The present disclosure relates generally to motor vehicle closure panels, and more particularly to power-operated actuation systems therefor.
This section provides background information related to the present disclosure which is not necessarily prior art.
In many motor vehicle door assemblies, an outer sheet metal door panel and an inner sheet metal door panel are connected together to define an internal door cavity therebetween. In some motor vehicle door assemblies, such as those including power-operated windows, an equipment module or sub-assembly, commonly referred to as a carrier module, or simply carrier, is mounted to the inner door panel within the internal door cavity. The carrier typically functions to support various door hardware components, such as a window regulator rail 1 shown in
The actuator system 3 typically includes a regulator motor 4 operably connected to a cable drum 5 via a gearbox assembly 6 (in
In addition to motor vehicle door assemblies including power-operated windows, other motor vehicle door assemblies, such as power-operated sliding doors, can include similar types of actuator systems as discussed above for actuator system 3, in addition to clutches, to facilitate sliding movement of the power-operated sliding doors between closed and open positions. Accordingly, during powered movement of the sliding door, similar losses are typically experienced within the gearbox assembly of the actuator system, as well as in the associated clutches.
In view of the above, there is a need to provide actuation systems for motor vehicles that are efficient in operation, while at the same time being compact, robust, durable, lightweight and economical in manufacture, assembly, and in use.
This section provides a general summary of the disclosure and is not intended to be a comprehensive listing of all features, advantages, aspects and objectives associated with the inventive concepts described and illustrated in the detailed description provided herein.
It is an object of the present disclosure to provide actuation systems for a closure panel of a vehicle that address at least some of those issues discussed above with known actuation systems.
In accordance with the above object, it is an aspect of the present disclosure to provide actuation systems that are efficient in operation, while at the same time being compact, robust, durable, lightweight and economical in manufacture, assembly, and in use.
In accordance with another aspect of the disclosure, the present disclosure is directed to an actuation system for moving a closure panel of a vehicle in one of a normal drive state and a back drive state. The actuation system includes a mechanical coupling connected to the closure panel for moving the closure panel in between an open position and a closed position. The actuation system also includes a motor having a shaft directly and operably connected to the mechanical coupling and configured to directly move the mechanical coupling. The actuation system additionally includes at least one sensor for detecting movement of the closure panel. The actuation system additionally includes a controller electrically coupled to the motor and to the at least one sensor and configured to detect a motor movement command in the normal drive state. The controller is also configured to directly move the closure panel with the motor based on the motor movement command detected in the normal drive state and detect movement of the closure panel using the at least one sensor in one of the normal drive state and the back drive state. The controller controls operation of the motor based on the movement detected and the motor movement command detected in one of the normal drive state and the back drive state. The controller also selectively brakes the movement of the closure panel in between the closed position and the open position based on the movement detected in the back drive state.
In accordance with yet another aspect of the disclosure, the present disclosure is directed to a method of operating an actuation system for moving a closure panel of a vehicle in one of a normal drive state and a back drive state. The method includes the step of detecting a motor movement command using a controller in the normal drive state. Next, directly moving the closure panel in between an open position and a closed position with a motor having a shaft directly and operably connected to a mechanical coupling connected to the closure panel based on the motor movement command detected in the normal drive state. The method then includes the step of detecting movement of the closure panel using at least one sensor coupled to the motor and the controller in one of the normal drive mode and the back drive state. The method proceeds by controlling operation of the motor using the controller based on the movement detected and the motor movement command detected in one of the normal drive mode and the back drive state. The method also includes the step of selectively braking the movement of the closure panel in between the closed position and the open position based on the movement detected using the controller in the back drive state.
In accordance with yet another aspect, there is provided an actuation system for moving a closure panel of a vehicle, including a mechanical coupling connected to the closure panel for moving the closure panel in between an open position and a closed position, and a motor having a shaft directly and operably connected to the mechanical coupling and configured to directly move the mechanical coupling.
