Means of transport, device and method for adaptive control of an electromechanical actuator of a means of transport

Abstract

A means of transport, as well as a device and a method for adaptively controlling an electromechanical actuator (5) of a means of transport, are proposed. The method comprises the following steps: electrically controlling a motor of the actuator (5) with an electrical signal, determining a speed signal and a torque signal of the motor, determining and storing the system and control parameters, and using the stored values ​​for future control of the motor.

Description

[0001] The present invention relates to a means of transportation, a device, and a method for adaptively controlling an electromechanical actuator of a means of transportation. In particular, the present invention relates to a simplified control of an electromechanical actuator and the use of reduced hardware for controlling the actuator.

[0002] Modern vehicles feature a multitude of electromechanical actuators that can be used to influence body components and chassis elements. One example of this is active roll stabilization systems.

[0003] Electromechanical actuators whose transmission path between the electric motor torque and the actuator output torque is nonlinear or exhibits high friction properties are typically controlled using a cascade controller. These actuators often have a high ratio of motor torque to actuator output torque.

[0004] The cascade controller used for these systems typically contains two feedforward controls and three controller stages that control the motor torque so that the measured actuator actual torque follows the desired actuator target torque as closely as possible.

[0005] The first “motor torque” feedforward control is calculated based on the target specification of the actuator torque and a factor that describes the steady-state ratio between the electromagnetic motor torque and the output torque of the actuator.

[0006] The second “motor speed” feedforward control is calculated based on the derivative of the target actuator torque and a factor that describes the elasticity between the electromagnetic motor torque and the actuator output torque in the steady state.

[0007] In the first controller stage, a PID controller is used to calculate a target speed depending on the deviation between the target and actual actuator torque.

[0008] In the second controller stage, a PID controller calculates a target motor torque based on the deviation between the sum of the target speeds and the actual speeds. The sum of the target speeds includes the motor speed feedforward control and the result of the target speed request from the first controller stage.

[0009] In the third controller stage, the required motor torque, which results from the sum of the motor torque feedforward control and the result of the second controller stage, is set using a current controller.

[0010] Due to system properties such as nonlinear stiffness, friction, backlash in the gear and frequency operating range, the cascade controller requires a higher sampling rate in order to set the required actuator torque with appropriate quality and accuracy.

[0011] The arrangements known in the state of the art require considerable hardware expenditure and also high sampling rates / processor clock frequencies.

[0012] It is an object of the present invention to provide a hardware-technically simple and thus cost-effective way of controlling an electromechanical actuator.

[0013] The above-mentioned object is achieved according to the invention by a method having the features according to claim 1 as well as by a device having the features according to claim 10 and a means of transport having the features according to claim 11. The subclaims show preferred developments of the invention.

[0014] With the proposed method for adaptive actuator control, no force or torque sensors are required. Furthermore, sampling rates can be reduced, thus lowering the overall system costs. Furthermore, the method offers continuous system parameter identification, which can detect any unacceptable system deviation or damage.

