(12) United States Patent
`(10) Patent N0.:
`US 6,710,562 B1
`
`Kalb et al.
`(45) Date of Patent:
`Mar. 23, 2004
`
`U3006710562B1
`
`DE
`DE
`
`DE
`DE
`DE
`
`DE
`EP
`JP
`
`(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 & C0.
`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:
`Aug. 2, 2002
`
`(30)
`
`Foreign Application Priority Data
`
`......................................... 199 52 572
`(DE)
`NOV.2,1999
`(51)
`Int. Cl? ................................................. E05F 15/16
`(52) use. ....................... 318/434; 318/286; 318/432;
`318/437
`(58) Field of Search ................................. 318/264, 265,
`318/266 286 432 433 434 437 466
`’
`’
`’
`’
`’ 468 469
`’
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`4,468,596 A
`8/1984 Kinzl et 211.
`5,245,258 A
`9/1993 Becker et al.
`6,239,610 B1 *
`5/2001 Knecht et al.
`
`.............. 324/772
`
`6,304,048 B1 * 10/2001 Davies etal. ............... 318/475
`6,426,604 B1 *
`7/2002 Ito et al.
`..................... 318/466
`
`FOREIGN PATENT DOCUMENTS
`30 341 118 C2
`3/1982
`40 19 787 A1
`1/1991
`
`195 02 306 A1
`297 07 440 U1
`197 07 850 C1
`
`198 09 628 A1
`0 482 040 B1
`57-78357
`
`8/1996
`7/1997
`3/1998
`
`9/1999
`4/1992
`5/1982
`
`“1992
`
`4 231
`JP
`* cited by examiner
`
`Primary Examiner—Bentsu R0
`(7141)) Attorney, Agent, or Firm—Christie, Parker & Hale,
`
`(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
`deVlceS With an ami'trap Pmlecuon and/0r With an excess
`force limitation. The method includes evaluating variables
`correlating to the dynamics 0f 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.
`
`17 Claims, 3 Drawing Sheets
`
`DRY—-—— ‘ _.—WET
`SPACE
`
`
`
`
`
`
`
`UUSI, LLC
`
`Exhibit 2027
`
`WEBASTO ROOF
`
`SYSTEMS, INC.
`
`Petitioner
`
`v.
`
`UUSI, LLC
`Patent Owner
`
`Case:
`
`|PR2014-00650
`
`Patent: 7,579,802
`
`1/9
`
`

`

`(12) United States Patent
`US 6,710,562 B1
`(10) Patent N0.:
`
`
` Kalb et al. (45) Date of Patent: Mar. 23, 2004
`
`USOO6710562B1
`
`(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, Cobnrg (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
`USC. 154(b) by 13 days.
`
`(21) App]. No.: 10/129,465
`
`(22) Filed:
`
`Aug. 2, 2002
`
`Foreign Application Priority Data
`(30)
`Nov. 2, 1999
`(DE)
`......................................... 199 52 572
`
`Int. Cl.7 ................................................. E05F 15/16
`(51)
`(52) U.S. Cl.
`....................... 318/434; 318/286; 318/432;
`31 8/437
`(58) Field of Search ................................. 318/264, 265,
`318/266, 286, 432, 433, 434, 437, 466,
`468, 469
`
`(56)
`
`References Cited
`U.S. PATENT DOCUMENTS
`
`4,468,596 A
`5,245,258 A
`6,239,610 B1 “
`
`8/1984 Kinzl et 01.
`9/1993 Becker et 01.
`5/2001 Knecht et a].
`
`6,304,048 131
`6,426,604 B1 *
`
`............... 318/475
`10/2001 Davies et a1.
`7/2002 Ito et a1. ..................... 318/466
`
`DE
`DE
`DE
`DE
`DE
`
`PE
`JP
`111’
`JP
`
`FOREIGN PATENT DOCUMENTS
`30 341 118 C2
`3/1982
`4019 787 A1
`1/1991
`195 02 306 A1
`1’1996
`297 (17 441) Ul
`/1997
`197 07 850 C1
`3/1998
`
`198 09 628 A1
`57-78357
`0 482 040 B1
`4-231
`
`9/1999
`5/1982
`/1992
`1/1992
`
`* cited by examiner
`
`Primary Examiner—Bentsu R0
`(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.
`
`.............. 324/772
`
`17 Claims, 3 Drawing Sheets
`
`DRY <~i tb—WET
`5PAGE
`SPACE
`
`
`
`42*
`22'
`
`20
`
`54
`
`0
`
`, —
`/—1n
`Km
`0 / ~
`
`
`
`\
`
`.
`
`
`7
`
`/‘
`
`UUSI, LLC
`Exhibit 2031
`
`in
`
`WEBASTO ROOF SYSTEMS,
`INC.
`
`:
`171'
`51
`
`
`£\\.\
`\3 N;
`\
`‘C\
`\
`
`
`\\\§\§)\\ ‘1
`1,,
`
`
`\\ \
`\ _ 1,,
`“4
`,,
`sx
`
`
`
`
`
`\'\
`,2 , 1
`_
`
`C m L\ V5,
`
`
`
`Petitioner
`v.
`
`UUSI, LLC
`Patent Owner
`
`_
`Case.
`|PR2014-00648
`
`Patent: 8,217,612
`
`1/9
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`1/9
`1/9
`
`

`

`US. Patent
`
`h4ar.23,2004
`
`Sheet1,0f3
`
`US 6,710,562 B1
`
`FIGJ
`
`% w
`
`m._
`
`
`
`.T
`
`#4/w
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`2/9
`2/9
`
`
`
`
`
`

