WO2021047949A1 - Verfahren zur steuerung einer motoreinheit und motoreinheit zur durchführung eines solchen verfahrens - Google Patents
Verfahren zur steuerung einer motoreinheit und motoreinheit zur durchführung eines solchen verfahrens Download PDFInfo
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- WO2021047949A1 WO2021047949A1 PCT/EP2020/074317 EP2020074317W WO2021047949A1 WO 2021047949 A1 WO2021047949 A1 WO 2021047949A1 EP 2020074317 W EP2020074317 W EP 2020074317W WO 2021047949 A1 WO2021047949 A1 WO 2021047949A1
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- rotor
- actual
- target
- control
- motor
- Prior art date
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Classifications
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- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/16—Circuit arrangements for detecting position
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- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/08—Arrangements for controlling the speed or torque of a single motor
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- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/20—Arrangements for starting
- H02P6/21—Open loop start
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- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/20—Arrangements for starting
- H02P6/22—Arrangements for starting in a selected direction of rotation
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- 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
- H02P2203/00—Indexing scheme relating to controlling arrangements characterised by the means for detecting the position of the rotor
- H02P2203/03—Determination of the rotor position, e.g. initial rotor position, during standstill or low speed operation
Definitions
- the invention relates to a method for controlling a motor unit and a motor unit for carrying out the method.
- Motor units for example in the form of electrical machines, are known from the prior art.
- electrical machines are designed as actuators and stator-rotor assemblies.
- Safety-relevant applications in a vehicle must be put into a safe state in the event of a safety-relevant malfunction.
- the ISO standard 26262 specifies several ASIL safety requirement levels (short for: Automotive Safety Integrity Level) for safety-relevant electrical / electronic applications in motor vehicles.
- the invention is based on the object of specifying a novel method for controlling a motor unit and an improved motor unit for carrying out the method, which method enables the motor unit to be controlled reliably.
- the object is achieved according to the invention by the features specified in claim 1.
- the object is achieved according to the invention by the features specified in claim 12 or 13.
- a starting rotor position is first detected.
- At least one non-safety-critical position tolerance range for a rotor position is then specified and / or determined.
- the position offset for the rotor is specified or determined as a function of the position tolerance range.
- the position offset is specified and / or determined in particular within the specified or determined position tolerance range, so that the position offset that can be set on the rotor is always within the position tolerance range.
- an angular value and / or a sense of direction is specified or determined as the position offset.
- a fixed position offset for the rotor is specified or determined in the form of a constant angular value and / or a constant sense of direction.
- a target rotor position is determined based on the starting rotor position and the position offset, on the basis of which a target control pattern is specified, from which a motor control pattern is generated by means of a motor controller and sent to the motor unit to rotate the rotor into the specified target rotor position is created.
- the method further provides that an actual control pattern controlling the motor unit is recorded at an interface between the motor controller and the motor unit. Furthermore, an actual rotor position resulting from the rotation of the rotor by means of the actual control pattern is detected, both the detected actual control pattern and the detected actual rotor position being fed back to the motor controller for verification.
- the method according to the invention makes it possible, reliably and simply, for the rotor to always be set to a rotor position which lies in the position tolerance range that is not critical to safety.
- a non-safety-critical position tolerance range is understood to mean, in particular, a maximum movement range or position tolerance range for the rotor within which the rotor is allowed to move and is controlled accordingly without the motor unit entering a safety-critical state, in particular without causing critical situations that meet the safety requirements of the motor unit affect.
- the non-safety-critical position tolerance range is characterized by maximum and minimum threshold or limit values for permissible deviations of the rotor position from the starting rotor position.
- critical situations can lead to failure of the motor unit or at least individual components, for example switching elements of the motor unit, or to a short circuit. This can lead to an undesirably high current flow and thus to heating of the components of the motor unit, as a result of which they can be damaged.
- the limit values can deviate symmetrically or asymmetrically from the starting rotor position.
- equally large minimum and maximum limit values can be specified or determined for symmetrical deviations from the starting rotor position.
- minimum and maximum limit values of different sizes can be specified or determined for asymmetrical deviation.
- the non-safety-critical position tolerance range, in particular its limit values, for the relevant motor unit is / are stored in a memory, for example.
- the specified position tolerance range for the rotor is determined and / or specified on the basis of at least one or more upper position limit values and / or at least one or more lower position limit values. For example, when determining the specified position tolerance range and / or a control tolerance range, measurement tolerances of the rotor position sensor, manufacturing tolerances of the motor unit and / or position tolerances of the rotor are taken into account by means of at least one tolerance factor.