[0015] The method according to the invention can be fully automated and serves for the adaptive control of an electromechanical actuator of a means of transport, wherein the electromechanical actuator can be used, for example, to control an active roll stabilization system. In the context of the present disclosure, adaptive control is not understood to mean closed-loop control; rather, parameters that describe the controlled system are identified initially and continuously during operation using special methods. It is assumed that the system already includes a motor torque controller or current controller that is fundamentally known in the prior art. In addition, the electric motor includes sensors, e.g., Hall sensors, with which the rotor angle can be estimated or measured. A derivative can be calculated from the rotor angle, and the rotor speed can thus be determined.In a first step, the actuator's motor torque is electrically controlled. For example, this can be a voltage signal, a current signal, or a power signal generated by an electronic control unit and unlocking power electronics. The electronic control unit outputs the current actual motor torque and other variables that can be calculated or estimated from the measurable electrical variables. Measuring device components (hardware and software) contained in the electronic control unit and the power electronics can be used to measure the electrical variables. In a second step, a sensor determines the angle of rotation of the motor rotor, and the speed signal is mathematically calculated using a time derivative. In particular, the direction of rotation of the motor can also be determined.In a third step, it must first be determined which ratio evaluations can be performed at this operating point. For this purpose, all available signals (quantities, information), such as measured external excitation, operating temperature, estimated actuator torque, etc., are used. An evaluation and subsequent adjustment of the control factor for reliable static friction compensation, for example, from the motor torque and motor speed signal, can only be determined if the external excitation of the actuator and the motor speed are simultaneously within (pre-)defined limits. It is determined whether the previous target and actual motor torques at this specific operating point were sufficient to generate a rotary motion of the rotor.In particular, by evaluating the speed signal, it can be determined whether the motor torque signal, which was generated using the previous gain factor, produced a motor speed that was too high or too low for reliable static friction compensation. Depending on whether it matches a predefined reference, the stored system or control parameter must be adjusted or not adjusted. The operating point can be defined, for example, using the current load (motor or estimated actuator torque). In addition, the newly calculated system and control parameters (factors) are used to control the actuator motor as precisely as possible in the future. In other words, a target motor torque specification is generated that ensures that, at the current operating point, all disturbing torques acting in the actuator (including static friction) are compensated and the desired actuator torque is set (very precisely).

[0016] In particular, in the next cycle, new ratio factors, system, and control parameters are calculated again according to the second and third steps. When the actuator is again at or near the same operating point (interpolation and extrapolation can be used here), it is possible to evaluate the extent to which the changed motor control influenced the behavior of the observed variable, such as motor rotor speed. This allows for a better estimate of the extent of the next adjustment to the affected system or control parameters. This creates a continuous adaptation of the system and control parameters for all operating points.

[0017] In particular, the present method eliminates the need for a torque sensor or force sensor for the actuator (apart from the angle signal). This enables a particularly hardware-friendly method and provides a particularly cost-effective control of the electromechanical actuator.

[0018] The controller stage explained above in connection with the prior art is also intended as a part of the system controlled by the proposed method. The current motor torque is calculated from the measured motor current and, in this invention, plays an important role in both system control and system identification.

[0019] Preferably, the speed signal can mean that the actuator is not rotating or is not rotating at all. This can mean, for example, that the static friction in the electromechanical actuator or its load is too high to cause the motor to rotate in response to the electrical signal. In response, the motor can be controlled with a stronger electrical signal until the speed signal indicates a speed greater than or less than 0. In other words, the electrical signal (motor torque) is adjusted to achieve a suitable speed, particularly in the desired direction.

[0020] The arrangement according to the invention eliminates the need for evaluation of a force sensor or a torque sensor. Instead, changes in the system occurring over time can be adjusted solely based on the control signals adjusted over time and depending on the rotational speed (in particular, the detection of "rotating" or "not rotating").

[0021] Preferably, the method according to the invention can be used to determine, on a model-based basis, a stiffness and / or a static friction and / or a sliding friction and / or viscous damping in the actuator or in its load and to take this into account when controlling or adapting the electrical signal. The aforementioned system properties can vary depending on various parameters (e.g., humidity, lubrication condition, temperature, foreign body ingress, signs of wear, etc.). However, many of the aforementioned properties do not change so rapidly over time that closed-loop control for situation-appropriate control of the actuator can actually be considered necessary. Therefore, the present method can provide a particularly robust, cost-effective, lightweight, and fault-tolerant option for controlling an electromechanical actuator.

[0022] According to a second aspect of the present invention, a device for adaptively controlling an electromechanical actuator of a means of transport is proposed. The device can be used as an active chassis component, particularly in conjunction with an active roll stabilization system. It has a data input, an evaluation unit, and a data output. Thus, the device is configured to carry out the steps of a method according to the invention in a manner that is clearly visible; to avoid repetition, reference is made to the above explanations.

