DE102019211715A1 - Drive device for adjusting a vehicle assembly - Google Patents

Abstract

A drive device (2) for adjusting a vehicle assembly (11) comprises an electromotive adjustment drive (21) for adjusting the vehicle assembly (11) and a control device (3) for controlling the adjustment drive (21), the control device (3) being designed to Adjusting drive (21) in a servo mode to provide a supporting force for manual adjustment of the vehicle assembly (11) by a user. The control device (3) has a servo control module (31) for determining a setpoint current value (Icmd) as a function of a load acting on the vehicle assembly (11), a current control module (34) for regulating a current of the adjustment drive (21) and a control module (36) ), wherein the current control module (34) is designed to regulate the current of the adjustment drive (21) in servo operation based on the setpoint current value (Icmd), and wherein the control module (36) is designed to set a parameter of a control deviation (Δ) based on a To determine the difference between the setpoint current value (Icmd) and an actual current (I) of the adjustment drive (21) that results in servo operation and to end servo operation when the characteristic variable of the control deviation (Δ) exceeds a predetermined amount.

Description

The invention relates to a drive device for adjusting a vehicle assembly according to the preamble of claim 1.

Such a drive device comprises an electromotive adjustment drive for adjusting the vehicle assembly and a control device for controlling the adjustment drive. The control device is designed to control the adjustment drive in servo mode to provide a supporting force when the vehicle assembly is manually adjusted by a user.

Such a vehicle assembly can be, for example, a door or flap on a motor vehicle. A door can be formed, for example, by a vehicle side door arranged pivotably on a vehicle body, or also by a tailgate or a sliding door. The vehicle assembly can also be a sliding roof, for example.

Nowadays, for example, trunk lids are usually moved by an electric motor between defined positions, for example between an open position and a closed position, in the context of automatic operation. In the case of a tailgate, but also in particular in the case of a vehicle side door, it may be desirable that, in addition to an automatic, electric motorized adjustment, manual adjustment is also possible, but this is supported by an electric motor. This is a servo operation.

In such a servo operation, it is desirable that the force to be applied by a user remains at least approximately the same over an adjustment path of the vehicle assembly, so that a user can use the vehicle assembly smoothly, comfortably and haptically pleasant while applying an approximately uniform user force, for example between an open position and a closed position Can adjust position.

The provision of a servo operation should be able to be implemented cost-effectively as far as possible, in particular without using an additional, complex sensor system for measuring the force actually applied by a user or a drive.

With such a drive device it is also desirable that it can be recognized with a quick response time whether a user is moving a vehicle assembly, for example a vehicle side door, in servo mode or whether the user has released the vehicle door and thus a further manual adjustment (in the case of motorized Support in servo operation) is not desired. If the vehicle assembly is released, the vehicle assembly is to be locked, for example, in order to prevent further, undesired adjustment of the vehicle assembly, if possible.

A door drive device for adjusting a vehicle side door is, for example, from DE 10 2015 215 627 A1 is known and has, for example, an adjustment drive which is coupled via a transmission element in the form of a pull cable to an adjustment part in the form of a tether attached to the vehicle body in an articulated manner. By adjusting a cable drum coupled to the transmission element, the vehicle side door can be pivoted relative to the vehicle body, the door drive device having a coupling which enables the vehicle side door to be manually adjusted independently of the adjusting drive.

The object of the present invention is to provide a drive device for adjusting a vehicle assembly, which enables the provision of a servo mode for the electric motor-assisted adjustment of a vehicle assembly and also a switch from servo mode when an adjustment movement is completed in a simple, inexpensive way.

This object is achieved by an object having the features of claim 1.

Accordingly, the control device has a power steering module for determining a setpoint current value as a function of a load acting on the vehicle assembly, a current regulation module for regulating a current of the adjustment drive and a control module. The current control module is designed to regulate the current of the adjustment drive in servo operation based on the setpoint current value. The control module is designed to measure a control deviation based on a difference between the setpoint current value and a parameter to determine an actual current of the adjusting drive resulting in servo operation and to terminate servo operation when the parameter of the control deviation exceeds a predetermined amount.

The drive device can be operated in a servo mode for manual adjustment of the vehicle assembly supported by an electric motor. In the servo mode, the adjustment drive is controlled in such a way that the adjustment drive provides a supporting force for manual adjustment of the vehicle assembly and the force to be applied by a user is the same over the adjustment path or part of the adjustment path of the vehicle assembly or follows a desired curve .

In the servo mode, a current control takes place, the current control module being supplied with a setpoint current value generated by the servo control module and the current control taking place in the current control module based on the setpoint current value received from the current control module. The servo control module is designed to set the target current value so that the force provided by the adjustment drive supports the user in moving the vehicle assembly in such a way that the force to be applied by the user is at least approximately the same (or follows a desired curve) and is suitable for the user thus results in a comfortable, haptically pleasant adjustment of the vehicle assembly.

In servo mode, the current of the adjustment drive is regulated to a target current value, which is measured, for example, according to the fact that a user has to apply a (approximately) constant force or force following a desired curve over an adjustment path, but any additional force is taken over by an adjustment drive. In this way, the user can guide the vehicle assembly, for example a vehicle door, with comparatively little user force and bring it into a desired position. Once the desired position has been reached, this should be recognized by the drive device so that, for example, the vehicle assembly can be locked, that is, further, undesired, uncontrolled movement of the vehicle assembly is prevented.

For this purpose, the control module is designed to determine a parameter of a control deviation in servo operation. The control deviation is determined on the basis of a difference between the setpoint current value and an actual current of the adjustment drive resulting in servo operation.

Because the target current value is determined (among other things) on the basis of the desired force to be applied by a user, the control device can regulate the motor current of the adjustment drive in servo mode via the current control module so that there is a small control deviation close to zero, the actual motor current is therefore based on the specified target current value to which the current control module regulates. In servo mode, in which a user attacks the vehicle assembly and introduces a force to adjust the vehicle assembly, control with a small control deviation, in particular a control deviation close to zero, is thus possible.