In a related aspect, a gear reduction mechanism is not interconnected between the shaft and the mechanical coupling.
In another related aspect, a clutch mechanism is not interconnected between the shaft and the mechanical coupling.
In another related aspect, the motor is a brushless motor.
In another related aspect, the shaft is interconnected to the mechanical coupling by a transmission.
In another related aspect, the transmission is a backdrivable transmission.
In another related aspect, the actuation system includes a braking system coupled to at least one of the mechanical coupling and the transmission and the motor.
In another related aspect, the braking system comprises a braking assembly configured for selectively braking the movement of the closure panel, the at least one of the mechanical coupling and the transmission and the motor.
In another related aspect, the braking system includes at least one sensor for detecting movement of at least one of the closure panel, the mechanical coupling, the transmission, and the motor; and a controller electrically coupled to the motor and to the at least one sensor and configured to detect movement of the at least one of the closure panel, the mechanical coupling, the transmission, and the motor using the at least one sensor and to selectively brake the movement of the closure panel in between the closed position and the open position based on the detected movement.
In another related aspect, the controller is configured control the motor to oppose the detected movement of the at least one of the closure panel, the mechanical coupling, the transmission, and the motor.
In another related aspect, the motor is a brushless motor and the controller is configured to control the motor using a field oriented control methodology comprising supplying a flux linkage voltage command and a torque voltage command to the motor.
In accordance with another related aspect, there is provided method of constructing an actuation system for moving a closure panel of a vehicle including the steps of providing a mechanical coupling connected to the closure panel for moving the closure panel in between an open position and a closed position; and providing a motor having a shaft directly and operably connected to the mechanical coupling and configured to directly move the mechanical coupling.
Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are only intended to illustrate certain non-limiting embodiments which are not intended to limit the scope of the present disclosure.
The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.
The expression “closure panel” will be used, in the following description and the accompanying claims, to generally indicate any element movable between an open position and a closed position, respectively opening and closing an access to an inner compartment of a motor vehicle, therefore including, but not limited to boot, doors, liftgates, sliding doors, rear hatches, bonnet lid or other closed compartments, windows, sunroofs, in addition to the side doors of a motor vehicle.
In general, the present disclosure relates to an actuation system of the type well-suited for use in many applications. The actuation system and associated methods of operation of this disclosure will be described in conjunction with one or more example embodiments. However, the specific example embodiments disclosed are merely provided to describe the inventive concepts, features, advantages and objectives with sufficient clarity to permit those skilled in this art to understand and practice the disclosure. Specifically, the example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those who are skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods, to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail.
Now referring to
The rails 34 may be mounted in any suitable way to the vehicle door 16. For example the rails 34 may be mounted to a carrier panel 38 that is inside the vehicle door 16. The lifter plates 36 hold the window 20 and are slidably mounted on the rails 34. The cable 32a connects between the drum 30 around a pulley 39 at an end of rail 34a and the first lifter plate 36a. The cable 32b connects between the drum 30 around a pulley at an end of rail 34b and the second lifter plate 36b. The cable 32c is mounted between the two lifter plates 36 and wraps around pulleys 39 at ends of both rails 34. The lifter plates 36 are driven upwardly and downwardly via the cables 32, which are themselves driven by rotation of the drum 30. The drum 30 is rotated in a first direction or a second opposite direction by the motor 28, 28′ depending on whether the occupant of the vehicle 10 wishes the window 18 to be raised or lowered. The motor 28, 28′ may be a bidirectional electric motor.
According to another aspect, best shown in
Driven drum 50 can be connected to motor 28, 28′ by any suitable means, such as a gear train and/or a clutch mechanism, as will be apparent to those of skill in the art and a housing 52 encloses the gear train and/or clutch mechanism and includes three bores in or through which mounting bolts 54, 56 and 58 can be received. Bolt 58 extends through rail 42 to pivotally connect drive means 48 to rail 42. Bolt 56 can be employed to assist in mounting regulator 40 within the vehicle 10 and bolt 54 can engage a slot in the end of rail 42, to prevent further pivotal movement of drive means 48 with respect to rail 42 once regulator 40 is assembled.
