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WO2023147948A1 - Procédé de commande d'un système d'entraînement et système d'entraînement - Google Patents

Procédé de commande d'un système d'entraînement et système d'entraînement Download PDF

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Publication number
WO2023147948A1
WO2023147948A1 PCT/EP2023/050016 EP2023050016W WO2023147948A1 WO 2023147948 A1 WO2023147948 A1 WO 2023147948A1 EP 2023050016 W EP2023050016 W EP 2023050016W WO 2023147948 A1 WO2023147948 A1 WO 2023147948A1
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WO
WIPO (PCT)
Prior art keywords
drive
speed
slave
master
drive unit
Prior art date
Application number
PCT/EP2023/050016
Other languages
German (de)
English (en)
Inventor
Daniel Andler
Original Assignee
Bode - Die Tür 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 Bode - Die Tür Gmbh filed Critical Bode - Die Tür Gmbh
Publication of WO2023147948A1 publication Critical patent/WO2023147948A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/68—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more dc dynamo-electric motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/605—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for folding wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/40—Control units therefor
    • E05Y2400/41—Control units therefor for multiple motors

Definitions

  • the invention relates to a method for controlling a drive system that has at least two drive units that can be controlled independently of one another.
  • the invention further relates to a drive system with two independently controllable drive units.
  • Drive systems known from practice which can be used, for example and without being restricted to this, for the operation of vehicle entry systems, in which a drive body (e.g. door leaf, ramp, step, etc.) is controlled by two drive units (e.g. B. electric motors) is driven, the drive units attack at different points on the drive body and introduce their respective driving force there, have the problem that the drive system during operation, d. H. while the drive body is being driven, can tilt and consequently block.
  • a drive body e.g. door leaf, ramp, step, etc.
  • B. electric motors e.g. electric motors
  • Adjustment tolerances e.g. B. mechanical play between the static structure of the drive system and the relative movable, relocatable drive body
  • the invention is based on the object of providing a method for controlling a drive system and a drive system that ensure reliable, long-lasting, low-maintenance and safe operation without having to specifically align the structure of the drive system with this purpose, in particular, for example, with regard to Closer manufacturing, assembly and/or adjustment tolerances, as well as tolerance with regard to unbalanced loads.
  • the structure and the effort involved in assembling and adjusting the drive system should be simple, and the control method should be simple and effective to implement.
  • a term “approximately” used herein is intended to indicate a tolerance range that the person skilled in the art working in the present field regards as usual.
  • the term “approximately” means a tolerance range of the related size of up to a maximum of +/-20%, preferably up to a maximum +/-10%, particularly preferably to understand up to +/-5%.
  • a method for controlling a drive system with at least two drive units that can be controlled independently of one another and which, in operational terms, act together with a respective drive force at force application points spaced apart from one another on a drive body to be driven in order to move it has the steps: a) defining one of the drive units as Master drive unit and the at least one other drive unit as a slave drive unit, the assignment can be arbitrary.
  • the movement of the drive body caused by the drive units changes the position of the drive body, e.g. B. translationally and / or rotationally, compared to a part of the drive system.
  • the drive body can be guided on guide rails of the drive system, so that it moves relative to such guide rails during a translatory movement.
  • an boarding ramp or step can be a driving body within the meaning of the invention in a drive system of an boarding system of a vehicle, but without necessarily being limited to this.
  • the drive body can in a rotational movement relative, for example, to a support arm or support frame of the drive system on which the Driving body is rotatably or pivotally held move.
  • a door leaf can be a drive body within the meaning of the invention in a drive system of an entry system of a vehicle, but without being necessarily limited to this.
  • the at least two drive units drive the drive body together by acting on different points on the drive body and introducing their respective drive force into it. It goes without saying that the movement of the drive body takes place in many application scenarios between a starting position and an end position.
  • the starting position can be, for example, a retracted or closed position of a ramp/step or door leaf and the end position can be an extended or open position of the ramp/step or door leaf or vice versa.