- a movement and / or direction of movement of the rotor is determined continuously.
- both the actual rotor position and an actual direction of the momentary actual rotor movement are recorded or determined continuously, in particular cyclically, for example every 10 ms or 50 ms.
- angle values and / or angle range values are determined as rotor position values. For example, a delta or a deviation from two rotor positions becomes the respective one
- the direction of movement, in particular the direction of rotation, of the rotor is determined.
- the delta or deviation is or are, for example, a difference, for example angle and / or distance difference, between the starting rotor position and the actual rotor position and / or between the target rotor position and the actual rotor position and / or between two actual Rotor positions determined.
- a respective opposite direction is excluded by a specified maximum speed.
- the method according to the invention makes it possible to carry out a diagnosis or check the functionality each time the motor unit is started up.
- the rotor position must be determined anew each time the motor unit is started up, since, for example, no fixed rotor end positions are fixed or can be fixed.
- the starting rotor position can be detected by means of a rotor position sensor, for example, before the motor unit is started or when the motor unit is in an idle state or when the motor unit is in an operating state.
- the motor unit comprises at least one motor controller.
- the engine control is in particular a control device or a microcomputer, which input signals, such as sensor signals, analog signals, digital signals, are recorded and / or supplied, the input signals being converted to output signals, such as control, information, and safety signals by means of the engine control - and / or control signals are processed.
- the detected starting rotor position and the ascertained or specified non-safety-critical position tolerance range are fed to the engine control and / or an adaptive control module of the engine control as input signals.
- the position offset in particular a maximum possible positive or negative position offset, which lies within the non-safety-critical position tolerance range, is determined or specified for the rotor by means of the motor control.
- a control module is provided that can be part of the engine control or that is adaptively connected upstream.
- the target rotor position is determined by means of the motor control, on the basis of which the associated target control pattern for controlling the rotor is generated, the rotor being actively controlled and moved into the specified target rotor position by means of the target control pattern becomes.
- At least one direction of movement of the rotor and compliance with the non-safety-critical position tolerance range can be monitored.
- a rotor position curve can be monitored.
- the rotor is controlled, for example, by controlling a stator integrated in the motor unit.
- the motor unit is an electric motor or an actuator arrangement.
- a faulty or failed control for example according to the ISO 26262 standard, can be detected reliably and at an early stage in the motor unit.
- the motor unit is a three-phase motor.
- the motor unit is a direct current motor, in particular a so-called brushless direct current motor.
- the rotor position sensor is, for example, a conventional rotation sensor, such as a rotary encoder, angle sensor, angle encoder with internal angular and / or directional detection.
- the control of the motor unit can be monitored, diagnosed and controlled to ensure that the motor unit is always in a safe operating state. Furthermore, the method enables the motor unit to be actively and controlled to lead or move into a safe operating state in the event of a safety-relevant malfunction.
- safety requirement levels of the ISO 26262 standard up to level ASIL C can be met.
- the safe operating state is achieved in that the rotor is moved, in particular driven and rotated, into the specified target rotor position within the non-safety-critical position tolerance range.
- the method according to the invention advantageously recognizes at an early stage whether a safe operation of the motor unit is possible depending on the starting rotor position and an initial rotor movement or a further rotor movement.
- a safety signal for the motor unit is generated and / or output and / or transmitted on the basis of the feedback actual control pattern and / or the feedback actual rotor position.
- the safety signal is, for example, a warning signal, in particular an optical and / or acoustic warning signal, an information signal to the workshop and / or a control signal for the engine control, for example to deactivate the engine control when a critical rotor position and / or rotor control is detected or activate and maintain the engine control when detected safe rotor position and / or rotor control.
- the control of the rotor can be interrupted by means of a safety signal.
- the control of the rotor is interrupted.
- the target rotor position which lies within the non-safety-critical position tolerance range, sets the rotor to a non-safety-critical, verified, checked and controlled position. If no further malfunctions are detected, the rotor or the motor unit can be operated, the rotor position being set to the target rotor position.
- the setpoint rotor position is a determined optimal rotor position for controlling the rotor, for example when starting up or operating the motor unit.
- the detected actual control pattern is compared with the target control pattern in a first verification stage, with a first verification signal being generated as a safety signal if the actual control pattern is within a predetermined control tolerance range, otherwise the first verification signal is not generated.
