WO2022148849A1

WO2022148849A1 - Method for optimizing an electric motor with a view to measuring speed, movement or position, in particular in a motor vehicle brake actuator

Info

Publication number: WO2022148849A1
Application number: PCT/EP2022/050290
Authority: WO
Inventors: Thibault Hoguet; Jean-Marc Maury
Original assignee: Hitachi Astemo France
Priority date: 2021-01-07
Filing date: 2022-01-07
Publication date: 2022-07-14
Also published as: FR3118681B1; FR3118681A1

Abstract

The invention relates to a periodic electric motor, in particular a rotary periodic electric motor, comprising electrical switching means supplying each one of d poles with power only for a portion of a period. They absorb the current according to a time profile, covering only a portion of said period. At least one reference pole is arranged or switched so as to absorb a current according to a reference profile (p'3,p'10) different from the time profile of the other poles for one and the same supply voltage; to create in the motor power supply a signal with specific variations related to the switching of said reference poles, thereby allowing an electronic unit to detect these reference poles by measuring the supply voltage and/or current strength in order to detect these variations therein. A slip ring may comprise a reference contact with a different geometry. A switching or pole circuit may provide a circuit for creating an additional reference signal.

Description

METHOD FOR OPTIMIZING AN ELECTRIC MOTOR WITH A VIEW TO MEASUREMENT OF SPEED OR OF DISPLACEMENT OR OF POSITION, IN PARTICULAR IN A BRAKING ACTUATOR

AUTOMOTIVE

The invention relates to a periodic electric motor, in particular rotary, comprising electric switching means supplying poles each only part of a period. They absorb the current according to a temporal profile, covering only a part of said period.

At least one marker pole is arranged or switched so as to absorb a current according to a marker profile, different from the time profile of the other poles for the same supply voltage; to create in the power supply of the motor a signal with specific variations linked to the switching of said reference poles, thus allowing an electronic unit to detect these reference poles by measuring the current and/or the supply voltage in order to detect these variations.

A rotary commutator may have a marker contact of a different geometry. A switch or pole circuit may provide circuitry to create an additional marker signal.

State of the art

In the field of electric actuators, for example in the field of road and/or motor vehicles but also in other fields, it is often useful to be able to measure the mechanical and dynamic state of such an actuator or of the engine which drives, that is to say in particular its speed (generally of rotation) and/or its position.

For all types of electric motors, it is known to use one or more position sensors, for example a Hall effect sensor, which simply count the number of passages of a rotating marker in front of a sensor (or vice versa). An electronic calculation unit can thus know the movement of the actuator by counting the number of revolutions of the motor, or even its speed of movement by comparing this movement with an elapsed time. In the field of vehicle braking, in particular automobiles, it is common practice to use brakes actuated by an electric motor, typically for a parking and/or emergency brake function, or even for a service brake function. The motors used are often DC motors, brushed or brushed and for example of the "universal motor" type, or even of the brushless type ("brushless" in English) with electronic switching.

For such electric actuators, the actuation control is generally managed by a control unit which supplies and/or controls the actuator motor according to the commands of the driver, and also of the vehicle itself in certain automated functions in all or part. The control unit can for example adjust the actuation of braking controlled by the driver as a function of additional parameters, for example in functions such as anti-locking of the wheels. It can also perform certain complete functions automatically, for example emergency braking.

In all these functions, it is often necessary to know and/or regulate the position of the actuator and/or its torque and/or its speed, for example to adjust the braking force applied. The control unit then generally uses a measurement by position sensor, internal or external to the motor, or an estimate calculated for example by compiling the commands sent from a known reference position.

This need involves using a relatively complex architecture, for example by using a complex technology engine with integrated measurement and by retrieving this information outside the engine, or by adding one or more sensors on the engine or within the actuator.

A solution is proposed by document US2011/262112A1, which discloses connecting a capacitor between the terminals of one of the windings, and detecting a change in impedance when this winding is energized.