[0023] According to a third aspect of the present invention, a means of transportation with a device according to the second aspect of the invention is proposed. The means of transportation can be configured as a car, van, truck, aircraft, and / or watercraft. To avoid repetition, reference is also made to the above statements regarding the features, feature combinations, and advantages. Short description of the characters

[0024] Further details, features, and advantages of the invention will become apparent from the following description and the figures. They show: Fig. 1 a schematic representation of an equivalent circuit diagram of an electromechanical actuator according to the invention; Fig. 2 a schematic overview of a means of transport designed according to the invention with an embodiment of an active roll stabilization and suspension system driven according to the invention; Fig. 3 a control flow diagram illustrating instances and parameters for executing a method according to the invention; and Fig. 4 a flowchart illustrating steps of an embodiment of a method according to the invention for the adaptive control of an electromechanical actuator of a means of transport.

[0025] Fig. Figure 1 shows a schematic representation of a model 1 of an electromechanical actuator according to an embodiment of the present invention. The electromechanical actuator can be used, for example, in an active roll stabilization system or an active suspension system. The elements and measurement / control variables contained therein are as follows: T Actuator Temperature K g Gear ratio I Actuator inertia (all rotating parts in the engine and gearbox) M Actuator Torque M cnonlinear and temperature-dependent stiffness moment K c nonlinear stiffness M non-linear and temperature-dependent friction / damping torque in engine and transmission M f u electromagnetic moment of the electric motor w external excitation (disturbance) away ϕ rotor angle ω rotor angular velocity α rotor angular acceleration y Relative compression of the nonlinear stiffness elements

[0026] The actual mechanical design of such actuators is known to those skilled in the relevant field of the state of the art. The following is a mathematical description in the form of an equation of motion for the mass inertia I of the actuator, which represents all rotating parts in the motor and transmission (if present): Iα=Mc(y, T) / Kg−Mƒ(T, M)−u.

[0027] Assuming Iα <<< M, then the following series connection rule can be used for the actuator torque: M=Mc(y, T)≈Kg[Mƒ(T, M)+u].

[0028] This property can be used, in particular, to estimate the actuator's torque and to identify the actuator's properties or parameters. Any angle measurement, from which the rotational speeds are then calculated, can be performed on the mass inertia I. This is represented, for example, by the rotor of the actuator's electric motor.

[0029] Fig. Figure 2 shows a passenger car as an exemplary embodiment of a means of transport 10 according to the invention, which has an active roll stabilization system 11 on the front axle and two active suspension systems 12 on the rear axle, each of which has exemplary embodiments of an actuator 5 according to the invention. An active roll stabilization system can also be included on the rear axle, or conversely, active suspension systems with one or more actuators designed according to the invention can be included on the front axle. Configurations can also arise where active systems are installed on only one of the vehicle axles, and the other axles of the vehicle are constructed only with passive or semi-active components. If active systems are installed on both vehicle axles, their mutual / opposing reactions can be used very advantageously for system identification purposes and calibration.In particular, if the kinematic ratio of the actuators to the wheel plane on each axle is known and the ride height of the vehicle can be measured, the forces / torques of the actuators can be controlled in such a way that the relative movement of the vehicle body (from the initial state to the final state of the control) is minimized or is only permitted in certain direction(s). Using mathematical models of the suspension elements, the forces of the passive components can be calculated. These can be taken into account when calibrating the effect of the active actuator. In vehicles with air suspension, the reaction of the actuators can be further calibrated, for example, to a measured air pressure difference in the spring struts (or the calculated suspension spring force). In principle, a calibration between the effect of the active, passive and semi-active components can be carried out with any configuration.