- the first verification signal is, for example, an activation signal which activates the control of the rotor. Failure to generate the first verification signal deactivates the rotor or ensures that the rotor remains deactivated. A false signal can also be generated.
- the control tolerance range is, for example, a
- the control tolerance range is a non-safety-critical control range which limits the generated control signals or control pulses upwards or downwards (with a maximum lower and / or maximum upper deviation).
- the control tolerance range is determined, for example, on the basis of at least one or more upper control limit values and / or at least one or more lower control limit values for the target control pattern.
- the control limit values depend, for example, on software / hardware tolerances of the engine control, such as, for example, on switching tolerances of electronic components.
- the recorded actual control pattern is compared with the setpoint control pattern, the engine control, in particular the setpoint control pattern, being activated if the actual control pattern is within one or the specified control tolerance range remains, otherwise the engine control, in particular the target control pattern, is deactivated (for example interrupted) or remains deactivated.
- Another aspect provides that, in a second verification stage, the recorded actual rotor position is compared with the target rotor position, wherein if the recorded actual rotor position is the same as the specified target rotor position and / or is within the specified non-safety-critical position tolerance range, as Security signal a second verification signal is generated, otherwise the generation of the second verification signal is omitted or a false signal is generated.
- the second verification signal can, for example, also be an activation signal which activates the control of the rotor. On Failure to generate the second verification signal can deactivate the rotor or can ensure that the rotor remains deactivated.
- the recorded actual rotor position is compared with the target rotor position, with the motor control being activated or remaining if the recorded actual rotor position is the same as the predetermined target rotor position and / or is within the predetermined position tolerance range , in particular the setpoint control pattern is or remains activated, otherwise the engine control, in particular the setpoint control pattern, is deactivated (for example interrupted) or remains deactivated.
- functions of the engine control are checked via a back measurement of the control pattern used.
- the control pattern is validated by the back measurement.
- Correct functioning of the motor control, in particular its peripherals, is checked by back-measuring the control pattern created in a motor output stage.
- an instantaneous actual operating position of the rotor resulting therefrom is recorded, this being compared with the determined target rotor position. If the actual rotor position and the target rotor position are determined to match, taking sensor tolerances into account, the motor control is considered to be validated.
- the method described above for controlling a motor unit is used in particular for testing and / or monitoring the motor control of the motor unit during a start, during operation or after operation of the motor unit.
- the actual rotor position is a rotor position corresponding to the control pattern, which is achieved by controlling the stator as a function of the control pattern.
- the actual rotor position generates a new sensor signal transmitted by means of the rotor position sensor and thus corresponds to a new rotor position.
- the actual rotor position is understood to mean a position that the rotor, after being controlled, is dependent on the Applied target control pattern assumes.
- a so-called in-the-loop check of the entire motor unit, in particular the entire motor controller can be carried out by means of the method according to the invention. Furthermore, by means of the back measurement of the applied actual control pattern, it is checked whether the requirements of the target control pattern can be met.
- the target values such as the target rotor position and / or the target control pattern and / or the position tolerance range and / or the control tolerance range, are stored in a motor controller and / or diagnostic unit coupled to the motor unit.
- the engine control can use suitable software for this, i. H. have a suitable application program for generating the position tolerance range, the target rotor position, the target control pattern and / or the control tolerance range.
- the software is configured to carry out the method.
- the software is set up to monitor the control of the rotor carried out by the motor control.
- the software is designed to carry out a control, in particular a control, of the entire engine control system.
- the software transmits the target control pattern to the motor connections via a periphery of the motor control and monitors the actual direction of movement as well as compliance with the position tolerance range of the rotor.
- a possible embodiment of the method provides that angular values, in particular of, for example, + 30 ° or + 60 °, and angular range values, in particular of ⁇ 30 ° to ⁇ 35 °, are determined or specified as the position tolerance range.
- the angular range value is ⁇ 30 ° to 35 °, in particular ⁇ 15 ° to 25 °, preferably ⁇ 20 °, in relation to the detected starting rotor position of the rotor.
- an axis as in the form of a straight line, is formed around which an angular range for defining the position tolerance range and / or the target rotor position is or is determined.
- the axis of the starting rotor position forms an axis of symmetry.
- the determined target rotor position is used as a reference position for determining a target control pattern for controlling the rotor.
- the target control pattern is a control scheme which provides control information for the operation of the rotor unit.