An object of the invention to overcome in whole or in part the drawbacks of the state of the art. It is sought in particular to improve or optimize the speed and/or displacement data of such an actuator, measured or estimated, as well as the processes and systems which use this data. These aims are sought through the various constituents and methods used and taking into account the constraints which prevail in the field of motors and actuators and in particular for automobiles and their braking; while improving or optimizing performance in terms of accuracy, repeatability, acquisition speed, as well as reliability, simplicity, flexibility and cost of manufacture, maintenance and/or design.

Presentation of the invention The invention proposes a periodic electric motor, in particular rotary, comprising a plurality of circuits and/or windings forming a plurality of electromagnetic poles and electrical switching means which supply each of said poles only during part of a motor movement period, said circuits thus each absorbing a supply current according to a time profile covering only part of said period.

According to the invention, one or more of said poles called reference poles is arranged or switched so as to absorb a supply current according to a time profile, called reference profile, which is different from the time profile of the other poles when they are subjected to the same supply voltage; so as to generate, within the supply current absorbed by the motor, a signal exhibiting one or more variations linked to the switching of said reference poles, thus allowing a control and/or measurement unit to detect the switching of said poles markers by measuring the evolution of the intensity and/or the supply voltage in order to detect the occurrence of said variations therein.

By thus creating one or more specific reference poles within the motor, which can be described as "electrically asymmetrical" poles, it becomes easier to use a method for measuring the speed, displacement and/or position of the motor based solely on the measurement and analysis of the supply current absorbed by the motor.

According to one feature, this motor has a number of marker poles less than the total number of poles. By locating the reference pole or the sequence of reference poles, it is thus possible to measure the number of revolutions (or periods carried out by the motor).

Alternatively, the invention also provides for modifying all of the poles, which all become reference poles, so that their temporal profiles are easier to isolate and to detect within the evolution of the intensity absorbed. For example, by modifying these profiles so that they form narrower peaks, their individual detection becomes easier on the overall power intensity measurement. Example of measurement method facilitated by the invention

Such a measurement method is implemented by an electronic control unit, which can be produced in one or more circuits or sub-units, integrated or not in the motor or the actuator or the brake. This method comprises carrying out the following steps: - control of activation of said motor, comprising an application of a supply voltage to supply terminals of said motor,

- measurement of a signal of variation of the intensity and/or of the voltage at the supply terminals of said motor,

- analysis of said variation signal, for example by filtering, to extract therefrom a detection of one or more events representing a displacement of said moving part within said motor.

This signal is in particular that created by the variations of impedance and counter-electromotive force within the motor, during switching events between the various electromagnetic circuits. Voltage and current measurements are two pieces of information that are available in most electric motor control modes. However, at each revolution or movement, an electric motor produces electrical disturbances or irregularities in the current it consumes, which depend on the architecture of the motor and vary with its speed.

This method analyzes these irregularities, which are usually considered as high frequency noise, to extract characteristics of speed and/or displacement. Depending on the mode of supply, the disturbances in the intensity can also produce significant variations in the supply voltage. These variations can also be detected, instead of or in combination with the intensity variations

The invention thus makes it possible to obtain a direct measurement of the displacement or of the speed of the motor, by electronic processing, without requiring any specific sensor in the motor or the actuator.

This avoids all the constraints and disadvantages specific to the installation of a sensor, for example the bulk, the complexity, the adaptations necessary for its interfacing, the cost and the risks of breakdowns. The invention also makes it possible to use simpler motors or actuators, while having access to exact data instead of the estimation methods currently used, in particular in the automobile and/or braking field.

For many control algorithms, having speed data in this way can improve accuracy and operating performance.

Features of the invention

According to one feature, the motor is of the type using switching means by displacement of electrical contacts, comprising a plurality of contacts respectively supplying the plurality of poles, in particular a rotary commutator traversed by fixed contacts (or brushes), in which the difference of the reference profile or profiles is obtained (entirely or among others) by a difference in geometry and/or materials between the contact or contacts known as reference marks supplying the reference poles and the other contacts supplying the other poles.

