EP1110291A1 - Dispositif d'entra nement pour le deplacement d'une partie de vehicule - Google Patents

Dispositif d'entra nement pour le deplacement d'une partie de vehicule

Info

Publication number
EP1110291A1
EP1110291A1 EP99968741A EP99968741A EP1110291A1 EP 1110291 A1 EP1110291 A1 EP 1110291A1 EP 99968741 A EP99968741 A EP 99968741A EP 99968741 A EP99968741 A EP 99968741A EP 1110291 A1 EP1110291 A1 EP 1110291A1
Authority
EP
European Patent Office
Prior art keywords
calculation
determined
vehicle part
value
force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP99968741A
Other languages
German (de)
English (en)
Inventor
Joachim Klesing
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Webasto SE
Original Assignee
Webasto Dachsysteme GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Webasto Dachsysteme GmbH filed Critical Webasto Dachsysteme GmbH
Publication of EP1110291A1 publication Critical patent/EP1110291A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P1/00—Arrangements for starting electric motors or dynamo-electric converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
    • H02H7/0851—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load for motors actuating a movable member between two end positions, e.g. detecting an end position or obstruction by overload signal

Definitions

  • the invention relates to a method for adjusting a vehicle part between at least two positions according to the preamble of claim 1 and a drive device for a vehicle part adjustable between at least two positions according to the preamble of claim 9.
  • DE 43 21 264 AI discloses a generic method and a generic drive device.
  • An electric motor drives a car window pane.
  • a signal is generated from which the current period of the motor rotation and thus the.
  • Monentane speed of the engine is determined at any point in time at which such a signal arrives at a control unit for controlling the engine.
  • the motor is reversed in order to release a possibly jammed object.
  • a drive device for a motor vehicle window which detects the motor speed by means of two Hall detectors and reverses the motor when a threshold value for the relative change in speed is exceeded.
  • the threshold value is constantly recalculated as a function of the detected motor voltage and the ambient temperature determined by a temperature sensor on the motor. The standstill / operating times of the motor are also taken into account in order to be able to infer the ambient temperature from the motor temperature.
  • a disadvantage of these generic speed-detecting drive devices is that they, e.g. by selecting the trigger threshold, only for a pinching speed, i.e. a rigidity of the overall system can be optimized.
  • the rigidity of the overall system is made up of the rigidity of the drive mechanism, the pinched body and the vehicle body.
  • the stiffness of the pinched body depends on the type of body.
  • the rigidity of the body is heavily dependent on the place where the body is pinched. The stiffness can thus vary from pinching to pinching, which means that only a small part of the pinching cases can be optimally recognized in the known systems.
  • This object is achieved according to the invention by a method according to claim 1 and a drive device according to claim 9.
  • the pinch protection detection can be optimized for at least two different pinch scenarios.
  • the results of the two Comparisons can be linked in an OR operation. This represents a particularly simple pinch detection.
  • the first calculation and the second calculation are preferably optimized for the detection of the expected fastest or slowest changes in force. This creates reliable pinch detection in the widest possible range of pinch scenarios.
  • a new value of the force effect is preferably calculated only after every nth input of a pulse signal, while in the first calculation the time of the input of each pulse signal is recorded at the control unit and between two such input times at certain extrapolation times from at least one Part of these measured times, the first value for the current force on the vehicle part is determined.
  • FIG. 1 shows a schematic illustration of a drive device according to the invention
  • FIG. 2 shows a graphical representation of an exemplary temporal course of the period of the motor rotation
  • FIG. 3 shows a schematic exemplary representation of the method according to the invention
  • FIG. 4 schematically shows a vehicle roof to illustrate the method according to FIG. 3.
  • FIG. 1 drives an electric motor 10 designed as a direct current motor via a shaft 12, a pinion 14 which is in engagement with two drive cables 16 which are guided with tension and compression resistance.
  • a worm gear (not shown) is optionally located between the electric motor 10 and the pinion 14.
  • the movable covers 54 of vehicle sunroofs, today predominantly designed as sliding / lifting roofs or spoiler roofs, are mostly driven by means of such drive cables 16.
  • the window lifters of a motor vehicle door often act on the movable part via a cable drum and a smooth cable, i.e. the disc.