- the control information is transmitted to the motor unit as output signals, in particular control pulses.
- the rotor can thus be driven according to the specifications of the target control pattern.
- the stator is coupled to the motor controller, the motor controller controlling the stator.
- the determination of the target control pattern and the generation of the resulting motor control pattern (control signals, control pulses) to be applied are carried out, for example, by means of software integrated in the motor control.
- the software includes stored algorithms to convert stored and / or determined reference values, threshold or limit values and / or target values, such as values for the position offset, limit values for the position tolerance range, the target rotor position located in this area and / or to provide the resulting target control pattern.
- the setpoint control pattern is transmitted to the motor controller of the motor unit for controlling the rotor.
- the motor controller comprises a number of hardware components that are designed to operate the motor unit.
- At least one motor control pattern in particular a control signal / control pulse pattern, for an operating voltage and / or a current flow and / or a speed and / or a rotational speed and / or a rotational angle for controlling the rotor is specified by means of the target control pattern.
- Range values such as maximum values and / or minimum values, can be specified for the motor control pattern and thus the respective requirement for operating the motor unit.
- Various parameters of the motor unit such as the maximum permissible rotational speed and / or operating voltage, are taken into account. For example, an optimized control of the rotor has an effect on the efficiency of the motor unit, operating costs, any running noise, service life and energy consumption.
- the stator such as its stator winding, in particular coils
- the stator winding in particular coils
- the rotational speed of the rotor can also be used when determining the operating voltage to be applied must be taken into account.
- the control pattern is used to set a suitable current flow for the stator as a function of the target rotor position determined as the reference position.
- the invention also relates to a motor unit for carrying out the method described above.
- the motor unit is part of a vehicle.
- the motor unit according to the invention comprises at least one stator and a rotor as well as a rotor position sensor for detecting a rotor position and a motor controller for the rotational movement of the rotor, the motor controller controlling and operating the motor unit by applying a control pattern and a control module is provided which is connected upstream of the motor controller or is part of it the engine controller, and the engine controller and the control module are set up in such a way that before or after an operation or during operation of the engine unit, the engine controller is checked and, if necessary, activated or deactivated.
- the motor unit can comprise the control module, in particular as a diagnostic unit for determining an operating state relating at least to the rotor.
- the diagnostic unit is provided, for example, in order to monitor the course of the rotor position when the rotor is activated.
- the motor unit is designed to carry out what is known as an in-the-loop check.
- Fig. 1 schematically shows an embodiment of a vehicle with a
- Motor unit comprising at least one rotor and a stator as well as a motor controller and a control module
- Fig. 2 schematically shows an embodiment of the motor unit with a
- Rotor in various possible rotor positions, 3 schematically shows a block diagram for a method for controlling a motor unit.
- FIG. 1 schematically shows an exemplary embodiment of a vehicle 1 with an engine unit 2.
- the motor unit 2 is designed to operate the vehicle 1 or at least to operate individual vehicle components.
- the motor unit 2 is an electric motor unit.
- the motor unit 2 is an actuator unit or an electric motor, in particular a direct current motor.
- the motor unit 2 comprises a stator 3 and a rotor 4 coupled to the stator 3.
- the stator 3 and the rotor 4 are magnetically coupled to one another, the rotor 4 being controllable by energizing the stator 3.
- a magnetic field is generated, as a result of which the rotor 4 can be set in motion due to mutual magnetic attraction and repulsion forces.
- the motor unit 2 further comprises a rotor position sensor 5, which detects a rotor position RP, such as a starting rotor position Start-RP and / or an actual rotor position actual RP.
- a rotor position sensor 5 which detects a rotor position RP, such as a starting rotor position Start-RP and / or an actual rotor position actual RP.
- the motor unit 2 comprises a motor controller 6 and a control module 7, which is connected upstream of the motor controller 6 or is connected adaptively or is implemented in the motor controller 6.
- the engine controller 6 and the, in particular, adaptive control module 7 are set up to carry out the method described below for controlling the engine unit 2.
- At least one non-safety-critical position tolerance range SB is initially specified or determined.
- At least one position offset ARP for the rotor 4 is determined or specified as a function of the determined or specified position tolerance range SB.
- a target rotor position target RP is then determined for the rotor 4 by means of the adaptive control module 7, on the basis of which a target control pattern target SM is determined, which is fed to the motor controller 6 .