[0030] Fig. Figure 3 shows a structural diagram schematically illustrating the proposed control system. The blocks system identification 4, control 3, signal conditioning 7, actuator 5, and closed-loop control 6 communicate with each other as shown. System identification 4 represents the system parameters static friction 41, sliding friction 42, damping 43, and stiffness 44. The control 3 comprises the target torque feedforward control 31, the rotor damping 32, the friction torque compensation 33, the target torque gradients 34, and the disturbance variable amplification 35, which can be positive or negative in the sense of disturbance variable compensation. The actuator consists of the components gear and mechanics 51 and includes a motor and motor torque controller 52. The closed-loop control 6 is fundamentally optional and not an essential component of the invention. It comprises the control of the rotor speeds 61 and the actuator torque 62, the latter of which is estimated. The signal processing 7 receives a target moment M Target, an external stimulus w m as a disturbance variable, a rotor angle φ m and an electromagnetic motor torque u m . Here, the signal conditioning 7 is in communication with the system identification 4. The output signals of the signal conditioning 7 and the system identification are fed into the control 3 and the regulation 6. The control 3 outputs individually requested, electromagnetic torque components u p (1, 2, ... n) to the system identification 4. In addition, it returns all parallel electromagnetic moments u P as a sum signal to an adder 9, which also receives the output signal of the control 6, namely the electromagnetic moments u CΩ , and CM The output signals of the control 6 are also fed to the system identification 4. From the adder 9, the motor torque controller 52 of the actuator 5 receives an electromagnetic target torque u Target. In addition, the external excitation w acts as a disturbance variable on actuator 5 and also influences the actuator torque M, which generates the active roll stabilization system of a vehicle. In addition, actuator 5 provides a rotor angle φ m and an electromagnetic moment u m of the electric motor to the signal processing 7.

[0031] The function of the actuator according to the invention will be explained in an example with reference to the Fig. 1 and Fig. 3 discussed in more detail: The proposed method for controlling an electromechanical actuator is based on continuous identification of the system properties and a physical feedforward control that takes these properties into account. In parallel with this feedforward control, a speed control or actuator torque control can also be implemented, which uses an estimated actuator torque instead of a measured one to calculate the controller deviation.

[0032] As in the case of the cascade controller, the dominant component in the feedforward control is the stationary motor torque feedforward control.

[0033] Part of the feedforward control relates to rotor damping. This component can be used to influence and, in particular, reduce the natural vibrations of the moving actuator mass inertia I. If the system identification detects excessive mechanical damping, e.g., due to temperature influences, this feedforward control can also be used to reduce damping.

[0034] The pilot control component of friction compensation compensates for the static and sliding friction in the motor, gearbox, and bearings of the actuator Mf. This is achieved by an artificially generated periodic signal. The shape of this periodic signal can be, for example, a triangle, a square, or a harmonic sine function. The frequency is selected so that, at a measurable, oscillating speed of the electric motor's rotor, there is only a slight reaction at the actuator output in the form of a torque or angle of rotation. The frequency of the signal must be adaptively adjustable only within certain limits, within which the actuator does not generate any unacceptable acoustic abnormalities or unacceptable mechanical vibrations. The periodic signal can be further augmented by an offset signal that compensates for the residual friction in the system.The offset signal exhibits hysteresis when the direction of the actuator torque changes (the derivative of the actuator torque changes sign) and its magnitude is similar to the amplitude of the periodic signal.

[0035] The target torque gradient pre-control 31 provides an advance and indirectly compensates for the sliding friction 42 and viscous damping 43 in the actuator 5. If the total actuator torque is formed from torque requirements required by different functions, it is advantageous if they are derived separately and limited with a gradient and value limitation.

[0036] Disturbance gain 35 can perform two essential functions: disturbance compensation or disturbance damping. Disturbance compensation can essentially also be implemented via speed control. Disturbance damping can be used to generate functional influences on the system on which actuator 5 acts. Furthermore, actuator 5 can be protected in advance from high speeds in this way.

