Adjustment system with adaptive routine and method of operation

Abstract

The proposed solution relates in particular to an adjusting system for a vehicle (F), comprising: an adjusting element (T) that can be adjusted in two opposite adjusting directions; an adjusting drive (A) having at least one electric drive motor (3) for generating a driving force for adjusting the adjusting element (T); and an electronic control unit (5) for controlling the drive motor (3) when the motor current for generating the driving force is predetermined at a level required for the adjustment process, at least one control variable (kTeff) for adjusting the motor current being predetermined via the electronic control unit (5). The control variable (kTeff) is based on a torque constant (kT) of the electric drive motor (3) and an efficiency parameter (eff) which characterizes the efficiency of the actuating drive (A) and which can be updated during the operation of the actuating system by means of an adaptive routine.

Description

Technical Field

[0001] The proposed solution relates in particular to a regulating system for a vehicle, which has a regulating element which is adjustable in a manner supported by external power, in particular in a manner actuated by external power. Background Art

[0002] Adjustment systems with adjustment drives with electric drive motors are well known, in particular in the vehicle sector. For example, vehicle doors, such as side doors or tailgates, are nowadays usually designed to be adjustable by external power actuation or at least by external power support. Externally powered adjustment of adjustment elements is understood in particular to be servo-supported, i.e. a manually driven adjustment movement is supported by a motor.

[0003] Part of the regulating system is in particular an electronic control unit for controlling a drive motor and a driving force generated by the drive motor for the regulating process of the regulating element. At least one control parameter is stored in the electronic control unit, via which it is predetermined which motor current should be supplied to at least one drive motor. Thus, the control parameter in particular determines the regulating speed and / or the level of the driving force transmitted to the regulating element. In particular, the control parameter is decisive, for example, for which motor current is provided within a specific section of the regulating range of the regulating element, so as to adjust the regulating element, for example, slower, faster or under the condition of overcoming a specific mechanical resistance. The control parameter is also crucial, for example, for how far within the regulating path of the regulating element an obstacle is detected and, if necessary, a clamping situation (which should lead to a stop or reversal of the regulating movement of the regulating element) can be detected.

[0004] Different approaches are known from the prior art for predetermining control variables. Typically, the control variables take into account certain characteristic variables of the drive motor and the mechanism of the control system. Corresponding characteristic variables are, for example, the torque constant of the drive motor (which serves as a measure for the (drive) torque that can be generated with a certain motor current), the no-load current and / or the efficiency of the drive motor. However, experience has shown that the characteristic variables of the control system vary from drive to drive and can vary greatly, especially over the service life of the control system.

[0005] In order to counteract the system-specific behavior of the respective characteristic variables, it is known to provide a calibration, for example, at the end of the manufacturing process of the regulating system and / or the regulating drive, for example before the regulating drive is delivered to the vehicle or after the regulating system has been installed in the vehicle as intended.

[0006] Although there are still supplementary measurement parameters that can be considered to calibrate the adjustment system in the possible "factory" calibration process, these additional measurement parameters are no longer available after the adjustment system is put into use and in the vehicle's initial use. For example, this involves the measurement of the driving force loaded on the adjustment element by means of at least one drive motor. One or more force sensors required for this purpose are not integrated in the adjustment system and are not easy to integrate. Therefore, for example, in the adjustment system for the side door or tailgate of the vehicle, it may be possible to check how high the dependence of the driving force transmitted to the side door or tailgate is on the motor current provided to at least one drive motor before delivery. Under the state that the adjustment system is installed as required, this force measurement will typically no longer be possible, because typically there will be no supplementary measurement sensors and measuring equipment to realize the measurement.

[0007] However, during the service life of the adjustment system, characteristic variables of the drive motor and / or the adjustment mechanism which are crucial for controlling the adjustment movement may change significantly. Without appropriate measures, this may lead to undesired impairment of the adjustment movement of the adjustment element, for example because the friction in the system increases significantly, so that the applied drive force is no longer sufficient to achieve a specific adjustment position or the electronic control unit perceives an obstacle in the adjustment path of the adjustment element. Summary of the invention

[0008] Against this background, the object of the proposed solution is to provide a regulating system which is improved in this respect.

[0009] This object is achieved with a control system according to claim 1 or 5 and an operating method according to claim 20 .

[0010] According to a first aspect of the proposed solution, a control system for a vehicle is provided, in which at least one control variable for setting a motor current of at least one electric drive motor is predetermined by an electronic control unit of the control system and is based on a torque constant of the electric drive motor and an efficiency parameter characterizing the efficiency of the control drive. Furthermore, the electronic control unit is configured to carry out an adaptation routine for updating the efficiency parameter during operation of the control system.

[0011] The basic idea of ​​the proposed solution is therefore to make the control variable for setting the motor current dependent on the torque constant on the one hand and on the efficiency parameter on the other hand, wherein the efficiency parameter is taken into account and can be updated precisely separately from the torque constant. Within the scope of an adaptation routine that can be performed during the operating time of the control system, the proposed control system can update the efficiency parameter that can change significantly during the operating time of the control system in a targeted manner, while separately from this the torque constant remains unchanged or the value of the torque constant is updated independently. The adaptation routine for updating the characteristic variable in the form of the efficiency parameter or the value of the characteristic variable (repeatedly) performed during the operation of the control system and therefore after the control system has been put into use on the vehicle must be distinguished from a calibration routine that is performed, for example, after the control system has been completed, for a one-time teaching of a specific characteristic variable. In the sense of the proposed solution, the adaptation routine can be performed repeatedly during the service life of the control system, in particular if no additional measuring device on the vehicle is required for this purpose.

[0012] After the implementation of the adaptation routine, the updated value of the efficiency parameter can be used to adjust the control element in a manner supported by external power. In this case, in the course of the proposed solution, the value of the efficiency parameter is not necessarily updated and stored immediately when the adaptation routine is executed. On the contrary, it is sufficient to update and store only at least one value of an auxiliary parameter from which the efficiency parameter can be calculated in the adaptation routine. Therefore, in the operation of the control system, the efficiency parameter of the control variable can be calculated based on the stored and updateable auxiliary parameters. Independently of this, it is possible that in the operation of the control system, outside the adaptation routine, according to the current operating conditions, for example in view of the motor temperature and / or the transmission temperature of the control drive, the value of the efficiency parameter and thus the value of the control variable can also be additionally adjusted.