A flexible drive member 62 extends from a first attachment point 64 on lift plate 44 down to driven drum 50 about which it is wrapped and then up to and around pulley 46 and then down to a second attachment point 66 on lifter plate 44. As shown, flexible drive member 62 is a wire cable. Configurations of driven drum 50 and pulley 46 which are suitable for other flexible drive member 62, such as belts, will be apparent to those of skill in the art. Further, rather than a pulley 46, the guide for flexible drive member 62 can be any suitable device about which flexible drive member 62 can move. Suitable guides for wire cables 62 can include a Delrin™ disc with grooves in its perimeter edge, the wire cable 62 sliding through the groove around the perimeter of the disc when the wire cable 62 is moved.
As best shown in
The actuation system 27 also includes the motor 28, 28′ having a shaft 72 directly and operably connected to the mechanical coupling 70 and configured to directly move the mechanical coupling 70. So, the mechanical coupling 70 can be the drum 30, 50 directly connected to the shaft 72 (the drum 30, 50 is shown with a drum cover hidden for clarity in
As best shown in the block diagrams of
Now referring to
In
As best shown in
As best shown in the exploded view of
The coil housing 96 has an annular outer wall 97 and a central, tubular post 98 extending along the axis A from an end wall 99 to a free end, with a toroid-shaped cavity 100 extending between the wall 97 and post 98 for receipt of the coil assembly 82 therein. The bobbin 95 of the coil assembly 82 has a through opening or passage 101 sized for close receipt about an outer surface of the post 98 and is sized for close receipt within the cavity 100 of the coil housing 96.
As best shown in
Still referring to
When the electromechanical brake 76 is in the “engaged status,” as shown in
To disengage the brake 76 and move the brake 76 from the “engaged status” to the “disengaged status,” a signal or command is selectively sent to controller 74. A user of the vehicle 10 can initiate sending a signal or command to the controller 74 to selectively release the brake 76, and thus allow the closure panel 20 to be freely moved to a new position, for example to an open or closed position. A switch, key fob, button, sensor, or any other device in the vehicle 10 or associated with the vehicle 10 can be used to send the signal to the controller 74. Upon receiving the signal, the controller 74 provides energy in the form of electrical current to the coil assembly 82 and also to the motor 28, 28′. Upon energizing the electromagnetic coil assembly 82 via electrical current flowing through the wire winding 94, a magnetic field is produced as a result of Ampere's law. The magnetic field exerts a magnetic force on the second friction plate 84, which is sufficiently strong to overcome the spring force of the spring member 85, and thus the magnetic force pulls and slides the second friction plate 84 axially away from and out of contact from the first friction plate 83. With the second friction plate 84 being axially spaced from the first friction plate 83 (
The controller 74 includes a motor control circuit 107 configured to control the motor 28, 28′ and a brake control circuit 108 configured to control the electromechanical brake 76. In addition, the switch 109 (e.g., a window regulator switch) and/or BCM 137 are shown to provide the motor movement command to the controller 74 (e.g., in the normal drive state).