If, on the other hand, a user no longer attacks the vehicle assembly and thus no longer applies any force to the vehicle assembly, regulation to the setpoint current value specified by the power steering module is no longer possible. This results in a control deviation that can be monitored in order to determine whether and when the user has let go of the vehicle assembly and thus termination of the servo operation is indicated.

If a vehicle is on a slope, the adjustment of the vehicle assembly, for example a vehicle side door, can be supported by the action of gravity, so that when the vehicle assembly is adjusted, a user acts on the vehicle assembly in the same direction as the action of gravity. In this case, the current control can take place in such a way that a negative current is fed into the adjustment drive, which counteracts the user action, i.e. it has a braking effect on the adjustment drive so that the force to be applied by a user is at least approximately the same as in other vehicle positions. In servo operation, regulation is possible in such a way that the actual current of the adjustment drive is set according to the setpoint current value and a control deviation of close to zero results.

If, however, a user lets go of the vehicle assembly, for example the vehicle door, a creeping, further adjustment of the vehicle assembly can result due to the effect of gravity. If there is a gravitational effect in the closing direction, for example, the vehicle door can automatically move further in the closing direction even without the action of a user when the user lets go of the vehicle door. In this case, regulation to the target current value is no longer possible, and the result is a Control deviation that can be recognized so that it can be concluded from the control deviation that the user has let go of the vehicle assembly.

The control deviation results in particular from the fact that the target current value is determined and set on the basis of the desired force to be provided by a user (and other parameters, such as the incline and incline of the vehicle). However, if there is no user force acting on the vehicle door, the actual current of the adjustment drive cannot adjust to the target current value (influenced by the desired force of the user) so that a control deviation occurs that can be evaluated.

If it is recognized that the user has let go of the vehicle assembly, the servo operation should be ended. In this case, it is possible, for example, to switch to a locking state in which the vehicle assembly is locked in the position it has just assumed, so that further, unintentional movement of the vehicle assembly is prevented.

In one embodiment, the control module is designed to determine the parameter of the control deviation from the difference between the setpoint current value and an actual current of the adjustment drive resulting in servo operation, averaged over a predetermined period of time. The characteristic variable of the control deviation is thus calculated by averaging the difference between the setpoint current value and an actual current of the adjustment drive resulting during operation. The period of time over which the averaging takes place can be, for example, a few milliseconds, for example in a range between 1 ms and 50 ms. The averaging takes place in the sense of a running average: The parameter of the control deviation at a point in time is determined using the average over a predetermined, previous period.

In one embodiment, the control module is designed to end the servo operation when the characteristic variable of the control deviation exceeds a predetermined threshold value for a predetermined period of time. In regulated servo operation when a user attacks the vehicle assembly, the control deviation is close to zero. If, on the other hand, a user no longer attacks the vehicle assembly, the control deviation increases, whereby the servo operation should not be switched out immediately, but only when it has been confirmed that the user no longer exerts a force on the vehicle assembly. Only when the parameter of the control deviation lies above the predetermined threshold value for a significant period of time is it concluded that regulation to the setpoint current value is no longer possible and that there is therefore a certain probability that there is no user force (any more) on the vehicle assembly. Correspondingly, the servo operation is terminated and there is thus no further current regulation to the setpoint current value to support a user-guided adjustment movement.

When the servo operation is terminated, a switch can be made to another state, for example into a hold mode (locking state) in which the vehicle assembly is locked.

In one embodiment, the control module is designed to switch from servo operation to a locking state in which the vehicle assembly is locked if the parameter of the control deviation (in amount) exceeds the predetermined threshold value. If it is determined that regulation to the target current value is no longer possible, the vehicle assembly is thus determined with respect to the vehicle body and thus held in position so that further, unintentional, uncontrolled adjustment of the vehicle assembly, for example a vehicle side door or a tailgate, is no longer possible is possible.

The control module can in particular be configured to switch to the locking state when the control deviation exceeds the predetermined threshold value for a predetermined period of time, i.e. is above the threshold value for a predetermined period of time, for example longer than 50 ms.

The locking can be done by energizing the adjustment drive, controlled by the control device. In particular, the control device can feed a controlled locking current into the adjustment drive, which holds the vehicle assembly in position and counteracts any adjustment of the vehicle assembly in the event of an external force, for example due to the action of gravity or wind. Such an active determination of the vehicle assembly can take place, for example, over a predetermined, limited period of time, for example a few minutes, in order to avoid excessive stress on a vehicle battery.

Additionally or alternatively, the drive device can have a mechanical braking device, by means of which a mechanical locking of the drive device and / or the vehicle assembly is effected can be. Such a braking device can be designed, for example, by a disc brake or a shoe brake and can, for example, be controlled by the control module in order to advantageously determine the vehicle assembly in the absence of current.

In one embodiment, the control device has a load calculation module, which is connected upstream of the servo control module and serves to determine a load acting on the vehicle assembly. The load is a force acting on the vehicle assembly independently of an applied user force, which in particular counteracts an adjustment of the vehicle assembly (or possibly also supports the movement of the vehicle assembly) and, for example, from the vehicle position, an angle of a hinge axis of the vehicle assembly designed as a vehicle door and a current adjustment position of the vehicle assembly can depend.

The load calculation module can in particular be designed to determine a static and / or dynamic load acting on the vehicle door. The load can, for example, as a function of an angle of inclination of the vehicle measured about a longitudinal axis of the vehicle, an angle of inclination of a hinge axis of the vehicle assembly measured about the longitudinal axis of the vehicle (which in this case is designed, for example, as a vehicle side door pivoted on a vehicle body), an angle of inclination measured about a transverse axis of the vehicle Vehicle, a measured angle of inclination of the hinge axis of the vehicle assembly about the vehicle transverse axis and / or an opening angle of the vehicle assembly can be determined.