[0013] In principle, the proposed solution is particularly suitable for regulating systems that provide servo support for regulating elements to be adjusted. Thus, for example, the level of the driving force of the electric drive motor generated by the predetermined motor current depends on the regulating force manually acting on the regulating element. Here, the control variable is used to predetermine the motor current to be predetermined depending on the level of the required driving force. Therefore, for example, the purpose of servo support on a vehicle is to allow the user to comfortably adjust the regulating element with a maximum manually applied regulating force, while the regulating force to be applied by the user does not change perceptibly within the adjustment range of the regulating element and / or does not cause a perceptible change in the adjustment direction of the regulating element. For example, a side door or a tailgate should always be adjustable almost equally easily for the user, regardless of whether the respective side door or tailgate is closed or open, and regardless of whether the side door or tailgate needs to be adjusted in the adjustment direction under a greater weight force, for example because the vehicle is parked on a slope. Therefore, when servo support is performed, the motor current that matches the various operating conditions can be predetermined in a variable manner via the electronic control unit. However, in order to ensure that this is as accurate as possible and operationally safe, it is essential to know certain characteristic variables of the control system in the electronic control unit. In this respect, the proposed solution enables a particularly efficient updating of the corresponding characteristic variables.

[0014] In one embodiment variant, it is provided that the value of the friction coefficient is calculated when the adaptation routine is carried out. The corresponding friction coefficient can be used to update the efficiency parameter and store it. Alternatively, the value of the friction coefficient calculated during the adaptation routine can be stored as the value of an updated auxiliary parameter. Subsequently, an efficiency parameter for adjusting the control element can be calculated from the auxiliary parameter, which efficiency parameter is included in the control variable together with the value of the torque constant, via which the level of the motor current of the electric drive motor is predetermined.

[0015] For example, in the adaptive routine for updating the control variable, it is provided that a drive element of the control drive is adjusted via a drive motor, the drive element being coupled to the control element for transmitting a drive force to the control element. For example, the drive element is a rotatable drive shaft or rotor shaft of the control drive. In the course of the adaptive method, it can now be provided that the drive element is first adjusted in a first phase in a first drive direction against a restoring force via the drive motor, and then in a second phase, by reducing the motor current, the drive element is allowed to be adjusted in a second, opposite drive direction (backward) under the action of the restoring force. From at least two values ​​of the motor current detected in the first phase and at least two values ​​of the motor current detected during the second phase, two difference values ​​of the motor current for updating the control variable can be formed. The starting point of the corresponding adaptive routine for updating the control parameters is considered here that conclusions can be drawn about characteristic parameters of the current control system via the corresponding control of the drive motor and the accompanying control movement of the drive element coupled to the control element and the difference in the motor currents obtained therein, such as conclusions about the friction within the current system and the (total) efficiency of converting the drive force generated by at least one electric drive motor into a force applied to the control element for adjusting the control element.

[0016] The restoring force acting on the adjusting element and thus on the drive element coupled thereto can be understood in particular as a force inherent to the regulating system and in particular currently acting on a component, in particular on the adjusting element and / or on the adjusting mechanism of the regulating system or as a result of these components, including gravity, spring forces and / or stresses. Thus, at least a portion of the respective restoring force can be attributed, for example, to a locking portion of the adjusting element which holds the adjusting element in one of the two final positions of the regulating range. In the second phase of the adaptation routine, the motor current typically decreases below a threshold value, from which the restoring force is greater than the drive force generated by the motor. Therefore, the motor current decreases below the respective threshold value to such an extent that a restoring movement of the drive element occurs.

[0017] For example, by adjusting the drive element in the first drive direction, the drive element comes to rest against the locking element while utilizing any inherent play in the drive device. If the motor current is subsequently reduced, the drive element is adjusted back again due to the stresses within the system. In this case, use can be made of the fact that both the adjustment in the first drive direction and the adjustment in the second drive direction are carried out under the action of the same restoring force, so that by observing the difference in the motor current, the corresponding level of the restoring force and thus the friction within the system can be inferred without having to directly measure the restoring force.

[0018] In principle, more than two motor current values ​​can also be measured in each phase. This particularly includes detecting more than two motor current values ​​in each phase and calculating at least one difference value from an average value or a gradient of the detected motor current values.

[0019] The implementation of an adaptation routine in which the at least one drive motor is controlled in two different first and second phases according to the proposed mode is also independent of the presetting of the control variable based on the torque constant and the efficiency parameter (although this is also considered advantageous for this). Therefore, the implementation of a corresponding adaptation routine is considered advantageous even independently of the first aspect of the proposed solution.

[0020] By using at least two difference values ​​of the motor current detected when implementing the adaptation routine, the value of the efficiency parameter or the value of an auxiliary parameter from which the efficiency parameter can be calculated can be updated. Thus, the detected motor current values ​​and the motor current difference values ​​calculated from them are incorporated into the calculation for updating the value of the efficiency parameter or the auxiliary parameter.

[0021] From the perspective of implementing an effective algorithm in the electronic control unit for controlling at least one drive motor and updating control variables, it is provided in one embodiment that in the second phase, the value of the motor current is detected for the same drive element position as the drive element was in when the value of the motor current was detected in the first phase. The positioning of the drive element can be achieved by using at least one positioning sensor (for example a Hall sensor). Thus, when adjusting the drive element in a first drive direction, for example, the motor current value can be detected at at least two positions of the drive element that are detected in a sensed manner. Then, when adjusting the return drive element in the second drive direction under the action of the reset force in the second phase, the motor current value is detected again at the same position of the drive element. Therefore, the detected motor current values ​​have a direct relationship with each other, so that the characteristic variable of the current adjustment drive can be determined from this.