[0037] Ideally, the speed control can implement friction compensation 33, rotor damping 32, disturbance compensation, and speed limitation. The control deviation is calculated as follows: ωerror=(w˙mKG−M˙Target / K^C)−ωƒ and the resulting motor torque is calculated using a PID controller: uCω=KωP ωerror+KωI∫t ωerrordt+KωDdωerrordt.

[0038] Here, ω fThe measured, filtered engine speeds are represented, which are particularly corrected for vibrations caused by the friction compensation pre-control (generated periodic signal with a known frequency). An ideal speed control, in which only the target torque component is in the parallel control, requires a relatively high sampling rate and high demands on signal quality, signal processing, and stiffness description.

[0039] The control and regulation components presented so far are intended to ensure that the set actuator torque is as close as possible to the target value. A further improvement can optionally be achieved with an actuator torque control connected in parallel to the speed control. A PID controller can also be incorporated here. For this purpose, the current actuator torque M̂ is estimated during system identification. The control deviation is then calculated as follows: Merror=Mtarget−M^.

[0040] The required motor torque for actuator torque control is calculated using a PID controller: uCM=KMPMerror+KMI∫tMerrordt+KMDdMerrordt.

[0041] It is advisable to limit the maximum and minimum permissible value of each of the previously presented components and sub-components (in the case of PID controllers, the individual P, I, and D components) and to limit the gradient by means of a gradient limitation. In particular, if the sum of all target specifications from the control and regulation that do not generate a damping torque is limited by a gradient limitation, possible disturbance excitations caused by sudden engine torque interventions can be avoided. Furthermore, it is advantageous if signals in the control and regulation section are factored not with constants, but with characteristic curves or characteristic maps. This does not apply to the target torque feedforward control, which requires a clear constant factorization of the inverse of the gear ratio. KG−1 The main difference between conventional control sets and the proposed approach is that, instead of closed-loop control, adaptive control is used to achieve the desired actuator torque. The motor speed control, and in particular the optional actuator torque control, then only serve a secondary function.

[0042] In order to ensure controlled compensation of all torques occurring in actuator 5, which in addition to the motor torque and mTo enable the determination of the system's dynamic properties, which also influence the actuator's output torque, it is necessary to know the system's properties precisely. These primarily include the following system variables: stiffness 44, static friction 41, sliding friction 42, and viscous damping 43. These can also change during operation, runtime, or even at rest. Therefore, system identification 4 should not only be performed when the system is stationary, upon wake-up, during initial startup, or in other special states in which special identification routines can run, but should also be implemented continuously during operation.

[0043] Electromechanical actuators 1 generally offer the option of estimating the actuator torque at two different points in the system. If the compression of the elasticity or the functional stiffness of the system can be measured, this is the first point at which the actuator torque can be estimated. This method is relatively accurate, particularly in the high-frequency range. The major disadvantage of this estimation point is that the prerequisite for an accurate estimate is a very precise description of the stiffness. However, the stiffness of the system can vary greatly for various reasons. Naturally, the actuator torque estimation accuracy is also directly dependent on the measurement accuracy of the compression of the elasticity. In order to achieve good results with this method, the rotor-motor angle, the external excitation orDisturbance or the condition at a defined point in the actuator stiffness system can be measured with correspondingly precise sensors.

[0044] The second source for actuator torque estimation is the motor torque. Naturally, in this case, the estimation accuracy is directly dependent on the motor torque estimation accuracy, which in turn depends directly on the current measurement accuracy and the consideration of other physical influences such as temperature. Depending on the desired accuracy of the actuator torque control or the desired estimation accuracy of the actuator torque, a suitable method of motor torque estimation and the appropriate hardware for motor current measurement must be selected. For the most accurate estimation possible, it is also important to understand the static friction, sliding friction, and viscous damping acting on the rotor and gearbox. Friction can be compensated very effectively using the friction compensation or speed control methods already introduced.If the portion of the motor torque required for friction compensation is known and subtracted from the motor torque, the actuator torque can be calculated directly from the residual motor torque via the gear ratio. This method is particularly accurate in steady-state conditions, when only the static friction in the system needs to be compensated. Stiffness identification is used in particular to compare an actuator torque estimate using the stiffness model with the motor torque, etc. m , whereby the stiffness 44 is corrected so that in this state the deviation between the two estimation sources is minimal. This method can also be used to determine or correct a characteristic of a multidimensional (temperature, displacement, time) nonlinear stiffness 44.