  • the state of the drive system can be determined, for example, by a drive position of the drive unit and/or a drive position of the drive body.
  • a motor position i. H. a motor rotation angle
  • the distance of the drive body for example in relation to a stationary reference point of the drive system, as this state of the drive system.
  • the master setpoint drive speed can in principle take any form, i.e. vary as desired depending on the state of the drive system (e.g. distance covered by the drive body between a start and an end point), i.e. assume different absolute values depending on the state of the drive system, wherein the speed curve can preferably be defined once for the entire possible distance traveled by the drive body (e.g. once before the drive system is first put into operation and/or after a maintenance cycle of the drive system). It is to be understood that the master target drive speed does not necessarily have to vary while the drive body is being driven, but can also be set to be essentially constant between a start and end position.
  • a varying course of the target drive speed curve is preferred in order to set the drive body in motion from a rest position or to bring it from a movement state into a rest state, with the movement of the drive body in the starting position and/or the end position can be additionally limited, for example, by a mechanical end stop.
  • the absolute value of the drive speed is to be understood as a speed value without taking a sign into account (i.e. without a sign), with a negative sign generally representing a direction of movement of the drive body that is opposite to a positive sign of the drive speed.
  • the absolute driving speed can thus apply both to a movement of the drive body in the forward direction and in the reverse direction.
  • the desired master drive speed command is only defined for the master drive unit and is limited by the maximum master drive speed command. In this regard, only target values are used.
  • the respective drive speeds of the master and slave drive unit(s) are controlled during operation of the drive system, i. H. during movement of the engine, referred to herein as operational control.
  • operational control i. H. during movement of the engine.
  • a separate target slave drive speed is preferably determined for each slave drive unit in the manner defined in step d).
  • the position difference between the master drive unit and a slave drive unit required for this purpose can be detected, for example, by means of encoders, potentiometers or other means for determining the instantaneous motor position or angle of rotation.
  • the inventive method achieves synchronization of the slave drive unit(s) with the master drive unit during operation (ie movement) of the drive system in a simple and reliable manner.
  • the synchronization is independent of the direction of movement and works robustly and reliably in both the forward and reverse direction of the engine body movement.
  • the implementation of the method is simple and efficient due to the simple control and calculation steps and the master-slave concept.
  • the structure of the drive system does not require tighter manufacturing, assembly and/or adjustment tolerances.
  • the structure of the drive system remains simple and inexpensive, and the assembly and adjustment costs remain low.
  • steps a) and b) are carried out once before the drive system is first put into operation and/or after a maintenance cycle of the drive system, i.e. the master drive unit is defined only once in advance, as is the master target drive speed including the maximum master target drive speed.
  • steps a) and b) are carried out multiple times, ie the master drive unit, the slave drive unit(s), the master target drive speed and the maximum master target drive speed are specified once and a specification is repeated again and again verified (which is equivalent to setting it again). It can be set again after a certain operating time has elapsed, for example after an hour, after several hours or after several days. A redefinition can also be event-based, for example when unfavorable conditions are identified or when a problem with a current definition is identified.
  • step a) is carried out once before the drive system is first put into operation and/or after a maintenance cycle of the drive system and step b) is carried out several times, i.e. the master drive unit is set once, the master target drive speed and/or the maximum master target drive speed are specified several times. This allows adjustments to ongoing operation of the drive system.
  • a setting can be made by a configuration unit connected to the drive system, for example using specifications from a set-up person.
  • the setting can also be carried out by the drive system itself, for example during an initialization process and/or during a self-test.
  • Artificial intelligence can also be used here, which can react to operating parameters and/or operating states in a self-learning manner. The latter approach is particularly useful when steps a) and/or b) are carried out multiple times.
  • Steps c) to e) are preferably carried out repeatedly in sequence during a driving process, ie for moving the driving body between any start and end position. In a subsequent, new drive cycle, the method can then only carry out steps c) to e).