The actuation system 27 of the present disclosure can also be operated manually. If manual operation is performed, the controller 74 may sense movement from the at least one sensor 114a, 114b, 114c provided for the motor 28, 28′ and releases the electromechanical brake 76 in the same manner as the power operation described above. If all power is lost, for example if the vehicle batteries are dead, then the braking torque is limited to a maximum allowing a slip condition. This will allow the closure panel 20 to be opened or closed with higher than normal manual forces. Furthermore, the controller 74 is further configured to monitor the availability of a main power source 110 and operate in one of the normal drive state and the back drive state accordingly. If the main power source 110 is normal (i.e., nota low battery or no battery condition), the electromechanical brake assembly 76 is off (power applied) when the motor 28, 28′ is on (power applied). Also, if the main power source 110 is normal, the electromechanical brake assembly 76 is on (power removed) when the motor 28, 28′ is off (power removed). However, if the main power source 110 is not normal (i.e., a low battery or no battery condition), the electromechanical brake assembly 76 is on (power removed, spring) when the motor 28, 28′ is off (power removed)
As discussed above with reference to
As schematically shown in
Control of the brushless electric motor 28′ envisages electrical periodical switching of the generated currents Ia, Ib, Ic flowing in the stator windings 112a, 112b, 112c as energized by a DC power source e.g. main power source 110 in electrical communication with the windings 112a, 112b, 112c, in order to maintain the rotation of the rotor 113 via the resulting magnetic interaction. For example, a controller unit 111 of the actuation system 27 includes the controller 74 (e.g., microprocessor 133), a three-phase inverter 134, and a PWM (Pulse Width Modulation) unit 135 including PWM drivers 135a, coupled to the phase stator windings 112a, 112b, 112c. In a known manner, here not discussed in detail, the three-phase inverter 134 includes three pairs of power transistor switches 136 for each stator winding 112a, 112b, 112c, which are controlled by the PWM unit 135 so as to drive the respective phase voltages either at a high (ON) or a low (OFF) value, in order to control the average value of related voltages/currents energizing the stator windings 112a, 112b, 112c. When the stator windings 112a, 112b, 112c are energized in a sequential order and magnitude, as determined by the microprocessor 133 controlling the PWM unit 135, a moving magnetic flux is generated which shifts clockwise or counterclockwise. This moving magnetic flux interacts with the magnetic flux generated by the permanent magnetic rotor 113 to cause the rotor 113 to rotate. The rotational torque acting on the rotor 113 will impart a movement of the shaft 72.
The control action may utilize knowledge of the position of the rotor 113, during its rotation in order to control the energizing voltage/current pattern to be applied to the windings 112a, 112b, 112c, also known as commutation. Accordingly, the actuation system 27 can include the at least one sensor (e.g., Hall effect sensor 114a, 114b, 114c) coupled to the motor 28, 28′ for detecting movement of the motor 28, 28′ and consequently the closure panel 20, shown schematically as 114a, 114b, 114c, are circumferentially arranged with respect to the stator windings 112a, 112b, 112c (e.g., with an angular distance of 120° of separation between them), in order to detect the position of the rotor 113, and electrically communicate the detected signals to the controller 74 via the electrical lines 117a, 117b, 117c. For example, using three on/off Hall position sensors 114a, 114b, 114c, the magnetic position of the rotor 113 may be detected for six different radial zones, and in particular at precise position of the rotor 113, as schematically shown in
Now referring to
A memory unit 138 may be included as part of controller 74 (i.e., microprocessor 133) for storing instructions and algorithms (e.g., code) for execution by the controller 74 of the motor control methods and techniques as described herein. While memory chip 138 is shown as part of the controller 74, it could instead be separate. Instructions and code stored on the memory module 138 may also be related to various system modules, for example application programming interfaces (API) modules, drive API, digital input output API, Diagnostic API, Communication API, and communication drivers for LIN communications and CAN bus communications with the BCM 137 or other vehicle system. While modules may be described as being loaded into the memory unit 138, it is understood that the modules could be implemented in hardware and/or software.
The instructions and algorithms (e.g., code) for execution by the controller 74 of the motor control methods and techniques as described herein may relate to the control of the three-phase inverter 134 (including Field Effect Transistors, such as power transistor switches 136). The control of the three-phase inverter 134 provides coordinated power (e.g., sinusoidal voltages to generate currents Ia, Ib, Ic) to the motor 28′ e.g. FETS 136 controlled as load switches to connect or disconnect a source of electrical energy or main power source 110 (voltage/current) as controlled by the controller 74 or a FET driver to control the motor 28′ in a manner as will be illustratively described below. Illustratively, the controller 74 is electrically directly or indirectly connected to the three-phase inverter 134 for control thereof (e.g. for controlling of FET switching rate). The three-phase inverter 134 is shown as illustratively connected to the motor 28′ via the three electrical lines 117a, 117b, 117c. Sensed current signals as well as back EMF voltage signals generated by the rotation of the rotor 113 may also be illustratively received by the controller 74 through the same electrical lines 117a, 117b, 117c and monitored by the current circuits 139 coupled to the motion trigger 140 of the microprocessor 133.