Depending on the inclination of the vehicle and the inclination of the hinge axis of the vehicle assembly (measured around the vehicle's longitudinal axis, also referred to as the roll angle) and / or as a function of the incline of the vehicle and the inclination of the hinge axis (measured around the vehicle transverse axis, also referred to as the pitch angle or pitch angle) gravitational forces act on the vehicle assembly, for example a vehicle side door that is pivotably arranged on the vehicle body. Such gravitational forces can act, for example, in the direction of a closed position of a vehicle door and thus counteract, for example, opening of the vehicle door, but support closing of the vehicle door. When the vehicle door is opened, a user has to work against a torque acting on the vehicle assembly due to gravity, but when the vehicle door is closed with the effect of gravity, the supporting force provided by the adjustment drive being set so that the force to be applied by the user remains the same regardless of the location of the vehicle and of the position of the vehicle assembly or follows a desired curve. The supporting force to be provided by the adjustment drive thus changes with the vehicle position and the position of the vehicle assembly and is accordingly specified in such a way that a user preferably has an at least approximately constant adjustment force in servo mode.

In addition, frictional forces can act on the vehicle assembly, which can also be included by the load calculation module for calculating the load acting on the vehicle assembly.

In addition or as an alternative, other forces can also be included, for example wind forces that act on the vehicle assembly.

In one embodiment, the servo control module is designed to use the load acting on the vehicle assembly, as calculated by the load calculation module and fed to the servo control module, and in addition to a target force value to be applied by a user, to determine a target torque to be provided by the adjustment drive. The target force value corresponds to the desired force that a user has to apply when adjusting the vehicle assembly. The servo control module is intended to specify the setpoint current value for the current control so that the adjustment drive provides a torque that supports the user when adjusting the vehicle assembly in such a way that the user only has to apply at least approximately a force corresponding to the target force value.

The load that is calculated by the load calculation module can have a static component and a dynamic component. The load can thus be determined on the basis of a static hinge moment acting about a hinge axis of the vehicle assembly and a dynamic hinge moment acting about the hinge axis of the vehicle assembly. The static hinge torque can result from moment components that result from the effect of gravity on the vehicle assembly as a function of the angle of inclination and the angle of inclination of the vehicle and the hinge axis and additionally from a frictional torque acting on the hinge axis. The dynamic hinge moment can in contrast, for example, result from inertial forces and are thus measured on the basis of the inertia of the vehicle door and a door acceleration.

wobei M_{Soll_Scharnier} das Solldrehmoment, M_{Scharnier_stat} das statische Scharniermoment, M_{Scharnier_dyn} das dynamische Scharniermoment und M_user das Nutzermoment angibt. Das statische Scharniermoment und das dynamische Scharniermoment gehen hierbei positiv in die Drehmomentbilanz ein. Das von einem Nutzer aufzubringende Nutzermoment geht demgegenüber je nach Bewegungsrichtung positiv oder negativ in die Bilanz ein. Das Solldrehmoment gibt das vom Verstellantrieb bereitzustellende Drehmoment an, das dem insgesamt zum Verstellen der Fahrzeugbaugruppe erforderlichen Drehmoment abzüglich des Nutzermoments entspricht.If the static hinge torque and the dynamic hinge torque are known, the setpoint torque to be provided by the adjustment drive can be calculated using a torque balance $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}dyn}-{\mathrm{M.}}_{user},$$

where M _{Soll_Scharnier} the target _torque , M _{Scharnier_stat} the static hinge _torque , M _{Scharnier_dyn} the dynamic hinge torque and M _user the user torque. The static hinge torque and the dynamic hinge torque have a positive impact on the torque balance. The user moment to be applied by a user, on the other hand, is included in the balance either positively or negatively, depending on the direction of movement. The setpoint torque specifies the torque to be provided by the adjustment drive, which corresponds to the total torque required for adjusting the vehicle assembly minus the user torque.

In one embodiment, the servo control module then uses the setpoint torque to determine the setpoint current value and feeds this setpoint current value to the current control module in servo operation. A current control then takes place in the current control module using the setpoint current value provided by the servo control module.

In one embodiment, the current control module is designed to set the current of the adjustment drive using pulse width modulation. In the current control module, the current is regulated based on the supplied setpoint current value. The current control module adjusts the current with a pulse width modulation of high frequency, for example with a frequency between 5 kHz and 30 kHz, for example 20 kHz and in this way generates, for example, a voltage control value, which is used to set the current of the adjustment drive.

In the current control module, a control takes place based on the supplied setpoint current value and the resulting, actual motor current. The current of the adjustment drive is thus set by regulation so that it corresponds to the specified setpoint current value, with a control deviation being monitored and evaluated in order to detect whether a user has let go of the vehicle assembly.

Through the electromotive support of the manual adjustment of the vehicle assembly in the servo operating mode by means of current control, the force to be applied by a user can be set to a desired target force value, whereby the control can take place in such a way that the force to be applied by the user remains at least approximately the same over the adjustment path of the vehicle assembly or follows a desired curve. A manual adjustment of the vehicle assembly in the servo operating mode by a user can thus take place simply, comfortably and haptically pleasant.

In the servo operating mode, the provision of the supporting force follows the movement of a user, whereby in particular an undesired run-on, ie. H. further adjustment after termination of a user operation can be avoided by ending the servo operation as soon as the vehicle door is released on the basis of a control deviation between the setpoint current value and the actual current of the adjustment drive. The user is free to choose the adjustment speed. The adjustment drive merely provides a supporting force which is variably set by a user as a function of the adjustment movement of the vehicle assembly.