  • a further advantageous embodiment of the invention provides that the amount of the determined slave target drive speed is limited to a predetermined maximum slave target drive speed prior to the respective operational control of the at least one slave drive unit. This reliably prevents the slave drive unit from being overridden or overloaded.
  • the maximum slave target drive speed can be defined as a nominal drive speed of the respective slave drive unit.
  • the nominal drive speed is reached when the slave drive unit is operated at a nominal working or nominal operating point, that is to say, for example, when an electric motor is operated as a drive unit with a specified nominal voltage.
  • the method is thus carried out within a working range that is reliably permissible for the slave drive unit, the power of the slave drive unit being optimally used without subjecting the drive unit to increased wear.
  • the maximum master target drive speed by a predetermined Decrease amount is set smaller than a rated drive speed of the master drive unit.
  • the nominal drive speed of the master drive unit is the speed that occurs when the master drive unit is operated at a nominal working or nominal operating point, e.g. B. when feeding an electric motor as a drive unit with a specified nominal voltage.
  • the drive speed at the nominal operating point of the slave drive unit can be specified, within which the slave drive unit can be controlled in order to be able to compensate for a lag of the slave drive unit behind the master drive unit in a short time.
  • the amount of reduction can be defined taking into account, for example, system tolerances.
  • the amount of reduction may be between about 5% and 15%, e.g. B. be about 10% of the drive speed at the nominal operating point of the master drive unit, but without being necessarily limited to this.
  • the maximum master target drive speed is reduced by 10% below the master nominal drive speed, which can be an operational maximum permissible drive speed of the master drive unit
  • the drive speed of the slave drive unit during operational control can be increased by a factor of around 10% compared to the maximum master target drive speed can be increased in order to be able to compensate for a position difference between the master and slave drive unit without having to control the slave drive unit beyond its permissible nominal operating point into an override range.
  • the reduction amount can be determined additionally or alternatively to the consideration of tolerances in the drive system based on the maximum permissible target drive speed of the slave drive unit during operational control and the tolerable compensation or correction time of a position deviation between the slave drive unit and the master drive unit .
  • a particularly preferred embodiment therefore provides that the amount of reduction is defined as a function of a maximum permissible setpoint drive speed of the slave drive unit during operational control of the slave drive unit and a predetermined maximum correction time for reducing the detected position difference.
  • the corrector is formed by a linear transfer function with a constant amplification factor.
  • the transfer function has the (multiplicative) amplification factor and, if appropriate, an additional additive offset.
  • the multiplicative gain factor may preferably be set to a value corresponding to the reduction amount. Even if this value is particularly preferred, the invention is not necessarily limited to this.
  • the amplification factor can be chosen to be either smaller or larger than the reduction amount. It has been found that the amount of reduction, as a multiplicative amplification factor, ensures a particularly robust and reliable control of the at least one slave drive unit.
  • the corrector can easily calculate the correction speed by multiplying the operationally detected position difference between the master drive unit and the respective slave drive unit by the amplification factor.
  • the corrector can have an infinite bandwidth. Alternatively, the corrector can also have a defined dynamic.
  • the corrector can be formed by a non-linear transfer function with a dynamic amplification factor dependent on the position difference.
  • the dynamic amplification factor can be defined by means of an exponential function, to which the operationally detected position difference between the master drive unit and the respective slave drive unit is supplied as a function argument.
  • the dynamic amplification factor enables faster adaptation of the setpoint drive speed of the slave drive unit to the setpoint drive speed of the master drive unit in accordance with the current operating situation, ie the size of the position difference.
  • the drive units are each designed as an electric motor and the master target drive speed and the slave target drive speed are controlled by an electric motor voltage fed to the respective drive unit.
  • the electric motors are formed by direct current motors.
  • oversteered operation of the drive units master and/or slave
  • operation with a motor voltage that is above the permissible nominal motor voltage is conceivable and depends on that methods disclosed herein are also included.