- a motor control pattern SI-SM is generated for the motor unit 2 based on the target rotor position Soll-RP and the target control pattern Soll-SM and sent to the motor unit 2 to rotate the rotor 4 into the predetermined target rotor position Soll-RP created.
- an actual control pattern Ist-SM controlling the motor unit 2 and an actual rotor position actual RP of the rotor 4 resulting from the rotation of the rotor 4 by means of the actual control pattern Ist-SM are recorded and sent to the adaptive control module 7 fed back for their verification.
- Figure 2 shows schematically an embodiment of the rotor 4 and the stator 3, which are magnetically coupled to one another.
- the motor unit 2 is, for example, a direct current motor.
- the motor unit 2 is a brushless DC motor.
- the motor unit 2 has a three-phase design.
- the stator 3 comprises a coil arrangement with three electrically and 120 ° offset coils 3.1.
- the rotatable rotor 4 is arranged in the interior of the stator 3.
- the rotor 4 comprises a permanent magnet 4.1, which rotates around its own axis of rotation X as a function of the activation of the respective coils 3.1.
- the motor unit 2 comprises one or more rotor position sensors 5 for detecting one of the rotor positions RP, such as a starting rotor position Start-RP of the rotor 4 in a rest or starting position of the rotor 4 or an actual rotor position actual RP during operation of the rotor 4th
- FIG. 3 schematically shows a block diagram for a method for operating, in particular for controlling and / or regulating, the motor unit 2 and FIG. 4 shows a time sequence T of the method for operating, in particular for controlling and / or regulating, the motor unit 2.
- the motor unit 2 comprises the motor controller 6 for operating, in particular for controlling and / or regulating, the motor unit 2.
- the motor controller 6 is provided in order to control the rotor 4 via the stator 3.
- the motor controller 6 comprises a number of conventional hardware components, such as a pulse generator and a driver stage, such as a semiconductor, in particular a transistor stage, which are designed to control the stator 3 and the rotor 4.
- the coils 3.1 of the stator 3 are operated to move the rotor 4, for example excited by means of a current signal.
- the motor unit 2 comprises the control module 7, which can be adaptively connected upstream of the motor controller 6, as shown. That is, the control module 7 is connected between the motor unit 2 and the motor controller 6 for signaling purposes.
- the control module 7 can be implemented as a software module or as an electronic circuit in the engine control 6 (not shown in more detail).
- the control module 7 is designed as a diagnostic and / or monitoring unit for diagnosing or monitoring the engine control 6 and is set up accordingly.
- the control module 7 includes, for example, a signal processing 7.1 for a setpoint specification for the engine controller 6 and a verifier 7.2 for verifying the current state of the engine unit 2, whether it is in a safe or unsafe operating state.
- the signal processing 7.1 is on the input side with the at least one rotor position sensor 5 and a memory unit 8 and / or one Input unit 9 and on the output side coupled to the engine control 6 and the verifier 7.2.
- the starting rotor position Start-RP of the rotor 4 is recorded before the motor unit 2 is put into operation or started.
- the rotor position sensor 5 for example a Hall sensor, measures the starting rotor position Start-RP in a first step S1 and feeds this to the signal processing 7.1.
- the non-safety-critical position tolerance range SB is stored in the memory unit 8 and is fed to the signal processing 7.1 via the coupling.
- the non-safety-critical position tolerance range SB can also be specified via the input unit 9 and fed to the signal processing 7.1.
- the possible position offset ARP is determined for the rotor position RP of the rotor 4 by means of the signal processing 7.1 as a function of the non-safety-critical position tolerance range SB.
- the target rotor position target RP is determined by means of the signal processing 7.1 and fed to the verifier 7.2 and the motor controller 6.
- the signal processing 7.1 is coupled on the output side to the engine control 6 and the verifier 7.2.
- a target control pattern Soll-SM is determined by means of the signal processing 7.1 in the second step S2, on the basis of which a motor control pattern SI-SM is generated by the motor controller 6 and sent to the motor unit 2 for rotating the rotor 4 is applied to the specified target rotor position target RP.
- the rotor 4 is actively driven into the specified target rotor position target RP, with at least one direction of movement of the rotor 4 and compliance with the position tolerance range SB being monitored.
- the motor control pattern SI-SM includes, for each phase of the motor unit 2, an associated control pattern for the relevant magnetic fields and for the control of the relevant coils 3.1.
- the target rotor position target RP and the target control pattern target SM are also fed to the verifier 7.2.