The controller 74 is configured to implement a Field Oriented Control (FOC) method or algorithm as stored in memory 138 as instructions and as executed by the controller 74, for controlling the brushless electric motor 28′. With FOC (or Vector Control) brushless motor techniques, as described herein, the torque and the flux can be controlled independently for braking to control the force moving the window 20, as well as improving motor starting, improving motor stopping, and improving motor reversing.
Referring now to
In order to maximize the torque in such a manner, the currents Ia, Ib, Ic, and voltages applied to the windings 112a, 112b, 112c are controlled separately and as a function of the actual angular position θ of the rotor 113 relative to the windings 112a, 112b, 112c, in order to align the stator field 99 in an orthogonal orientation with the rotor magnetic field 144. The phase shifted resultant stator current Is can be mathematically decomposed into two components as illustrated in
As best shown in α and a beta stationary reference frame voltage based {circumflex over (V)}β based on the sensed first phase current Ia, second phase current Ib, and third phase current Ic in response to a Hall sensor or motion trigger 140 (rising edge or falling edge) based on a plurality of Hall sensor signals from the plurality of Hall sensors 114a, 114b, 114c. For example, the Hall sensor signals can be received by an interrupt handler 141 (
Consequently, the torque FOC vector (Vd, Vq) is calculated based on the exact known position of the rotor 113 and moment to maximize torque applied to the rotor 113. This torque calculation is only done six times per revolution at each Hall detection (e.g., if three Hall sensors 114a, 114b, 114c provided), compared to resolvers where calculations occur thousands of times per revolution. As a result, vector control system 202 uses the digital signals of the Hall sensors 114a, 114b, 114c to provide high accuracy of position θ of the rotor 113 which a resolver analog signal does not provide, and the FOC calculations are computationally less demanding resulting in quicker calculations and response times, a more efficient torque vector (Vd, Vq), as well as less expensive CPUs and processors.
The vector control system 202 maintains the alpha stationary reference frame voltage α and the beta stationary reference frame voltage {circumflex over (V)}β. In addition, the vector control system 202 is configured to output a first phase pulse width modulation signal PWMa and a second phase pulse width modulation signal PWMb and a third phase pulse width modulation signal PWMc to the brushless electric motor 28 based on the alpha stationary reference frame voltage
α and the beta stationary reference frame voltage {circumflex over (V)}β. In more detail, the vector control system 202 includes a first proportional-integral control unit 204 configured to receive the target torque current Ĭq based on the actual angular velocity ω of the brushless electric motor 28 and a torque current drawn
q and output a torque voltage command {circumflex over (V)}q using the target torque current Ĭq the torque current drawn
q. An inverse Park transformation unit 206 is coupled to the first proportional-integral control unit 204 and is configured to receive an actual angular position θ of the brushless electric motor 28 and transform the torque voltage command {circumflex over (V)}q and a flux linkage voltage command {circumflex over (V)}d to an alpha stationary reference frame voltage {circumflex over (V)}α and a beta stationary reference frame voltage {circumflex over (V)}β using an inverse Park transformation. A switching states or space vector pulse width modulation unit 208 is coupled to the inverse Park transformation unit 206 and to the brushless electric motor 28 and is configured to convert the alpha stationary reference frame voltage {circumflex over (V)}α and a beta stationary reference frame voltage {circumflex over (V)}β to 3-phase stator reference signals and determine and output a first phase pulse width modulation signal PWMa and a second phase pulse width modulation signal PWMb and a third phase pulse width modulation signal PWMc to the brushless electric motor 28′. The switching states vector pulse width modulation unit 208 performs a space vector pulse width modulation calculation based on magnitudes of the calculated torque voltage command {circumflex over (V)}q and the flux linkage voltage command {circumflex over (V)}d when triggered by the motion trigger 140 (rising or falling edges of digital signals from the Hall sensors 114a, 114b, 114c) and the torque voltage command Vq and the flux linkage voltage command {circumflex over (V)}d are transformed based on the angle of rotor 113 over the sector of the rotation of the rotor 113. Both the switching states or space vector pulse width modulation unit 208 and the inverse Park transformation unit 206 are also coupled to and triggered by a pulse width modulation (PWM) trigger 209.