• 1 eine schematische Ansicht einer Fahrzeugbaugruppe in Form einer Fahrzeugseitentür;
• 2A eine Ansicht zur Illustration eines Steigungswinkels eines Fahrzeugs und eines Steigungswinkels einer Scharnierachse einer Fahrzeugseitentür;
• 2B eine Ansicht zur Illustration eines Neigungswinkels eines Fahrzeugs und eines Neigungswinkels einer Scharnierachse einer Fahrzeugseitentür;
• 3 eine funktionale Ansicht einer Steuereinrichtung einer Antriebsvorrichtung;
• 4 eine grafische Ansicht einer von einem Nutzer aufzubringenden Verstellkraft über einen Verstellweg einer Fahrzeugseitentür in einem Servobetriebsmodus;
• 5 eine grafische Ansicht eines Sollstromwerts und eines sich ergebenden Ist-Stroms des Verstellantriebs der Antriebsvorrichtung und sich einer hieraus ergebenden Regelabweichung über der Zeit, bei einer durch einen Nutzer geführten Bewegung der Fahrzeugbaugruppe;
• 6 eine grafische Ansicht des Sollstromwerts und des sich ergebenden Ist-Stroms des Verstellantriebs der Antriebsvorrichtung und sich einer hieraus ergebenden Regelabweichung über der Zeit, bei von einem Nutzer unabhängiger Bewegung der Fahrzeugbaugruppe, zum Beispiel aufgrund Schwerkraftwirkung; und
• 7 eine grafische Ansicht des Sollstromwerts und des sich ergebenden Ist-Stroms über der Zeit, bei anfänglich geführter Bewegung und einem Loslassen der Fahrzeugbaugruppe.

The idea on which the invention is based is to be explained in more detail below with reference to the exemplary embodiments shown in the figures. Show it:

• 1 a schematic view of a vehicle assembly in the form of a vehicle side door;
• 2A a view to illustrate a pitch angle of a vehicle and a pitch angle of a hinge axis of a vehicle side door;
• 2 B a view illustrating an angle of inclination of a vehicle and an angle of inclination of a hinge axis of a vehicle side door;
• 3 a functional view of a control device of a drive device;
• 4th a graphical view of an adjustment force to be applied by a user over an adjustment path of a vehicle side door in a servo operating mode;
• 5 a graphical view of a setpoint current value and a resulting actual current of the adjustment drive of the drive device and a control deviation resulting therefrom over time when the vehicle assembly is moved by a user;
• 6th a graphical view of the setpoint current value and the resulting actual current of the adjustment drive of the drive device and a resulting control deviation over time when the vehicle assembly moves independently of a user, for example due to the effect of gravity; and
• 7th a graphic view of the setpoint current value and the resulting actual current over time, with initially guided movement and a release of the vehicle assembly.

1 shows a vehicle assembly in a schematic view 11 in the form of one on a vehicle body 10 of a motor vehicle 1 arranged vehicle side door, which about a hinge axis 110 to the vehicle body 10 is pivotable and between a closed position and an open position along an opening direction O can be pivoted.

A drive device 2 which, for example, according to the type of the DE 10 2015 215 627 A1 Door drive described is designed, is used for the electric motor adjustment of the vehicle assembly 11 and has an adjustment drive 21st on, for example stationary on the vehicle assembly 11 , for example on one in a door interior of the vehicle assembly 11 in the form of the vehicle side door enclosed door module, is arranged and with an adjustment part 20th for example in the form of one on a joint axis 200 articulated with the vehicle body 10 connected tether is in operative connection.

For example, the adjustment drive 21st have a cable drum that is connected to the adjustment part 20th arranged pull rope is coupled in such a way that the adjustment part by rotating the cable drum 20th relative to the adjusting drive 21st moves and thereby the vehicle assembly 11 relative to the vehicle body 10 around the hinge axis 110 can be pivoted, as shown in the DE 10 2015 215 627 A1 is described. But there are also other mechanisms for a drive device 2 Conceivable and possible that an electric motor adjustment of the vehicle assembly 11 compared to a vehicle body 10 enable.

It should be pointed out at this point that a drive device 2 of the type described in this text is not limited to use on a vehicle side door, but can be used generally for adjusting a vehicle assembly, for example a vehicle door in the form of a pivoting door or sliding door, for adjusting a tailgate or for adjusting a sunroof.

The drive device 2 is intended to enable automatic operation and servo operation and thus automatic adjustment of the vehicle assembly 11 or a manual, but electric motor by the drive device 2 assisted adjustment of the vehicle assembly 11 can cause by a user. The drive device 2 is for this purpose - in one embodiment - switchable between different operating modes, the adjusting drive 21st is controlled in different ways depending on the operating mode set.

While in automatic mode a regulation to a predetermined speed is to take place in order to control the vehicle assembly 11 To move with a predetermined adjustment speed between different positions, for example a closed position and an open position, is intended in servo operation by the adjustment drive 21st a torque can be provided which causes an additional user force to be applied by a user to adjust the vehicle assembly 11 causes. The user force to be applied by the user is intended here via the adjustment path of the vehicle assembly 11 , so in the example according to 1 Via the adjustment angle ϕ between the closed position and a fully open position, at least approximately the same or follow a desired curve in order to allow the user a comfortable, haptically pleasant adjustment.

2A and 2 B show (in exaggerated representations for illustration purposes) different vehicle positions and the resulting positions of the hinge axis 110 a vehicle assembly 11 in the form of a pivotable on the vehicle body 10 arranged vehicle side door.

2A shows a vehicle 1 , which is parked, for example, on a slope with an incline and accordingly an incline angle α2 between the vehicle vertical axis Z and a vertical (determined by the direction of gravity). In addition, the hinge axis 110 the vehicle assembly 11 a pitch angle α1 to the vehicle vertical axis Z on. The slope angle α2 of Vehicle 1 and the helix angle α1 of the hinge axis 110 to the vertical axis Z are around the vehicle's transverse axis Y (please refer 2 B) measured.

2 B shows a vehicle 1 around the vehicle's longitudinal axis X (please refer 2A) is inclined. The vehicle vertical axis Z in this case has an angle of inclination β2 to the vertical. In addition, the hinge axis 110 an angle of inclination β1 to the vehicle vertical axis Z exhibit.