  • a drive regulation for adjusting the drive speed is not required either for the master drive unit or for the slave drive unit.
  • the control method according to the invention preferably only provides for the use of setpoint variables for controlling the master and slave setpoint drive speeds, which enables an easy-to-implement yet reliable and robust control of the drive units as described herein.
  • a drive system has at least two drive units that can be controlled independently of one another and that operate together with a respective drive force at force application points spaced apart from one another on a drive body to be driven in order to move it.
  • the drive system also has a control unit that is designed to carry out a method as disclosed herein in order to control the drive units.
  • the disclosed method according to the invention can be applied generically and can therefore be used with any type of drive system that has a drive body driven by at least two drive units, with at least one of the drive units (slave) being connected to a predetermined other drive unit (master) in the manner described herein is synchronized in order to ensure reliable, safe operation of the drive system, in particular, for example, to prevent the drive body from jamming, tilting and the like during operation.
  • An adjustment of the drive system is simplified and can accordingly be carried out in a short time.
  • the drive system has a robust, reliable and also low-maintenance operation.
  • the drive body of the drive system is a door leaf, a ramp or a step of an entry system of a vehicle.
  • the control unit can, for example, be a central part of the control of a door system (eg separate door leaf actuation), steps and ramps with separate and synchronized drive or motor units.
  • Fig. 1 shows a plan view of an embodiment of a drive system according to the invention
  • Fig. 2 is a flow chart of an embodiment of a control method according to the invention, which can be used to control a drive system such as that of Fig. 1,
  • FIG. 4 shows a detailed functional diagram of the control method from FIG.
  • FIG. 1 schematically shows a plan view of an exemplary embodiment of a drive system 1 according to the invention.
  • the drive system 1 shown is, for example, an essential part of an entry system of a vehicle (not shown).
  • the invention is not limited to drive systems of this type.
  • the drive system 1 has two independently controllable drive units Ml and M2, which in operation act together with a respective drive force at spaced-apart force application points 2 and 3 of a drive body 4 to be driven in order to move it in the direction of movement 5 to move.
  • the driving body 4 performs essentially a translatory movement in relation to stationary components of the drive system 1, e.g. B. the drive units Ml, M2 or guide rails 6, on which the drive body 4 is slidably guided.
  • the drive units M1, M2 can in principle also be arranged on the drive body 4 and can be moved accordingly with it.
  • the drive units Ml, M2 are therefore not necessarily stationary in relation to the movable drive body 4.
  • the drive units M1, M2 which in the present case are designed as electric motors and whose speed or The rotational speed can be controlled via respective gear units 7 or 8 (e.g. reduction gears, deflection gears and the like) in a force-transmitting manner on the drive body 4, but without being necessarily limited to this.
  • gear units 7 or 8 e.g. reduction gears, deflection gears and the like
  • the drive system 1 in FIG. 1 has a control unit 9 which is designed to carry out a method according to the invention in order to control the drive units M1, M2 as disclosed herein.
  • the drive body 4 is designed as a ramp or step of the example entry system. 1 shows the drive body 4 in an extended operating position that can be entered by a person (also not shown) entering the vehicle (also not shown) (herein also referred to as the end position). In a retracted operating position of the drive body 4 (herein also referred to as the starting position), it is arranged essentially closer to the drive units M1, M2 in the present example.
  • FIG. 2 shows a flowchart of an exemplary embodiment of a method 20 for controlling a drive system according to the invention.
  • the method 20 for controlling the drive system 1 from FIG. 1 can be used without being necessarily limited thereto.
  • one of the drive units M1, M2 of the drive system 1 from FIG. 1 is defined as the master drive unit.
  • this is, for example, the drive unit M1.
  • the drive unit M2 is thus defined as the slave drive unit.