The vector control system 202 also includes a Clarke transformation unit 210 coupled to the brushless electric motor 28′ that is configured to receive the first phase current Ia and the second phase current Ib and the third phase current Ic from the brushless electric motor 28′ and determine and output an alpha stationary reference frame current α and a beta stationary reference frame current
β using a Clarke transformation (e.g., the Clarke transformation will convert the balanced three-phase currents sensed from the 3-axis system of the windings 112a, 112b, 112c, into two-phase quadrature stator currents of a 2-axis coordinate system). A Park transformation unit 212 is coupled to the Clarke transformation unit 210 and is configured to receive the alpha stationary reference frame current
α and the beta stationary reference frame current
β and determine and output the torque current drawn
q and a field flux linkage current drawn
d using a Park transformation.
A second proportional-integral control unit 214 is coupled to the inverse Park transformation unit 206 and the Park transformation unit 212 and is configured to receive a reference flux linkage current dref and the flux linkage current drawn
d and determine and output the flux linkage voltage command {circumflex over (V)}d to the inverse Park transformation unit 206.
Referring back to the vector control system 202, the Clarke transformation unit 210 has a first phase current input 258 and a second phase current input 260 and a third phase current input 262 each coupled to the brushless electric motor 28′ for receiving the first phase current Ia and the second phase current Ib and the third phase current Ic and an alpha stationary reference frame current output 264 coupled to the Park transformation unit 212 for outputting the alpha stationary reference frame current α and a beta stationary reference frame current output 266 coupled to the Park transformation unit 212 for outputting the beta stationary reference frame current
β.
The Park transformation unit 212 has an alpha stationary reference frame current input 268 coupled to the alpha stationary reference frame current output 264 of the Clarke transformation unit 210 for receiving the alpha stationary reference frame current α and a beta stationary reference frame current input 270 coupled to the beta stationary reference frame current output 266 of the Clarke transformation unit 210 for receiving the beta stationary reference frame current
β. The Park transformation unit 212 also has a torque current drawn output 272 coupled to the first proportional-integral control unit 204 for outputting the torque current drawn torque current drawn
q and a field flux linkage current drawn output 274 coupled to the second proportional-integral control unit 214 for outputting the field flux current drawn
d.
The second proportional-integral control unit 214 has a second reference input 276 being the reference flux linkage current dreference (e.g., reference flux linkage current=0 for reasons as described herein above to eliminate the force acting on the rotor 113 depicted by arrow 159) and a second measured input 278 coupled to the flux linkage current drawn output 274 of the Park transformation unit 212 for receiving the flux linkage current drawn
d and a flux linkage voltage output 280 coupled to the inverse Park transformation unit 206 for outputting the flux linkage voltage command {circumflex over (V)}d.
