DE102019211720A1 - 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 current regulation module (34) for regulating a current of the adjustment drive (21) on the basis of a target current value and a correction device (37) for correcting the target current value, the current regulation module (34) being designed, in a current regulation phase, a first manipulated variable to control the adjustment drive (21). The correction device (37) is designed to output a second manipulated variable for controlling the adjustment drive (21) in a correction phase and to calculate a correction value (K) for correcting the setpoint current value using at least one parameter of the adjustment drive (21) obtained in the correction phase.

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 or as an alternative to an automatic, electric motor-driven 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.

It is also desirable here that in servo operation it is possible to react flexibly to changed conditions, for example sluggishness in operation, for example due to contamination or due to age-related wear, without affecting the complexity of the system, in particular with regard to a system to be used Sensory technology, significantly increased.

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 a servo operation to be provided for adjusting a vehicle assembly supported by an electric motor in a simple, cost-effective manner.

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

Accordingly, the control device has a current regulation module for regulating a current of the adjustment drive on the basis of a target current value and a correction device for correcting the target current value. The current control module is designed to output a first manipulated variable for controlling the adjustment drive in a current control phase. The correction device, on the other hand, is designed to output a second manipulated variable for controlling the adjustment drive in a correction phase and to calculate a correction value for correcting the setpoint current value using at least one parameter of the adjustment drive obtained in the correction phase.

In servo operation, the drive device uses a current control to control the adjustment drive. By means of the current control, the motor current of the adjustment drive is set using a setpoint current value supplied to the current control module such that the adjustment force to be applied by a user on the vehicle assembly is the same over the adjustment path or follows a predetermined, desired curve. In order to adapt the current control to changing circumstances - for example changing temperature, humidity or other climatic conditions or if there is difficulty, for example due to contamination, aging or wear and tear - so that the additional forces that may have to be applied are not applied by the user must, but the forces to be applied by the user remain at least approximately the same even in changing circumstances, a correction device is provided with which the target current value can be corrected in order to be able to adjust the target current value depending on changed conditions if necessary.

For the purpose of correction, the control device can interrupt a current regulation for controlling the adjusting drive and switch from a current regulation phase to a correction phase. In the correction phase, the adjustment drive is not controlled with the first manipulated variable generated by the current control module, but with a second manipulated variable output by the correction device. There is thus no more current regulation, but the second manipulated variable can, for example, be constant during the correction phase, so that the motor current of the adjustment drive is not regulated in the correction phase. In the correction phase, a parameter of the adjustment drive, for example the motor current and / or a speed of the adjustment drive, can then be recorded in order to determine a correction value based on the parameter recorded in this way and to correct the setpoint current value with the correction value. In a current regulation phase following the correction phase, the corrected target current value can then be used in order to carry out an adapted current regulation taking into account the changed conditions on the basis of a corrected target current value.

If the second manipulated variable, with which the adjustment drive is controlled in the correction phase via the correction device, is retained, the current control of the adjustment drive no longer takes place. The motor current of the adjusting drive thus changes as a function of changing conditions, the motor current being proportional to the torque applied to the adjusting drive and the motor current thus increasing when the load on the adjusting drive is increased. The motor current can thus be recorded as a parameter in order to use the motor current to identify whether there is an increased load on the adjustment drive and thus, if necessary, the setpoint current value should be corrected for subsequent current regulation.

Additionally or alternatively, the speed of the adjusting drive can be recorded as a parameter. If the load on the adjustment drive increases, the speed usually decreases, whereby the mechanical power of the adjustment drive results from the product of the motor torque and the speed and thus from the motor current (which is proportional to the motor torque) and the speed, a characteristic value for the performance of the Adjustment drive can be derived.

A change in motor current and / or a change in speed can also be evaluated as a parameter.

In one embodiment, the control device is designed to switch cyclically between the current regulation phase and the correction phase. For example, a setpoint current value can be fed to the current control module with a predetermined cycle, for example with a cycle time between a minimum cycle time and a maximum cycle time, for example a few milliseconds. Switching between a current control phase and a correction phase can for example take place on the basis of the clock, for example, after a predetermined number of clocks in a current control phase, a change is made to a correction phase for a predetermined number of clocks and then switched back again.

The switchover is preferably carried out cyclically, but not necessarily periodically, so that the switchover can also take place at irregular time intervals.

A current regulation phase can be between 5 cycles and 20 cycles, for example 10 cycles long. In contrast, a correction phase can be, for example, one cycle or also several cycles, for example between 2 and 5 cycles, long.