  • a master target drive speed W_M1 of the master drive unit M1 is defined as a function of a state ⁇ of the drive system 1, the specified master target drive speed W_M1 being limited in terms of amount by a predetermined maximum master target drive speed Wmax.
  • the state ö is described here by a motor position (ie angle of rotation) of the master drive unit M1.
  • ö can indicate, for example, the motor position (angle of rotation) of the master drive unit Ml in the starting position of the drive body 4 (e.g. fully retracted ramp) and ö2 the motor position (angle of rotation) in the end position of the drive body 4 (e.g . fully extended ramp).
  • the master target drive speed W_M1 assumes variable values in terms of amount depending on the state ⁇ of the drive system 1 (ie motor position of the master drive unit M1). From left to right, the rotational speed W of the master drive unit Ml should also increase, starting from the value 0 with an increasing rotational angle ö, if necessary, but without any mandatory restriction to this, in several different increase steps, as shown for example in Fig. 3, until the rotational speed W of the master drive unit Ml reaches a maximum value Wmax. As the end position at ⁇ 2 is approached, the rotational speed W of the master drive unit M1 should decrease again, if necessary, but without any mandatory restriction to this, in several different reduction stages, as shown in FIG. 3 by way of example. In the end position ö2, the rotational speed W reaches the value 0.
  • the maximum master target drive speed Wmax is chosen to be smaller during operation than a maximum permissible master target drive speed Wn, which corresponds to a nominal drive speed of the master drive unit Ml, which the drive unit Ml when controlled with the nominal motor voltage reached.
  • the predetermined maximum master target drive speed Wmax is set lower than the nominal drive speed Wn by the amount AWmax. Therefore, the amount AWmax is also referred to herein as a reduction amount.
  • the reduction amount AWmax preferably becomes maximum in consideration of an amount during the operational control of the slave drive unit M2 permissible setpoint drive speed W_M2 (see Figure 4) of the slave drive unit M2.
  • a correction in particular an increase in the target drive speed W_M2 of the slave drive unit M2, the maximum permissible drive speed W, which is specified by the nominal drive speed Wn of the slave drive unit M2, does not - at least not permanently - during the operating - exceeds.
  • the drive units M1 and M2 are essentially structurally identical and, apart from certain tolerances, also have the same electrical parameters, but without being necessarily restricted to this.
  • the nominal drive speed Wn of the master drive unit M1 is equal to the nominal drive speed Wn of the slave drive unit.
  • a maximum speed correction of the target drive speed W of the slave drive unit M2 can be limited to 10% of the nominal drive speed Wn.
  • the amount of reduction would then be defined by a reduction factor by which a reference quantity - for example the nominal drive speed - is multiplied.
  • the reduction amount AWmax is then advantageously also set to 10% of the nominal drive speed Wn of the master drive unit M1, so that the maximum master target drive speed Wmax of the master drive unit M1 is set to 90% of the nominal drive speed Wn. This ensures that the slave drive unit M2 is always within its permissible operating range, i. H. less than/equal to the nominal drive speed Wn.
  • the reduction factor of 10% given above is only to be understood as a possible example. It can also be selected to be smaller or larger than 10%. In particular, actual system tolerances or system parameters of the drive system 1 can also be taken into account when selecting the specific value. In addition, a predetermined correction time, which is required for the correction or compensation of a deviation between the slave Drive unit M2 can be tolerated by the master drive unit Ml, influence the specific choice of the reduction amount AWmax or reduction factor. If, for example, the fastest possible compensation with a correspondingly high compensation speed is to take place, the reduction factor can be selected to be greater than 10% in order to be able to control a correction of the slave drive speed also greater than 10% of the maximum master desired drive speed Wmax, without exceeding the nominal operating range of the slave drive unit M2.
  • step 23 the drive speed W of the master drive unit M1 is operationally controlled in accordance with the master target drive speed W_M1 shown by way of example in FIG. 3 and set accordingly.
  • the motor voltage of the master drive unit Ml can be adjusted according to the desired drive speed of the master drive unit Ml.
