EP3883807A1 - Procédé de surveillance fiable du fonctionnement d'un dispositif de transport électromagnétique - Google Patents

Procédé de surveillance fiable du fonctionnement d'un dispositif de transport électromagnétique

Info

Publication number
EP3883807A1
EP3883807A1 EP19802198.2A EP19802198A EP3883807A1 EP 3883807 A1 EP3883807 A1 EP 3883807A1 EP 19802198 A EP19802198 A EP 19802198A EP 3883807 A1 EP3883807 A1 EP 3883807A1
Authority
EP
European Patent Office
Prior art keywords
measured value
sensor
transport
safe
transport unit
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.)
Pending
Application number
EP19802198.2A
Other languages
German (de)
English (en)
Inventor
Gerhard Hanis
Andreas Mayrhofer
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.)
B&R Industrial Automation GmbH
Original Assignee
B&R Industrial Automation 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 B&R Industrial Automation GmbH filed Critical B&R Industrial Automation GmbH
Publication of EP3883807A1 publication Critical patent/EP3883807A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/002—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes
    • B60L15/005—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of propulsion for monorail vehicles, suspension vehicles or rack railways; for control of magnetic suspension or levitation for vehicles for propulsion purposes for control of propulsion for vehicles propelled by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to a method for reliably monitoring the function of an electromagnetic transport device in the form of a long-stator linear motor or planar motor, a number of sensors being arranged on the long-stator linear motor or planar motor, and the number of sensors each being a measured value which is suitable for controlling the long-stator linear motor or planar motor. to capture. Furthermore, the present invention relates to an electromagnetic transport device in the form of a long stator linear motor or planar motor, on which a number of sensors are arranged, which are connected to a control unit of the long stator linear motor or planar motor, and are designed to record a measured value of the long stator linear motor and to transmit it to the control unit
  • LLM long-stator linear motors
  • rotary-to-linear translation units such as rotary motors on a conveyor belt.
  • Long stator linear motors are characterized by better and more flexible utilization across the entire work area. The ranges of speed and acceleration from zero to maximum can be used.
  • an individual regulation or control of the movable transport units shuttles
  • an improved use of energy the reduction of maintenance costs due to the lower number of wear parts, a simple replacement of the
  • Transport units efficient monitoring and easier error detection, an optimization of the electricity consumed by eliminating current gaps as advantages.
  • a stator of a long stator linear motor consists of a plurality of in
  • magnetic field sensors which are based, for example, on the anisotropic magnetoresistive effect (AMR effect), can be installed in the stator of the long-stator linear motor.
  • Detection of the magnetic field can affect the position and, subsequently, the
  • AT 519 238 B1 discloses a position determination of a transport unit which also works when the transport unit is at a standstill.
  • a magnetic field characteristic of a transport unit is considered here and when the
  • a magnetic field angle of the magnetic field acting on the measuring sensor can be calculated from the measured values.
  • information about the constructive and geometric structure of the transport unit is used in order to infer a precise position on the basis of a determined rough position of the transport unit when the long stator linear motor is activated / initialized.
  • a planar motor can be provided as an electromagnetic transport device.
  • the electromagnetic transport device is a planar motor.
  • a planar motor can, for example, be used in a production process, whereby very flexible transport processes with complex movement profiles can be realized.
  • a planar motor has a transport plane which is basically two-dimensional, for example lying in the yz plane.
  • the drive coils are distributed in the transport plane in order to generate a magnetic field which can be moved in two dimensions in the transport plane.
  • the magnets are advantageously also arranged in two dimensions on the transport unit in order to interact with the magnetic field and to move the transport unit in the transport plane.
  • the drive coils and the magnets are advantageously arranged such that in addition to a one-dimensional movement along the axes spanned by the transport plane (y-axis and z-axis in a yz plane), more complex two-dimensional movements of the transport unit in the transport plane are also possible. Basically, it is also possible that only one
  • one-dimensional movement is provided in the transport plane.
  • the magnets and drive coils can also be arranged only one-dimensionally.
  • a safe pulse lock STO Safe torque off
  • STO Safe torque off
  • a feedback arrangement which includes additional magnetic field sensors, which if the primary fails
  • Magnetic field sensors provide information about the position of the transport unit.
  • No. 9,806,647 B2 shows a security module which separately calculates the position of a transport unit and checks whether it matches the position determined using magnetic field sensors.
  • This object is achieved according to the invention by comparing at least a first measured value of a first sensor with a predetermined plausibility limit value and, when the plausibility limit value crosses with the first measured value, an error is determined and an action is triggered.
  • the task is also solved by an evaluation unit which is designed to compare a first measured value of a first sensor with a predetermined plausibility limit value and to determine an error and trigger an action when the measured value crosses.
  • the safe evaluation unit is preferably designed independently of the control unit.
  • a measured value can thus be checked for plausibility.
  • a measured value is fundamentally suitable for controlling the long stator linear motor or planar motor, but this does not necessarily mean that the measured value also for controlling the
  • Long stator linear motors or planar motors can e.g. be connected to bus-compatible analog-digital converters, which are controlled by a non-safe control part. Since the measured values are not reliably available in this case, a
  • the method according to the invention can be used for the entire long stator linear motor or planar motor, but also for part of the long stator linear motor or planar motor, preferably a segment of the transport path of the long stator linear motor or a plane segment of the transport plane of the planar motor.
  • Determining whether the measured value crosses the limit value and thus violates it can be determined whether the measured value is plausible, ie whether the measured value during operation of the Long stator linear motor or planar motor can occur at all.
  • An upper limit value can be provided as the limit value, so that if the upper limit value is exceeded (crossing) by the first measured value, an error is determined and an action is triggered.
  • a lower limit value can also be provided as the limit value, with which an error is detected and an action is triggered if the lower measured value falls below (crossing) the lower limit value.
  • an upper and a lower limit value can also be provided for a measured value, which are checked for violations.
  • the predefined limit value can be predefined in various ways.