For example, the marker contact or contacts have a difference in width and/or a position offset (depending on the direction of movement), so as to produce a contact that is shorter or offset with respect to the others. As is understood, such a modification is simple to implement. It can also be applied to a standard and existing motor, for example by re-cutting one of the commutator contacts, or even by replacing all or part of the commutator. In the case where one of the contacts has a material difference compared to the others, it is also possible to obtain this difference by subjecting this reference contact to a specific treatment on an existing standard engine, for example by applying a chemical treatment or a treatment product to the surface of this contact.

According to another feature, the motor is of the type which uses electronic switching means ("brushless", or "brushless"), which are arranged to modify the form of the signal of the supply current of the reference pole(s) or y introducing an additional marker signal, so as to produce the marker profile or profiles, the said marker pole or poles being determined by counting the number of switchings carried out, in particular by comparing it to the total number of poles.

Such a modification may for example take the form of a spike or a pulse or an offset, generated for example by the commutation controller in addition to the functional commutations producing the rotation of the motor. According to other particularities, which can be combined with each other and with the previous ones:

The marker pole or poles are supplied by a specific circuit, called marker circuit, having different electrical characteristics from the circuits supplying the other poles. - The reference circuit comprises one or these components chosen and arranged to delay or advance the start or the end of the temporal profile of the reference pole (for example storage delay circuits, in particular based on capacitors and/or inductances)

The reference circuit comprises one or these components chosen and arranged to modify the resistance and/or the impedance of the reference circuit, in particular by modifying the length or the section or the number of windings or the material used for the windings.

According to another aspect, the invention proposes an electric actuator comprising a motor as described here to carry out its drive.

More particularly, this actuator is arranged to produce an electric brake actuator for a road and/or automobile vehicle.

According to yet another aspect, the invention proposes a motorized system comprising on the one hand a motor or an actuator as set forth here, and on the other hand at least one electronic measurement unit connected to the power supply terminals of said motor and arranged to detect the reference time profile(s) in the power supply current, and to use them to measure the displacement and/or the position and/or the speed of the motor, in particular within an electronic control unit which controls the supply of said motor.

The invention further proposes a brake or braking system with electric motorization for a road vehicle, in particular a motor vehicle parking and/or emergency brake, for example of the disc brake or drum brake or drum brake type in a disk, characterized in that it comprises a motorized system as disclosed here, or an actuator or a motor as disclosed here.

Further, the invention provides a vehicle or vehicle sub-assembly comprising a brake or braking system as disclosed herein, or an actuator or motor as disclosed herein.

According to another aspect, the invention proposes a method for manufacturing an electric motor or an electric actuator, in particular an electric brake actuator for a road vehicle and/or automobile, characterized in that it comprises the following steps: supply of an electric motor comprising a determined number of poles, in particular identical poles producing an identical time profile, modification of said motor in its switching means and/or in the circuit of one or more of these poles obtaining one or more poles marks, so as to obtain an engine as described here.

Various embodiments of the invention are provided, integrating according to all of their possible combinations the various optional characteristics disclosed here. Brief description of the drawings

Other features and advantages of the invention will emerge from the detailed description of a non-limiting mode of implementation, and from the appended drawings in which: [Fig.l]: Fig.l is a symbolic diagram which partially illustrates the architecture of a vehicle including a braking system, according to an exemplary embodiment of the invention;

[Fig.2]: Fig.2 is a symbolic diagram which illustrates the architecture of a brush-commutated motor; [Fig.3]: Fig.3 is a graph which illustrates measurements taken on the motor of Fig.2 after filtering of high frequency noise, at constant speed and over a rotation of one revolution, and represents:

- in the upper part, the variation signal over time, of the intensity absorbed by the motor of Fig.2, during the application of a constant supply voltage, after filtering of the high frequency noise, measured at constant speed and without load over a rotation of one turn,

