obstacle, the engine is further decelerated. From the course 5 it can be seen on the right edge of the picture that the speed finally tends towards zero. It is thus a typical Einklemmfall.

Also in this case will be out of the course 5 it can be seen that after reaching the maximum the position 8th a turning point is given. Again, the derivative reaches 6 a local minimum.

In 3 is in the same representation now the course 5 of the operating parameter 3 opposite the setting parameter 1 shown, wherein now the motor starts from a rectification. Ie. no mechanical play is used up. To a certain extent, the motor drives the actuator one after the other in the same direction.

You take the course 5 of the operating parameter 3 in that, in this case, the motor continuously accelerates from the starting point to a constant speed with the engaged control element. From the course of the derivative 6 will also be apparent that the course 5 the operating parameter is not assigned a turning point.

In 4 is now the same course 5 of the operating parameter 3 shown in a start-up from rectification, wherein the actuated control element starts against a set obstacle.

It can be seen that after the start of the engine, the engine is first accelerated to a certain value while the control element is carried along, but then decelerated to the obstacle when the actuating element emerges, with the final speed at the right edge of the image finally approaching zero. Again, unlike 2 from the course of the derivative 6 no turning point to take.

In summary, from the 1 to 4 It can be seen that a turning point in the course of the operating parameter during the start-up phase offers a decision possibility with regard to starting from a rectification or from a reverse direction. When approaching from the opposite direction, there is always a turning point with both obstacle and obstacle. When starting from rectification no turning point is visible. It can also be seen that there can be no trapping event before a point of inflection. Because there is used up mechanical game until the actuator is engaged.

It will thus be understood that the criterion of a turning point is suitable for adjusting a triggering threshold, which is set, for example, for detecting a trapping case. In the present case, the triggering threshold would initially be at a certain distance below the course 5 of the operating parameter 3 be arranged. Unexpectedly falls the operating parameters 3 That is, the speed below the tripping threshold, it is concluded that a pinching, and the motor is either stopped or reversing driven. Out 1 It will immediately be seen that such a trapping case detection gets into trouble due to the vibration behavior occurring after the turning point. Because the respective actually unexpected decreases of the operating parameter 3 due to the vibration behavior can be interpreted as a pinch case erroneously. But is in the progressions 5 of the operating parameter 3 the position 8th identified a turning point, it can be concluded that a start from the opposite direction and the vibrational behavior by an ent appropriate adjustment of the triggering threshold.

In 5 now a procedure for the case of a start from a reverse direction is shown. One recognizes again the typical course 5 of the operating parameter 3 along the setting parameter 1 , As operating parameters 3 is the speed n and as a setting parameter 1 the derived from the number of revolutions s travel applied.

It can be seen first that in the phase Δs1, the engine first accelerates up to a maximum speed under Spielaufbrauch. Thereafter, in this case, the speed n in a plateau phase, which may occur in certain mechanical constellations. This phase is designated Δs2. The plateau phase .DELTA.s2 now follows a deceleration phase .DELTA.s3 + .DELTA.s4, in which the motor engages the actuator and is decelerated as a result. As a result, the operating parameter decreases 3 respectively the speed n. The phase .DELTA.s4 is followed by the phase .DELTA.s5, within which the course 5 of the operating parameter 3 shows a certain oscillation behavior. At the right edge of the picture, the stationary phase is gradually reached, in which the speed n remains constant. In addition to the course 5 of the operating parameter 3 is a course 9 for the applicable triggering threshold. Would the operating parameters 3 respectively, the speed n fall unexpectedly below this triggering threshold, it would be closed to a pinching and stopped the engine or reversing driven. In the present case, the tripping threshold value is initially determined by a distance 10 relative to the relative course 5 of the operating parameter 3 given. One recognizes the respective distance 10 between the course 5 of the operating parameter 3 and the course 9 the tripping threshold value. In the case of a start from the opposite direction, no trapping event can occur until an inflection point, expected at s3, is reached.