  • the predetermined limit value can correspond to a fixed value and / or by a higher-level control, e.g. be specified based on a certain (security) setting.
  • the specified limit value must be distinguished from operational limit values.
  • An operational or "normal" limit value results depending on the operating state of the long stator linear motor or planar motor. For example, a fault tolerance of a measured value, e.g. a
  • Following error monitoring can be regarded as an operational limit. If a measured value crosses an operational limit, there is usually no defect, but an application error. If, for example, a transport unit is to be accelerated with 3m / s 2 (lower limit for the current operating condition due to the operation), but due to the design of the power electronics of the control unit only an acceleration of 2m / s 2 (measured value) results, a lag error is detected because the measured value is below the lower limit. For example, a user error can thus be recognized, but a defect cannot be concluded.
  • a limit value specified according to the invention is a
  • Plausibility limit value which checks, for example, that the measured value is possible, for example physically. If the long stator linear motor or planar motor is functioning correctly, the specified limit value must not be crossed by the measured value. If a predetermined limit value is crossed, a defect in the sensor, the signal transmission, the evaluation unit, etc. can be concluded. If, for example, an acceleration of 10 m / s 2 (measured value) is determined, and the transport unit can have an acceleration of at most 5 m / 2 2 (predetermined limit value), an error is recognized according to the invention.
  • a measured value can cross an operationally related limit value even with properly functioning hardware, whereas if a predetermined limit value is crossed in the sense of the invention (plausibility limit value), a hardware error can be concluded.
  • the measured value can thus be compared according to the invention with a predetermined limit value.
  • the measured value can of course also be compared in a known manner with an operational limit value during operation.
  • a speed of a transport unit is determined as a measured value
  • a maximum speed with which a transport unit can fundamentally be moved to a maximum can be specified. If the speed as the measured value exceeds the maximum speed as the limit value, an error is recognized and an action is triggered.
  • Magnetic field sizes can be recorded as measured values.
  • the sensor in question can thus represent a magnetic field sensor which measures a property of a magnetic field occurring at the sensor, for example the magnetic field intensity (e.g. a Hall sensor) or the direction of the magnetic field (e.g. a magnetoresistive sensor).
  • Magnetostrictive sensors are also possible as magnetic field sensors.
  • the sensor can also represent a temperature sensor and record a temperature as a measured value.
  • the first sensor is advantageously a current sensor.
  • Drive coil flowing coil current is viewed as a measured value and compared with a limit value.
  • a sensor can also supply several measured values, for example a property of a magnetic field and a temperature.
  • a temperature sensor is e.g. often integrated into a magnetic field sensor, since the measured values determined by the magnetic field sensor are often influenced by the sensor temperature. In order to take into account the degree of influence, the temperature can be recorded and processed as a further measured value. Several measured values can also be combined to form a new measured value.
  • a rate of change in the first measured value of the first sensor and / or a rate of change in time of a further measured value of a further sensor is advantageously compared with a predetermined maximum rate of change in time. If the maximum rate of change in time is exceeded, an error is detected and an action is triggered.
  • the dynamic range of the measured value is thus compared with a maximum dynamic range as a limit value.
  • This limit value can be determined in advance, for example, on the basis of a sampling rate provided and / or a maximum signal frequency to be expected. For example, a certain continuity can be assumed as a measured value for a magnetic field angle and / or a magnetic field amount. For example, a rate of change in the magnetic field angle and / or the amount of the magnetic field can be determined, compared with a predetermined maximum rate of change, an error can be determined if an excess is exceeded, and an action can be triggered.
  • Temperature changes occur above a certain maximum rate of change. If the temperature is considered as a measured value, for example a rate of change in the temperature can be compared with a maximum value, an error can be determined when an excess is exceeded and an action can be triggered.
  • the rate of change over time and a comparison with a predetermined maximum rate of change can of course be carried out for all types of measured values, e.g. for one
  • the first measured value of the first sensor and / or a further measured value of a further sensor can advantageously be compared with an additional measured value of an additional sensor, which is preferably positioned adjacent to the first sensor and / or further sensor, and a difference can be determined. If the difference found deviates from a predetermined difference, preferably one
  • the temperature can be measured using a
  • Temperature of another sensor can be compared as a limit.
  • an assumption can be made for the relationships between the temperature of the first sensor and the further sensor, the assumption, for example, similar temperatures, i.e. a slight difference, or no difference. If the deviation is too large, an error, e.g. in the first sensor or in the further sensor, are closed and an action is triggered. Similar assumptions can be made for other measurement values, such as magnetic field values. It can be assumed that, in particular for sensors positioned adjacent to one another, a measured value (e.g. a magnetic field amount) does not deviate beyond a predetermined tolerance.
  • the magnetic field angle as the measured value of a first sensor can also be compared with the magnetic field angle of another sensor and a difference can be determined. This determined difference is compared with a predetermined difference and, in the event of a deviation, an error is determined and an action is triggered.
  • An activity of the first sensor is advantageously determined as the first measured value and an activity of the additional sensor is determined as an additional measured value.
  • the Activities are advantageously binary, that is, the status is active and inactive, the boundary between active and inactive being able to be represented, for example, by a predetermined magnetic field strength.
  • the occurring activity of two sensors can thus be compared with predefined patterns.
  • a correspondence of the activity or an opposite activity can be regarded as a predetermined difference in accordance with the predetermined pattern in order to carry out a plausibility check with regard to the activity of the sensors under consideration.
  • the output of an optical and / or acoustic warning signal and intervention in the control unit can be provided as an action. For example, a pulse lock (STO), etc. can be triggered.
  • STO pulse lock
  • Safe can be defined according to a category in Table 10 of the standard DIN EN ISO 13849-1: 2016-06 and thus, depending on the safety category, single-fault safety, two-fault safety , etc. can be provided.