[0022] In one embodiment variant, a search algorithm is implemented, with which the value of the friction coefficient assigned to the zero point of the function can be calculated for a function that depends on the friction coefficient of the control drive and includes two differences of the motor current. The value of the friction coefficient assigned to the zero point is used to predetermine the updated efficiency parameter. Thus, the value of the friction coefficient with the zero point in the stored function is searched for via the search algorithm. This includes searching for a value that leads to a function value in the range of 0 (plus an admissible tolerance, if necessary). The value of the corresponding friction coefficient can be determined directly / analytically or iteratively via a search algorithm implemented in the electronic control unit of the control system.

[0023] Alternatively or in addition, an updated value of the no-load current of the drive motor can be determined and stored using an adaptive routine. The no-load current of at least one electric drive motor is a measure of the motor current required until the motor shaft of the drive motor is driven to rotate. The no-load current is therefore the motor current required to compensate for the friction losses of the at least one drive motor. This no-load current can also change over the service life of the control system. Therefore, during the proposed control method, the value of the updated no-load current can be determined accordingly.

[0024] For example, such an updated value of the no-load current can be calculated based on the updated value of the efficiency parameter. For example, it can be provided in this respect that the updated value of the no-load current is calculated by using exactly one value of the motor current detected in the first phase of the adaptation routine and exactly one value of the motor current detected in the second phase of the adaptation routine (for the same positioning of the drive element) and the calculated value of the efficiency parameter that is specific to the adjustment direction. Alternatively, the updated value of the no-load current can be stored in the adaptation routine by detecting the motor current when the mechanical gap is crossed during the adjustment of the drive element caused by the motor.

[0025] In one embodiment variant, at least two different variants of the efficiency parameter are provided in the electronic control unit for different adjustment directions of the adjustment element, so that at least one control parameter can be differently predetermined depending on the adjustment direction of the adjustment element. Therefore, whether the adjustment element (such as a side door or a tailgate) is adjusted in the opening direction or in the closing direction, there must ultimately be differences in control, because, for example, the forces acting on the respective adjustment elements are different, and / or the loads on the adjustment drive and the adjustment mechanism are different. Therefore, for example, when adjusting the adjustment element in the opening direction, the driving force generated by the motor must typically play a driving role. In contrast, when adjusting in the closing direction, it may be necessary to load a driving force that has a braking effect opposite to the actual adjustment direction of the adjustment element in order to resist excessive acceleration of the adjustment element in the closing direction. The different loads associated with this will also be accompanied by different values ​​of the critical characteristic parameters, and will also change differently during the service life of the adjustment system, for example due to wear. In one embodiment variant, this is taken into account by different variants of the efficiency parameter or different efficiency parameters that vary depending on the adjustment direction.

[0026] In one embodiment variant, for adjusting the control element outside the adaptive routine and therefore in particular for conventional control, the value of the torque constant used as part of the control variable is changed depending on the measured temperature value. In this case, for example, a table and / or a function can be stored in the electronic control unit in order to predetermine different values ​​of the torque constant depending on the currently detected temperature of the control drive, in particular on the temperature detected for the drive motor and / or the transmission of the control drive. In order to store only a limited number of stored values ​​of the temperature-dependent torque constant in the memory of the electronic control unit, it can be provided, for example, that for measured temperature values ​​between or outside the stored temperature values, the predetermined value of the torque constant is derived from the stored values ​​by interpolation. Thus, for example, the value of the torque constant that is critical for the temperature value T4 can be derived by interpolation from the values ​​of the torque constant stored for the temperature values ​​T1, T2 and T3, wherein T4>T2>T1 and T4<T3.

[0027] Alternatively or in addition, in order to adjust the regulating element outside the adaptive routine, the value of the no-load current of the electric drive motor can be changed depending on the measured temperature value. Tables and / or functions can also be stored here to derive different no-load current values ​​depending on the temperature currently detected for the regulating drive. If necessary, the value of the no-load current stored in a temperature-dependent manner can be updated here by implementing the adaptive routine. Thus, for example, at least one no-load current value is stored for at least one specific temperature value or temperature range in the delivery state of the regulating system. If a new no-load current value is determined later when the regulating system is operated at this temperature (taking into account the predetermined tolerance) or within this temperature range, this value will be stored as an updated value in the memory of the electronic control unit.

[0028] Alternatively or additionally, for adjusting the control element outside of the adaptation routine, the value of the efficiency parameter can also be determined based on at least one value of an auxiliary parameter that changes as a function of the measured temperature. Thus, for example, a friction coefficient can be provided as an auxiliary parameter, which friction coefficient varies in magnitude based on a table or function stored in the electronic control unit as a function of the current temperature detected for the control drive. The value of the temperature-dependent friction coefficient can be updated by carrying out the adaptation routine, so that the updated value of the at least one friction coefficient is available for the subsequent adjustment of the control element (the value of the friction coefficient is then used to determine the efficiency parameter, with which the motor current of the drive motor is predetermined).

[0029] For example, in one embodiment it is provided that the value of a temperature-dependent torque constant and the value of a temperature-dependent efficiency parameter (the latter being obtained from the value of an updateable friction coefficient) are used in the electronic control unit for a predetermined control parameter, which is a starting point for the level of the motor current supplied to the drive motor.

[0030] The electronic control unit may be configured to implement the adaptation routine only at certain points in time and in dependence on the presence of one or more adaptation criteria. For example, the adaptation routine is implemented only when the presence of at least two of the adaptation criteria mentioned below is electronically detected: - the adjusting element is in the locked adjustment position on the vehicle, - the execution time of the previous adaptation routine exceeds a predefined duration and / or number of regulation cycles (wherein the duration and / or number of regulation cycles can be predefined via the electronic control unit), - there is no valid authentication element of the user of the vehicle (such as a key transponder) in the vehicle's surroundings, with which unlocking of the vehicle could be triggered, - there are no people in the vehicle interior, - A signal has been generated for putting the electronic control unit into sleep mode ("sleep mode" in English). The presence of several, if appropriate all, of the above-mentioned adaptation criteria can ensure that no adjustment of the control element is expected at the moment or in the foreseeable future (one to two minutes) and / or that it is sensible to (re)execute the adaptation routine in order to infer possible changes in characteristic variables of the control system. If an adjustment of the control element is triggered by the user during the execution of the adaptation routine, the adaptation routine will be terminated.