As will be explained below, the vehicle position is included in the calculation of the by the adjustment drive 21st torque to be provided in the servo operating mode, which a user receives when adjusting the vehicle assembly 11 should support.

One in 3 control device shown in one embodiment 3 to control the adjustment drive 21st the drive device 2 has different control modules which, depending on the operating mode, serve to generate a current (corresponding to the motor current) of the adjustment drive designed as an electric motor 21st set so that an adjustment of the vehicle assembly 11 takes place in the desired manner depending on the operating mode, namely in automatic mode with a desired adjustment speed and in servo mode in a power-assisted manner.

The control device 3 realizes a current control module 34 , which is a setpoint current value I _cmd is supplied, the current control module depending on the operating mode 34 the target current value I _cmd from a speed control module 32 or a servo control module 31 receives.

The speed control module 32 serves to set the target current value in automatic mode I _cmd to be specified so that the adjustment drive 21st a desired speed and accordingly on the vehicle assembly 11 a desired adjustment speed v results.

The servo control module 31 on the other hand, serves to set the target current value I _cmd to be specified so that a manual adjustment of the vehicle assembly 11 is supported in servo operation with a torque that is set so that the additional force to be applied by a user over the adjustment path of the vehicle assembly 11 is at least approximately the same or follows a desired curve.

The speed control module 32 regulates the speed of the adjustment drive in automatic mode 21st . The speed control module 32 a target speed n _cmd becomes here via an input 320 supplied, the target speed n _{cmd being stored,} for example, in a memory and thus fixedly specified (as a constant value or as a speed _curve over the adjustment path), but possibly also being able to be adapted by a user. Depending on the target speed n _cmd and the actual speed on the adjustment _drive 21st The speed control module determines the resulting speed in control mode 32 a target current value I _cmd It is the current control module 34 feeds.

The speed control module is in automatic mode 32 via a switching device 33 with the current control module 34 connected by the switching device 33 to a switching point 330 is switched. The one from the speed control module 32 output target current value I _cmd becomes the current control module 34 thus supplied, so that the current control module 34 a current control based on the speed control module 32 received target current value I _cmd can make.

The switching device 33 can be physically realized by a mechanical switch. The switching device is advantageous 33 but in terms of software through the software of the control device 3 implemented. Likewise are the modules of the control device 3 preferably implemented by software modules.

The control of the switching device 33 takes place, for example, via a control module 36 the control device 3 .

In the current control module 34 a current control takes place. The current control module 34 regulates the current of the adjustment drive 21st in such a way that it is based on the current control module 34 supplied nominal current value 34 is set. The current control module 34 represents the current using a voltage _{control value} U _cmd by means of pulse width modulation 35 one, the pulse width modulation 35 is operated at a comparatively high frequency, in particular at a frequency between 5 kHz and 30 kHz, for example 20 kHz. Based on the setpoint current value I _cmd and the actually resulting current I. of the actuator 21st the control _value U _{cmd is} achieved by pulse width modulation 35 set so that the motor current I. to the target current value I _cmd is regulated.

In the automatic mode, a control in the manner of a cascade control takes place, in which the speed control module 32 a control value in the form of a setpoint current value I _cmd and the downstream current control module 34 for current control supplies.

By switching the switching device 33 on the switching point 331 can be switched to servo mode in the current control module 34 a target current value I _cmd from the servo control module 31 , but not from the speed control module 32 is fed. Using the from the servo control module 31 The current value obtained is then regulated in such a way that this is effected by the adjustment drive 21st torque provided to a user when adjusting the vehicle assembly 11 supports and the user one about the adjustment path of the vehicle assembly 11 preferably largely uniform user force for the electric motor-assisted adjustment of the vehicle assembly 11 has to raise.

Determining the target current value I _cmd through the servo control module 31 takes place as a function of one on the vehicle assembly 11 acting load, which is determined by a load calculation module 30th depending on the vehicle position and an opening position of the vehicle assembly (indicated by the opening angle ϕ) 11 is calculated.

The one on the vehicle assembly 11 Acting load is determined from a static torque and a dynamic torque around the hinge axis 110 works.

wobei M_{Scharnier,stat} das statische Scharniermoment, M_Neigung ein sich aufgrund einer Fahrzeugneigung und einer Neigung der Scharnierachse 110 ergebendes Neigungsmoment, M_Steigung ein sich aufgrund einer Fahrzeugsteigung und einer Steigung der Scharnierachse 110 ergebendes Steigungsmoment und M_R,Scharnier ein Reibmoment am Scharnier bezeichnet.One on the vehicle assembly 11 Acting static torque is determined in particular on the basis of the force of gravity around the hinge axis 110 resulting torque and additionally based on one in the hinge of the vehicle assembly 11 acting frictional torque. The static torque, referred to as the static hinge torque, is thus given by $${\mathrm{M.}}_{\mathrm{S.}cHarnier,stat}={\mathrm{M.}}_{NeiGunG}\ast \text{cos}\left(\alpha \right)+{\mathrm{M.}}_{\mathrm{S.}teiGunG}\pm {\mathrm{M.}}_{\mathrm{R.},\mathrm{S.}cHarnier},$$

where M _{hinge, stat} the static hinge moment, M _inclination due to a vehicle inclination and an inclination of the hinge axis 110 resulting inclination moment, M _incline on due to a vehicle incline and an incline of the hinge axis 110 resulting pitch moment and M _R, hinge denotes a frictional moment on the hinge.

It should be noted that the term “cos (α)” is only present in the above equation if the angle of inclination / pitch is determined in accordance with DIN ISO 8855 (corresponding to the Euler angle, which is made up of a roll angle, pitch angle and yaw angle results). If the angle of inclination is measured (absolute), the term "cos (α)" is omitted.