  • sensors can also be used that already correspond to a safety category, with the measured values additionally being evaluated according to the invention. It can
  • control of the analog-digital converter of the control unit can also be monitored, wherein the clock frequency and / or the number of clocks of the conversion, the frequency of a start of the conversion, etc. can be considered. It can
  • Planar motor can be checked with a predetermined limit value and / or the
  • Rates of change of the measured values of all sensors are compared with a maximum rate of change over time and / or the measured values of all sensors are compared with the additional measured values of other sensors.
  • a transport unit is advantageously arranged to be movable in a direction of movement along a transport route, one on the transport unit in
  • a plurality of drive magnets arranged in the direction of movement generates a magnetic field on the transport path.
  • the measured value of at least one sensor is also dependent on the position and / or the speed and / or the acceleration of the transport unit on the transport route. This arrangement applies to a long stator linear motor as the transport device.
  • a transport unit is movably arranged in a transport plane, with a plurality of drive magnets arranged on the transport unit
  • the measured value is at least one sensor further dependent on the position and / or the speed and / or the acceleration of the transport unit at the transport level. This arrangement applies to one
  • Planar motor as a transport device.
  • the senor directly delivers the position or speed or acceleration as a safe measured value, a safe position or safe speed or
  • a sensor can deliver a "safe" measured value.
  • the entire chain of evaluation of the measured values from the sensor to the processing processors it may also be necessary, depending on the security requirements, for the entire chain of evaluation of the measured values from the sensor to the processing processors to be secure, in order to also ensure secure communication between the respective Components.
  • Any sensors that deliver a signal proportional to the position or speed or acceleration of the transport unit can thus be imagined as corresponding sensors.
  • optical sensors, Hall sensors, light barriers, etc. or sensors for utilizing the Doppler effect such as radar sensors, laser sensors, sound sensors, etc., can be provided.
  • a safe position and / or a safe speed and / or a safe acceleration of the transport unit can also be determined from the safe measured value.
  • the mere presence of a transport unit on the transport route or on the transport level can also be regarded as a safe (rough) position.
  • a position can thus also be determined, for example, using a magnetic field sensor as the sensor.
  • a safe speed of the transport unit can also be determined from the safe position or from the time course e.g. by time derivation, the safe position can be determined.
  • safe acceleration can be determined from the safe speed, or the time course of the safe speed.
  • the safe position and / or the safe speed and / or the safe acceleration can be determined in at least two redundant calculation paths. This means that tests and tests are carried out separately in each redundant calculation path
  • Calculation paths can be done by appropriate redundant, e.g. calculation units arranged in parallel can be realized.
  • the evaluation unit can thus also be designed to be safe. If a safe position, speed or acceleration cannot be determined from the measured value or the measured values, an error in the calculation is recognized, whereupon an action is taken accordingly a safety function can be triggered.
  • the output of a warning signal, a triggering of a pulse lock (STO), etc. can be carried out as an action.
  • Calculation paths are not subject to errors. If the (between the results of the redundant calculation paths differ, a fault in a calculation path can be assumed. In this case, an action can be triggered.
  • the measurement values of the respective sensors can also be processed by the evaluation unit in such a way that errors of common cause can be excluded.
  • sine signals and cosine signals of a sensor and / or measured values of sensors positioned adjacent to one another can be processed by different calculation units and / or from the measured values
  • the measured value can be compared with a reference value, preferably with a reference curve, in order to determine the safe position and / or the safe speed and / or the safe acceleration.
  • This characteristic magnetic field is regarded as a reference curve and can be known in advance or recorded.
  • Magnetic field angle and / or magnetic field amounts are considered as measured values, so a characteristic course of the magnetic field angle and / or the magnetic field amount is used as a reference curve.
  • a plurality of possible positions of the transport unit can nevertheless result.
  • advance Known information can be used to limit the possible combinations, as is described in AT 519 238 B1.
  • a predetermined typical distance between the sensors can be used as information known in advance. An analysis of the magnetic field is therefore particularly possible if the
  • Transport unit and thus also the magnetic plates of the transport unit are guided in a defined predetermined position along the stator.
  • An orientation of the magnetic plate, a distance between the magnetic plate and the stator, etc. can be regarded as the position. Since the transport units are in any case guided at a defined distance and in a known orientation on the stator, this requirement is usually given with regard to the position. A reduction in the necessary computing time can thus be achieved, which is advantageous if the position / speed is to be checked quickly, preferably in real time.
  • the measured values of all active sensors are preferably used to determine the safe position of the transport unit. In order to determine active sensors, it can be determined which sensors are affected by a sufficiently strong magnetic field. Are all measured values resulting from active sensors for determining the safe position or safe speed or safe
  • Malfunction of a sensor can be detected with a high probability.
  • a larger number of measured values makes it easier to compare with one
  • the safe position and / or the safe speed and / or the safe acceleration of the transport unit can be compared with a predetermined maximum value and an action can be triggered if the transport unit is exceeded.
  • a safe speed limit (Safely Limited Speed) can be ensured for the transport unit in question. This can prevent the speed of the transport unit from reaching a predefined (global or section)
  • Speed limit is exceeded, which endangers people, e.g. collisions with people, lifting a transport unit from the stator in a curve, etc.
  • Transport unit can be determined safely.
  • Planar motor determined. But it can also be the highest occurring first
  • Speed of all transport units located on the stator are determined and then this value is compared with the predetermined limit value.
  • a transport unit can be arranged so as to be movable in a direction of movement along a transport path, a plurality of drive magnets arranged on the transport unit in the direction of movement generating a magnetic field on the transport path, with a driving force acting on the transport unit and / or an force being exerted from the at least one first measured value the safe normal force acting on the transport unit can be determined.
  • This arrangement applies to a long stator linear motor as
  • a transport unit can be arranged to be movable along a transport plane, a plurality of drive magnets arranged on the transport unit generating a magnetic field on the transport plane, at least a first of which
  • Measured value, a driving force acting on the transport unit and / or a safe normal force acting on the transport unit can be determined.
  • This arrangement applies to a planar motor as a transport device.