Switching between current control phases and correction phases can take place cyclically at regular intervals. Switching can also take place at irregular intervals.

During the correction phase, the adjustment drive is controlled with the manipulated variable output by the correction device, which can be constant, for example. In the time window of the correction phase, a change in the parameter under consideration, for example the motor current or the speed, is evaluated in order to derive the correction value from it.

In the current control module, in a current control phase, control takes place on the basis of the supplied setpoint current value and the resulting, actual motor current. The current of the adjustment drive is thus adjusted by regulation so that it corresponds to the setpoint current value.

In one embodiment, the current control module is designed to set the manipulated variable in the current control phase using pulse width modulation. In the current control module, current is controlled in the current control phase on the basis of the respectively supplied setpoint current value that is dependent on the operating mode. The current control module outputs a manipulated variable by means of which the voltage supplied to the adjustment drive is set with a pulse width modulation of high frequency, for example with a frequency between 5 kHz and 100 kHz or even higher.

The manipulated variable used by the correction device in a correction phase to control the adjustment drive can be derived, for example, from the regulated, variable manipulated variable of the current control module in a preceding current control phase. The correction device can thus have a memory in which a current value of the manipulated variable output by the current control module is stored during a current regulation phase. Each manipulated variable value newly generated by the current control module in the current control phase can overwrite a previously stored manipulated variable value in the correction device's memory, so that the last valid value of the manipulated variable of the current control module is recorded in the correction device's memory.

In a correction phase following a current regulation phase, in one embodiment, the most recently stored value of the manipulated variable is used to control the adjusting drive. The last manipulated variable from the current control phase is thus frozen during the correction phase and used as a constant value to control the adjustment drive, a correction value being determined and used as a function of the resulting parameter of the adjustment drive, for example the motor current and / or the speed Correcting the setpoint current value is used for a subsequent current control phase.

If necessary, the last manipulated variable can be tracked, for example based on the vehicle position, the door position and / or the battery voltage. In the correction phase, unknown disturbances are to be corrected which are not due to known factors such as the vehicle position. This is done on the basis of a change in current or a change in current rise.

If, for example, the motor current is considered as a parameter in the correction phase, the correction value can be determined from the difference between the last setpoint current value used in the previous current regulation phase and the resulting motor current obtained in the correction phase. The correction value is thus determined from the deviation of the actual motor current from the setpoint current value.

If, for example, the speed of the adjustment drive is viewed as a parameter, the correction value can be determined, for example, in such a way that a reduction in the speed causes, for example, a proportional increase in the setpoint current value.

In a subsequent current control phase, the setpoint current value is corrected by correcting a predetermined setpoint current value (for example output by a servo control module, as will be described below) by the correction value determined by the correction device in the previous correction phase. For example, the predefined setpoint current value and the correction value can be combined by adding them to one another in order to feed the corrected setpoint current value determined in this way to the current control module and then to carry out a current control using the corrected setpoint current value.

In one embodiment, the control device has a servo control module for determining the setpoint current value as a function of a load acting on the vehicle assembly. Current control takes place in servo operation, with a setpoint current value being supplied to the current control module and current control taking place in the current control module based on the setpoint current value obtained. The servo control module is preferably designed to set the target current value so that the adjustment drive The force provided supports the user in the movement of the vehicle assembly in such a way that the force to be applied by the user is at least approximately the same if possible (or follows a desired curve), thus resulting in a comfortable, haptically pleasant adjustment of the vehicle assembly for the user.

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 consists of forces acting on the vehicle assembly independently of an applied user force, which in particular counteract an adjustment of the vehicle assembly (or possibly also support the movement of the vehicle assembly) and, for example, on the vehicle position, an angle of a hinge axis of the vehicle assembly designed as a vehicle door and can depend on a current adjustment position of the vehicle assembly.

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. When the vehicle door is opened, a user must therefore work against a torque acting on the vehicle assembly due to gravity, the supporting force provided by the adjustment drive being set so that the force to be applied by the user is independent of the position of the vehicle and of the Position of the vehicle assembly remains the same 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. In contrast, the dynamic hinge moment can result, for example, from inertial forces and is thus measured using 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 $${\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\_stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\_dyn}-{\mathrm{M.}}_{user},$$

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 second setpoint current value and supplies 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 control device is designed to control the adjustment drive in an automatic mode - additional to the servo mode - for adjusting the vehicle assembly at a predetermined speed. For this purpose, the control device has a speed control module for determining a setpoint current value as a function of a speed of the adjustment drive. The current regulation module is designed to regulate the current of the adjustment drive in automatic mode on the basis of the setpoint current value supplied by the speed regulation module.