• • M_Steigung= x_SP * m * g * sin(α) * sin(φ)
• • M_Neigung= x_SP * m * g * sin(β) * cos(φ)
• • α = α₁ + α₂
• • β = β₁+ β₂

The pitch torque and the pitch torque are calculated as follows:

• • M _slope = x _SP * m * g * sin (α) * sin (φ)
• • M _slope = x _SP * m * g * sin (β) * cos (φ)
• • α = α ₁ + α ₂
• • β = β ₁ + β ₂

φ

Aktueller Türöffnungswinkel [°] - Offsetwinkel

x_SP

Abstand Türschwerpunkt - Scharnierachse [m]

m

Türmasse [kg]

g

Erdbeschleunigung [m/s²]

α₁

Steigung Scharnierachse [°]

β₂

Neigung Scharnierachse [°]

α₂

Steigung Scharnierachse [°]

β₂

Neigung Scharnierachse [°]

M_R,Scharnier

Reibmoment Scharnier [Nm]

The quantities used in these equations represent:

φ

Current door opening angle [°] - offset angle

x _SP

Distance door center of gravity - hinge axis [m]

m

Door mass [kg]

G

Acceleration due to gravity [m / s ² ]

α ₁

Pitch hinge axis [°]

β ₂

Inclination of the hinge axis [°]

α ₂

Pitch hinge axis [°]

β ₂

Inclination of the hinge axis [°]

M _{R, hinge}

Frictional torque hinge [Nm]

The angles α1, α2 , β1 , β2 are in 2A and 2 B illustrated. The distance x _SP between the door's center of gravity SP and the hinge axis 110 is also in 1 drawn. The slope of the vehicle 1 and the inclination of the vehicle 1 and the current position of the vehicle assembly 11 can be detected by sensors 301, 302, 303, and measured values are correspondingly sent to the load calculation module 30th fed.

The offset angle takes into account the center of gravity of the vehicle door in the transverse direction of the vehicle (Y direction).

φ̈ bezeichnet hierbei die Beschleunigung der Fahrzeugbaugruppe 11. Die Beschleunigung der Fahrzeugbaugruppe 11 kann aus einer Änderung des Verstellwinkels ϕ ermittelt werden. Alternativ kann die Beschleunigung aber auch aus der Verstellgeschwindigkeit v der Fahrzeugbaugruppe 11, die dem Servoregelungsmodul 31 im Betrieb zugeführt wird, berechnet werden.In addition to the static hinge moment, it acts when the vehicle assembly moves 11 a dynamic hinge moment that is calculated as follows: $${\mathrm{M.}}_{\mathrm{S.}cHarnier,dyn}=\ddot{\phi }\ast {\mathrm{I.}}_{\mathrm{M.}}\ast c$$

Here, φ denotes the acceleration of the vehicle assembly 11 . The acceleration of the vehicle assembly 11 can be determined from a change in the adjustment angle ϕ. Alternatively, however, the acceleration can also be derived from the adjustment speed v of the vehicle assembly 11 that the servo control module 31 is supplied during operation, can be calculated.

I _M in the above equation stands for the inertia of the vehicle assembly 11 . The factor c enables a dynamic haptic to be set and can assume values between 0% and 100%. If c = 100%, there is a change in dynamics when the vehicle assembly accelerates 11 essentially motor-balanced. If c = 0%, a user has to apply a change in force himself when accelerating.

mit

• • F_user Wunschbedienkraft [N]
• • l_Griff Abstand Griffposition - Scharnierachse [m]
• • M_user User erzeugte Moment [Nm]

In addition to such static and dynamic load forces, there is a torque on the vehicle assembly 11 that is caused by the user force. The user torque results here from $${\mathrm{M.}}_{user}={\mathrm{F.}}_{user}\ast {\mathrm{I.}}_{Griff}$$

With

• • F _user desired operator [N]
• • l _handle distance _handle position - hinge axis [m]
• • M _user user generated moment [Nm]

The distance I _handle between the handle position of a handle 111 on the vehicle assembly 11 and the hinge axis 110 is in 1 shown schematically.

M_{Soll_Scharnier} bezeichnet das durch die Antriebsvorrichtung 2 an der Scharnierachse 110 bereitzustellende Drehmoment. Hieraus berechnet das Servoregelungsmodul 31 das durch den Verstellantrieb 21 bereitzustellende Drehmoment unter Einbeziehung eines Übersetzungsverhältnisses der Antriebsvorrichtung 2 zu $$M_{Soll\text{\_}Antrieb}=M_{Soll\text{\_}Scharnier}\ast {ü}_{Hebel}$$

ü_Hebel bezeichnet das Übersetzungsverhältnis der Kinematik der Antriebsvorrichtung 2 zur Übersetzung einer durch die Türantriebsvorrichtung 2 bereitgestellten Verstellkraft zwischen der Fahrzeugbaugruppe 11 und der Fahrzeugkarosserie 10 am Orte des Verstellantriebs 21 in eine Verstellkraft am Orte der Scharnierachse 110. ü_Hebel ist abhängig von ϕ, die Abhängigkeit ist zum Beispiel in Form einer Look-Up-Tabelle im System hinterlegt.On the basis of the static hinge torque, the dynamic hinge torque and the user torque, a torque balance can be drawn up in order to allow the adjustment drive 21st to determine the set hinge torque to be provided. The moment balance results as follows: $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}dyn}-{\mathrm{M.}}_{user}$$

M _{Soll_Harnier} denotes that by the drive _device 2 on the hinge axis 110 torque to be provided. The servo control module calculates from this 31 through the adjustment drive 21st torque to be provided including a transmission ratio of the drive device 2 to $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{A.}ntrieb}={\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{S.}cHarnier}\ast {ü}_{Hebel}$$

ü _Lever denotes the transmission ratio of the kinematics of the drive device 2 to translate a through the door drive device 2 provided adjusting force between the vehicle assembly 11 and the Vehicle body 10 at the location of the adjustment drive 21st into an adjustment force at the location of the hinge axis 110 . ü _Leverage depends on ϕ, the dependency is stored in the system, for example, in the form of a look-up table.

