iunnimuiuiinuipiniu111mii
`
`(12) United States Patent
`Kalb et al.
`
`(lo) Patent No.:
`(45) Date of Patent:
`
`US 6,710,562 B1
`Mar. 23, 2004
`
`(54) SYNCHRONOUS MOTOR WITH AN
`ELECTRONIC CONTROL DEVICE FOR
`ADJUSTING DEVICES IN MOTOR
`VEHICLES AND METHOD FOR
`CONTROLLING THEM
`
`(75)
`
`Inventors: Roland Kalb, Rossach (DE); Craig
`Kinnell, Coburg (DE)
`
`(73) Assignee: Brose Fahrzeugteile GmbH & Co.
`KG, Coburg (DE)
`
`( * ) Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 13 days.
`
`(21) Appl. No.: 10/129,465
`
`(22) Filed:
`
`(30)
`
`Aug. 2, 2002
`Foreign Application Priority Data
`
`Nov. 2, 1999
`
`(DE)
`
`199 52 572
`
`Int. Cl.7
`(51)
`(52) U.S. Cl.
`
`(58) Field of Search
`318/266,
`
`E05F 15/16
`318/434; 318/286; 318/432;
`318/437
`318/264,
`265,
`434, 437,
`466,
`468,
`469
`
`286, 432, 433,
`
`6,304,048 Bl * 10/2001 Davies et al.
`6,426,604 B1 *
`7/2002 Ito et al.
`
`318/475
`318/466
`
`FOREIGN PATENT DOCUMENTS
`
`DE
`DE
`DE
`DE
`DE
`DE
`EP
`JP
`JP
`
`30 341 118 C2
`40 19 787 Al
`195 02 306 Al
`297 07 440 U1
`197 07 850 Cl
`198 09 628 Al
`0 482 040 B1
`57-78357
`4-231
`
`3/1982
`1/1991
`8/1996
`7/1997
`3/1998
`9/1999
`4/1992
`5/1982
`1/1992
`
`* cited by examiner
`
`Primary Examiner -Bentsu Ro
`(74) Attorney, Agent, or Firm-Christie, Parker & Hale,
`LLP
`
`(57)
`
`ABSTRACT
`
`Amethod for controlling a synchronous motor driven adjust-
`ment device is used in motor vehicles by means of an
`electronic control, especially for controlling adjustment
`devices with an anti -trap protection and /or with an excess
`force limitation. The method includes evaluating variables
`correlating to the dynamics of the adjusting device or the
`position of the adjustment member and generating control
`signals based on the variables, controlling the adjustment
`rate of the adjustment member to a constant value, and
`setting a phase displacement between an exciting field and
`a rotating field of the motor to provide torque to the drive
`unit based on the load angle at which the torque reaches a
`maximum.
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`4,468,596 A
`5,245,258 A
`6,239,610 B1 *
`
`8/1984 Kinzl et al.
`9/1993 Becker et al.
`5/2001 Knecht et al.
`
`324/772
`
`17 Claims, 3 Drawing Sheets
`
`40
`
`12
`
`10
`
`32
`
`-30
`
`400
`
`DRY
`SPACE
`
`16 --
`
`WET
`SPACE
`
`L
`
`300
`
`4 2
`
`2
`
`20
`
`54
`
`53
`
`52-
`
`50
`13-
`14
`
`51
`
`2324-
`
`

`
`U.S. Patent
`
`Mar. 23, 2004
`
`Sheet 1 of 3
`
`US 6,710,562 Bl
`
`DRY
`SPACE
`
`- WET
`SPACE
`
`FIG.1
`
`42
`
`22
`
`20
`
`2
`
`54
`
`53-- --
`5
`
`52
`
`13
`14-
`
`51
`
`2324-
`
``.i 21
`\:.%o. .. ..
`
`I/
`
`43
`
`12
`
`10
`
`11
`
`31
`32
`
`1
`
`40
`
`41
`
`30
`
`400
`
`1b
`
`1a
`
`1111111111111111
`
`III
`
`%//í/////////
`
`111111.