- in the lower part, the signal delivered at the same time by a Hall effect sensor placed on the same motor to measure its speed as a test; [Fig.4]: Fig.4 is a graph which illustrates the same measurements as in Fig.3, after filtering of the high-frequency noise and during a no-load starting phase of the engine;

[Fig.5]: Fig.5 is a schematic flowchart illustrating steps for controlling the actuator motor of Fig.1, according to an exemplary embodiment of the invention;

[Fig.6]: Fig.6 is a perspective view of a motorized brake system, shown without its disc, according to an exemplary embodiment with a sliding caliper disc brake with an external control unit, in an architecture with service braking by hydraulic chamber and parking brake by electric screw-nut piston actuator and motor gear motor parallel to the piston;

[Fig.7]: Fig.7 is a sagittal sectional view of the brake caliper with the screw-nut piston and without the gearmotor, in the example of Fig.6. [Fig.8]: Fig.8 is a symbolic diagram which illustrates the architecture of a brush-commutated motor, optimized according to an exemplary embodiment of the invention;

[Fig.9]: Fig.9 is a graph which illustrates measurements made on the motor of Fig.8 after filtering of high frequency noise, at constant speed and over a rotation of one revolution, and represents the signal of variation over time of the current absorbed by the motor of FIG. 8, when a constant supply voltage is applied, after filtering of the high frequency noise.

Description of exemplary embodiments

Fig.l partially illustrates the architecture of a vehicle including braking system, according to an exemplary embodiment of the invention.

The vehicle VI comprises a braking system, here illustrated with a single complete brake Fl. This brake Fl comprises a braking base Fil, which is actuated at least in part by an actuator Al. The actuator comprises a motor Ml, here a rotary motor with an SI stator and an RI rotor, for example a DC motor commutated by collector or by electronics (that is to say "brushless", or "brushless" in English).

The rotor RI forms a moving part drives a reduction gear Ail, which forms with the motor M1 a geared motor A12. The geared motor drives moves a linear thrust member A18, the movement of which exerts a clamping producing friction on a rotating moving member.

The motor M1 is powered, through terminals M19, by an electrical source Vil such as a battery or a rectifier alternator. This power supply is controlled by an electronic control unit ECU, as a function of braking commands COM received from the vehicle, for example by a control computer or directly by the driver, for a combination of the two.

Fig.6 illustrates an example of such a brake Fl, in a disc brake architecture with service braking by hydraulic chamber and brake parking by electric actuator. This architecture is for example identical or similar to that described in the document FR2999257A1. Fig.7 is a sagittal sectional view of the brake caliper, along a section plane P10. It represents the caliper with the screw-nut piston and without the gear motor, in the example of Fig.6.

The example of Fig.l is however applicable to many other brake architectures.

In this example, the output of the motor M1 is directed to the side opposite the yoke 12, and drives a reduction gear Ail in rotation along a motor axis M10. The reducer comprises for example one or more planetary gear trains, and its output is rotatable and directed towards the stirrup 12, along an axis A10 parallel and separate from the motor axis M10. The gear motor A12 fixed to the rear face 20 of the yoke 12, where the output of its gear Ail drives in coaxial rotation the screw 44 of a screw-nut assembly forming a linear transmission A18 with rotary input.

The screw-nut assembly 44, 46 is housed inside the skirt 32 of the piston 16, which is housed in a hydraulic chamber 25 inside the body or housing of the caliper 14. The nut 46 of this screw-nut assembly there is fixed in rotation and moves linearly along the axis A10, to exert a linear thrust against the inner wall 31 of the bottom of the piston. The outer wall 31 of this piston bottom comes to rest on the inner shoe 18, which clamps the disc against the outer shoe 19, which is held by the outer branch of the caliper 12.

The hydraulic chamber 25 allows hydraulic actuation of the brake, for example directly by the driver as a service brake. The electric actuator Al is implemented by an electric control, for example as a parking or emergency brake, or by an automatic driver assistance system, or any other automatic or semi-automatic control.