Along the control parameter 1 Individual values of the travel s are entered. s0 denotes the starting point. At the point s1, the rotational speed n has reached its maximum value. At the point s2 ends the plateau phase, and the speed n decreases as a result of entrainment of the actuating element. The values s3 and s4 are now predicted from the values of s1 and s2. The value s4 represents an orientation value for the actuating parameter up to which a turning point is to be expected.

At first, the extremum of the course is determined 5 of the operating parameter 3 determined by difference formation. The extremum is located approximately at the point s1. The relevant for the deceleration phase Δs3 + Δs4 is assumed from the value s2, ie from the end of the plateau phase Δs2. In this case, the width of the deceleration phase is predicted from the position of the extremum at the point s1. The braking distance is thereby simulated as Δs3 + Δs4 = s2 + Δs1. It should be noted that 5 not to scale, but merely schematically reflects the actual conditions and distances chosen.

From the orientation value s4 thus determined, there is now a fictitious position s3 for the expected position of a point of inflection in the course 5 of the operating parameter 3 predicted. At this position s3 of the predicted inflection point, the triggering threshold is adjusted. One recognizes this at the changed distance 10 between the course 5 of the operating parameter 3 and the course 9 the tripping threshold value. The distance is increased in particular from the position s3 of the fictitious inflection point and then gradually decreases again to the right edge of the image.

With in other words, the critical course around the turning point is predicted and, on a reasonable assumption, a more realistic one History of the tripping threshold specified. This can be done at the highest possible safety without the risk of Fehlreversierens in a start-up phase as early as possible a trapping case can be detected.

Out 6 the adjustment made is clearly visible. The marked markings correspond to those of the travel s 5 , About the setting parameter 1 here is a fictitious force F - also with 12 designated - applied, their course 13 becomes recognizable. As a fictitious force is understood here as an example of the speed-dependent portion of the force that is caused by the start from the opposite direction. The engine is initially accelerated under Spielaufbrauch and runs on the fictitious force against the actuator. Until reaching equilibrium, the actuator is accelerated. From the actual course 5 of the operating parameter until reaching the inflection point, this fictitious force can be determined. The fictional power 12 up to the position s3 of the inflection point can be taken from the braking behavior. By a correspondingly adjusted value is here already the trigger threshold 9 lowered. Until the orientation value s4 has been reached, this derived profile of an offset value is mirrored at the point of inflection and thus artificially continued. The offset value or the fictitious force 12 Accordingly, it increases symmetrically until the orientation value s4 is reached. Accordingly, in 5 the distance 10 between the course 5 of the operating parameter 3 and the course 9 of the tripping threshold increases.

After reaching the orientation value 4 the raised offset value decays exponentially gradually withdrawn.

In an alternative embodiment of the offset value, s3 is spaced apart at the point of inflection point 10 for tripping threshold an additional offset 15 brought in. This is going out 7 clearly. After reaching the orientation value s4, the offset value is again taken back exponentially decaying.

The respectively in the 6 and 7 drawn course 13 is identical for the assumed fictional force F or 12 as well as for the offset value used. These differ only by a certain proportionality factor.

In 8th is schematically a vehicle door 17 shown, which is an adjustment 19 for adjusting an actuating element given as a window 20 includes. For this purpose, the adjustment 19 an engine 22 on that with the actuator 20 is mechanically coupled.

The adjusting device 19 further comprises a sensor means 24 , which is the speed of the motor 22 measures and is designed for example as a Hall sensor. The motor 22 is by means of a control device 26 controlled by a microcontroller 27 features.

The control device 26 Overall, for carrying out the method just described for adapting the tripping threshold value during the start-up phase of the motor 22 formed in both a DC and in a reverse direction. In this case, for example, the microcontroller 27 for detecting the speed values and for forming a numerical derivative.