The first proportional-integral control unit 204 has a first reference input 282 for receiving the target or desired torque current Ĭq. The first proportional-integral control unit 204 also has a first measured input 284 coupled to the torque current drawn output 272 for receiving the torque current drawn q and a torque voltage output 286 coupled to the inverse Park transformation unit 206 for outputting the torque voltage command {circumflex over (V)}q. It is hereby recognized that control system 200 takes advantage of the inherent properties of the brushless electric motor 28′, specifically the property that when the brushless electric motor 28′ is slowed, for example by a pinch event, the torque current drawn
q will increase. The PI integration of the difference between the limited torque current Ĭq and this inherently increased torque current drawn
q as represented in
The inverse Park transformation unit 206 has a first inverse Park input 288 coupled to the torque voltage output 286 of the first proportional-integral control unit 204 for receiving the torque voltage command {circumflex over (V)}q. The inverse Park transformation unit 206 additionally has a second inverse Park input 290 coupled to the flux linkage voltage output 280 of the second proportional-integral control unit 214 for receiving the flux linkage voltage command {circumflex over (V)}d and a third inverse Park input 292 coupled to the adder output 252 of the adder unit 246 of the position determining system 216 for receiving the actual angular position θ (or estimated angle of rotor 13). The inverse Park transformation unit 206 also has an alpha stationary reference frame voltage output 294 coupled to the switching states vector pulse width modulation unit 208 for outputting the alpha stationary reference frame voltage {circumflex over (V)}α and a beta stationary reference frame voltage output 296 coupled to the switching states vector pulse width modulation unit 208 for outputting the alpha stationary reference frame voltage {circumflex over (V)}β.
The switching states vector pulse width modulation unit 208 converts the two component alpha stationary reference frame voltage {circumflex over (V)}α and the beta stationary reference frame voltage {circumflex over (V)}β into the three component stator domain to generate the PWM signals to be supplied to each stator winding 112a, 112b, 112c. The switching states vector pulse width modulation unit 208 has an alpha stationary reference frame voltage input 298 coupled to the alpha stationary reference frame voltage output 294 of the inverse Park transformation unit 206 for receiving the alpha stationary reference frame voltage {circumflex over (V)}α and a beta stationary reference frame voltage input 300 coupled to the beta stationary reference frame voltage output 296 of the inverse Park transformation unit 206 for receiving the beta stationary reference frame voltage {circumflex over (V)}β. The switching states vector pulse width modulation unit 208 also has a first phase pulse width modulation output 302 coupled to the brushless electric motor 28 (e.g., to winding 112a) for outputting the first phase pulse modulation signal PWMa and a second phase pulse width modulation output 304 coupled to the brushless electric motor 28 (e.g. to winding 112b) for outputting the second phase pulse modulation signal PWMb and a third phase pulse width modulation output 306 coupled to the brushless electric motor 28 (e.g. to winding 112c) for outputting the third phase pulse width modulation signal PWMc.
In d is insufficient to resist rotor rotation and the flux linkage current drawn
d drops and torque current Iq is induced in the rotor 113, naturally opposing the direction of the rotor 113. So, a generated torque current 307 is opposite to the induced torque current Iq bringing the rotor 113 back into alignment. The at least one sensor (e.g., Hall sensors 114a, 114b, 114c) shown in
However, an increased manual input movement can be applied to the window 20 resulting in braking or resisting of the motor 28′ as shown in q and a field flux linkage current drawn
d based on the first phase current Ia and the second phase current Ib and the third phase current Ic from the motor 28′ in response to detecting the sensor signal from the at least one sensor 114a, 114b, 114c indicating the manual movement of the shaft 72 of the motor 28′ in the back drive state.
The controller 74 then generates a flux linkage voltage command {circumflex over (V)}d and a torque voltage command {circumflex over (V)}q resulting in an opposing torque current opposite the torque current drawn q and minimize the field flux linkage current drawn
d in a resisting mode of the back drive state, as best shown in
q being minimized and the field flux linkage current drawn
d being maximized in a holding mode of the back drive state shown in
As best shown in
As discussed above, the motor 28, 28′ can be the brushless direct current electric motor 28′. Thus, as best shown in
As discussed, the actuation system 27 can further include an electromechanical brake assembly 76 coupled to at least one of the mechanical coupling 70 and the motor 28, 28′ and electrically coupled to the controller 74. The electromechanical brake assembly 76 is controlled by the controller 74 to selectively move between an engaged status (in which rotation of the shaft 72 is hindered for braking movement of the mechanical coupling 70 and the closure panel 20 between the closed position and the open position in the back drive state) and a disengaged status (in which the shaft 72 is permitted to rotate and allow movement of the mechanical coupling 70 and the closure panel 20 in the normal drive state).