There is first described a method for measuring displacement, speed and/or position, which can be applied to a motor of a conventional type. Fig.2 illustrates an example of the classic architecture of the rotor of a brush-commutated motor, also called brushes, shown here in unrolled form.

The rotor comprises a plurality of poles, here 7 poles, each formed by an electromagnetic circuit G1 to G7 which surrounds a core NI to N7, usually laminated. Each circuit G1 to G7 is powered by a rotary commutator formed of a plurality of AC to CG contacts, generally parallel copper tabs arranged around the axis of the motor. When the rotor rotates, the collector contacts successively come into contact with brushes B1 and B2 connected to motor supply terminals M19, and thus successively supply the different poles as the motor rotates.

In the figure, the first brush B1 is in contact with the AC contact of the circuit Gl. During rotation, when one of the brushes loses contact, the other comes into contact. At each contact or loss of contact of a brush with the commutator, that is to say during the switchings carried out by the rotary commutator, there is a disturbance of the current absorbed by the motor, which this method detects by measuring this running. These disturbances depend on the displacement of the rotor, and therefore on its speed of rotation.

Fig.3 illustrates measurements taken on the motor of Fig.2, with no load and at constant speed and over one rotation, between 18ms and 419ms, after filtering of the high frequency noise. This filtering is carried out for example in a known way, for example by a band-pass filter, typically to keep only the disturbances linked to the switchings carried out, that is to say at frequencies which are linked to the speed range at detect by combining it with the number of contacts and brushes.

For example, at a speed of 7500 rpm, for example a band pass filter of about 1750 Hz is used, which only retains the frequencies between 1700 Hz and 1800 Hz. To measure speeds between 10,000 rpm and 2,500 rpm, the frequencies concerned are calculated, and one or more bandpass filters covering the frequencies from 2333Hz to 583Hz will be used, for example.

As can be seen on the top curve, obtained by analog acquisition at 51.2 kHz, the intensity variation signal obtained after filtering gives a periodic curve, close to a sinusoid, which presents a succession of events pl to pl4 at regular intervals.

In parallel, the bottom curve represents the signal delivered by a Hall effect sensor installed on this motor for these tests, measured at 51.2 kHz. It presents regular slots h1 to h7 which show a constant speed, in a manner consistent with the regularity of the peaks pl to pl4 of the top curve.

Fig.4 the same measurements as in Fig.3, this time taken during an engine starting phase, from time t=0 to t=872ms. When it starts, called "inrush" in Anglo-Saxon vocabulary, the motor begins by absorbing a high intensity, which can be seen on the top curve in the form of a gradual rise to the intensity plateau " he". As the speed increases, as can be seen by the slots h2 to h8 becoming closer and closer, the absorbed intensity decreases from il to H4.

The speed then stabilizes on the right of the curve, and the spacing of the slots becomes regular, here to arrive at the constant speed with no load. In parallel, the intensity gradually stabilizes and decreases more slowly, to reach the average intensity consumed in steady state.

As can be seen in Fig.4, the variation in intensity is also made here with disturbances, here creating sudden drops from one level to the other from il to i 14, from 259ms to 872ms. It will be noted that the end of the initial increase in the intensity curve and the first plateau il, between approximately 0 and 259 ms, constitute in themselves an event detected, or even evaluated. The analysis thus makes it possible to detect the fact that the motor has actually started to rotate, very early, even with respect to the detection of the Hall sensor. This is information that is itself very useful in many situations.

In Fig.3 as in Fig.4, we see that the events pl-pl4 and il-i 14 represent the displacement and therefore the speed of the motor rotor. The ECU control unit will analyze this signal to detect these events, and derive information on the displacement of the rotor and therefore its speed by comparing it to time. In addition or instead, this count is also used by the control unit to evaluate the position of the rotor starting from a known initial position, for example a previously detected and stored position and/or from a position in abutment whose position is known and stored.