1

setting parameters

3

operating parameters

5

course of the operating parameter

6

first Derivative (numerical)

8th

position turning point

9

course the triggering threshold

10

distance

12

fictitious force

13

course Force / distance

15

Offset value

17

vehicle door

19

adjustment

20

actuator

22

engine

24

sensor means

26

control device

27

microcontroller

F

force

.DELTA.s

Adjustment path sections

s

Travel Range

n

rotation speed

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 102005000753 A1 [0005]
• DE 19719338 C2 [0006]
• DE 19710338 C2 [0007]

Claims (11)

Adjusting device ( 19 ) for adjusting a motor-driven actuating element ( 20 ), in particular of a motor vehicle, with an actuating element ( 20 ), with one with the actuator ( 20 ) connected motor ( 22 ), with a sensor means ( 24 ) for detecting a load on the engine ( 22 ) characterizing operating parameters ( 3 ) and with a control device ( 26 ), with the engine ( 22 ) and the sensor means ( 24 ), the control device ( 26 ) is set up, - the course ( 5 ) an operating parameter characterizing the load of the engine ( 3 ) as a function of a positioning parameter characterizing the travel (s), 5 ) of the operating parameter ( 3 ) to the presence of an entrapment case by comparing a measured value of the operating parameter ( 3 ) with a predetermined tripping threshold value and, if the tripping threshold value is exceeded or fallen below by the measured value, the motor ( 22 ) and / or reversing drive, - in a start-up phase after switching on the engine ( 22 ) from the course ( 5 ) of the operating parameter ( 3 ) to conclude a turning point and - the value assigned to the turning point ( 8th ) of the adjustment parameter ( 1 ) to adapt the review to the existence of a trapping case. Adjusting device ( 19 ) according to claim 1, wherein the sensor means ( 24 ) for detecting the rotational speed (n) of the engine ( 22 ) is trained. Adjusting device ( 19 ) according to claim 1 or 2, wherein the control device ( 26 ) is formed on the inflection point by an incremental comparison of the operating parameters recorded at a time interval ( 3 ) close. Adjusting device ( 19 ) according to one of claims 1 to 3, wherein the control device ( 26 ), - on the course ( 5 ) of the operating parameter ( 3 ) close to an extreme value and - from the value of the setting parameter assigned to the extreme value ( 1 ) an orientation value for the actuating parameter ( 1 ) to predict by which the turning point is to be expected. Adjusting device ( 19 ) according to claim 4, wherein the control device ( 26 ), - the course ( 5 ) of the operating parameter ( 3 ) to check for the presence of the inflection point and, in the case of an inflection point, before reaching the orientation value at the value of the setting parameter assigned to the inflection point ( 1 ) the predetermined triggering threshold by an offset value ( 15 ). Adjusting device ( 19 ) according to claim 4 or 5, wherein the control device ( 26 ) is formed, - from the orientation value, an expected value (s3) for the setting parameter assigned to the turning point ( 1 ) and, when the expected value (s3) has been reached, the predetermined triggering threshold value is offset by an offset value ( 15 ). Adjusting device ( 19 ) according to claim 6, wherein the control device ( 26 ), the offset value ( 15 ) withdraw exponentially in the further course. Adjustment device ( 19 ) according to one of claims 1 to 7, wherein the control device ( 26 ), the tripping threshold for the next measured value of the operating parameter ( 3 ) as the distance to the currently determined measured value. Adjustment device ( 19 ) according to one of claims 5 to 8, wherein the control device ( 26 ) is designed, the tripping threshold after the adjustment by the offset value ( 15 ) to continue until the orientation value with respect to the previous tracking course mirror-symmetrical. Adjusting device ( 19 ) according to one of claims 4 to 9, wherein the control device ( 26 ), the orientation value from the value of the adjustment parameter assigned to the extreme value ( 1 ) by means of a proportionality factor. Adjusting device ( 19 ) according to one of claims 6 to 10, wherein the control device ( 26 ), the expected value (s3) is centered between the value of the setting parameter assigned to the extreme value ( 3 ) and the orientation value.