[0031] Furthermore, part of the proposed solution is also an operating method for operating a vehicle control system, in particular an operating method for operating an embodiment of the proposed control system. Therefore, the advantages and features of the embodiments of the control system explained above and below also apply to the implementation variants of the proposed operating method.

[0032] In the course of the proposed operating method, it can be provided in particular that the control variable for controlling the electric drive motor of the regulating system is based on the torque constant of the electric drive motor and an efficiency parameter characterizing the efficiency of the regulating drive and that an adaptation routine for updating the efficiency parameter is carried out during operation of the regulating system (if necessary independently of the torque constant setting). Alternatively or in addition, the regulating drive can include a drive element coupled to the regulating element for transmitting the drive force, which drive element can be adjusted in two mutually opposite drive directions. In the adaptation routine for updating the control variable, it can then be - via the drive motor, initially in a first phase, the drive element is adjusted in a first drive direction against a restoring force, and subsequently in a second phase, by reducing the motor current, the drive element is allowed to be adjusted in a second, opposite drive direction under the action of the restoring force, and - Two difference values ​​for updating the control variable are formed from at least two values ​​of the motor current detected during the first phase and at least two values ​​of the motor current detected during the second phase.

[0033] In one embodiment variant, the value of the torque constant of the electric drive motor is determined in a calibration routine before the first (normal) operation of the control system and / or by means of force measurements on the control element adjusted by means of the control drive. Thus, for example, during a corresponding calibration before the control system is delivered or at least before the control drive is delivered for installation on a vehicle, the value of at least one torque constant can be calibrated for a specific temperature or a specific temperature range, which value can then be used to predetermine the control variable. After delivery of the control system and therefore during normal operation of the control system, only the control variable is adapted and thus updated via the adaptation routine. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The figures illustrate by way of example possible implementation variants of the proposed solution.

[0035] in:

[0036] Figure 1A A schematic diagram of a vehicle parked on a slope and the forces that need to be applied by the user and the adjustment drive when opening a side door of the vehicle;

[0037] Figure 1B With Figure 1A The corresponding views show the forces that need to be applied by the user and the adjustment drive when the side door is to be closed;

[0038] Figure 2 The perspective view shows Figure 1A and Figure 1B Embodiment variant of an adjustment drive device for adjusting a side door in a vehicle;

[0039] Figure 3 Shows Figure 2 a curve of a motor current of a drive motor of a regulating drive device when the drive motor is started, wherein the no-load current is emphasized and the value of the motor current is plotted as a function of the position of a drive element driven by the drive motor detected by means of one or more Hall sensors;

[0040] Figure 4shows a curve of the motor current as a function of a change in the position of a drive element driven by a drive motor detected by means of one or more Hall sensors during the implementation of an implementation variant of the proposed adaptation routine;

[0041] Figure 5 It is shown that in the implementation according to Figure 4 The motor current-time variation curve during the adaptive routine;

[0042] Figure 6 Shows Figure 5 The motor current-time curve of FIG. 1 is shown, while emphasizing the additional measuring time for detecting the motor current in the first and second phases of the adaptation routine;

[0043] Figure 7 A schematic overview of the mode of operation of an embodiment variant of the proposed control system is shown, together with the parameters and control variables to be updated by means of an adaptation routine;

[0044] Figure 8 A schematic flow chart of an implementation variant of the proposed operating method is shown. DETAILED DESCRIPTION

[0045] Figure 1A and 1B A vehicle F parked on a slope is shown as an example, in which a variant embodiment of the proposed adjustment system is provided in order to adjust the lateral door T with the support of an external power. Currently, a servo drive for adjusting the lateral door T is provided by means of the adjustment system. The purpose here is to enable the user to adjust the door T by manually applying an adjustment force, but the adjustment force that needs to be manually applied does not exceed a predefined limit, so that even if the weight of the door T is relatively large, the adjustment of the door T still feels comfortable and easy for the user. Then typically, in the general case, that is, when the vehicle F is parked on a horizontal plane, the adjustment force to be applied in the opening direction is at least slightly greater than the adjustment force in the closing direction. When the vehicle F is like Figure 1A and Figure 1B When the vehicle door T shown in FIG. 1 is parked on a slope and needs to be opened upward, the difference is greatly increased.

[0046] As combined Figure 1A and Figure 1B The schematic diagram of the force application for the respective adjustment movement of the door T is intended to provide a driving force F via at least one drive motor of the adjustment system. 驱动 , so that no matter what the adjustment direction of the door T is, the adjustment force F to be manually loaded 打开 or F 关闭Therefore, when opening the door T, the manually applied adjustment force F should be within the range of 5 N. 打开 and the driving force F generated by the motor 驱动 The combination of must be greater than the weight force F acting on the door T 门 The door T is loaded in the direction of closing position by the weight force. When closing the opened door T, the driving force F applied by the motor 驱动 The adjustment movement of the door T in the closing direction must ultimately be resisted, because otherwise the door T will be 门 Therefore, the driving force F applied by the motor 驱动 Must be greater than the weight force F 门 , more precisely in particular the difference in the adjustment force F to be applied manually 关闭 Here, the manually applied adjustment force should also be in the range of 5 N again.

[0047] In practice, the challenge now is to set the drive force F to be applied via the motor current of at least one drive motor in an electronically controlled manner. 驱动 , allowing the user to comfortably adjust the driving force F to be manually applied 打开 or F 关闭 Therefore, the respective force F to be applied manually 打开 or F 关闭 The electronic control is to be carried out in such a way that the door T can be adjusted comfortably and with a "light touch" feeling, regardless of the adjustment direction.

[0048] In principle, the driving force F to be applied by the motor 驱动 The corresponding control is easy and can be carried out even in the delivery state of the vehicle F, especially by corresponding design and, if necessary, calibration of the adjustment system. However, during the service life, characteristic variables of the adjustment system and, in particular, of the motor-type drive can change significantly, so that the previously set and possibly even calibrated characteristic variables, which determine the motor current of the drive motor and thus the generated drive force, are no longer applicable. In the worst case, this can lead to undesired adjustment movements of the door T, to adversely affecting the movement process when adjusting the door T and / or even to malfunctions and aborts when adjusting the door T. For example, significant changes in critical characteristic variables due to wear can also lead to the fact that a pinching situation can no longer be reliably detected electronically when adjusting the door T.