  • the sensor delivers, e.g. a force sensor, directly the normal force and / or propulsive force, so the safe normal force and / or safe propulsive force can be formed directly, since the measured value supplied by the sensor due to the application of the invention
  • Procedure can be considered safe.
  • the normal force and / or propulsive force can also be determined from a measured coil current if a current sensor serves as the first sensor.
  • a coil current is a directly physically measured variable of the first sensor, the normal force and / or propulsive force representing a variable derived from the coil current, which can be regarded as a measured value. If the coil current is safe, the normal force and / or propulsive force can be calculated reliably. Depending on the security requirements, it may be necessary to determine the normal force and / or propulsive force that the entire chain of evaluation of the measured values from the sensor to the processing processors is secure, in order to also ensure secure communication between the respective components.
  • a driving force acts on a transport unit along the transport route or along a transport plane in the direction of movement. If a propulsive force is determined as a measured value, a maximum / minimum propulsive force can be specified as a limit value. This ensures that the determined propulsive force does not exceed / fall below the maximum / minimum propulsive force.
  • a normal force acts normally on a transport unit in the direction of the transport route, normally on the transport level. If a normal force is determined as a measured value, a minimum / maximum normal force can be specified as the limit value. This ensures that the normal force determined does not exceed the minimum / maximum normal force
  • Long stator linear motor or planar motor a number of sensors is arranged and the number of sensors each record a measured value for controlling the long stator linear motor or planar motor, a rate of change in the first measured value of the first sensor and / or a rate of change in time of a further measured value of a further sensor with a maximum rate of change in time is compared and at one
  • the first measured value of the first sensor is therefore not compared with a predetermined limit value.
  • Long stator linear motor or planar motor a number of sensors is arranged and the number of sensors each record a measured value for controlling the long stator linear motor or planar motor, the first measured value of the first sensor and an additional measured value of an additional sensor, preferably adjacent to the first sensor, compared and a difference determined are found, in the event of a deviation of the determined difference from a predetermined difference, preferably from a predetermined difference of zero, an error is determined and an action is triggered.
  • the first measured value of the first sensor is therefore not compared with a predetermined limit value.
  • Long stator linear motor or planar motor can be specified, where on Long stator linear motor or planar motor, a number of sensors is arranged, and the number of sensors each register a measured value for controlling the long stator linear motor, a transport unit is arranged to be movable in a direction of movement along a transport path or along the transport plane, with a plurality of drive magnets arranged on the transport unit in the direction of movement Magnetic field generated on the transport route, wherein a measured value of at least one sensor is dependent on the position and / or the speed and / or acceleration of the transport unit on the transport route or on the transport plane, a safe position and / or a from the at least one measured value safe speed and / or safe acceleration of the transport unit is determined.
  • This determination of the safe position and / or the safe speed and / or the safe acceleration can take place in at least two redundant calculation paths of an evaluation unit.
  • the at least one measured value can be compared with a reference value, preferably a reference curve, in order to determine the safe position and / or the safe speed and / or the safe acceleration, with previously known information, preferably information about the arrangement of the drive magnets and / or Arrangement of the at least one sensor for calculating the safe position and / or the safe one
  • Speed and / or safe acceleration can be used.
  • the safe position and / or the safe speed and / or the safe acceleration of the transport unit can be compared with a predetermined limit value, and an action can be triggered if it is exceeded.
  • the first measured value of the first sensor is therefore not compared with a predetermined limit value.
  • predetermined safety criteria for the long stator linear motor or planar motor or a part thereof e.g. a route segment of the transport route or a level segment of the transport level are fulfilled. If these security criteria are defined accordingly, it can thus be ensured that an object or subject can interact directly with the long-stator linear motor or planar motor.
  • the function of a long-stator linear motor or planar motor is advantageously monitored when an object or subject is within a predetermined one
  • Safety area of the long stator linear motor or planar motor is located or leaves a predetermined working area of the long stator linear motor or planar motor.
  • the safety functions according to the invention are thus used, for example, in the cooperation between humans and a long-stator linear motor or planar motor.
  • Security functions can optionally be activated and / or deactivated when people are in specified security areas or work areas. So Security functions can also be activated / deactivated for route segments of the transport route or level segments of the transportation level, especially when people are present in the area of these level segments of the transportation level, whereas other security functions are active / inactive in other route segments or level segments. This means that more restrictive security functions for
  • FIGS. 1a to 6 are exemplary, schematic and not restrictive
  • La shows the comparison of a first measured value with a limit value at a
  • a long stator linear motor can be provided as the electromagnetic transport device. This means that the electromagnetic transport device is one
  • Long stator linear motor represents. 1 a, 2, 3, 4, 6 each represent a long stator linear motor 2 with an evaluation unit 3.
  • the stator of the long stator linear motor 2 is designed as a closed transport path 20.
  • a plurality of drive coils L in the direction of movement r of a transport unit 1 are located on the transport path 20
  • the coil current i m through the respective drive coils L can fundamentally differ from drive coil L to drive coil L.
  • the control unit 4 can be designed as suitable hardware (also the same) and / or as software running on suitable hardware.
  • the drive coils L which are arranged next to one another in the direction of movement r are on a stationary holding structure (only indicated in the figures) on the transport path 20 arranged.
  • the transport route 20 can, depending on the application and need, be of any shape and can include closed and / or open route sections.
  • the transport route 20 does not have to lie in one plane, but can also be guided anywhere in the room. Depending on the structure of the transport route 20, for example: with a vertical transport route 20 or a vertical section of the transport route 20, too
  • a transport route 20 usually consists of a plurality of composite route segments, each with a number of drive coils L.
  • switches are also known to guide a transport unit 1 from a first transport route 20 to a second transport route 20.
  • a magnetic field sensor can be provided as sensor S1, S2, S3, S4.
  • Sensors which measure a property of a magnetic field for example the magnetic field intensity (e.g. a Hall sensor) or the direction of the magnetic field (e.g. a magnetoresistive sensor) can be regarded as magnetic field sensors.
  • a current sensor which determines the coil current i m through a drive coil L, can also serve as sensor S1, S2, S3, S4.