- an actual control pattern Ist-SM controlling the motor unit 2 is detected at an interface SS between the motor controller 6 and the motor unit 2.
- the actual rotor position actual RP resulting from the rotation of the rotor 4 as a result of the controlling actual control pattern Ist-SM is detected by means of the rotor position sensor 5.
- the detected actual rotor position actual RP and the actual control pattern actual SM are fed back in the third step S3 by feeding them back to the verifier 7.2 or a corresponding one in the third step S3, for example Module of the engine control 6 are supplied.
- a rotor position profile is monitored, the actuation of the rotor 4 being interrupted in the event that the position tolerance range SB is determined to be imminent and inadmissible.
- the motor unit 2 is started up, a start-up of the motor unit 2 can be monitored.
- a rotor movement can also be continuously monitored during operation of the motor unit 2 for compliance with the position tolerance range SB.
- a safety signal Safe, Not-safe is generated and / or output and / or transmitted on the basis of the feedback actual control pattern Ist-SM and / or the feedback actual rotor position Ist-RP.
- the recorded and fed back actual control pattern actual-SM is compared with the target control pattern target-SM, wherein if the actual control pattern actual-SM lies within a predetermined control tolerance range SM-TB, as a safety signal safe a first Verification signal VS1 is generated, otherwise the generation of the first verification signal VS1 is omitted or an error signal Not-safe is generated.
- the first verification signal VS1 is, for example, an activation signal which activates the control of the rotor 4. Failure to generate the first verification signal VS1 or the error signal Not-safe deactivates the rotor 4 or ensures that the rotor 4 remains deactivated.
- the control tolerance range SM-TB is, for example, a switching / flardware / operating tolerance range for the motor control pattern SI-SM or the control profile and describes the tolerance (e.g. from +/- 1% to + 1-3%) with which the control signals / pulses may be generated by means of a conventional pulse generator.
- the control tolerance range SM-TB is thus a non-safety-critical control range, which limits the generated control signals or control pulses upwards or downwards (with a maximum lower and / or maximum upper deviation).
- the verifier 7.2 can be set up in the fourth step S4 and in particular in the first verification stage to compare the recorded and fed back actual control pattern actual-SM with the target control pattern target-SM, wherein, if the actual control pattern is SM lies within the control tolerance range SM-TB, the motor control 6 is activated or remains, otherwise the motor control 6 is deactivated (for example interrupted).
- control tolerance range SM-TB can be determined on the basis of at least one or more upper control limit values and / or at least one or more lower control limit values for the target control pattern target SM.
- a second verification stage is also carried out by means of the verifier 7.2, in which the recorded and fed back actual rotor position actual RP is compared with the target rotor position target RP, with if the recorded actual rotor position actual RP is equal to the specified target rotor position target RP and lies within the specified non-safety-critical position tolerance range SB, a second verification signal VS2 is generated as the safety signal Safe, otherwise the generation of the second verification signal VS2 is omitted or an error signal Not-safe is generated.
- the verifier 7.2 can be set up to compare the recorded actual rotor position actual RP with the target rotor position target RP in the fourth step S4 and in particular in a second verification stage, with if the recorded actual rotor position actual RP is equal to the specified target rotor position Soll-RP and lies within the specified position tolerance range SB, the motor control 6 is activated or remains, otherwise the motor control 6 is deactivated (for example interrupted) or an error signal Not-safe is generated.
- the specified position tolerance range SB for the always safe movement of the rotor 4 can be determined and / or specified, for example, on the basis of at least one or more upper position limit values and / or at least one or more lower position limit values. Measurement tolerances of the rotor position sensor 5, manufacturing tolerances of the motor unit 2 and / or position tolerances of the rotor 4 can be taken into account by means of at least one tolerance factor when determining the specified position tolerance range SB as well as the control tolerance range SM-TB.
- the position tolerance range SB defines, for example, a non-safety-critical movement range of the rotor 4, with the rotor 4 being able to be moved within the position tolerance range SB without causing critical situations that relate, for example, to safety requirements according to ISO 26262.
- the position tolerance range SB represents a movement tolerance range in which the rotor 4 can be moved upon commissioning, upon start-up and / or during operation.
- the position tolerance range SB is defined as an angle range, for example.
- the method according to the invention ensures that a momentary adjustment of the rotor 4 may only be carried out within the position tolerance range SB.