`
`.. .
`
`00
`
`1 11
`
`33
`
`-25
`
`UUSI, LLC
`Exhibit 2031
`2/9
`
`

`
`U.S. Patent
`
`Mar. 23, 2004
`
`Sheet 2 of 3
`
`US 6,710,562 Bl
`
`FIG.2
`
`n[1/min]
`
`3000
`
`1500-
`
`0
`
`o
`
`4
`
`M[Nm]
`
`8
`
`leff[A]
`l
`
`100%
`
`FIG.3
`
`0
`
`4
`
`-MEN m]
`
`UUSI, LLC
`Exhibit 2031
`3/9
`
`

`
`UUSI, LLC
`Exhibit 2031
`4/9
`
`-1.5-
`
`-1-
`
`-0.5
`
`LOAD ANGLE 6
`
`4
`
`3,5
`
`3
`
`2.5
`
`2
`
`1.5
`
`61 ak
`
`41
`
`0.5
`
`-0.5
`
`-1
`
`FIG. 4
`
`0.5 -
`
`1
`
`Mk
`
`M1
`
`1.5 -
`
`M
`
`TORQUE
`
`

`
`US 6,710,562 Bl
`
`1
`SYNCHRONOUS MOTOR WITH AN
`ELECTRONIC CONTROL DEVICE FOR
`ADJUSTING DEVICES IN MOTOR
`VEHICLES AND METHOD FOR
`CONTROLLING THEM
`
`CROSS -REFERENCE TO RELATED
`APPLICATION
`
`This application claims priority of International applica-
`tion number PCT/DE00 /03864, filed Nov. 1, 2000, which in
`turn claims priority of German application number 199 52
`572.2, filed Nov. 2, 1999.
`
`FIELD OF INVENTION
`
`5
`
`10
`
`15
`
`The invention relates to a synchronous motor with an
`electronic control device for adjusting devices in motor
`vehicles, in particular for adjusting devices with trap pro-
`tection and /or limitation of excess force, and to a method of
`controlling the motor -drive unit of the adjusting device. The 20
`drive unit according to the invention may be used particu-
`larly advantageously in conjunction with an electrically
`operated window regulator or a sliding roof.
`
`2
`entrapment, the signal period being compared with the value
`for the preceding signal period, is required so an adjustment
`path of at least two signal periods must be guaranteed. Under
`undesirable circumstances, in particular when a hard object
`(for example a head) is trapped, the situation where even the
`maximum torque is achieved can be a considerable and may
`not be prevented.
`
`SUMMARY
`It is accordingly the object of the invention to provide a
`drive unit for adjusting devices in motor vehicles and to
`develop a method of controlling the drive unit which are
`capable of ensuring simple and reliable operation of the
`adjustment members. In particular, reliable detection of the
`trap protection and adherence to predetermined limits for the
`permitted trapping force are to be guaranteed even during
`speed control for achieving a constant adjustment speed of
`the adjustment member which is independent of load. In
`addition, a reliable approach to stop positions should be
`possible, without additionally distorting the adjustment sys-
`tem with considerable excess forces.
`A sealing element which subdivides the motor into a dry
`space comprising the electric and electronic components and
`a wet space, is accordingly arranged between the stator and
`the rotor of the motor drive unit constructed as a synchro-
`nous motor. The conditions for the use of inexpensive
`designs of dry space for the electric components are there-
`fore met. In addition, the best conditions are provided owing
`to the use of a synchronous motor with its system- specific
`properties for fulfilling the specific requirements of adjust-
`ing devices in motor vehicles. This applies, in particular, to
`the attainment of a constant speed of adjustment of an
`adjustment member as the adjustment force requirements
`change over the adjustment path (for example owing to
`varying coefficients of friction) and with respect to the
`compliance with comparatively low trapping forces, particu-
`larly if malfunctioning of the trap protection (for example
`due to vibrations or impacts during travel) is to be avoided.