  • a normal force and / or propulsive force acting on a transport unit can be determined from the coil current i m .
  • an evaluation unit 3 which compares at least one measured value m1 of a first sensor S1 (only one first sensor S1 is shown by way of example in FIG. 1) with a predetermined limit value G.
  • the measured value m1 of the sensor S1 is checked for plausibility, for example, and a deviation of the
  • Measured value m1 from target value G an error was determined and action A triggered.
  • a warning signal can be output as action A and / or intervention can be made in the control unit 4 of the long-stator linear motor, as indicated in FIGS. 1 a, 2, 3, 4, 6.
  • a planar motor can be provided as an electromagnetic transport device. This means that the electromagnetic transport device represents a planar motor. Analogous to FIG. 1a is a simple example of a planar motor as in FIG. 1a
  • the planar motor 2 has a transport plane 20 instead of a transport path 20.
  • a plurality m of drive coils Sm are arranged in the transport plane 20, here in the yz plane.
  • the drive coils Sm are arranged here only by way of example in the x-axis and the y-axis and are energized with a coil current i m in normal operation under the control of a control unit 4 (only shown for a few drive coils Sm) in order to move a coil current along the transport plane 20 Generate magnetic field. They can
  • Drive coils Sm can also be connected in another way to the control unit 4 in order to energize the drive coils Sm with the coil current i m .
  • the control unit 4 can be used as suitable hardware and / or as software running on suitable hardware.
  • a number of sensors S1, S2, S3, S4 are arranged on the planar motor.
  • a magnetic field sensor can be provided as sensor S1, S2, S3, S4.
  • Sensors which measure a property of a magnetic field for example the magnetic field intensity (e.g. a Hall sensor) or the direction of the magnetic field (e.g. a magnetoresistive sensor) can be regarded as magnetic field sensors.
  • a current sensor which determines the coil current i m through a drive coil L, can also serve as sensor S1, S2, S3, S4. As is known, a normal force and / or driving force acting on a transport unit can be determined from the coil current i m .
  • an evaluation unit 3 which compares at least one measured value m1 of a first sensor S1 (only one first sensor S1 is shown by way of example in FIG. 1b) with a predetermined limit value G.
  • the measured value m1 of the sensor S1 is checked for plausibility, for example, and a deviation of the
  • Measured value m1 from target value G an error was determined and action A triggered.
  • action A for example, a warning signal can be output and / or intervention can be made in the control unit 4 of the long stator linear motor.
  • the sensor S1, or the sensors S1, S2, S3, S4 are connected to the control unit 4 with control connections for transmitting the measured values m1, m2, m3, m4, the control connections also being shown in the figures
  • Evaluation unit 3 are connected.
  • A, preferably safe, bus can also be provided as control connections.
  • the sensors S1, S2, S3, S4 can preferably be connected to the evaluation unit 3 via their own evaluation connection, which is separate from the control connection.
  • the measured values m1, m2, m3, m4 can thus be transmitted separately to the evaluation unit 3 via secure lines, which ensures a higher level of security in the evaluation.
  • a magnetic field size such as a magnetic field angle cd and / or a magnetic field amount A1 can be recorded as the measured value m1.
  • a temperature, a current, etc. can also be recorded as measured value m1.
  • a temperature can be recorded as measured value m1.
  • a sensor S1 can of course also supply several physical variables as measured values m1, for example a magnetic field variable and a temperature.
  • measured values m1 for example a magnetic field variable and a temperature.
  • a quantity derived from the directly physically measured quantity can also be regarded as measured value m1.
  • a temporal rate of change dm1 (t) of the first measured value m1 of the first sensor S1 and / or a temporal rate of change dm2 (t) of a further measured value m2 of another sensor S2 with a maximum rate of change of time d_max (t) be compared. If the maximum rate of change in time d_max (t) is exceeded, an error is detected and action A is triggered.
  • This is shown in FIG. 2 and can be analogous to a planar motor as an electromagnetic transport system 2
  • a certain continuity can thus be assumed, for example, for a magnetic field angle a1 as the measured value m1. If the at least one sensor S1 represents a magnetic field sensor, for example, a rate of change that is too high can be a
  • Rate of change d_max (t) is preferably the (physically) maximum possible rate of change.
  • the dynamics i.e. a rate of change in time dm1 (t), dm2 (t) of the measured value m1, m2 is considered and with a predetermined maximum possible dynamic range, i.e. the maximum rate of change d_max (t) can be compared.
  • a maximum possible rate of change for the magnetic field angle a1 e.g. within one
  • a temperature sensor as sensor S1 can also supply a temperature as measured value m1, m2 and can be compared with the maximum possible rate of change dm1 (t), dm2 (t) of the temperature. The same is of course also possible with other measured values m1, m2, such as currents.
  • a rate of change in time dm1 (t) of a measured value m2 can also be compared with a maximum rate of change in time d_max (t) without comparing the measured value m1 with a limit value G. If the maximum time is exceeded
  • the rate of change d_max (t) is also detected as an error and an action A is triggered.
  • sensor S1 and measured value m1 can thus be deleted in FIG. 2 and a safety function can nevertheless be ensured.
  • the first measured value m1 of the first sensor S1 and / or a further measured value m3 of another sensor S3 can also be compared with an additional measured value m4 of an additional sensor S4 and at a deviation of the first measured value m1 and / or the further measured value m3 from the additional measured value m4, preferably by a tolerance, in the evaluation unit 3 an error is determined and an action A is triggered.
  • the first measured value m1 of the first sensor S1 is compared with a limit value G and the further measured value m3 of the further sensor S3 is compared with the additional measured value m4 of the additional sensor S4 and can be analogously a
  • Planar motor as an electromagnetic transport system 2 can be used.
  • a comparison of the measured values m1, m3 with additional measured values m4 is particularly advantageous if the respective sensors S1, S3 are positioned adjacent to the additional sensor s4, since similar measured values m1, m3, m4 can be expected here, e.g. similar temperatures and / or similar magnetic field amounts.