[0045] The static friction 41 or the torque resulting from the static friction 41 can be determined based on the size of the known engine torque u m which is required to generate the motor rotor rotation or a very small, non-disturbing movement at the output of actuator 5. The magnitude of the motor torque u m is adjusted adaptively so that a defined movement or vibration can be measured at the previously mentioned locations. The magnitude of the holding torque is normally dependent on the load or actuator torque. Therefore, this method estimates a characteristic that describes this dependency.

[0046] Sliding friction and viscous damping are system variables and have very similar effects on the actuator output torque. The larger these system variables are, the later the effect of the motor torque on the remaining actuator variables (including rotor angle, rotor speed, actuator torque) occurs. Furthermore, it can be observed that the motor speeds reach a lower amplitude, and the higher damping also changes the vibration shape. These two variables can be determined adaptively using a dynamic model of the actuator by minimizing the deviation between the measured vibrations of the motor speeds and the speeds estimated in the model. The model used for this purpose has only the target motor torque and the external excitation as input variables. All parameters of this model are adaptively estimated using the rules presented previously.

[0047] In principle, the actuator model can also be used for motor torque-based actuator torque estimation. For this purpose, the model is essentially duplicated, and the input variables are expanded to include the measured rotor angle and speed. Using a Kalman filter or a similar method, the actuator model's estimation can be further improved.

[0048] In the signal processing block 7, signals are processed for the respective control and regulation components. The estimated system properties / parameters from the system identification 4 are used for this purpose.

[0049] Fig.4 shows steps of an embodiment of a method according to the invention for the adaptive control of an electromechanical actuator of a means of transport. In step 100, a motor of the actuator is electrically controlled with an electrical signal. This can be done by means of an electronic control unit (ECU). In step 200, the control unit supplies a rotor rotation angle, a rotor speed, and an actual motor torque signal, which have been determined from measurable variables. In step 300, the response of the system (state of the electric motor) is evaluated on the basis of these signals and the target motor torque. For example, it can be determined that the motor's adhesion torque, due to a high load, is stronger than the motor's current drive torque, and therefore the current control for the active roll stabilization is corrupted by a friction torque. In step 300, the actuator torque, among other things, is also estimated.Accordingly, in step 400, a higher value of the target motor torque is calculated using newly calculated system and control parameters. This results in a particularly simple control logic for the inventive operation of an electromechanical actuator.