[0049] Therefore, there is a need for a possibility to detect possible changes in critical characteristic variables during the service life of the adjustment system and to take measures in response thereto, so that the drive force applied by the motor can continue to be reliably generated in an electronically controlled manner and the adjustment movement of the door T can continue to be reliably monitored. The proposed solution provides a remedy, the possible implementation variants of which will be combined with other Figures 2 to 8 Provide explanation.

[0050] Figure 2 Firstly, an embodiment variant of an electromechanical adjusting drive A is shown here, which can be used for adjusting a Figure 1A and Figure 1B The drive device A has an electric drive motor 3 with an integrated motor brake 4 (for example in the form of a hysteresis brake). The drive motor 3 is coupled to the spindle drive 2 via a transmission 20 in order to transmit the drive force generated by the motor and the drive torque generated thereby to the door T. Here, the current positioning of the door T can be inferred via one or more Hall sensors, which generate discrete sensor signals when the drive element driven by the drive motor 3 rotates. The corresponding drive element can be, for example, the motor shaft of the drive motor 3. The control of the drive motor 3 and in particular the evaluation of the sensor signals generated by the Hall sensors (or the signals of the alternatively designed positioning sensors) are all performed by an electronic control unit in the form of a controller 5.

[0051] The control unit 5 integrates a processor-supported, in particular microcontroller-based, evaluation and control logic in order to control the adjustment of the door T and to control the drive force F in particular by presetting the motor current of the drive motor 3. 驱动 The evaluation and control logic implemented by the controller 5 is based on the fact that the driving force F that can be transmitted to the door T via the drive motor 3 is 驱动 It depends not only on the motor current of the drive motor 3, but also in particular on the no-load current I0 of the drive motor, the torque constant kT, the (total) transmission ratio i of the transmission 20 and the spindle transmission 2, and the efficiency parameter eff which characterizes the efficiency of the control drive A. Therefore, it applies that: (Equation 1)

[0052] Experience has shown that the drive device A must provide a driving force F to drive the drive. 驱动 The driving force F is still the braking force 驱动 , the efficiency eff of the regulating drive A is different, for example depending on Figure 1A and Figure 1B Therefore, the driving force provided can be divided into the driving force F that plays a driving role or a supporting role. 支持 and the driving force F acting as brake 制动 The different efficiencies also play a key role in these driving forces. 支持 or eff 制动 And the corresponding motor current value I 支持 or I 制动 ,Right now: (Equation 2.1) (Equation 2.2)

[0053] Here, the torque constant kT and the respective efficiency parameter eff 支持 or eff 制动 Combination forms the control parameter kTeff 支持 or kTeff 制动 These control parameters depend on the required driving force F 支持 or F 制动 The motor current I 支持 or I 制动 The level plays a crucial role.

[0054] One implementation variant of the proposed solution consists in using the torque constant kT and the efficiency parameter eff 支持 or eff 制动 The control variable kTeff is predefined separately from the values ​​of 支持 and / or kTeff 制动 , and the efficiency parameter eff is updated during the service life of the control system and thus during the operation of the control system in the course of an adaptation routine controlled by the controller 5 支持 or eff 制动 It is recognized that the torque constant kT of the control drive A changes only slightly during its service life. In this case, it is only necessary to take into account the temperature dependence of the torque constant kT. In contrast, the efficiency parameter eff is considered separately during the service life. 支持 or eff 制动 The particular challenge here again is that it is no longer possible to calibrate the critical characteristic variables during operation of the control system and thus when the control system is installed in the vehicle F.

[0055] However, in the present case, the controller 5 can hereby take into account not only the efficiency parameter eff 支持 or eff 制动The change in the no-load current I0 that occurs during the service life can also be taken into account, and this no-load current is also included as a characteristic variable in equations 2.1 and 2.2.

[0056] Here, exemplary Figure 3 The schematic diagram of illustrates the significance of the no-load current and its variability in detail. The curve of the motor current is shown here as a function of the position signal of the motor shaft or the rotor of the drive motor 3 detected by means of one or more Hall sensors. Starting from the stationary, tensioned state of the control system, a relatively large motor current is initially required to set the respective drive element in motion. After the motor current has passed a minimum, the movement of the drive element becomes measurable as the motor current increases further. The respective minimum represents the no-load current I0, which is Figure 3 1 and 1* in FIG. A possible change in the no-load current I0 from the value at point 1 to the value at point 1* can be detected here, for example, via an approximation of the no-load current I0 of the drive motor 3 during an adaptation routine, or can be detected during one or more adjustment cycles and thus within an adjustment process when the user triggers an adjustment of the door T. However, no possible change in the efficiency and thus the efficiency parameter eff can be inferred from this. 支持 or eff 制动 Possible changes that may occur.

[0057] To this end, according to the combined Figure 4 One embodiment variant of the proposed solution described can provide that during the adaptation routine the control drive A is subjected to two load cases and the efficiency parameter eff is determined as a function of the value of the motor current detected at a specific point in time. 支持 and eff 制动 The current effective value of

[0058] In the adaptation routine, the control unit 5 firstly controls the drive motor 3 in a first phase to carry out an adjustment against a restoring force that counteracts the adjustment, which is traceable, for example, to the weight force acting on the door T and to the stresses within the system. In this case, the motor-driven drive element of the adjustment drive A is adjusted in a first drive direction. This Figure 4 The diagram of the motor current corresponds to the curve of the change from point 2 to point 3. At point 3, the motor current drops in the subsequent second stage to such an extent that the drive element is reset in the opposite second drive direction under the action of the applied reset force. Figure 4 This is illustrated in conjunction with points 4 and 5 in the schematic diagram of .