  • magnétique field angles are available as measured values m1, m3, m4 and the magnetic field angles of neighboring sensors S1, S3 are similar, the magnetic field angles can be treated analogously to similar magnetic field amounts, temperatures, etc.
  • Magnetic field angles of adjacent sensors S1, S3 are not similar to one another, however, the relationship of the magnetic field angles of neighboring sensors S1, S3 can be known, which means that starting from a first magnetic field angle as the first measured value m1 of the first sensor S1 to an expected magnetic field angle as the further one to be expected Measured value of an adjacent further sensor S3 can be closed. If the further measured value m3 does not match the expected further measured value, an error can be concluded and an action can be triggered.
  • An expected value of an additional measured value m4 of an additional sensor S4 can also be calculated on the basis of a measured value m1, m3 of the first sensor S1 and / or the further sensor S3.
  • a further measured value m3 of a sensor S3 can also be compared with an additional measured value m4 of an additional sensor S4 and a difference can be determined without comparing the measured value m1 with a limit value G. If the difference found deviates from a predefined difference, preferably from a predefined difference of zero, an error is also ascertained in this case and an action A is triggered. In this case, sensor S1 and measured value m1 can thus be deleted in FIG. 3.
  • the evaluation unit 3 is advantageously with all sensors S1, S2, S3, S4 of the
  • Long stator linear motor or planar motor 2 connected and compares the measured values m1, m2, m3, m4 with respective limit values G and triggers an action A in the event of a deviation.
  • An evaluation unit 3 can also be provided for a specific number of sensors S1, S2, S3, S4, for example the sensors of a path segment of the long-stator linear motor or the sensors of a plane segment of the planar motor 2.
  • At least one transport unit 1, which can be moved along the transport path 20 in the direction of movement r, is usually arranged on a long stator linear motor 2.
  • the at least one transport unit 1 is guided and held in a suitable manner with guide elements 21, 22 (only indicated schematically in the figures) on the stationary transport path 20 in the direction of movement r.
  • the guide elements 21, 22 can be located on one side of the transport path 20 or on two sides.
  • a transport unit 1 points along the
  • Direction of movement r a number of laterally arranged drive magnets M, as shown in Fig. 3. It can also be on the first number opposite side of the
  • Transport unit 1 laterally arranged drive magnets M may be provided. If the transport unit 1 has drive magnets M on two sides, it can be fitted on both sides of the transport path 20 (viewed in the direction of movement r)
  • Drive coils L may be provided, which with the respective drive magnets M
  • the drive coils L in the area of the drive magnets M are supplied with current by the coil control R, wherein this area can also include drive coils L which are located before and / or after the transport unit 1.
  • Transport unit 1 can be moved, each transport unit 1 being able to be moved independently of the other transport units 1 (in the direction, position, speed and acceleration) in the region of the transport unit 1 by correspondingly energizing the drive coils L, provided there is sufficient distance between the drive magnets M of the transport units 1 is available.
  • the transport unit 1 has magnets M3, M4, which are preferably arranged parallel to the drive coils Sm.
  • the magnets M3 are arranged in the x-axis and the magnets M4 in the y-axis.
  • Drive coils Sm in the area of the magnets M3, M4 are supplied with power by the control unit 4, this area also being able to include drive coils Sm located before and / or after and / or to the side of the transport unit 1.
  • the transport unit 1 can also be moved in a movement direction w, which is not parallel to one of the axes of the transport plane, as is also shown in FIG. 1b.
  • more than one transport unit 1 can also be moved in the transport plane, each transport unit 1 being able to be moved independently of the other transport units 1 (in the direction, position, speed and acceleration) by appropriately energizing the drive coils Sm in the region of the transport unit 1.
  • the transport level can, depending on the application and need, be shaped arbitrarily and can also be guided anywhere in the room. Furthermore, there is
  • Transport level often consists of several level segments arranged next to each other.
  • the propulsive force required for the movement of a transport unit 1 of an electromagnetic transport system 2 is known to be generated by the propulsive force
  • the drive current corresponds to the vectorial total current of all coil currents i m of the drive coils Sm acting on the transport unit 1.
  • the transport unit 1 is located at one position and can be in one direction of movement and / or acceleration in the
  • FIGS. 4, 5 and 6 Speed v / safe acceleration a is made to FIGS. 4, 5 and 6.
  • the method shown in FIGS. 4, 5 and 6 in relation to a long stator linear motor can be used analogously in a planar motor.
  • the drive current is a current vector with a q and a d component (normal force-generating current component). If a planar motor is provided as the transport system, the drive current is on
  • the propulsive force-forming current component / n iq (q component / n) is / are sufficient for the normal forward movement of the transport unit 1. Not the one
  • the normal force that serves for forward movement is that of the normal force
  • a number of sensors S1, S2, S3, S4 are arranged on the transport path 20 of the long stator linear motor 2, or on the transport plane 20 of the planar motor 2 as mentioned. Measured values m1, m2, m3 m4 of the sensors S1, S2, S3, S4 from the position of the transport unit 1 at the
  • Transport route 20 or in the transport plane 20 be independent, especially if the temperature serves as a measured value m1 m2, m3, m4.
  • At least one measured value m1, m2, m3, m4 of at least one sensor S1, S2, S3, S4 can also be dependent on the position of the transport unit 1. So the sensors S1,
  • Transport unit 1 may be arranged.
  • position sensors or Speed sensors or acceleration sensors can be provided as sensors S1, S2, S3, S4, which directly deliver the safe position x or safe speed v or safe acceleration a of the transport unit 1 to the evaluation unit 3 as a measured value m1.
  • the measured values m1, m2, m3, m4 of the sensors S1, S2, S3, S4 can be compared, for example, with limit values and / or with further measured values of further sensors S1, S2, S3, S4 and / or the rate of change dm1 (t ), dm2 (t), dm3 (t), dm4 (t) of measured values m1, m2, m3, m4 of sensors S1, S2, S3, S4 with predetermined maximum rates of change d_max (t).