mit

• • η_motor Übersetzungswirkungsgrad []
• • ü_Getriebe Getriebeübersetzung []

The setpoint torque of the motor is calculated from the setpoint torque of the drive, taking into account the motor efficiency and a gear ratio of a motor transmission $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}mOtOr}=\frac{{\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{A.}ntrieb}}{{\eta }_{mOtOr}\ast {ü}_{Getriebe}}$$

With

• • η _motor transmission _efficiency []
• • ü _gear gear ratio []

mit

• • Kt Motorkonstante [Nm/A]
• • I_o Motorleerlaufstrom [A]

The motor current is always proportional to the motor torque, so that the setpoint _current value can be calculated from the setpoint motor torque M Soll_motor as follows: $${\mathrm{I.}}_{\mathrm{S.}Oll\text{\_}mOtOr}=\frac{{\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}mOtOr}}{Kt}+{\mathrm{I.}}_O$$

With

• • Kt motor constant [Nm / A]
• • I _o motor no-load current [A]

This value is called the target current value I _cmd from the servo control module 31 the current control module 34 fed in servo operating mode.

In the servo operating mode, the target current value is I _cmd thus including on the vehicle assembly 11 acting load forces determined in such a way that a force to be applied by the user over the adjustment path of the vehicle assembly 11 equals or follows a desired curve. Accordingly, for example, as in 4th shown, about the adjustment path of the vehicle assembly 11 (in 4th recorded over the adjustment angle ϕ) an at least approximately uniform user force F, which can be set to 10 N, for example. A user on the door handle 111 attacks, must therefore over the adjustment path of the vehicle assembly 11 Apply a controlled, uniform user force of, for example, 10 N, in order to achieve smooth, electric motor-assisted adjustment of the vehicle assembly 11 to effect.

As stated above, the setpoint current value is set I _cmd by the control device 3 based on a torque balance and a resultant, by the adjustment drive 21st torque to be provided according to the equation $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}dyn}-{\mathrm{M.}}_{user}.$$

Thus, those on the vehicle assembly go into the torque balance 11 acting static and dynamic loads as well as a desired torque (M _user ), which corresponds to the torque to be provided by the user. The current control module regulates in servo mode 34 then based on the target current value determined in this way I _cmd the motor current using pulse width modulation so that an actual current I. results, which is at least approximately the target current value I _cmd corresponds.

This is graphically in 5 shown. The actual current corresponds over time I. at least approximately the specified target current value I _cmd . There is a control deviation Δ that is at least approximately zero.

In a vehicle 1 , for example like in 2 B is parked on a slope with a considerable incline, the vehicle assembly may become 11 , for example a side door of a vehicle, automatically adjusted when released due to the effect of gravity. In this case, no user forces act on the vehicle assembly 11 , but gravity acts on the vehicle door 11 in opening direction or in closing direction (depending on the position of the vehicle 1 ), with the effect of gravity in As a rule, it will be significantly smaller than the force to be applied by a user. This has the consequence that the vehicle assembly 11 crawling adjusted due to the effect of gravity.

This also has the consequence that the current control module in servo mode 34 the motor current no longer reaches the target current value I _cmd can regulate when no user is working on the vehicle assembly 11 is applied. This is because the target current value I _cmd is determined taking into account the force to be applied by a user, but in this case no user force on the vehicle assembly 11 is applied. It turns out like this in 6th is shown, a significant (clearly different from zero) control deviation Δ between the target current value I _cmd and the actual current I. of the adjustment drive 21st .

This can be used to recognize in servo mode when a user is using the vehicle assembly 11 lets go and thus no further, guided adjustment of the vehicle assembly 11 should be done more.

So, like this in 7th is shown, with a guided adjustment movement of the vehicle assembly 11 there is initially a control deviation Δ of approximately zero. In servo mode, the actual current can I. of the adjustment drive 21st thus to the target current value I _cmd be managed. However, if the user leaves the vehicle group 11 at a time T3 (or a little earlier), there is no longer any user force acting on the vehicle assembly 11 , and a regulation on the target current value I _cmd is not possible anymore. The control deviation Δ consequently increases significantly and exceeds a predetermined threshold value SW what through the control module 36 can be evaluated and recognized.

However, the servo operation is not terminated immediately, but only when the control deviation occurs Δ over a predetermined period of time T2 greater than the threshold SW is. If it does, it will at a time T4 (after the end of the period T2 ) the servo operation terminated and preferably switched to a locking state in which the vehicle assembly 11 is established.

The threshold SW can be stored as a constant in the system. The threshold SW but can also be adapted adaptively during operation.

The timespan T2 can for example be between 50 ms and 150 ms, for example 100 ms, but can also be smaller or larger.

To determine a parameter of the control deviation Δ , on the basis of which it is concluded that the servo operation has ended, can for example be a running mean value of the control deviation Δ can be determined, for example by the control deviation Δ continuously over a period of time T1 is averaged. The current parameter of the control deviation Δ thus corresponds to the averaged control deviation Δ in the period T1 before the current time.

For fixing the vehicle assembly 11 after termination of servo operation, the adjustment drive 21st for example, controlled with a locking current that the vehicle assembly 11 actively detects in the position you have just assumed. The locking current can be a movement of the vehicle assembly 11 counteract, so that an unintentional, uncontrolled adjustment of the vehicle assembly 11 is prevented.

Additionally or alternatively, the control device 3 be designed to be a braking device 22nd (please refer 3 ) the drive device 2 to control the braking on the adjustment drive 21st and / or the vehicle assembly 11 acts. About the braking device 22nd , which can be designed as a disc brake or a shoe brake, for example, can thus be used for mechanical, currentless locking of the vehicle assembly 11 can be effected in a locking state.

The idea on which the invention is based is not restricted to the exemplary embodiments described above, but can also be implemented in other ways.