Consequently, as best shown in
If, for example, the closure panel 20 is a window 20 of a door and the motor 28, 28′ is a brushless direct current electric motor 28′, the method can include steps shown in
Referring to q being minimized and the field flux linkage current drawn
d being maximized to oppose rotation direction of the rotor 113). Step of 434 may be optional and the method can directly proceed to a resisting mode in step 434 upon triggering of the hall sensors Hall sensors 114a, 114b, 114c, for example.
More Specifically, the step of 434 executing return braking field oriented control in the resisting mode of the back drive state in response to determining that the sensor signal from the at least one sensor 114a, 114b, 114c indicates the manual movement of the window 20 can include the step of monitoring a first phase current Ia and a second phase current Ib and a third phase current Ic from the motor 28′ calculating a torque current drawn q and a field flux linkage current drawn
d based on the first phase current Ia and the second phase current Ib and the third phase current Ic from the motor 28′ the generating a flux linkage voltage command {circumflex over (V)}d and a torque voltage command {circumflex over (V)}q resulting in an opposing torque current opposite the torque current drawn
q and minimize the field flux linkage current drawn
d.
Continuing to refer to q being minimized and the field flux linkage current drawn
d being maximized to oppose rotation direction of the rotor 113 for a predetermined time out period of time) in response to determining that the sensor signal indicates that the window 20 has moved back to the initial position (such a step can help conserve electrical energy in a vehicle battery, so that the braking is not continuously on).
In more detail, the step of 438 executing return braking field oriented control in the holding mode of the back drive state in response to determining that the sensor signal indicates that the window 20 has moved back to the initial position can include the steps of monitoring a first phase current Ia and a second phase current Ib and a third phase current Ic from the motor 28′ and calculating a torque current drawn q and a field flux linkage current drawn
d based on the first phase current Ia and the second phase current Ib and the third phase current Ic from the motor 28′. Next, generating the flux linkage voltage command {circumflex over (V)}d and the torque voltage command {circumflex over (V)}q resulting in the torque current drawn
q being minimized and the field flux linkage current drawn
d being maximized.
Still referring to
Clearly, changes may be made to what is described and illustrated herein without, however, departing from the scope defined in the accompanying claims. The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.
As discussed above, the actuation system 27 disclosed herein can be applied to window regulators. Other actuation applications are also contemplated. Although one exemplary operation of resisting and holding of a brushless motor using FOC control is provided, other manners of resisting and holding the rotor of the brushless motor may be provided, for example using a FOC technique with a resolver. Those skilled in the art will recognize that concepts disclosed in association with the example actuation system 27 can likewise be implemented into many other systems to control one or more operations and/or functions, such as, but not limited to other closure panels including doors and lift gates.
The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed.
When an element or layer is referred to as being “on,” “engaged to,” “connected to,” or “coupled to” another element or layer, it may be directly on, engaged, connected or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly engaged to,” “directly connected to,” or “directly coupled to” another element or layer, there may be no intervening elements or layers present. Other words used to describe the relationship between elements should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.
Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.
Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” “top”, “bottom”, and the like, may be used herein for ease of description to describe one element's or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated degrees or at other orientations) and the spatially relative descriptions used herein interpreted accordingly.
This PCT International Patent application claims the benefit of U.S. Provisional Application No. 62/831,957 filed Apr. 10, 2019. The entire disclosure of the above application being considered part of the disclosure of this application and hereby incorporated by reference.
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/CA2020/050468 | 4/9/2020 | WO | 00 |
Number | Date | Country | |
---|---|---|---|
62831957 | Apr 2019 | US |