  • a drive regulation for setting the drive speed W is not required either for the master drive unit M1 or for the slave drive unit M2.
  • the control method 20 according to the invention preferably only provides for the use of setpoint values for controlling the master and slave setpoint drive speeds, which enables control of the drive units M1, M2 that is easy to implement and yet reliable and robust, as described herein.
  • a slave target drive speed W_M2 of the at least one slave drive unit M2 is calculated based on the master target drive speed W_M1 and a position difference Aö between the master drive unit Ml and the slave drive unit detected during operation by means of a corrector K M2 certain correction speed AW such determines that the position difference AO is reduced. This step is explained in more detail below together with FIG.
  • step 25 of the method 20 illustrated in FIG. 2 the drive speed W of the slave drive unit M2 is operationally controlled in accordance with the previously determined slave setpoint drive speed W_M2.
  • Steps 21 and 22 in FIG. 2 are preferably carried out once before the drive system 1 is put into operation for the first time.
  • the master drive unit M1 is defined once in advance, as is the master setpoint drive speed W_M1 including the maximum master setpoint drive speed Wmax.
  • Steps 23 to 25 are preferably repeated in sequence during a driving operation, i. H. for moving the drive body between any start and end position öl or ö2. For this purpose, it can be monitored in an additional step 26 whether the end position ö2 has been reached. If the end position O2 has not yet been reached, the method 20 returns to step 23, otherwise the method 20 ends with step 27.
  • steps 21 and 22 may only be carried out once before the drive unit 1 is operated for the first time (and/or after a maintenance cycle of the drive system), the method 20 can begin directly with step 23 in a new or subsequent drive cycle.
  • FIG. 4 shows a detailed functional diagram of the control method from FIG. 2.
  • the respective drive or motor position (ie angle of rotation) of the drive units Ml and M2 can be adjusted by means of appropriately designed and attached to the drive units Ml or M2 arranged detection units, such as encoders, potentiometers and the like.
  • the determined position difference Aö is then fed to a corrector K, which uses the position difference Aö to determine a difference AW in the drive speeds (also referred to herein as correction speed AW) between the master drive unit M1 and the slave drive unit M2. Finally, this difference AW is added to the master target drive speed W_M1 in order to determine the slave target drive speed W_M2.
  • slave target drive speed W_M2 Before slave target drive speed W_M2 is used for operational control of slave drive unit M2, it can optionally be limited to the maximum permissible slave drive speed, which can be given by slave nominal drive speed Wn. If the slave drive unit M2 is actuated with the slave target drive speed W_M2 determined in this way, i. H. with a corresponding motor voltage, the position difference Aö is reduced in this way.
  • the corrector K outputs a positive value AW, which is added to the current setpoint drive speed W_M1 of the master drive unit Ml.
  • the rotational speed of the slave drive unit M2 is increased and the position difference or the position error ⁇ is compensated for in the next time segment. In this case, the slave drive unit M2 is periodically positively accelerated.
  • the converter now calculates a negative value AW, which slows down the slave drive unit M2.
  • the slave drive unit M2 is periodically accelerated negatively (decelerated).
  • the method according to the invention thus works reliably in both directions of movement of the drive units M1, M2.
  • the corrector K can have an infinite bandwidth or a defined dynamic.
  • a linear transfer function of the corrector K with a constant amplification factor this is preferably selected to be as large as the maximum speed AWmax to be compensated, for example 10% of the nominal drive speed Wn. Then the linear transfer function results according to the formula:
  • the corrector K can be formed by a non-linear transfer function with a dynamic amplification factor dependent on the position difference ⁇ .
  • a preferred dynamic can be formed, for example, by an exponential function, e.g. e.g.:
  • the method disclosed herein for controlling a drive system and the drive system according to the invention are not limited to the concrete embodiments described in each case, but also include other embodiments that have the same effect and result from other technically meaningful combinations of the features of all the subjects of the invention described herein.