`To guarantee suitable starting conditions, a synchronous
`motor with at least two windings is used to produce at least
`two pairs of poles of the rotating field of which the motor
`speed may be controlled to a constant value via the fre-
`quency of the rotating field. The torque proposed for the
`adjustment movement of the adjustment member is provided
`via the setting of the load angle ö which is defined as phase
`displacement between the exciting field and the rotating field
`of the motor.
`Preferably, the stator of the synchronous motor forms a
`prefabricated, pre -testable unit with the electronic control
`device and the connectors and optionally with the sensor
`device. A mechanical carrier comprises interconnecting ele-
`ments which, for producing a mechanical connection to the
`stator, engage in the interstices thereof. To protect the
`electric parts of the stator from moisture, the carrier may be
`pot -shaped in construction so the stator is at least partially
`surrounded by the carrier in such a way that the carrier can
`act as a partition between a wet and a dry space. In this
`embodiment, the partition extends in the air gap between
`stator and rotor.
`A further method of connecting the stator to the carrier
`and protecting it from wetness is to fasten the stator on the
`carrier by encapsulating the stator with a plastics material. If
`the carrier also consists of plastics material, the stator can be
`injection moulded into it. To avoid power losses,
`is
`it
`necessary to keep the air gap between stator and rotor as
`small as possible. Encapsulation of the stator which is as
`thin -walled as possible should therefore be provided.
`
`UUSI, LLC
`Exhibit 2031
`5/9
`
`25
`
`30
`
`35
`
`40
`
`45
`
`BACKGROUND
`A generic electronically controlled drive unit is known
`from EP 0 482 040 Bl. It consists of a permanently excited
`DC motor in the form of a bar -wound armature motor which
`forms a structural unit with a gear and an electronic control
`unit. A tongue -like projection of the control unit has, at its
`free end, means for making electric contact with the motor
`and Hall -effect sensors associated with a ring magnet
`arranged on the motor shaft. The adjusted position of the
`windowpane as well as the adjustment rate can be deter-
`mined from the sensor signals. If an object is trapped in the
`closing window gap, the resistance to adjustment increases
`so the interval between the succeeding signals increases. If
`a previously defined extent of change in speed is exceeded,
`the drive is stopped and the windowpane reversed.
`A corresponding method of trap protection for controlling
`a window regulator drive is described in DE 30 34 118 C2.
`In that patent, the distance covered is determined electroni-
`cally during the opening and closing process and the open-
`ing distance is compared with the respectively covered
`closing distance during the closing process. The adjustment
`range of the windowpane is divided into three ranges. In a
`first range between completely opened and about half
`opened, the electronic trap protection remains switched off;
`when a blocked state occurs, the motor is switched off after
`exceeding a predetermined time limit. In the following
`second range which ends just before the seal of the window
`frame, the trap protection is activated. Measured values
`dependent on the speed or velocity of the unit are determined
`here and compared with a limit based on the initial measured
`value. If the limit is exceeded, the controller momentarily
`changes over the drive and then switches it off. The trap
`protection is deactivated again when the closure range is
`reached as the windowpane could not otherwise be com-
`pletely closed owing to the additional resistance of the seal.
`An inadmissibly high trapping force could occur during
`entrapment owing to the system- dependent motor charac-
`teristic which leads to an increase in the torque during a
`reduction in the motor speed.