Fig.5 schematically illustrates steps for controlling the actuator motor of Fig.l, which can be carried out in whole or in part.

At E10, after receiving a braking request, the ECU unit activates the motor by applying its supply voltage Eli to it, for example at 12V on a conventional automobile.

In E12, during a determined period of engine operation, the ECU unit measures the current absorbed and/or the voltage.

The analysis step E13 here comprises the following sub-steps:

In E131, the ECU unit filters the measured signal and extracts one or more events therefrom, for example an event by switching. Depending on the types of motors, this detection can also relate to a group of switchings producing a recognizable sequence, for example one sequence per revolution or a known number of several sequences per revolution.

In E132, the ECU unit counts the events detected and for example deduces therefrom the number of laps performed. - In E133, the ECU unit uses this number of events or revolutions to calculate the displacement and/or position of the rotor, and of the actuator it drives, for example the value of the linear displacement achieved by the nut 46, and the piston 16 when the nut 46 bears against the bottom 31 of the piston. - In E134, the ECU unit measures the time elapsed during the movement measured in E132 and E133.

In E135, the ECU uses this time measurement to calculate the engine rotational speed. In the context of regulation operation, these speed, displacement and/or position measurements can then be used to control Eli switching to interrupt or maintain the motor power supply, according to a setpoint value E19 received or calculated by the control unit.

Fig.8 illustrates, described only in its differences, the architecture of a brush-commutated motor, optimized according to an exemplary embodiment of the invention, so as to allow or optimize the measurement described with reference to Figs. .l to Fig.7.

In this example, one of the contacts of the rotary collector of the rotor RI, here the contact CB', has a different geometry from that of the other contacts CA and CC to CG. This reference pole CB' here has a smaller width, that is to say a shorter path length for the brushes B1 and B2 when they come into contact with it.

Fig.9 illustrates measurements made on the motor of Fig.8 after filtering of high frequency noise, at constant speed and over one rotation, and represents the variation signal over time, of the intensity absorbed by the motor of Fig.8, when applying a constant supply voltage, after filtering the high frequency noise.

As seen on the curve, the narrower CB' index contact produces a narrower and more slender p'3 and p'10 index peak. The ECU will then detect these reference peaks and deduce that the engine has made a turn between the two.

These peaks, which are easier to detect, thus make it possible to facilitate detection, or even make it possible when the architecture of a motor with identical poles would not allow it.

Of course, the invention is not limited to the examples which have just been described and many adjustments can be made to these examples without departing from the scope of the invention.

Nomenclature

12 caliper 14 body / caliper housing

16 brake piston

18 inner pad

19 outer pad 20 rear face of the caliper

25 inner wall of hydraulic cavity

26 14 yoke housing bottom rear wall

30 outer face of piston support

31 inner face of piston bearing 32 cylindrical piston skirt

44 linear transmission drive screw 46 linear transmission axial thrust nut Al roto-linear actuator A10 axis of the linear part of the actuator Ail gear motor reducer A12 gear motor A18 actuator linear transmission (screw 44, nut 46, piston 16) B1 first brush / carbon B2 second brush / carbon COM braking control E10 activation 12V Eli switching E12 current measurement E13 analysis E131 filtering + detection

E132 switching/turn count E133 displacement/position calculation E134 time measurement E135 speed calculation E14 regulation

E19 speed / displacement / position reference value ECU Electronic Control Unit Fl complete brake Motorizable hydraulic brake wire ml electric motor

M10 electric motor axis

M19 connector / motor power terminals

P10 cutting plan

RI motor rotor

IF motor stator

VI road motor vehicle

NI to N7 rotor cores

G1 to G7 rotor poles

AC to CG rotary commutator contacts

CB' narrower marker contact hl to h8 Hall sensor slots il to i 14 levels / intensity patterns pl to pl4 events - peaks/intensity patterns p'3 and p'10 reference peaks