The drive device can accordingly be operated in an automatic mode for the automatic adjustment of the vehicle assembly, for example a vehicle side door or a tailgate, or in a servo mode for manual, but electromotive-assisted adjustment of the vehicle assembly. In the automatic mode, the vehicle assembly is adjusted in a controlled manner at a predetermined speed. In the servo mode, on the other hand, 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 as possible over the adjustment travel or part of the adjustment travel of the vehicle assembly or a desired curve follows.

The speed control module is used to predetermine a first setpoint current value for a current control module, so that, in automatic mode, current control takes place on the basis of the setpoint current value set by the speed control module and set on the basis of the desired speed. In automatic mode, a control in the manner of a cascade control is used, in which the speed control module feeds a control value in the form of a target current value to the downstream current control module and in automatic mode the current control module performs a control based on the target current value supplied by the speed control module.

In one embodiment, the control device has a switching device that can be switched between a first sound position and a second switching position, wherein in the first switching position the speed control module is connected to the current control module and in the second switching position the servo control module is connected to the current control module. The switching device can thus be used to switch between automatic mode and servo mode. In the first switching position, the first setpoint current value, which is generated by the speed control module, is fed to the current control module. In contrast, in the second switch position, the second setpoint current value generated by the servo control module is fed to the current control module.

The switching device can be a physical switch. The switching device can, however, also be implemented in software in the control device and implement the supply of the respective setpoint current value to the current control module in software.

In one embodiment, the speed control module is designed to set the first setpoint current value based on a speed setpoint and the speed of the adjustment drive. The speed setpoint can, for example, be permanently stored in the control device and indicates the value with which an adjustment is to take place in automatic mode. In the speed control module, a control takes place based on the speed setpoint and the resulting actual speed of the adjustment drive, so that the from Speed control module provided target current value is adapted and set so that the actual speed of the adjustment drive is regulated to the speed setpoint.

The rotational speed of the adjustment drive can for example be detected by sensors, for example using Hall sensors which detect a rotation of a motor shaft of the adjustment drive by sensors.

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 user activity can be avoided. 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.

Due to the control method, a simple switchover between the servo operating mode and the automatic operating mode and vice versa is possible.

• 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; und
• 5 eine funktionale Ansicht eines Ausführungsbeispiels einer Steuereinrichtung einer Antriebsvorrichtung, mit einer Korrektureinrichtung zum Korrigieren eines Sollstromwerts für eine Stromregelung in einem Servobetrieb.

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; and
• 5 a functional view of an embodiment of a control device of a drive device, with a correction device for correcting a setpoint current value for a current control in a servo operation.

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 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 sliding roof can be used.

The drive device 2 enables, in one exemplary embodiment, automatic operation and servo operation and can thus enable 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 cause by a user. The drive device 2 can for this purpose be switchable between different operating modes, the adjustment 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 the vehicle 1 and the pitch angle α1 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 sets the current using a voltage _{control value} U _cmd in the form of a load factor (between 0% and 100%) by adding the voltage _{control value} U _{cmd to} a pulse width modulation 35 based on the battery voltage U _Bat of the vehicle and the voltage _{control value} U _{cmd generates} an output voltage and the adjustment _drive 21st feeds. The pulse width modulation 35 preferably operates 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(a) * 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 (a) * 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 slope of the hinge axis [°]
• β ₂ inclination of the hinge axis [°]
• M _{R, hinge} friction 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 sensory through sensors 301 , 302 , 303 are recorded, and measured values are correspondingly 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: $${\mathrm{M.}}_{\mathrm{S.}cHarnier,dyn}=\ddot{\phi }\ast \mathrm{I.}\ast c$$

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 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]
• • I_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]
• • I _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 $$M_{Soll\_Antrieb}=M_{Soll\_Scharnier}\ast {\ddot{\text{u}}}_{Hebel}$$

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.
Aus dem Solldrehmoment des Antriebs berechnet sich das Sollmoment des Motors unter Einbeziehung des Motorwirkungsgrads und eines Übersetzungsverhältnisses eines Motorgetriebes zu $$M_{Soll\_motor}=\frac{M_{Soll\_Antrieb}}{{\eta }_{motor}\ast {\ddot{\text{u}}}_{Getriebe}}$$

mit

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

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: $${\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\_stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\_dyn}-{\mathrm{M.}}_{user}$$

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 $${\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{A.}ntrieb}={\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{S.}cHarnier}\ast {\ddot{\text{u}}}_{Hebel}$$

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.
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 $${\mathrm{M.}}_{\mathrm{S.}Oll\_mOtOr}=\frac{{\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{A.}ntrieb}}{{\eta }_{mOtOr}\ast {\ddot{\text{u}}}_{Getriebe}}$$

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: $${\mathrm{I.}}_{\mathrm{S.}Oll\_mOtOr}=\frac{{\mathrm{M.}}_{\mathrm{S.}Oll\_mOtOr}}{Kt}+{\mathrm{I.}}_0$$

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.