[0059] Figure 4 The motor current values ​​are detected at points 2, 3, 4 and 5 of the schematic diagram, and the difference ΔI is formed thereby 支持 and ΔI制动 , these differences are used to update the efficiency parameter eff 支持 and eff 制动 In this case, use is made of the fact that, depending on the currently effective friction coefficient µ of the cooperating components within the adjustment drive A, in particular within the transmission 20 and the spindle drive 2, a function f(µ) can be found for which the calculated difference ΔI 支持 and ΔI 制动 What must apply is: (Equation 3)

[0060] The function f that contains the friction coefficient µ is 12 In particular, characteristic variables which are caused by the geometry but can be assumed to be constant over the service life of the control system can be included here, so that the function f(µ) depends only on the friction coefficient µ and in order to solve equation 3 inserted above, it is only necessary to find a suitable value for the friction coefficient µ effective in the control drive A analytically or iteratively.

[0061] Then, based on the known friction coefficient µ, the efficiency parameter eff can be inferred: 支持 and eff 制动 Therefore, these efficiency parameters eff 支持 and eff 制动 The size of is also particularly dependent on the coefficient of friction µ and the following applies: (Equation 4.1) as well as (Equation 4.1)

[0062] Thus, given the (current) value of the friction coefficient µ, the current efficiency parameter eff, which is specific to the control drive (and plays a critical role depending on the control direction or operating situation), can be calculated. 支持 and eff 制动 The value of , and from this the control parameter kTeff can be calculated 支持 or kTeff 制动 .

[0063] Based on the mathematical relationships described above and taken into account in the algorithm of the control unit 5, it is therefore possible to infer the efficiency of the control drive A without requiring a force measurement during operation of the control system and thus also to trace back to an updated efficiency parameter eff 支持 and eff 制动 Here, the efficiency parameter eff支持 or eff 制动 The updated value of the friction coefficient µ is stored by means of the adaptive routine, or alternatively only the updated value of the friction coefficient µ is stored, and then the required efficiency parameter eff can be determined from the updated value of the friction coefficient based on equations 4.1 and 4.2 as needed. 支持 or eff 制动 The value of .

[0064] The corresponding adaptation routine is executed by the control unit 5, for example, at defined points in time, for example, when adjusting the door T, wherein the door T is first adjusted in one adjustment direction and then in the other adjustment direction. Alternatively, a corresponding adaptation routine can also be carried out when closing and, in particular, locking the door T, since, for both load cases to be considered, it is not necessary to adjust the door T itself in the end, but only the drive element coupled thereto on the drive side, i.e., for example, the motor shaft or the rotor of the drive motor 3.

[0065] So, for example Figure 5 The schematic diagram of also shows by way of example the motor current profile over time for an adaptive routine executed when the vehicle door T is closed and locked. In particular, measured values ​​I2 and I3 of the motor current are detected, which are linearly increased in the case of a motor-driven adjustment of the drive element in one driving direction, and the respective position of the drive element is also stored for this purpose, for example via the detected signals of one or more Hall sensors. When the drive element is returned to the driven adjustment due to a linear decrease in the motor current, measured values ​​of the motor current are then detected again at exactly the same position of the drive element, for example values ​​I4 and I5 (such as Figure 5 Then, the above-mentioned value ΔI is calculated based on the value pair of the first stage drive element adjustment in one driving direction and the value pair of the second stage drive element return adjustment in the opposite driving direction. 支持 and ΔI 制动 .

[0066] Therefore, when moving from the tensioned state in the opening direction, the drive motor 3 is first started, moves through the system gap, and finally works against the door rigidity and the connection rigidity and against the lock bow of the door lock. Figure 3 The updated value of the no-load current I0 when crossing the system gap is determined schematically. Subsequently, two (first) current values ​​I2 and I3 can be detected at two Hall positions to be stored with increasing load. The motor current is then slowly reduced until the drive element moves in the closing direction. The (second) current value of the motor current is then detected again at the previously stored Hall position, from which the current difference ΔI is calculated. 支持 and ΔI制动 .

[0067] In principle, combined Figure 5 The adaptation routines illustrated in the schematic diagram of can be automatically triggered by the controller 5 in response to the presence of different adaptation criteria. For example, not only the execution time of the previous adaptation routine is longer than a predefined duration and / or number of control cycles, but also the updating of the efficiency parameter eff or the efficiency parameter eff in a form dependent on the control direction is critical. 支持 and eff 制动 It is also important that the execution of the corresponding adaptive routine should be as unnoticeable as possible to the vehicle user and thus not cause interference. Thus, the adaptive routine can be executed, for example, in particular depending on the detection of the following situations: - door T is in the locked and closed adjustment position on vehicle F, - there is no valid authentication element in the vicinity of vehicle F, for example in the form of a key transponder (this would allow the conclusion that vehicle F is permanently stationary), - there are no persons in the vehicle interior of vehicle F, and - The controller 5 and thus the entire control drive A should be set to sleep mode in order to save current.

[0068] Instead of measuring only four current values ​​discretely, Figure 6 A possible improvement of can be provided, for example, that in the first and second phases of the adaptation routine, the value of the motor current is detected for each drive element position detected in a sensory manner. Gradients can be determined from a large number of detected motor current values ​​that are then present and incorporated into the ΔI 支持 or ΔI 制动 In equation 3.

[0069] In principle, an implementation variant of the proposed solution can also provide that the efficiency parameter eff is updated using the data detected during the execution of the adaptation routine. 支持 and eff 制动 The measured value also updates the value of the no-load current I0, which is not (only) determined by crossing the system gap, but is calculated. It can therefore be pointed out that for the no-load current: (Equation 5)

[0070] Therefore, after executing the adaptive routine, the updated value of the no-load current I0 can be saved in a memory, in particular in a memory of the controller 5. The fact that the no-load current I0 depends on the temperature can also be taken into account. Therefore, different no-load current I0 values ​​can be saved in the memory depending on different temperatures. Here, for example, the measured temperature on the regulating drive A and in particular in the area of ​​the transmission 20 plays a particularly critical role. Therefore, then, the current or updated value of the no-load current I0 is stored, for example, a relatively suitable temperature value or temperature range. Here, multiple basic values ​​or default values ​​in the delivery state of the regulating drive A can also be saved in an overwritten manner. This aspect particularly includes the following feasible scheme, namely, the corresponding no-load current I0 value is saved in a table of the form shown below: (Form 1)

[0071] Alternatively or additionally, the values ​​of the corresponding friction coefficients µ can be stored in a memory, in particular in a table inserted below in tabular form: (Form 2)

[0072] In order to make possible an update of the value of µ in such a table when executing an adaptation routine, it is also possible to check whether the calculated value of the friction coefficient µ to be updated lies within a predefined minimum and maximum value µ. 最大 and µ 最小 Similarly, it is also possible to determine whether the minimum and maximum values ​​of I 0,最大 and I 0,最小 A corresponding plausibility check is carried out on the value of the no-load current I0 to be newly stored.