`To detect entrapment, an adjusting path of the motor shaft 65
`carrying the ring magnets which is sufficient for detecting at
`least one further signal period after the beginning of the
`
`50
`
`55
`
`60
`
`

`
`US 6,710,562 Bl
`
`5
`
`10
`
`15
`
`3
`The invention is particularly suitable for use in window
`regulators or sliding roofs, particularly if the body compart-
`ment in which the drive unit is arranged has separate wet and
`dry spaces. Trap protection can be detected simply and
`particularly reliably. as an adjustment movement of the
`adjustment member is not required for this purpose. Analy-
`sis of the load- dependent phase displacement between the
`exciting field of the rotor and the rotating field of the stator
`guarantees, at all times, a reliable measurement which, in
`conjunction with other measured values such as the adjust-
`ment position, adjustment speed and historic measured
`values, allows complex evaluation. If a specific excess force
`or maximum trapping force is predetermined, the exceeding
`of this force can be reliably avoided by adjusting the
`operating point of the synchronous motor to such a load
`angle SB before the load angle SK of the breakdown torque
`that the increase in torque AM between the two load angles
`SB, SK at the adjustment member (for example windowpane)
`leads, to the maximum extent, to attainment of a predeter-
`mined excess or trapping force.
`It is mentioned at this point that the drive according to the
`invention can also be used to operate seat adjusters. Simi-
`larly to window regulators, seat adjusters may be equipped
`with trap protection to avoid injury. As the conditions for
`adjusting a vehicle seat depend not only on the operating
`temperature, the degree of aging, the contamination etc., but
`also on the weight of the user, it is advisable to adjust each
`seat quickly and almost unnoticeably before (for example
`when releasing the vehicle lock) and after the occupation
`thereof in order to determine the prevailing constraints. The
`operating point can then be set according to the predeter-
`mined requirements.
`One of the main requirements in adjusting devices in
`motor vehicles is uniform running of the drive which is a
`prerequisite for avoiding modulating noises. For this
`purpose, the speed of adjustment of the adjustment member
`is controlled to a constant value via the frequency of the
`rotating field. The torque provided for the adjustment move-
`ment of the adjustment part is set via the load angle S which
`is defined as phase displacement between the exciting field
`and the rotating field of the motor. With varying loading of
`the adjustment system, the changing load angle 8 is kept
`constant by readjusting the current. This can be effected by
`pulse width modulation or by a variable resistor.
`There are various methods of trap protection or of 45
`approaching a stop limiting the adjustment path, the main
`ones of which will be described in brief hereinafter:
`Method of Control With Trap Protection
`The prevailing load angle S is initially measured and the
`maximum permitted load angle ò,,, of the subsequent phase 50
`calculated on the basis thereof, the prevailing load angle 8
`being increased by a relative value (X %oxö ) or an absolute
`value (Y degrees). A load angle 8,, is then measured at a
`subsequent phase n +1. The load angles S and Sn +1 are now
`compared with one another. If the deviation is smaller than 55
`the value permitted on the basis of the increase (deviation
`between the maximum permitted load angle S, and the
`prevailing load angle 8), there is no entrapment and the
`drive unit will continue to operate by permitting readjust-
`ment of the current. However, if the deviation is greater than 60
`the value permitted on the basis of the increase, further
`operation of the drive unit is permitted if the current is not
`readjusted.
`If the exceeding of the breakdown torque of the motor is
`detected (which is achieved at a load angle 8K= 180 ° /N,,,,d,
`N,,,, d corresponding to the number of motor windings)
`leading to a stoppage of the motor, an entrapment is
`
`4
`assumed. The motor is then switched off; its direction of
`rotation is reversed; or it continues to operate for a specific
`time or number of starting cycles, the motor being started up
`again in accordance with a proposed starting sequence
`control after each exceeding of the breakdown torque, and
`on attainment of the predetermined time or number of
`starting cycles, an entrapment is assumed and the motor is
`switched off or its direction of rotation reversed.
`If, after the exceeding of the breakdown torque within the
`predetermined time or number of starting cycles with a
`current adjusted for the load angle 5,, a load angle 5
`is
`measured which is lower than the value permitted on the
`basis of the increase, a temporary disturbance not based on
`an entrapment is assumed, so the motor can still be operated.
`If a load angle is measured that is greater than the value
`permitted on the basis of the increase, then a continuation of
`the disturbance is assumed and the motor is switched off or
`its direction of rotation reversed once the predetermined
`time has been exceeded.