- the method provides that the control of the rotor 4 is stopped when an impending inadmissible exceeding of the position tolerance range SB is determined. If, on the other hand, it is determined by means of the verifier 7.2 that the current actual rotor position actual RP lies within the position tolerance range SB, possibly also taking sensor, manufacturing and / or control tolerances into account, the control carried out according to the target control pattern Soll-SM applies of the rotor 4 verified as safe.
- the motor unit 2 may continue to be operated as a safety-relevant system.
- the method provides that the direction of movement of the rotor 4 is determined continuously.
- a rotor position RP in particular the actual rotor position actual RP, is recorded continuously so that the direction of movement can be determined.
- the respective direction of movement, in particular the direction of rotation, of the rotor 4 can be determined from the delta of two actual positions actual RP.
- the angular position cp of the rotor 4 in the starting rotor position Start-RP is equal to 250 °.
- the non-safety-critical position tolerance range SB for the rotor 4 is determined.
- the non-safety-critical position tolerance range SB is specified in angular range values of, for example, 220 ° to 280 °.
- a possible position offset ARP for example of + 20 °, is determined on the basis of the non-safety-critical position tolerance range SB and the detected starting rotor position Start-RP.
- the target rotor position target RP is determined, which the rotor 4 can safely assume and which in the example is 270 ° according to:
- Target RP 270 °.
- the motor control 6 is deactivated. If, on the other hand, the momentary actual rotor position actual RP lies within the position tolerance range SB, the Motor control 6 is activated or remains activated and the rotor 4 can be adjusted.
- the motor controller 6 comprises a conventional pulse width modulation unit in a manner not shown in detail.
- the pulse width modulation unit is designed to control the hardware components of the motor controller 6.
- the motor control pattern SI-SM is transmitted to the hardware component of the motor control 6 via the pulse width modulation unit.
- the hardware controls the motor unit 2 on the basis of the specified motor control pattern SI-SM.
- the motor unit 2 comprises a conventional motor controller, in particular a PI controller, also known as a proportional-integral controller.
- the PI controller can be part of the motor control 6 or also be part of the signal processing 7.1 and comprises the actual speed of the rotor 4 as the output control variable and the setpoint speed as the reference variable.
- the present method is adaptively connected upstream of the motor controller and the motor controller 6 and deactivates the motor controller and the motor controller 6 if an unsafe state of the motor controller 6 via the feedback of the actual control pattern Ist-SM and / or the motor unit 2 via the feedback of the actual Rotor position actual RP is determined.
- a further development provides that the feedback of the actual control pattern Ist-SM and / or the actual rotor position Ist-RP is used to check correct execution of the movement during commissioning or during operation or after operation of the rotor 4, after the rotor has been activated 4, the instantaneous actual rotor position actual RP of the rotor 4 resulting therefrom is detected as a function of the setpoint control pattern setpoint SM and this is compared with the determined setpoint rotor position setpoint RP.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
Description
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Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020227011679A KR20220058620A (ko) | 2019-09-10 | 2020-09-01 | 모터 유닛을 제어하는 방법 및 이러한 방법을 수행하기 위한 모터 유닛 |
CN202080063609.7A CN114342246A (zh) | 2019-09-10 | 2020-09-01 | 用于控制马达单元的方法和用于执行这种方法的马达单元 |
JP2022508930A JP7314401B2 (ja) | 2019-09-10 | 2020-09-01 | モータユニットの制御方法およびかかる方法を実施するためのモータユニット |
US17/654,160 US11843345B2 (en) | 2019-09-10 | 2022-03-09 | Method for controlling a motor unit, and motor unit for carrying out such a method |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102019213752.0 | 2019-09-10 | ||