The setpoint current value is used in servo mode I _cmd based on the vehicle position and the adjustment position of the vehicle assembly 11 specified, the static hinge torque also having a frictional torque component and thus hinge friction is taken into account. A frictional torque curve can for example be permanently stored in the system, so that by means of the previously described determination of the target current value, variable conditions, for example as a result of temperature changes, changes in humidity, aging or wear, may not easily be taken into account.

In order to enable the setpoint current value to be corrected in the case of changing circumstances, the control device is shown in FIG 5 a correction device 37 provided, which is used by the servo control module 31 output target current value with a correction value K to adapt so that a possible change in conditions in the system can be taken into account and the current control of the adjustment drive 21st can be flexibly adapted in servo operation.

The correction facility 37 has a switching device 370 which enables switching between a current control and a correction mode. The correction can be done cyclically, for example, so that within the scope of the current control module 34 current control carried out is cyclically switched to a correction mode to a correction value in the correction mode K to determine which is to be used subsequently for a current control.

In the servo mode, as described above, current control takes place using one of the servo control module 31 generated target current value I _cmd , the current control module 34 is fed. The current control module 34 controls a manipulated variable U _cmd based on the setpoint current value and the actual motor current I. using pulse width modulation and thus controls the adjustment drive 21st in a regulated manner.

Such a current regulation takes place in a current regulation phase in which the switching device 370 the current control module 34 with the adjustment drive 21st connects. The target current value can be set by the servo control module 31 in this case, for example, can be generated in a stepped manner, with a cycle being between 1 ms and 5 ms long, for example, and a new target current value for each cycle depending on the currently valid vehicle position and adjustment position of the vehicle assembly 11 through the servo control module 31 is issued.

In the current control phase, the current control module 34 generated manipulated variable U _cmd by the correction _device 37 recorded and in a memory 371 stored, the memory 371 saves the last valid value of the manipulated variable and overwrites previous values.

After a predetermined number of cycles in a current regulation phase, for example after ten cycles, the switching device 370 for example in the in 5 switch position shown and thus switched to a correction phase and connects an output of the memory 371 with the adjustment drive 21st . About the store 371 becomes the adjustment drive 21st thus the manipulated variable now last in the memory 371 stored value, which corresponds to the last value of the manipulated variable U _cmd from the previous current control _phase , so that the last value of the manipulated variable U _cmd from the previous current control _phase is frozen and no further control of the motor current takes place.

Because the manipulated variable is therefore not adapted any further, the operating behavior of the adjustment drive changes in the correction phase, which can be a predetermined number of cycles, for example between one and five cycles, for example 21st in changing circumstances. In the event of increased stiffness, for example, the motor current I. The speed of the adjustment drive can increase and vice versa 21st sink. This can be done by the correction facility 37 can be monitored, using changing parameters, for example using the changing motor current and / or the changing speed, a correction value K is determined to correct the target current value for a subsequent current control phase.

For example, as in 5 shown, the motor current I. monitored and a correction value determination 372 are fed in based on the motor current I. the correction value K is determined. The correction value K can, for example, from the difference in the motor current I. and the last valid setpoint current value can be determined, the motor current I. can for example be averaged over a correction phase.

The correction value K is, after switching to a current control phase again, via an adder 373 that by the servo control module 31 provided target current value is added so that the target current value is corrected and thus a current control in the current control module 34 based on the corrected target current value.

Due to the cyclical switching between current control phases and correction phases, a correction can be made successively so that changed conditions can be taken into account. In this way, sluggishness during operation can be compensated for by increasing the torque through the adjustment drive in servo operation 21st is provided and thus the force to be applied by a user (or a force curve) in servo operation remains at least approximately the same regardless of changing circumstances.

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 servo operation, force assistance takes place 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.

Such a servo operation can also be used independently of an automatic operation.

In this case, the drive device can be switched between an automatic transmission and a servo operation in a simple manner.