`Method of Control for Approaching a Stop
`(A) A normalizing run with an established maximum
`torque which guarantees reliable attainment of the stop
`position should first be carried out. The process
`involves at least measuring and storing the position at
`which the motor stalls. The next approach of the stop
`position takes place from an established adjustment
`position in the vicinity of the stop position at a greatly
`reduced speed of adjustment and a reduced torque, the
`torque being controlled by setting the current.
`The drive unit is switched off on reaching the stored stop
`position or on reaching a predetermined maximum
`torque which is lower than the maximum torque of the
`normalizing run when the corresponding adjustment
`position does not exceed a permitted distance from the
`stored stop position, or on reaching an adjustment
`position located in front of the stored stop position
`optionally utilising the slowing -down behaviour of the
`adjustment system.
`(B) A further variation is also based on performance of a
`normalizing run with an established maximum torque
`and measurement and storage of the load angle 8,,_1
`dependent on the adjustment position of the adjustment
`member at least for a region directly adjoining the stop
`position, in order to determine the extent of the
`position- dependent sluggishness. When the stop posi-
`tion is next approached, the prevailing position -
`dependent measured values of the load angle 8 are
`detected and stored. The maximum torque to be
`adjusted is now calculated as a function of the prevail-
`ing load angle 8 and the load angle Srl of the
`preceding adjustment movement. Operation of the
`drive unit with a torque which is lower than the
`calculated maximum torque to be adjusted guarantees a
`mode of operation which protects the system.
`It may be sufficient for various applications, however, if
`the rotating field frequency and the electric current are
`reduced for approaching a stop position. The drive unit is
`switched off when the thus reduced breakdown torque is
`exceeded. It is obviously also possible to switch off the drive
`unit just before the stop position is reached, thus avoiding
`additional distortion of the system.
`As very low trapping forces can be reliably adjusted with
`the invention without an adjustment path of the adjustment
`member being required for entrapment detection, the exist-
`ence of entrapment must not be assumed, for safety reasons,
`during a stoppage of the motor due to external influences.
`Therefore, it is quite possible and sensible to start the motor
`
`UUSI, LLC
`Exhibit 2031
`6/9
`
`20
`
`25
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`30
`
`35
`
`40
`
`6s
`
`

`
`US 6,710,562 Bl
`
`5
`again or repeatedly using a starting sequence control, to
`check whether it is a transient event which led to stoppage
`of the motor. A starting sequence control should be used here
`to minimize the starting time.
`It is thus possible to avoid spurious tripping of trap 5
`protection, for example due to vertical acceleration forces
`when passing over a so- called rough track.
`A particular advantage can be that the operating point of
`the motor of each individual adjusting device can easily be
`set automatically during a normalizing run by means of the 10
`electronic control device. This occurs whenever a predeter-
`mined permitted deviation is exceeded. The permitted devia-
`tion can be obtained, in particular, from the difference
`between the smallest load angle Sm within the monitored
`range of an adjustment movement and the load angle SK of 15
`the breakdown torque at which a torque difference AM is set,
`which is capable of producing the maximum permitted
`adjustment force on the adjustment member.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`The invention will be described in more detail hereinafter
`with reference to an embodiment illustrated in the accom-
`panying drawings, in which:
`FIG. 1 is a schematic section of a drive unit with external
`rotor motor and electronic control unit, the electrical and
`electronic components being separated from the wet space
`by the wall of a carrier.
`FIG. 2 is a graph of speed and torque showing the motor
`characteristic of one embodiment according to the invention.
`FIG. 3 is a graph of current and torque showing the motor
`characteristic of one embodiment according to the invention.
`FIG. 4 is a graph of torque and load angle showing the
`motor characteristic of one embodiment according to the
`invention.