`

`US. Patent
`
`Mar. 23, 2004
`
`Sheet 2 0f3
`
`US 6,710,562 B1
`
`n[1/min]
`
`FIG.2
`
`3000
`
`1500
`
`0
`
`O
`
`4
`
`8
`
`M[Nm]
`
`'8?“
`
`FIG.3
`
`
`
`1007c
`
`
`
`0
`
`4
`
`8
`
`M[Nm]
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`3/9
`3/9
`
`

`

`US. Patent
`
`Mar. 23, 2004
`
`Sheet 3 0f3
`
`US 6,710,562 B1
`
`FIG.4
`
`ANGLE6
`
`
`
` LOAD
`
`_________________________________
`
`41.5
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`4/9
`4/9
`
`

`

`US 6,710,562 B1
`
`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
`5722, filed Nov. 2, 1999.
`
`FIELD OF INVENTION
`
`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 /
`drive unit according to the invention may be used particu-
`larly advantageously in conjunction with an electrically
`operated window regulator or a sliding roof.
`BACKGROUND
`
`A generic electronically controlled drive unit is known
`from EP 0 482 040 B1. 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.
`Acorresponding 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 011 the initial measured
`value. If the limit is exceeded, the controller momentarily
`changes over the drive and then switches it olf. 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
`carrying the ring magnets which is sufficient for detecting at
`least one further signal period after the beginning of the
`
`30
`
`35
`
`40
`
`45
`
`50
`
`LIILA
`
`60
`
`65
`
`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 8 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,
`it
`is
`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
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`5/9
`5/9
`
`

`

`US 6,710,562 B1
`
`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 55 before the load angle 8K of the breakdown torque
`that the increase in torque AM between the two load angles
`65, BK 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 8 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 6 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
`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 8” is initially measured and the
`maximum permitted load angle 6mm of the subsequent phase
`calculated on the basis thereof, the prevailing load angle 5,,
`being increased by a relative value (X%x§n) or an absolute
`value (Y degrees), A load angle 5n+1 is then measured at a
`subsequent phase n+1. The load angles 6,, and 6M1 are now
`compared with one another. If the deviation is smaller than
`the value permitted on the basis of the increase (deviation
`between the maximum permitted load angle 6m“ and the
`prevailing load angle a"), 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
`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 6K=180°/Nwmd,
`Nm-m, corresponding to the number of motor windings)
`leading to a stoppage of the motor, an entrapment
`is
`
`10
`
`15
`
`30
`
`35
`
`40
`
`45
`
`50
`
`LIILA
`
`60
`
`65
`
`
`
`
`
`4
`assumed. The motor is then switched olf; its direction of
`rotation is reversed; or it continues to operate for a specific
`time or number of starting cycles, the motor being started 11p
`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 6”, a load angle 6mm 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 oJI 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
`orque which guarantees reliable attainment of the stop
`nosition 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
`nosition takes place from an established adjustment
`Josition in the vicinity of he stop position at a greatly
`reduced speed of adjustment and a reduced torque, the
`orque being controlled by setting the current.
`
`
`The drive unit is switched 0
`on reaching the stored stop
`nosition or on reaching a predetermined maximum
`orque which is lower than the maximum torque of the
`normalizing run when the corresponding adjustment
`osition does not exceed a permitted distance from the
`stored stop position, or on reaching an adjustment
`aosition 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 6,14
`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 an and the load angle 6,1,1 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 o eration which protects the system.
`
`
`It may be s11 icient for various applications, however, if
`
`the rotating fie d 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
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`6/9
`6/9
`
`

`

`US 6,710,562 B1
`
`5
`again or repeatedly using a starting sequence control, to
`check whether it is a transient event which led to stoppage
`of the motor. Astarting sequence control should be used here
`to minimize the starting time.
`It is thus possible to avoid spurious tripping of trap
`protection, for example due to vertical acceleration forces
`when passing over a so—called rough track.
`Aparticular 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
`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 6mm within the monitored
`range of an adjustment movement and the load angle 5K of
`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 TIIE 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 endiface region
`21 with the stator 1(1 of the external rotor motor arranged in
`its cavity. The stator 1a 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 1a
`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.
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`10
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`30
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`35
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`40
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`45
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`50
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`LIILA
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`60
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`6
`To guarantee optimum concentricity of the motor, stator
`1a and rotor 1b 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 1a
`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 1b 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
`between the effective current I,” and the torque M of the
`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
`8. The drive range of the motor extends over a maximum of
`75/4, and this corresponds to a load angle of 90° and therefore
`the so-called tilting angle 6K. 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 51 which
`is adequately spaced from the load angle 6K (90°) of the
`breakdown torque MK. The interval between the torque M1
`of the operating point and the breakdown torque MK is also
`establisaed by setting the load angle 61. A force which is
`applied to the adjustment member and corresponds to the
`maximum entrapment force or excess force is obtained from
`
`
`the di erenee between these two moments M1, MK.
`Therefore, the maximum permitted entrapment force of the
`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
`
`travelling over a rough track. For this purpose, the vibrations
`
`
`
`and impact a ccting 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
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2027
`Exhibit 2027
`7/9
`7/9
`
`

`

`US 6,710,562 B1
`
`7
`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
`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
`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 pemiitted 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-
`nous motor, exceeding of a breakdown torque of the
`synchronous motor is achieved, and one of
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`10
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`35
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`40
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`45
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`65
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`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 6mm 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 6mm 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 6mm 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 0 a drive unit when the stop position is next
`approached from an established adjustment position in
`the Vicini y of the stop position with reduced torque and
`greatly reduced speed, the torque being controlled by
`setting a current;
`switching o
`the drive unit on one of reaching the stored
`
`stop posi ion, reaching a predetermined maximum
`torque which is lower than the establishe