  • the cover 54 of a sliding / lifting roof is preferably driven, which, however, is only shown in FIG. 4 for better clarity.
  • a magnetic wheel 18 with at least one south and one north pole is mounted on the shaft 12 in a rotationally fixed manner.
  • several, for example, 4 north and south poles can also be arranged on the magnetic wheel 18, as a result of which the period of the signals is correspondingly shortened.
  • Two Hall sensors 20, 22 are arranged near the magnetic wheel 18 in the circumferential direction, each of which sends a pulse signal to a control unit 24 provided with a microprocessor 36 and a memory 38 each time the north or south pole of the magnetic wheel 18 passes emit, which thus receives a signal about every quarter turn of the shaft 12.
  • the period duration results in each case from the distance between two successive signals on the same sensor 20 or 22, which are received at a distance of one full rotation of the shaft 12.
  • the period is alternately calculated from the time difference between the last two signals on the sensors 20 and 22, so that every quarter turn a new value of the period is available.
  • This type of determination of the period duration affects deviations from the exact 90 degree Geometry of the sensor arrangement does not depend on the period, as would be the case when determining the period from the time difference between the last signal of one sensor and the other sensor.
  • the direction of rotation can also be determined on the basis of the phase shift of the signals of the two sensors 20, 22.
  • the current position of the cover 54 can also be determined from the signals of the Hall sensors 20, 22 by feeding these signals to a counter 40 assigned to the control unit 24.
  • the direction of rotation of the motor 10 can be controlled by the control unit 24 via two relays 26, 28 with changeover contacts 30, 32.
  • the speed of the motor 10 will be controlled by pulse width modulation via a transistor 34.
  • the essential aspect of the present invention is that two calculations 50, 52 are carried out in parallel and independently of one another in order to derive a value for the momentary force acting on the roof cover from the times of the signal input from the Hall sensors 20, 22 on the control unit 24 to be determined, both values being taken into account when deciding whether there is a trapping event.
  • the calculations are each carried out with their own parameter set and their own sampling rate.
  • the sampling rate means the distance between the times at which a value for the momentary force is determined.
  • the rigidity of the overall system depends on the type of body being pinched and the location where the body is pinched. This applies in particular to the lowering movement of a cover 54 from an opening position, see FIG. 4. If a body 56 is clamped in the area of the roof center (indicated in FIG. 4 with 58), the overall system is considerably softer than if it were clamped in the edge area (indicated in Fig. 4 with 60).
  • the parameter set of the calculation, in particular the threshold or limit values, and the selected sampling rate can only be optimized for a single stiffness of the overall system, although in practice each Depending on the type and location of the pinched body, different stiffnesses of the overall system can be decisive.
  • the second calculation is for the detection of slow changes in force, i.e. small stiffness, optimized during the first calculation for the detection of rapid changes in force, i.e. great stiffness is optimized.
  • the first calculation 50 uses an extrapolation algorithm described in the following, an estimated value for the current force acting on the vehicle part being determined between two signal input times at specific extrapolation times from a part of these measured times.
  • the second calculation does not require an extrapolation of measured values of the period, but, depending on the relevant stiffness range, it is calculated after a new measured value has been received or only after every nth input of a measured value Value of the momentary force applied. In principle, however, if necessary, the second calculation can also use an extrapolation algorithm, the extrapolation times being selected at a greater distance than in the first calculation.
  • the first calculation including the extraplation algorithm is described below.
  • the microprocessor 36 determines the monthly period of the rotation of the shaft 12 and thus also of the electric motor 10. Thus, a measurement value for the period is available approximately every quarter of a revolution of the shaft 12. To be one between these times too, estimated values for the period are continuously extrapolated from previous measured values of the period in a fixed time grid, for example every 1 ms, for example according to the following formula:
  • T * [k] T [i] + k • (al • T [i-1] + a2 • T [i-2] + a3 • T [i-3]) (1)