`
`DETAILED DESCRIPTION OF THE
`PREFERRED EMBODIMENTS
`The cross -sectional view in FIG. 1 shows a drive unit for
`an electrically operated window regulator of a vehicle door
`which is subdivided into a wet space and a dry space by a
`wall 6. In this embodiment, the drive unit consisting of an
`external rotor motor la, lb, a mechanical gear 11, 25, 30, 31
`and an electronic control unit 5 is equipped with an assembly
`carrier 2 which forms a boundary, drawn through the motor,
`between wet and dry spaces. The assembly carrier 2 has a
`cylindrical region 20 which is closed by an end face region
`21 with the stator la of the external rotor motor arranged in
`its cavity. The stator la is rigidly connected to the assembly
`carrier 2 or a base plate (not shown) of the electronic control
`unit 5. This allows direct electrical contact with the stator la
`to be made via the control unit 5 which also carries the
`sensor device 5 and the connectors 51 to 54.
`The assembly carrier 2 also comprises at least one fas-
`tening region 22 with adjustment means in which the
`fastening and adjustment means 42 of the wet space -side
`crown 4 engage through an aperture in the wall 6. Pre -
`assembly means 12 which can be clipped into suitable
`interlocking elements of the rotor lb are integrated in the
`crown 4 to form a preassembly module. At the same time,
`the previously assembled cable drum 3 surrounded by the
`cable 300 is supported in its preassembled position via the
`nesting of the rings 33, 43. The shaft 30 centres the cable
`drum 3 on the one hand via the radial bearing 41 in the
`crown 4 and on the other hand via the radial bearing 23
`integrated in the assembly carrier 2. A thrust bearing 24
`holds the cable drum 3 in the drive unit without play.
`
`6
`To guarantee optimum concentricity of the motor, stator
`la and rotor lb are mutually centered via a common shaft 10
`near a radial bearing 40, without the shaft 10 penetrating the
`partition between wet and dry space formed by the assembly
`carrier 2. Owing to the consequent separation of the stator la
`and the rotor lb, there are no sealing regions which move
`relative to one another.
`In this embodiment, force is transmitted via the pinion
`teeth 11, 31. With this non -self -locking gear it is necessary
`to support the torques occurring at the output end via a brake
`400 or a silent ratchet (not shown).
`A magnetoresistive sensor 50 is placed opposite the end
`face of the permanent magnet 14 of the rotor lb near the
`metal housing 13 on the electronic control device 5 for speed
`detection and calculation of the adjustment position. The
`signal concerning the direction of rotation can be inferred
`from the control signal so clear allocation of the sensor
`signal to one of the two directions of rotation is guaranteed.
`FIG. 2 shows the dependency between the speed n of a
`synchronous motor and the torque M. The speed set via the
`rotating field accordingly remains constant providing the
`breakdown torque is not achieved and the motor is stalled.
`The torque M can be adapted via the current I to the load
`applied to the motor. There is a proportional relationship
`and the torque M of the
`between the effective current I
`motor, as shown in FIG. 3.
`FIG. 4 shows the sinusoidal characteristic of the synchro-
`nous motor, the torque M being plotted over the load angle
`S. The drive range of the motor extends over a maximum of
`t /4, and this corresponds to a load angle of 90° and therefore
`the so- called tilting angle SK. at which the torque M reaches
`its maximum value, namely the so -called breakdown torque
`MK.
`To guarantee stable running of the motor, the operating
`point of the motor is established over a load angle S1 which
`is adequately spaced from the load angle SK (90 °) of the
`breakdown torque MK. The interval between the torque M1
`of the operating point and the breakdown torque MK is also
`40 established by setting the load angle Si. A force which is
`applied to the adjustment member and corresponds to the
`maximum entrapment force or excess force is obtained from
`the difference between these two moments M1, MK.
`Therefore, the maximum permitted entrapment force of the
`45 adjustment member can easily and reliably be set and the
`exceeding thereof can reliably be prevented when using a
`synchronous motor. Different requirements concerning the
`sensitivity can also be satisfied by varying the load angle, for
`example to avoid incorrect reversal of a windowpane when
`50 travelling over a rough track. For this purpose, the vibrations
`and impact affecting the vehicle body can be measured and
`evaluated, for example, by a sensor device. Depending on
`the measured results, the load angle of the operating point is
`then reduced by an appropriate value.