  • the features and feature combinations mentioned above in the general description and the description of the figures and/or shown alone in the figures can be used not only in the combinations explicitly stated herein, but also in other combinations or on their own, without going beyond the scope of the present invention leave.
  • the drive system according to the invention is used as an entry or door system in a vehicle (e.g. land vehicle, air vehicle, water vehicle), the drive system being controlled by a method disclosed herein for controlling a drive system.
  • vehicle- The entry system preferably has a ramp and/or a step as the driving body, and the door system has, for example, a door leaf as the driving body.

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  • Power Engineering (AREA)
  • Control Of Position Or Direction (AREA)

Abstract

L'invention concerne un procédé (20) de commande d'un système d'entraînement (1) comprenant au moins deux unités d'entraînement (M1, M2) pouvant être actionnées indépendamment l'une de l'autre et agissant conjointement de manière fonctionnelle avec une force d'entraînement respective en des points d'action de force (2, 3), qui sont espacés les uns des autres, d'un corps d'entraînement (4) à entraîner afin de le déplacer, une vitesse d'entraînement (W) d'une unité d'entraînement maître (M1) étant commandée de manière fonctionnelle conformément à une vitesse d'entraînement cible maître prédéfinie (W_M1), une vitesse d'entraînement cible esclave (W_M2) d'une unité d'entraînement esclave (M2) basée sur la vitesse d'entraînement cible maître (W_M1) et une vitesse de correction (ΔW), qui est déterminée au moyen d'un correcteur (K) à partir d'une différence de position (Δϑ) détectée de manière fonctionnelle entre l'unité d'entraînement maître (M1) et l'unité d'entraînement esclave (M2), de telle sorte que la différence de position (Δϑ) est réduite et une vitesse d'entraînement (W) de l'unité d'entraînement esclave (M2) étant commandée de manière fonctionnelle conformément à la vitesse d'entraînement cible esclave déterminée (W_M2). L'invention concerne également un système d'entraînement (1) commandé par un tel procédé (20).
PCT/EP2023/050016 2022-02-01 2023-01-02 Procédé de commande d'un système d'entraînement et système d'entraînement WO2023147948A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022102361.3 2022-02-01
DE102022102361.3A DE102022102361A1 (de) 2022-02-01 2022-02-01 Verfahren zur Steuerung eines Antriebssystems und Antriebssystem

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WO2023147948A1 true WO2023147948A1 (fr) 2023-08-10

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US20170077845A1 (en) * 2015-09-14 2017-03-16 Minebea Co., Ltd. Positioning arrangement for moving an object that is to be positioned
DE102018119226A1 (de) * 2018-08-07 2020-02-13 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Verfahren zur Ansteuerung einer Antriebsanordnung für eine Klappe eines Kraftfahrzeugs
CN110901416A (zh) * 2019-12-25 2020-03-24 傲基科技股份有限公司 一种基于双电机转速差的补偿系统及补偿方法
DE102018219505A1 (de) * 2018-11-15 2020-05-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Verfahren zum Betrieb einer elektromotorischen Verstellvorrichtung eines Kraftfahrzeugs

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Publication number Priority date Publication date Assignee Title
DE102008053113A1 (de) * 2008-10-25 2010-05-06 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt Antriebsanordnung zur motorischen Verstellung eines Verstellelements in einem Kraftfahrzeug
US20170077845A1 (en) * 2015-09-14 2017-03-16 Minebea Co., Ltd. Positioning arrangement for moving an object that is to be positioned
DE102018119226A1 (de) * 2018-08-07 2020-02-13 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Verfahren zur Ansteuerung einer Antriebsanordnung für eine Klappe eines Kraftfahrzeugs
DE102018219505A1 (de) * 2018-11-15 2020-05-20 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Verfahren zum Betrieb einer elektromotorischen Verstellvorrichtung eines Kraftfahrzeugs
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