  • al, a2, a3 are parameters, i is an index that every quarter, incremented, and k is the running index of the fixed time grid, which is reset to zero for each new measurement for the period. Instead of the last four measured values, more or fewer measured values can be taken into account depending on the requirements.
  • the parameters al, a2, a3 model the overall system of the drive device, i.e. Motor 10, power transmission components and cover, and are determined by the spring stiffness, damping and friction of the overall system. This results in a bandpass effect with the property that spectral components of the period over time that result from vibrations are rated weaker than those that result from a pinching event.
  • FIG. 2 schematically shows an exemplary temporal course of the measured period durations T and the period durations T * estimated therefrom. The dashed curve represents the true course of the period.
  • the speed change at time [k], based on the previous time [k-1], is then estimated from the estimated values for the period, using a motor voltage filter and a travel profile filter to determine the influences of the motor voltage and the position at which the moving vehicle part, ie the cover, just located, to eliminate the engine speed using the following formula:
  • Um [k] is the motor voltage at the time [k]
  • Vu is a motor voltage filter which simulates the dependency of the speed on the motor voltage detected by the control unit 24
  • x [k] is the position of the cover at the time [k] and Vr on O
  • Path profile filter that simulates the dependence of the engine speed on the position of the cover.
  • the motor voltage filter Vu simulates the dynamic behavior of the motor when the voltage changes.
  • the motor voltage filter Vu is preferably designed as a low-pass filter, the time constant of which is equal to the motor time constant.
  • the time constant depends on the operating case, i.e. the opening or closing of the cover 54 in the sliding or lowering direction, and the magnitude of the change in voltage.
  • the path profile filter Vr is automatically determined by a learning run after installation of the drive device in the vehicle. As mentioned above, the position of the cover 54 is determined from the pulse signals of the Hall sensors 20, 22 which are summed up by means of the counter 40.
  • the decision of the first calculation 50 as to whether or not there is a jamming is made using the following formula:
  • the estimated speed changes ⁇ N * [k] are compared with a fixed lower limit that is constant over time. As soon as they exceed this lower limit, they are each multiplied by a proportionality factor Vf, which represents the steepness of the motor characteristic of the electric motor 10 (torque versus speed). The slope is approximately constant at constant motor voltage and motor temperature, but is different for each electric motor 10.
  • Vf proportionality factor
  • the ambient temperature is detected by a temperature sensor and the motor temperature is approximated by recording the operating time (instead of the ambient temperature, the motor temperature can also be detected directly by a temperature sensor on the electric motor 10).
  • the ⁇ F [k] values are added up as long as the ⁇ N * [k] values are above the specified lower limit. As soon as two consecutive ⁇ N * [k] values are below it again, the sum is set to zero. If a ⁇ N * [k] value exceeds a fixed upper limit, only the value of the upper limit is included in the sum instead of this ⁇ N * [k]. This serves to eliminate as far as possible the effects of vibrations, which lead to brief, periodic peaks in the speed change, on the detection of a trapping event. In the simplest case, this upper limit can be chosen to be constant. In order to increase the accuracy of the triggering, however, the upper limit can also be selected in a time-dependent manner depending on the currently determined speed change, e.g. in the form that the upper limit is increased with increasing current speed change.
  • the first sampling rate is selected so that it is used for the detection of pinching with the The highest detection system stiffness is optimal
  • the speed detection stage 62 is used jointly by the first calculation 50 and the second calculation 52.
  • the change in speed ⁇ N * is converted to the by means of the formula (3) in the manner described above using a first value for the fixed lower limit, a first value for the fixed upper limit and a first value for the threshold value Fmax the first sampling rate specified points in time, ie the extrapolation points in time [k], determined whether the momentary force effect exceeds this first threshold value Fmax.
  • the values of this first parameter set are optimized for the detection of pinching cases with the greatest expected system rigidity.
  • the sampling rate is selected so that it is optimal for the detection of pinching cases with the lowest expected system stiffness.
  • This second sampling rate can e.g. should be chosen so that only every fourth measured value of the period T should be taken into account.