`One or more of the following advantages can be advanced
`with such use of a synchronous motor in adjusting devices
`for motor vehicles:
`simple speed control
`reliable detection of trap protection by evaluation of the
`load angle, without the need for an adjusting movement
`of the adjustment member
`reliable limitation of entrapment force and excess force by
`corresponding setting of a limited angle difference
`between load angle and tilt angle
`no commutation noises
`low spurious electromagnetic radiation
`
`20
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`25
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`30
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`35
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`55
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`60
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`65
`
`UUSI, LLC
`Exhibit 2031
`7/9
`
`

`
`US 6,710,562 Bl
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`5
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`10
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`15
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`20
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`25
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`30
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`35
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`good facilities for integration of all electrical and elec-
`tronic components of the drive unit
`facility for consequent separation of wet and dry space
`right through the motor without the need for a seal
`between parts which move or rotate relative to one
`another
`drive unit may be subdivided into a substructure com-
`prising the electrical and electronic components and a
`substructure comprising the gear and the rotor of the
`motor.
`What is claimed is:
`1. A method of controlling a motor -driven adjusting
`device for an adjustment member in a motor vehicle by
`means of an electronic control device, comprising:
`detecting and evaluating measured variables or signals
`correlated with the dynamics of the adjusting device,
`and if necessary with a position of the adjustment
`member in order to generate control signals;
`controlling a rate of adjustment of the adjustment member
`to a constant value based on a frequency of a rotating
`field of a motor drive unit constructed as a synchronous
`motor; and
`setting a load angle with respect to a tilt angle to provide
`drive unit torque for adjustment movement of the
`adjustment member, wherein the load angle is a phase
`displacement between an exciting field and the rotating
`field of the synchronous motor, and wherein the tilt
`angle is a load angle at which torque reaches a maxi-
`mum.
`2. The method of claim 1, further comprising readjusting
`the current to keep constant the load angle which changes as
`a load of said adjusting device varies.
`3. The method according to claim 2, wherein the step of
`readjusting includes modulating a pulse width.
`4. The method according to claim 2, wherein the step of
`readjusting includes providing a variable resistor.
`5. The method according to claim 1, further comprising
`providing trap protection, the trap protection including set-
`ting an operating point of the synchronous motor at such a 40
`load angle before the tilt angle of a breakdown torque that
`an increase in torque between the load angle and the tilt
`angle at the adjustment member leads at a maximum to
`attainment of a predetermined excess force.
`6. The method according to claim 1, further comprising 45
`providing trap protection, the trap protection comprising:
`measuring a prevailing load angle;
`predicting a maximum permitted load angle of a subse-
`quent phase by increasing the prevailing load angle by
`one of a relative value and an absolute value;
`determining whether a current readjustment is permitted
`based on a comparison of the prevailing load angle and
`the maximum permitted load angle, the step of deter-
`mining comprising:
`if a deviation between the prevailing load angle and the
`maximum permitted load angle is smaller than a
`value permitted on the basis of the step of predicting,
`there is no entrapment and readjustment of the
`current is permitted; and
`if the deviation is greater than the value permitted on
`the basis of the step of predicting, further operation
`of the motor drive unit is permitted only in the
`absence of readjustment of the current;
`if the load angle is equal to 180° divided by a number of
`motor windings, leading to a stoppage of the synchro- 6s
`nous motor, exceeding of a breakdown torque of the
`synchronous motor is achieved, and one of
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`50
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`55
`
`60
`
`8
`entrapment is assumed and one of the synchronous
`motor is switched off and the direction of rotation of
`the synchronous motor is reversed; and
`the synchronous motor continues to operate for one of
`a specific time and a number of starting cycles, the
`motor being started up again in accordance with a
`proposed starting sequence control after each
`exceeding of the breakdown torque;
`assuming an entrapment and one of switching off the
`synchronous motor and reversing a direction of rotation
`of the synchronous motor if one of a predetermined
`time and number of starting cycles is attained;
`measuring a load angle 8,,,,, if the breakdown torque is
`exceeded within one of the predetermined time and
`number of starting cycles with a current adjusted for a
`load angle 8,,;
`if 8, is lower than the value permitted on the basis of
`the step of predicting, a temporary disturbance not
`based on an entrapment is assumed, so the synchronous
`motor can still be operated; and
`if 8,, is greater than the value permitted on the basis of
`the step of predicting, then a cessation of a disturbance
`is assumed and one of the synchronous motor is
`switched off and the direction of rotation is reversed
`once the predetermined time has been exceeded.