Claims

1. Periodic electric motor, in particular rotary, comprising a plurality of circuits and/or windings forming a plurality of electromagnetic poles (G1 to G7) and electrical switching means (Bl, B2; CA to CG) which supply each of said poles only during part of a period of motor movement, said circuits thus each absorbing a supply current according to a time profile covering only part of said period, characterized in that one or more of said poles called reference poles is arranged or switched so as to absorb a supply current according to a time profile, called reference profile (p′3, p′10), which is different from the time profile of the other poles when they are subjected to the same supply voltage; so as to generate, within the power supply current absorbed by the motor, a signal exhibiting one or more variations linked to the switching of said reference poles, thus allowing a control unit to detect the switching of said reference poles by measuring the evolution of the current and/or the supply voltage in order to detect the occurrence of said variations therein; and in that: it uses switching means by displacement of electrical contacts, comprising a plurality of contacts (CA to CG) respectively supplying the plurality of poles (G1 to G7), in particular a rotary commutator traversed by fixed contacts (Bl , B2), in which the difference in the reference profile(s) is obtained by a difference in geometry and/or materials between the so-called reference contact(s) (CB') supplying the reference poles and the other contacts (CA, CC to CG ) supplying the other poles; or it uses electronic switching means, which are arranged to modify the form of the signal of the supply current of the reference pole or poles or to introduce therein an additional reference signal, so as to produce the reference profile or profiles, the said pole or poles landmarks being determined by counting the number of switching operations carried out, in particular by comparing it to the total number of poles.

2. Motor according to the preceding claim, characterized in that it comprises a number of reference poles less than the total number of poles.

3. Motor according to any one of the preceding claims, characterized in that it uses switching means by moving electrical contacts, and in that the reference contact(s) (CB') has a difference in width and/or a position offset, so as to produce a contact that is shorter or offset from the others.

4. Motor according to any one of the preceding claims, characterized in that the reference pole or poles are supplied by a specific circuit, called reference circuit, having different electrical characteristics from the circuits supplying the other poles.

5. Motor according to claim 4, characterized in that the reference circuit comprises one or these components chosen and arranged to delay or advance the start or the end of the temporal profile of the reference pole.

6. Motor according to one of Claims 4 to 5, characterized in that the reference circuit comprises one or these components chosen and arranged to modify the resistance and/or the impedance of the reference circuit, in particular by modifying the length or the section or the number of windings or the material used for the windings.

7. Actuator (Al) electric comprising a motor according to any preceding claim to achieve its drive.

8. Actuator according to the preceding claim, arranged to produce an electric brake actuator for a road vehicle and/or motor vehicle.

9. System (M1) comprising on the one hand a motor according to any one of claims 1 to 6 or an actuator according to any one of claims 7 to 8, and on the other hand at least one electronic measurement unit connected at the power supply terminals of said motor and arranged to detect the reference time profile or profiles in the power supply current, and to use them to measure the displacement and/or the position and/or the speed of the motor, in particular within an electronic control unit which controls the supply of said motor.

10. Brake (Fl) or electrically motorized braking system for a road vehicle, in particular a motor vehicle parking and/or emergency brake, for example of the disc brake (Fl) or drum brake or drum brake type in a disk, characterized in that it comprises a system according to claim 9, or an actuator according to any one of claims 7 to 8 or a motor according to any one of claims 1 to 6.

11. Vehicle (VI) or vehicle subassembly comprising a brake (Fl) or braking system according to the preceding claim, or an actuator according to any one of claims 7 to 8 or a motor according to any one of claims 1 to 6.

12. A method of manufacturing an electric motor or an electric actuator, in particular an electric brake actuator for a road vehicle and/or automobile, characterized in that it comprises the following steps: supplying an electric motor comprising a determined number of poles, in particular identical poles producing an identical time profile, - modification of said motor in its switching means and/or in the circuit of one or more of these poles obtaining one or more reference poles, so as to obtain a motor according to any one of claims 1 to 6.