  • the safe speed v can also be calculated from the safe position x or the time course of the safe position x. Similarly, the safe
  • Acceleration a can also be determined from the safe speed v or the time profile of the safe speed v.
  • magnetic field sensors can advantageously also be provided as sensors S1, S2, S3, S4.
  • a magnetic field caused by the transport unit 1 can thus be supplied as a measured value m1 to the evaluation unit 3, the evaluation unit having a position x and / or a speed v and / or an acceleration a der
  • Transport unit 1 calculated. To use your own additional position magnets for
  • the drive magnets M already present can in particular be used for the transport unit
  • the magnetic field can thus be used for determining the safe position x and / or the safe speed v, preferably in the evaluation unit 3.
  • the at least one measured value m1, m2, m3, m4 can be compared with a reference value, preferably a reference curve 11, in order to determine the safe position x and / or the safe speed v and / or the safe acceleration a.
  • a reference value preferably a reference curve 11
  • Pattern recognition can be applied. 4 shows a calculation of the safe position x and / or the safe speed v and / or the safe acceleration a on the basis of a measured value m1 of a sensor S1 and can be used analogously in a planar motor as an electromagnetic transport system 2.
  • a magnetic field sensor can convert a magnetic field into an electrical signal in the form of, for example, a sin / cos signal, which in turn can be used to determine a magnetic field angle cd using the atan or atan2 angle function and a magnetic field amount A1 using sqrt (sin 2 + cos 2 ). Characteristic magnetic field angles cd and
  • Magnetic field amount A1 of a transport unit can be regarded as a reference curve 1 1.
  • the course of the reference curve 11, for example a course of a magnetic field amount B and one Magnetic field angle a is also repeated for sensors S1, S2, S3, S4 arranged next to one another if the transport unit along the transport route or along the
  • Transport level 20 is moved. Depending on the position, different groups of successive sensors S1, S2 are always influenced.
  • Reference curve 11 a determination of the safe position x, or speed v, or acceleration a of the transport unit 1.
  • the reference curve 11 can also be one of the measured values m1, m2, m3, m4
  • Magnetic field sensors S1, S2, S3, S4 can be determined by moving a transport unit 1 along the sensor S1, S2, S3, S4 and recording the measured value m1, m2, m3, m4.
  • FIG. 5 shows a typical magnetic field amount A0 and a typical magnetic field angle a over the width b of a transport unit 1 (i.e. in the direction of movement r), the edges of the transport unit 1 being shown in broken lines. If one speaks of a width b of a transport unit 1, the width over the drive magnets M of the transport unit 1 is of course always meant, since only the drive magnets M cause the magnetic field and can thus be detected. It can also be seen that a
  • Transport unit 1 generates a magnetic field due to scattering processes, which extends over the width b.
  • a transport unit can thus also have an influence on a sensor S1, S2 if it is not directly above it.
  • the typical magnetic field angle a and the typical magnetic field amount A can thus serve as reference curves 11.
  • the magnetic field angle a describes a sawtooth. Each sawtooth is assigned a unique position of a drive magnet M relative to the respective sensor S1, S2, S3, S4. It can thus be seen that the saw teeth of a magnetic field angle a are repeated several times for a sensor S1, S2, S3, S4. If a measured value m1 is now recorded by a sensor S1, the safe position x, or speed v, or acceleration a of the transport unit 1 can be determined by determining the first measured magnetic field angle a1 if the measured value m1 permits a clear conclusion. This can be made possible, for example, by considering the time course of the measured value.
  • a sensor S1, S2 detects the same several times for different positions of the transport unit 1
  • Magnetic field angle a1, a2 since this is repeated due to the plurality of drive magnets M on a transport unit 1, as shown in FIG. 5.
  • a measured value m1 not clearly with a safe position x or speed v or
  • Acceleration a can be linked, especially if only the current measured value m1 is considered without the time profile.
  • at least one second sensor S2 preferably all sensors S1, S2, S3, S4, which are assigned to a transport unit at a time t, can be used in addition to the first
  • Measured value m1 also receive at least a second measured value m2.
  • An assignment of sensors S1, S2, S3, S4 to a transport unit 1 can then be determined, for example, if the measured value supplied by the respective sensors varies with the change in the position of the transport unit 1.
  • the case may arise that the combination of the measured values m1, m2 does not yet provide a clear determination of the safe position or Velocity v or acceleration is possible - if several positions of the transport unit 1 are possible by looking at the measured values m1, m2.
  • the use of two measured values m1, m2 can often not be sufficient.
  • Determination of the position can be used.
  • the present invention does not determine an initial position of the transport unit 1, but rather a safe position x, or a safe speed v, or a safe acceleration a.
  • the second one can be checked whether the further measured value m2 of the second sensor matches the expected value (determined from the reference curve 11). It can be selected as the first sensor S1, the sensor that is closest to the center of the arrangement of the drive magnets M, since in this area the course of the field lines of the magnetic field Drive magnet M runs more favorably.
  • the first sensor S1 the sensor that is closest to the center of the arrangement of the drive magnets M, since in this area the course of the field lines of the magnetic field Drive magnet M runs more favorably.
  • Measured value m2 of the second sensor S2 are checked in order to determine a safe position x of the transport unit 1, if necessary using information known in advance.
  • the measured values m1, m2, m3, m4 of all active sensors S1, S2, S3, S4 can also be used and compared with the reference curve 1 1.
  • Detecting sensors S1, S2, S3, S4 it can be determined which sensors S1, S2, S3, S4 act on a sufficiently strong magnetic field.
  • the safe position x and / or the safe speed v and / or the safe acceleration a can be determined in the evaluation unit 3 in at least two redundant calculation paths, intermediate results and / or results of the
  • the redundant calculation paths are designed as parallel calculation units B1, B2, a comparison of intermediate results and / or results of the evaluations being indicated by a double arrow between the calculation units B1, B2.