[0050] The following clauses disclose further inventive subject matter without any limiting effect: 1. A method for the adaptive control of an electromechanical actuator (5) of a means of transport (10) comprising the steps: • Electrically controlling (100) a motor of the actuator (5) with an electrical signal, • Sensor-based determination (200) of a rotation angle and a motor current and calculation of a speed and a motor torque signal, • Evaluation (300) of the calculated speed and engine torque signal • Calculation of the next system and control parameters and • Use (400) the next system and control parameter for future control of the motor. 2. Procedure according to clause 1, whereby the result and size of the previous adjustment are also taken into account when adjusting the system and control parameters. 3. Methods according to clause 1 or 2, where the calculation includes the following signals - a rotor angle - a rotor speed - an estimated actual electromagnetic motor torque - a desired electromagnetic target motor torque - external excitation as displacement or angular displacement - estimated actuator torque and - further estimated system sizes includes. 4. Method according to any of the preceding clauses, wherein the calculation includes the following signals - a rotor angle - an actuator static friction compensation factor and / or - an actuator sliding friction compensation factor and / or - a rotor damping factor and / or - an actuator damping compensation factor and / or - an actuator disturbance compensation factor. 5. Method according to one of the preceding clauses, wherein the control of the motor - without evaluation of a force sensor and - without evaluation of a torque sensor. 6. Method according to one of the preceding clauses, wherein the actuator (5) has no force sensor and no torque sensor. 7. Method according to one of the preceding clauses, wherein the static friction in the actuator (5) is compensated with a synthetically generated, periodic target engine torque signal. 8. Method according to one of the preceding clauses, wherein the frequency and amplitude of the periodic target engine torque signal for actuator static friction compensation are adjusted adaptively. 9. Method according to one of the preceding clauses, wherein the actuator (5) controls an active roll stabilization system (11). 10. Method according to one of the preceding clauses, wherein the actuator (5) controls an active suspension system (12). 11. Procedure under one of the preceding clauses further comprehensively determine - a stiffness and / or - static friction and / or - sliding friction and / or - viscous damping and take into account the result of this determination when controlling the motor. 12. Device for the adaptive control of an electromechanical actuator of a means of transport (10) comprising • a data input • an evaluation unit • a data output, wherein the device is arranged to carry out a method according to any one of the above clauses 1 to 11. 13. Means of transport (10) comprising one or more devices according to clause 12. List of reference symbols: 1 actuator model 3 Control 4 System identification 5 actuators 6 Regulation 7 Signal processing 8 Signal bus 9 adders 10 means of transport 11 active roll stabilization 12 active suspension system (including roll stabilization) 31 Target torque feedforward control 32 Rotor damping 33 Friction torque compensation 34 Target torque gradient 35 Disturbance gain 41 Static friction 42 Sliding friction 43 Damping 44 Stiffness 51 Gearbox and mechanics 52 Motor and motor torque controller 61 rotor speeds 62 Actuator torque 100-400 process steps

Claims

[1] Method for adaptive control of an electromechanical actuator (5) of a means of locomotion (10) comprising the steps: - Electrical control (100) of a motor of the actuator (5) with an electrical signal, - Determining (200) a speed signal and a torque signal of the motor, - Saving (300) a value determined from the speed signal and engine torque signal, and - Use (400) the stored value for future control of the motor. [2] Method according to claim 1, wherein the value for controlling the motor has been determined on the basis of a speed signal and motor torque signal determined at a time prior during a time prior control. [3] Method according to claim 1 or 2, wherein the value for controlling the motor - an actuator static friction compensation factor and / or - an actuator sliding friction compensation factor and / or - a rotor damping factor and / or - an actuator damping compensation factor and / or - includes an actuator disturbance compensation factor. [4] Method according to one of the preceding claims, wherein the control of the motor - without evaluating a force sensor and - without evaluating a torque sensor. [5] Method according to one of the preceding claims, wherein the static friction in the actuator (5) is compensated with a synthetically generated, periodic target motor torque signal. [6] Method according to one of the preceding claims, wherein the frequency and amplitude of the periodic target motor torque signal for actuator static friction compensation is adaptively set. [7] Method according to one of the preceding claims, wherein the actuator (5) has an active suspension system (12), but in particular does not have a force sensor or a torque sensor. [8] Method according to one of the preceding claims, wherein the actuator (5) controls an active roll stabilizer. [9] Method according to any of the preceding claims, further comprising determining the system parameters - a stiffness and / or - static friction and / or - sliding friction and / or - a viscous damping and taking into account a result of this determination when electrically controlling the motor. [10] Device for adaptive control of an electromechanical actuator of a means of locomotion (10) comprising - a data input - an evaluation unit - a data output, wherein the device is configured to perform a method according to any one of the preceding claims 1 to 9. [11] Means of transport (10) comprising carrying out a device according to claim 10.

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