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

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

37

Correction facility

370

Switching device

371

Storage unit

372

Correction value determination

373

Totalizer

α1

Angle of slope of the hinge axis

α2

Vehicle pitch angle

β1

Angle of inclination of the hinge axis

β2

Vehicle lean angle

ϕ

Door opening angle

I.

Motor current

I _cmd

Target current value

K

Correction value

n

number of revolutions

O

Opening direction

SP

Door center of gravity

U _Bat

Battery voltage

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 [0009, 0053, 0054]

Claims (15)

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 Controlling adjustment drive (21) in servo mode for providing a supporting force during manual adjustment of the vehicle assembly (11) by a user, characterized in that the control device (3) uses a current control module (34) for regulating a current of the adjustment drive (21) a setpoint current value and a correction device (37) for correcting the setpoint current value, the current control module (34) being designed to output a first manipulated variable for controlling the adjusting drive (21) in a current control phase, and the correction device (37) being designed in a Correction phase, a second manipulated variable to control the adjustment drive s (21) and to calculate a correction value (K) for correcting the setpoint current value on the basis of at least one parameter of the adjustment drive (21) obtained in the correction phase. Drive device (2) after Claim 1 , characterized in that the at least one parameter obtained in the correction phase is a resulting motor current (I) and / or a speed (n) of the adjustment drive (21). Drive device (2) after Claim 1 or 2 , characterized in that the control device (3) is designed to switch cyclically between the current regulation phase and the correction phase. Drive device (2) according to one of the Claims 1 to 3 , characterized in that the current control module (34) is designed to regulate the current of the adjustment drive (21) in the current control phase based on the supplied setpoint current value and the resulting, actual motor current (I). Drive device (2) according to one of the preceding claims, characterized in that the correction device (37) is designed to store the first manipulated variable generated by the current control module (34) in a memory (371) in the current control phase. Drive device (2) after Claim 5 , characterized in that the correction device (37) is designed to output, in the correction phase, as a second manipulated variable a value of the first manipulated variable stored in a previous current regulation phase for controlling the adjusting drive (21). Drive device (2) according to one of the preceding claims, characterized in that the correction device (37) is designed to combine the correction value determined in the correction phase with the target current value in a subsequent current regulation phase. Drive device (2) according to one of the preceding claims, characterized in that the control device (3) has a servo control module (31) for determining the setpoint current value as a function of a load acting on the vehicle assembly (11). Drive device (2) after Claim 8 , characterized in that the control device (3) has a load calculation module (30) which is designed to apply a load acting on the vehicle assembly (11) as a function of an angle of inclination (β2) of the vehicle (1) measured about a vehicle longitudinal axis (X) , an angle of inclination (β1) of a hinge axis (110) of the vehicle assembly (11) measured about the vehicle longitudinal axis (X), an angle of inclination (α2) of the vehicle (1) measured about a vehicle transverse axis (Y), and one measured about the vehicle transverse axis (Y) To determine the slope angle (α1) of the hinge axis (110) of the vehicle assembly (11) and / or an opening angle (ϕ) of the vehicle assembly (11). Drive device (2) after Claim 8 or 9 characterized in that the servo control module (31) is designed to determine a target torque to be provided by the adjustment 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 10 , characterized in that the load acting on the vehicle assembly (11) is determined on the basis of a static hinge moment acting about a hinge axis (110) of the vehicle assembly (11) and a dynamic hinge moment acting about the hinge axis (110) of the vehicle assembly (11) . Drive device (2) after Claim 11 , 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 $${\mathrm{M.}}_{\mathrm{S.}Oll\_\mathrm{S.}cHarnier}={\mathrm{M.}}_{\mathrm{S.}cHarnier\_stat}+{\mathrm{M.}}_{\mathrm{S.}cHarnier\_dyn}-{\mathrm{M.}}_{user},$$

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 10 to 12 , characterized in that the servo control module (31) is designed to determine a target current value based on the target torque to be provided by the adjusting drive (21). Drive device (2) according to one of the preceding claims, characterized in that the control device (3) is designed to control the adjustment drive (21) in an automatic mode for adjusting the vehicle assembly (11) at a predetermined speed, the control device (3) on Speed control module (32) for determining a setpoint current value as a function of a speed (n) of the adjustment drive (21), the current control module (34) being designed to determine the current of the adjustment drive (21) in automatic mode based on the speed control module (32) supplied setpoint current value. Drive device (2) after Claim 14 , characterized in that the control device (3) has a switching device (33) which can be switched between a first switching position and a second switching position, the speed control module (32) with the current control module (34) in the first switching position and in the second switching position the servo control module (31) is connected to the current control module (34).

Images