[0073] Control variable kTeff to be used for one or more control processes or one or more control cycles 支持 or kTeff 制动 The value of can be determined in the manner described above based on characteristic variables that remain current over the service life of the control system, and in particular the value of the torque constant kT and the control direction-dependent efficiency parameter eff 支持 and eff 制动 In the case of temperature changes in the environment of the control drive A and in particular in the transmission 20, additional adjustments or compensations can also be easily implemented by temperature compensation in combination with the stored values ​​of the no-load current I0 and the friction coefficient µ. Thus, after a defined time, for example every 2, 5 or 10 seconds or after a temperature change reaching a defined threshold value is detected, the efficiency parameter eff can be re-determined on the controller side. 支持and / or eff 制动 The corresponding torque constant kT value under.

[0074] On this basis, Figure 7 Possible basic methods for calibrating an adjusting drive A and for automatically adapting critical characteristic variables integrated into the adjusting drive A are described. Thus, for example, it can be provided that the value of the control variable kTeff is measured in the delivery state of the adjusting drive A and thus at the end of the manufacturing process of the adjusting drive A (so-called "end-of-line" in English, EOL for short) and that a calibration is performed accordingly. By means of a corresponding EOL calibration, in the delivery state of the adjusting drive A, a unique and thus specific torque constant kT and efficiency parameter eff or its variant eff related to the control direction is present even for the respective adjusting drive A. 支持 and eff 制动 The updated value of kTeff can then be used repeatedly during the operating time and thus during the service life of the control drive A by an adaptation routine carried out on the controller side, for example by updating the values ​​of the friction coefficient µ and the no-load current I0 as described above based on the measured values ​​detected during the adaptation routine (these measured values ​​are obtained without direct force measurement). This provides, on the one hand, a temperature-compensated value of the torque constant kT as kT_adapt and, therefore, based on the updated value of the friction coefficient µ and, if appropriate, the updated value of the no-load current I0, an updated value kTeff_adapt for predetermining the control variable of the motor current.

[0075] Figure 8 The flowchart of FIG. 1 supplementally illustrates by way of example the different steps to be carried out for an implementation variant of the proposed operating method of the control system according to the above explanations.

[0076] If the set adaptation criteria are met in the first step 801, the control unit 5 on the control drive side automatically triggers the execution of the adaptation routine. Thus, for example, if the vehicle door T is completely closed and locked, the adaptation routine is started in step 802. During the adaptation routine, the current difference ΔI is determined. 支持 or ΔI 制动 After the corresponding step 803, the value of the current friction coefficient µ of the regulating drive device A is determined from these current differences via an algorithm based on equation 3 implemented in the controller 5 ( Figure 8 In step 804). Here, determining the updated value of the friction coefficient µ includes storing it. In optional step 805, the current or updated one or more efficiency parameters eff may also be determined and stored based on the current value of the friction coefficient µ. 支持,eff 制动 In particular, based on the current difference ΔI determined in step 803 支持 or ΔI 制动 , can be calculated in step 806 by using the corresponding calculated efficiency parameter eff 支持 ,eff 制动 When the implemented adaptive routine is completed, the updated control parameter(s) kTeff are determined in step 807 according to the newly calculated values. 支持 and kTeff 制动 The value of .

[0077] The above-described embodiment variants ensure that the adjustment drive A has a constant, predictable behavior without the need for additional sensor components and that the control of the drive motor 3 and thus the adjustment movement of the adjustment element (e.g., door T) is reliably achieved over the service life even in the event of changes in critical characteristic variables that are specific to the use case and are caused by wear, and in particular without affecting the detection of a jam. Of course, the proposed solution is not limited to the above-described embodiments, which are to be understood only as examples.

[0078] Reference numerals list

[0079] 2 Spindle drive mechanism

[0080] 20 Transmission

[0081] 3. Drive motor

[0082] 4 Motor brake

[0083] 5 Controller (Electronic Control Unit)

[0084] A Adjusting drive

[0085] F Vehicle

[0086] T Door (adjusting element)

Claims

1. A control system for a vehicle (F), the control system comprising: - an adjusting element (T) which can be adjusted in two mutually opposite adjustment directions, - an adjusting drive (A) having at least one electric drive motor (3) for generating a drive force for adjusting the adjusting element (T), and - an electronic control unit (5) for controlling the drive motor (3) while presetting the motor current for generating the drive force to a level required for the regulation process, in, at least one control variable (kTeff) for adjusting the motor current is specified via the electronic control unit (5), It is characterized in that The control variable (kTeff) is based on a torque constant (kT) of the electric drive motor (3) and an efficiency parameter (eff) characterizing the efficiency of the regulating drive (A), and the electronic control unit (5) is configured to implement an adaptation routine for updating the efficiency parameter (eff) during operation of the regulating system.

2. The adjustment system according to claim 1, characterized in that: The electronic control unit (5) is configured to update and store at least a value of an efficiency parameter (eff) during the adaptation routine, or at least a value of an auxiliary parameter (µ) from which the efficiency parameter (eff) can be calculated during the adaptation routine.

3. The regulating system according to claim 1 or 2, characterized in that: The electronic control unit (5) is configured to calculate a value of the friction coefficient (µ) when implementing the adaptive routine.

4. The regulating system according to claims 2 and 3, characterized in that The electronic control unit (5) is configured to store the calculated value of the friction coefficient (µ) as the value of the updated auxiliary parameter.