`7. The method according to claim 1, further comprising
`approaching a stop position limiting the adjustment path, the
`step of approaching comprising:
`if no corresponding data has been stored in memory of the
`electronic control device, performing a normalizing run
`with an established maximum torque and measurement
`and storage of the stop position at which the synchro-
`nous motor stalls;
`operation of a drive unit when the stop position is next
`approached from an established adjustment position in
`the vicinity of the stop position with reduced torque and
`greatly reduced speed, the torque being controlled by
`setting a current;
`switching off the drive unit on one of reaching the stored
`stop position, reaching a predetermined maximum
`torque which is lower than the established maximum
`torque when a corresponding adjustment position does
`not exceed a permitted distance from the stored stop
`position, and reaching an adjustment position located in
`front of the stored stop position optionally using
`slowing -down behavior of the adjusting device.
`8. The method according to claim 1, further comprising
`approaching a stop position limiting the adjustment path, the
`step of approaching comprising:
`performing a normalizing run with an established maxi-
`mum torque and measurement and storage of a load
`angle 8_i dependent on the adjustment position of the
`adjustment member at least for a region directly adjoin-
`ing the stop position, in order to determine the extent of
`position- dependent sluggishness;
`measuring a prevailing position- dependent load angle 8
`when the stop position is next approached and storing
`the measured prevailing load angle 8 ;
`calculating a maximum torque to be set, as a function of
`the prevailing load angle 8 and of the load angle 8n_1
`of the preceding adjustment movement; and
`operating a drive unit from an established adjustment
`position in the vicinity of the stop position with a torque
`which is lower than the calculated maximum torque to
`be adjusted, the torque being controlled by setting the
`current.
`
`UUSI, LLC
`Exhibit 2031
`8/9
`
`

`
`US 6,710,562 Bl
`
`5
`
`9
`9. The method according to claim 1, wherein for
`approaching a lower stop position of a window regulator, the
`frequency of the rotating field is reduced.
`10. The method according to claim 9, wherein a drive unit
`is switched off when a reduced breakdown torque is
`exceeded.
`11. The method according to claim 10, wherein the drive
`unit is switched off just before reaching the stop position.
`12. The method according to claim 1, wherein the syn-
`chronous motor is converted from a stopped to an operating io
`state by a starting sequence control which takes a sum of all
`inert masses of the adjusting device into consideration to
`minimize a starting time.
`13. The method according to claim 1, wherein a starting
`sequence control of a synchronous motor from a stopped 15
`state is effected in such a way that, depending on a position
`of the adjustment member a maximum torque which may be
`suppled is limited to various values by setting the load angle
`with the aim of restricting excess force in a starting phase of
`the synchronous motor.
`14. The method according to claim 1, wherein a starting
`sequence control is activated automatically for one of a
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`20
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`l0
`certain time and a predetermined number of starting cycles
`after a stoppage of the synchronous motor due to external
`influences.
`15. The method according to claim 1, wherein an oper-
`ating point of the synchronous motor of the adjusting device
`is set automatically during a normalizing run by means of
`the electronic control device.
`16. The method according to claim 15, wherein the
`operating point of the synchronous motor is adapted auto-
`matically to changed conditions when a predetermined per-
`mitted d