A drive device of the type described can be used to adjust a vehicle side door which is arranged pivotably about a hinge axis on a vehicle body. Likewise, a drive device using the same control principles can also be used for a sliding door, a tailgate or a sliding roof.

A speed-controlled adjustment of a vehicle assembly can take place in automatic mode by means of a drive device. In contrast, in a servo operation there is power assistance in such a way that a user can effect an adjustment with a constant user force or a user force following a desired curve over the adjustment path of the vehicle assembly and thus the adjustment is comfortable and pleasant for a user.

In a drive device of the type described, both automatic operation and servo operation can be implemented. It is also conceivable, however, that the drive device does not have an automatic mode, but a servo mode in which a target current value is determined in order to carry out a current control based on the target current value.

List of reference symbols

1

Motor vehicle

10

Vehicle body

11

Vehicle assembly (vehicle door)

110

Hinge axis

111

Handle

2

Drive device

20th

Adjustment part (tether)

200

Joint axis

21st

Adjustment drive

22nd

Braking device

3

Control device

30th

Load calculation module

301-303

Sensor device

31

Servo control module

310

Event detection

32

Speed control module

320

Speed input

33

Switching device

330, 331

Switching point

34

Current control module

35

PWM unit

36

Control module

α ₁

Angle of slope of the hinge axis

α2

Vehicle pitch angle

β1

Angle of inclination of the hinge axis

β2

Vehicle lean angle

Δ

Control deviation (difference between target current and actual current)

ϕ

Door opening angle

I.

Actual current

I _cmd , I _cmd '

Target current value

n

number of revolutions

O

Opening direction

SP

Door center of gravity

SW

Threshold

T1

Period

T2

Period of time

T3, T4

time

x _SP

Distance between pivot axis and door center of gravity

X

Vehicle longitudinal axis

Y

Vehicle transverse axis

Z

Vehicle vertical axis

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102015215627 A1 [0008, 0044, 0045]

Claims (11)

Drive device (2) for adjusting a vehicle assembly (11), with an electromotive adjustment drive (21) for adjusting the vehicle assembly (11) and a control device (3) for controlling the adjustment drive (21), the control device (3) being designed to Adjusting drive (21) in servo mode to provide a supporting force for manual adjustment of the vehicle assembly (11) by a user, characterized in that the control device (3) includes a servo control module (31) for determining a setpoint current value (I _cmd ) as a function of a load acting on the vehicle assembly (11), a current regulating module (34) for regulating a current of the adjusting drive (21) and a control module (36), the current regulating module (34) being designed to convert the current of the adjusting drive (21) into to regulate the servo operation on the basis of the setpoint current value (I _cmd ), and wherein the control module (36) is designed to _input a parameter Determine the control deviation (Δ) on the basis of a difference between the setpoint current value (I _cmd ) and an actual current (I) of the adjustment drive (21) that results in servo operation and to end the servo operation when the parameter of the control deviation (Δ) is a predetermined one Measure exceeds. Drive device (2) after Claim 1 , characterized in that the control module (36) is designed, the parameter of the control deviation (Δ) from the difference between the target current value (I _cmd ) and an actual current (I) of the adjustment _drive (21) resulting during operation, averaged over a predetermined time period (T1) to determine. Drive device (2) after Claim 1 or 2 , characterized in that the control module (36) is designed to end the servo operation when the parameter of the control deviation (Δ) exceeds a predetermined threshold value (SW) for a predetermined period of time (T2). Drive device (2) according to one of the Claims 1 to 3 , characterized in that the control module (36) is designed to switch from servo operation to a locking state in which the vehicle assembly (11) is fixed, if the parameter of the control deviation (Δ) exceeds a predetermined amount. Drive device (2) after Claim 4 , characterized in that the control device (3) is designed to feed the adjusting drive (21) with a locking current for locking the vehicle assembly (11) in a position just assumed in the locking state. Drive device (2) according to one of the preceding claims, characterized in that the control device (3) has a load calculation module (30) which is designed to measure a load acting on the vehicle assembly (11) as a function of a load measured about a vehicle longitudinal axis (X) Inclination angle (β2) of the vehicle (1), an inclination angle (β1) of a hinge axis (110) of the vehicle assembly (11) measured about the vehicle longitudinal axis (X), an inclination angle (α2) of the vehicle (1) measured about a vehicle transverse axis (Y) to determine a pitch angle (α1) of the hinge axis (110) of the vehicle assembly (11) measured about the vehicle transverse axis (Y) and / or an opening angle (ϕ) of the vehicle assembly (11). Drive device (2) according to one of the preceding claims, characterized in that the servo control module (31) is designed to determine a target torque to be provided by the adjusting drive (21) based on the load acting on the vehicle assembly (11) and a target force value to be applied by a user . Drive device (2) after Claim 7 , characterized in that the load acting on the vehicle assembly (11) is determined on the basis of a static hinge torque acting about a hinge axis (110) of the vehicle assembly (11) and a dynamic hinge torque acting about the hinge axis (110) of the vehicle assembly (11) . Drive device (2) after Claim 8 , characterized in that the target torque is determined by a torque balance of the static hinge torque, the dynamic hinge torque and a user torque resulting from the target force value $${\mathrm{M.}}_{\mathrm{S.}Oll\text{\_}\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\text{\_}dyn}-{\mathrm{M.}}_{user},$$

where M _{Soll_Scharnier} the target _torque , M _{Scharnier_stat} the static hinge _torque , M _{Scharnier_dyn} the dynamic hinge torque and M _user the user torque. Drive device (2) according to one of the Claims 7 to 9 , characterized in that the servo control module (31) is designed to determine the setpoint current value (I _cmd ) on the basis of the setpoint _torque to be provided by the adjustment drive (21). Drive device (2) according to one of the preceding claims, characterized in that the current control module (34) is designed to set the current of the adjusting drive (21) using a pulse width modulation.

Images