5. A regulating system, in particular according to any one of the preceding claims, comprising: - an adjusting element (T) which can be adjusted in two mutually opposite adjustment directions, - an adjusting drive (A) having at least one electric drive motor (3) for generating a drive force for adjusting the adjusting element (T), and - an electronic control unit (5) for controlling the drive motor (3) while presetting the motor current for generating the drive force to a level required for the regulation process, in, at least one control variable (kTeff) for adjusting the motor current is specified via the electronic control unit (5), It is characterized in that The adjusting drive (A) comprises a drive element coupled to the adjusting element (T) for transmitting a drive force, the drive element being adjustable in two mutually opposite drive directions, and the electronic control unit (5) being configured such that, in an adaptive routine for updating the control variable (kTeff), - the drive element is first adjusted in a first phase in a first drive direction against a restoring force by means of the drive motor (3), and then in a second phase the drive element is adjusted in an opposite second drive direction under the action of the restoring force by reducing the motor current, and - forming two difference values ​​(ΔI ) for updating the control variable (kTeff) from at least two values ​​of the motor current detected during the first phase and at least two values ​​of the motor current detected during the second phase 支持 , ΔI 制动 ).

6. The regulating system according to any one of claims 1 to 4 and claim 5, characterized in that The electronic control unit (5) is configured to utilize at least two differences (ΔI 支持 , ΔI 制动 ) to update the value of the efficiency parameter (eff) or the value of the auxiliary parameter (µ) that can calculate the efficiency parameter (eff).

7. The regulating system according to claim 5 or 6, characterized in that: The electronic control unit (5) is configured to detect the value of the motor current in the second phase for the same drive element position as the drive element was in when the value of the motor current was detected in the first phase.

8. A regulating system according to claim 3 or 4 and any one of claims 5 to 7, characterized in that The electronic control unit (5) implements a search algorithm by means of which it is possible to find two differences (ΔI 支持 , ΔI 制动 ) calculates a value of a friction coefficient (µ) assigned to a zero point of the function (f(µ)), and the electronic control unit (5) is configured to use the value of the friction coefficient (µ) assigned to the zero point to predetermine an updated efficiency parameter (eff).

9. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is further configured to utilize the adaptive routine to learn and store an updated value of the no-load current (I0) of the drive motor (3).

10. The regulating system according to claim 9, characterized in that The electronic control unit (5) is configured to use the updated value of the no-load current (I0) to predetermine the motor current during the regulation process.

11. The regulating system according to claim 9 or 10, characterized in that The electronic control unit (5) is configured to calculate an updated value of no-load current (I0) based on the updated value of the efficiency parameter (eff).

12. A regulating system according to any one of the preceding claims, characterised in that For different adjustment directions of the adjustment element, at least two different efficiency parameters (eff 支持 ,eff 制动 ), so that the at least one control variable (kTeff) can be predefined differently depending on the adjustment direction of the adjustment element (T) 支持 、kTeff 制动 ).

13. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is configured to implement the adaptation routine with the adjusting element (T) being immobilized or by adjusting the adjusting element (T).

14. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is configured to adjust the regulating element (T) outside the adaptation routine, varying the value of the used torque constant (kT) depending on the measured temperature value.

15. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is configured to adjust the regulating element (T) outside the adaptation routine, varying the value of the no-load current (I0) depending on the measured temperature value.

16. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is configured to determine, for regulating the regulating element (T) outside the adaptation routine, a value of an efficiency parameter (eff) based on at least one value of an auxiliary parameter (µ) that varies in dependence on a measured temperature value.

17. A regulating system according to any one of the preceding claims, characterised in that The electronic control unit (5) is configured to implement the adaptation routine only when the presence of at least two of the following adaptation criteria is electronically detected: - the adjusting element (T) is in a locked adjustment position on the vehicle (F), - the previous adaptation routine was executed for a period exceeding a predefined duration and / or number of adjustment cycles, - there is no valid authentication element of the user of the vehicle (F) in the surroundings of the vehicle (F), with which unlocking of the vehicle can be triggered, - there are no persons in the vehicle interior space of the vehicle (F), - A signal for putting the electronic control unit into a sleep mode has been generated.

18. A regulating system according to any one of the preceding claims, characterised in that The adjusting element (T) is a door of a vehicle (F), in particular a side door or a tailgate.

19. A regulating system according to any one of the preceding claims, characterised in that The level of the motor current used for the regulating process depends on the regulating force manually acting on the regulating element (T), and the motor current to be predetermined can be determined via the electronic control unit (5) depending on the level of the required drive force.

20. Method for operating a regulation system (F) of a vehicle, the regulation system comprising: - an adjusting element (T) which can be adjusted in two mutually opposite adjustment directions, - an adjusting drive (A) having at least one electric drive motor (3) for generating a drive force for adjusting the adjusting element (T), wherein, in order to control the drive motor (3), the motor current for generating the drive force is predetermined at a level required for the regulation process, and In this case, at least one control variable (kTeff) is predetermined for adjusting the motor current. It is characterized in that a) the control variable (kTeff) is based on a torque constant (kT) of the electric drive motor (3) and an efficiency parameter (eff) characterizing the efficiency of the control drive (A), and an adaptation routine for updating the efficiency parameter (eff) is carried out during operation of the control system and / or b) the actuating drive (A) comprises a drive element coupled to the actuating element (T) for transmitting a drive force, the drive element being adjustable in two mutually opposite drive directions, and in an adaptation routine for updating the control variable (kTeff), - the drive element is first adjusted in a first phase in a first drive direction against a restoring force by means of the drive motor (3), and then in a second phase the drive element is adjusted in an opposite second drive direction under the action of the restoring force by reducing the motor current, and - forming two difference values ​​(ΔI ) for updating the control variable (kTeff) from at least two values ​​of the motor current detected during the first phase and at least two values ​​of the motor current detected during the second phase 支持 , ΔI 制动 ).

21. The method according to claim 20, characterized in that A regulating system according to any one of claims 1 to 19 is used for the method.

22. The method according to claim 20 or 21, characterized in that In a calibration routine before the initial operation of the control system, a value for a torque constant (kT) is determined by using a force measurement on an actuating element (T) adjusted by means of the actuating drive (A).

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