  • action A can be triggered (indicated by the double arrow), since an error in the evaluation of the measured value m1 can be concluded.
  • Acceleration a of the transport unit 1 can be compared with a predetermined maximum value v_max, and an action A can be triggered if it is exceeded.
  • the safe speed v can be compared with a maximum speed v_max.
  • the safe position x and / or the safe speed v and / or the safe acceleration a of all transport units 2 of the long-stator linear motor or planar motor 2 can be determined.
  • STO Pulse lock
  • SLS safe speed limit
  • the safe normal force and / or safe The propulsive force of one or all of the transport units 1 located on the long stator linear motor or planar motor 2 can be obtained directly from a safe measured value m1 or can be reliably calculated from a measured value m1.
  • the measured value m1 can be processed further as described to obtain a safe normal force and / or safe propulsive force.
  • two redundant calculation paths B1, B2 for determining the safe normal force and / or safe propulsive force are preferably provided in an evaluation unit 3.
  • intermediate results and / or results of the evaluations between the at least two redundant calculation paths B1, B2 can be compared.
  • a comparison of the at least one measured value m1 with a reference value, preferably a reference curve 11, can also be carried out in order to determine the reliability
  • a safe position x and / or safe speed v and / or a safe acceleration a are also calculated without comparing the measured value m1 of the first sensor S1 with a limit value G.
  • sensors S1, S2, S3, S4 arranged next to one another are expediently active.
  • a sensor S1, S2, S3, S4 is considered active, for example, if the associated measured value m1, m2, m3, m4 a certain measured value e.g. a certain amount of magnetic field, reached or exceeded.
  • a sensor S1, S2, S3, S4 usually detects a magnetic field when the drive magnets M of a transport unit 1 are located above or in the vicinity of the sensor S1, S2, S3, S4. Basically, however, stray fields of the drive magnets M must be taken into account, which can act in particular on sensors S1, S2, S3, S4 located before or after the transport unit 1. This can be taken into account, for example, via a defined tolerance with regard to the deviation of the expected and the measured magnetic field.
  • the activity, in particular of adjacent sensors S1, S2, S3, S4 can thus be compared with predetermined patterns in order to carry out a plausibility check.
  • the (non-) activity of a first sensor S1 can be considered as the first measured value m1 and the (non-) activity of an additional sensor S4 as the additional measured value m4 in FIG. 3.
  • a transport unit 1 covers approximately two sensors S1, S2, then at least two consecutive sensors S1, S2 must always be active. If only one isolated sensor S1, S2 is active, and its two adjacent
  • a change in the status of the activity of sensors S1, S2 can also be checked for plausibility. It can be assumed that sensors S1, S2 are each activated in groups along the direction of movement r. This means that a sensor S1, S2 can only become active if an adjacent sensor S1, S2 was previously active.
  • the assumption can be made that a sensor S1, S2 may only become active at a time when one of the surrounding neighboring sensors S1, S2 was active before this time and he it is still at that time. Conversely, the assumption can be made that a sensor S1, S2 can only become inactive at a point in time if one of the surrounding neighboring sensors was active before this point in time and is still at that point in time. If this assumption is not met, an error can be concluded.
  • a long stator linear motor is shown as an example of an electromagnetic transport device 2 in FIGS. 2, 3, 4, 6, the method thus described for safely monitoring the function of a long stator linear motor can be applied analogously to a planar motor.
  • the described methods for reliably monitoring the function of a long-stator linear motor which are not shown in the figures, can also be used analogously to reliably monitoring the function of a planar motor.
  • the evaluation units described in connection with a long stator linear motor for example according to FIGS. 2, 3, 4, 6, which are designed to compare a first measured value of a first sensor with a predetermined limit value and to determine an error when the measured value crosses and trigger an action, in an analogous manner in connection with a planar electromagnetic motor
  • Transport device 2 find application.

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Abstract

L'objet de l'invention est de réaliser une fonction de surveillance fiable pour un moteur linéaire à stator long ou moteur planaire (2). À cet effet, au moins une première valeur de mesure (m1) d'un premier capteur (S1) est comparée à une valeur limite de plausibilité (G) prédéfinie, et, lorsque la valeur limite de plausibilité (G) croise la première valeur de mesure (m1), une erreur est constatée et une action (A) est déclenchée. Figure
EP19802198.2A 2018-11-19 2019-11-19 Procédé de surveillance fiable du fonctionnement d'un dispositif de transport électromagnétique Pending EP3883807A1 (fr)

Applications Claiming Priority (2)

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EP18207059.9A EP3653428A1 (fr) 2018-11-19 2018-11-19 Procédé de surveillance sûre du fonctionnement d'un moteur linéaire à stator long
PCT/EP2019/081795 WO2020104454A1 (fr) 2018-11-19 2019-11-19 Procédé de surveillance fiable du fonctionnement d'un dispositif de transport électromagnétique

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EP18207059.9A Withdrawn EP3653428A1 (fr) 2018-11-19 2018-11-19 Procédé de surveillance sûre du fonctionnement d'un moteur linéaire à stator long
EP19802198.2A Pending EP3883807A1 (fr) 2018-11-19 2019-11-19 Procédé de surveillance fiable du fonctionnement d'un dispositif de transport électromagnétique

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EP (2) EP3653428A1 (fr)
JP (1) JP2022507652A (fr)
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JP2021090343A (ja) * 2019-12-03 2021-06-10 ベーウントエル・インダストリアル・オートメイション・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 安全機能
AT524925A1 (de) * 2021-03-25 2022-10-15 B & R Ind Automation Gmbh Verfahren zum Betreiben einer Transportanlage in Form eines Langstatorlinearmotors
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KR20210091804A (ko) 2021-07-22
CN113056386A (zh) 2021-06-29
US20210402881A1 (en) 2021-12-30
CA3120405A1 (fr) 2020-05-28
US12115865B2 (en) 2024-10-15
WO2020104454A1 (fr) 2020-05-28
CN113056386B (zh) 2024-03-22

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