  • the second calculation is only carried out by the Hall sensors 20, 22 every fourth signal input, i.e. only every fourth speed N [i] determined by the stage 62, which goes back to a measured period T is taken into account in the sampling stage indicated by 66 in FIG. 4 (indicated by 66 in FIG. 4), which corresponds to a measured period T goes back.
  • the speeds N * [k] determined from extrapolated period durations T * are of course not taken into account anyway.
  • the second calculation 52 is therefore only carried out every fourth point in time [i].
  • the speed change ⁇ N [i] compared to the last measured value is determined. Then it is determined in an analogous manner by means of the formula (3) using a second value for the fixed lower limit, a second value for the fixed upper limit and a second value for the threshold value Fmax whether the momentary force action exceeds this second threshold value Fmax.
  • the values of this second parameter set are optimized for the detection of pinching cases with the lowest expected system rigidity.
  • the results of the first and the second calculation are logically linked to one another in a logic stage 64 for the decision as to whether there is a jamming situation, ie the engine should be switched off or reversed. In the simplest case, this is an OR operation. In this case, the motor is switched off or reversed if one of the has detected a case of pinching in both calculations. The decision is made at any point in time when the first calculation 50 delivers a new result. Since new results of the second calculation 52 are available much less frequently, the last result of the second calculation 52 is always supplied to the logic stage 64. If a pinching case has been detected on the basis of the linkage, the control unit 24 triggers reversing of the motor 10 by actuating the relays 26, 28 via the switches 30, 32 in order to immediately release a jammed object.
  • a spectral analysis of the changes in speed determined at the time of analysis can be carried out within a specific time window. If certain spectral characteristics occur, in particular if a clearly pronounced peak occurs, which is not in the spectral range typical for pinching cases, triggering is prevented, even if the logic stage 64 has actually detected a pinching case.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Motor And Converter Starters (AREA)
  • Stopping Of Electric Motors (AREA)
  • Window Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de déplacement d'une partie de véhicule entre au moins deux positions. La partie de véhicule est entraînée par un moteur électrique, des signaux à impulsions correspondant aux mouvements de rotation du moteur électrique sont produits et conduits à une unité de commande servant à commander le moteur électrique. Lors d'un premier calcul (50) réalisé avec un premier ensemble de paramètres, à partir des signaux à impulsions détectés à certains premiers moments, une première valeur est déterminée pour l'effet de force du moment s'exerçant sur la partie de véhicule. Parallèlement au premier calcul, au cours d'au moins un second calcul (52), avec un second ensemble de paramètres, à partir des signaux d'impulsions détectés à certains seconds moments, une seconde valeur est déterminée pour l'effet de force du moment s'exerçant sur la partie de véhicule. Ces deux valeurs relatives à l'effet de force du moment sont prises en compte pour permettre de décider si le fonctionnement du moteur doit être arrêté, inversé, ou laissé tel quel. L'invention concerne en outre un dispositif permettant la mise en oeuvre de ce procédé.
EP99968741A 1998-09-03 1999-09-03 Dispositif d'entra nement pour le deplacement d'une partie de vehicule Withdrawn EP1110291A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19840162A DE19840162A1 (de) 1998-09-03 1998-09-03 Antriebsvorrichtung und Verfahren zum Verstellen eines Fahrzeugteils
DE19840162 1998-09-03
PCT/EP1999/006509 WO2000014844A1 (fr) 1998-09-03 1999-09-03 Dispositif d'entraînement pour le deplacement d'une partie de vehicule

Publications (1)

Publication Number Publication Date
EP1110291A1 true EP1110291A1 (fr) 2001-06-27

Family

ID=7879678

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99968741A Withdrawn EP1110291A1 (fr) 1998-09-03 1999-09-03 Dispositif d'entra nement pour le deplacement d'une partie de vehicule

Country Status (6)

Country Link
US (1) US6633148B1 (fr)
EP (1) EP1110291A1 (fr)
JP (1) JP2002524679A (fr)
KR (1) KR100723319B1 (fr)
DE (1) DE19840162A1 (fr)
WO (1) WO2000014844A1 (fr)

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US6873127B2 (en) * 2002-05-10 2005-03-29 Wayne-Dalton Corp. Method and device for adjusting an internal obstruction force setting for a motorized garage door operator
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Also Published As

Publication number Publication date
KR100723319B1 (ko) 2007-05-31
DE19840162A1 (de) 2000-03-16
WO2000014844A1 (fr) 2000-03-16
JP2002524679A (ja) 2002-08-06
KR20010090723A (ko) 2001-10-19
US6633148B1 (en) 2003-10-14

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