DE102019213752.0A DE102019213752A1 (de) | 2019-09-10 | 2019-09-10 | Verfahren zur Steuerung einer Motoreinheit und Motoreinheit zur Durchführung eines solchen Verfahrens |
Related Child Applications (1)
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US17/654,160 Continuation US11843345B2 (en) | 2019-09-10 | 2022-03-09 | Method for controlling a motor unit, and motor unit for carrying out such a method |
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WO2021047949A1 true WO2021047949A1 (de) | 2021-03-18 |
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PCT/EP2020/074317 WO2021047949A1 (de) | 2019-09-10 | 2020-09-01 | Verfahren zur steuerung einer motoreinheit und motoreinheit zur durchführung eines solchen verfahrens |
Country Status (6)
Country | Link |
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US (1) | US11843345B2 (de) |
JP (1) | JP7314401B2 (de) |
KR (1) | KR20220058620A (de) |
CN (1) | CN114342246A (de) |
DE (1) | DE102019213752A1 (de) |
WO (1) | WO2021047949A1 (de) |
Citations (2)
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DE102014208527A1 (de) * | 2014-05-07 | 2015-11-12 | Continental Automotive Gmbh | Verfahren zum Steuern einer elektronisch kommutierten Elektromotors |
EP3477846A1 (de) * | 2017-10-27 | 2019-05-01 | Valeo Siemens eAutomotive Germany GmbH | Verfahren zur bestimmung eines messungs-offsets eines rotorpositionssensors, steuergeräteeinheit für eine elektrische maschine und elektrische maschine für ein fahrzeug |
Family Cites Families (12)
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DE19529430C2 (de) * | 1995-07-06 | 2000-07-13 | Baumueller Nuernberg Gmbh | Elektrisches Antriebssystem zur Verstellung von mehreren dreh- und/oder verschwenkbaren Funktionsteilen |
JP3367423B2 (ja) * | 1998-05-26 | 2003-01-14 | トヨタ自動車株式会社 | モータシステム異常検出方法、異常検出装置、および、その異常検出機能を備えたモータシステム |
DE19908230A1 (de) | 1999-02-25 | 2000-08-31 | Heidelberger Druckmasch Ag | Vorrichtung zur Überwachung von sicherheitsrelevanten Vorgängen an Maschinen |
DE10041606B4 (de) * | 2000-08-24 | 2008-07-24 | Berger Lahr Gmbh & Co. Kg | Elektromotorischer Antrieb und Verfahren zum Betreiben eines elektronisch kommutierten Elektromotors |
JP3698977B2 (ja) | 2000-09-29 | 2005-09-21 | 山洋電気株式会社 | サーボコントローラの異常診断装置 |
DE102004019284A1 (de) * | 2004-04-21 | 2005-11-10 | Aradex Ag | Vorrichtung zum Betrieb eines Synchronmotors |
JP5125218B2 (ja) * | 2006-10-12 | 2013-01-23 | 株式会社デンソー | モータ制御装置 |
US7696712B2 (en) * | 2007-08-28 | 2010-04-13 | Rockwell Automation Technologies, Inc. | Motor controller providing position feedback correction |
US8505872B2 (en) * | 2008-08-01 | 2013-08-13 | Mitsubishi Electric Corporation | Valve control apparatus and valve apparatus |
JP5661839B2 (ja) | 2013-03-14 | 2015-01-28 | ファナック株式会社 | 異常検出診断機能を備える同期電動機の制御システム |
DE102015102236B4 (de) | 2015-02-17 | 2024-05-29 | Beckhoff Automation Gmbh | Steuerungssystem für einen elektrischen Motor |
JP6735452B2 (ja) * | 2015-08-05 | 2020-08-05 | パナソニックIpマネジメント株式会社 | モータ制御装置 |
-
2019
- 2019-09-10 DE DE102019213752.0A patent/DE102019213752A1/de active Pending
-
2020
- 2020-09-01 JP JP2022508930A patent/JP7314401B2/ja active Active
- 2020-09-01 WO PCT/EP2020/074317 patent/WO2021047949A1/de active Application Filing
- 2020-09-01 KR KR1020227011679A patent/KR20220058620A/ko not_active Application Discontinuation
- 2020-09-01 CN CN202080063609.7A patent/CN114342246A/zh active Pending
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2022
- 2022-03-09 US US17/654,160 patent/US11843345B2/en active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102014208527A1 (de) * | 2014-05-07 | 2015-11-12 | Continental Automotive Gmbh | Verfahren zum Steuern einer elektronisch kommutierten Elektromotors |
EP3477846A1 (de) * | 2017-10-27 | 2019-05-01 | Valeo Siemens eAutomotive Germany GmbH | Verfahren zur bestimmung eines messungs-offsets eines rotorpositionssensors, steuergeräteeinheit für eine elektrische maschine und elektrische maschine für ein fahrzeug |
Also Published As
Publication number | Publication date |
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JP2022544937A (ja) | 2022-10-24 |
DE102019213752A1 (de) | 2021-03-11 |
KR20220058620A (ko) | 2022-05-09 |
JP7314401B2 (ja) | 2023-07-25 |
CN114342246A (zh) | 2022-04-12 |
US20220337180A1 (en) | 2022-10-20 |
US11843345B2 (en) | 2023-12-12 |
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