EP4615713A1 - Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en ouvre d'un tel procédé - Google Patents

Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en ouvre d'un tel procédé

Info

Publication number
EP4615713A1
EP4615713A1 EP23790676.3A EP23790676A EP4615713A1 EP 4615713 A1 EP4615713 A1 EP 4615713A1 EP 23790676 A EP23790676 A EP 23790676A EP 4615713 A1 EP4615713 A1 EP 4615713A1
Authority
EP
European Patent Office
Prior art keywords
value
drive
controller
torque distribution
front wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23790676.3A
Other languages
German (de)
English (en)
Inventor
Albert HUTZL
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SEW Eurodrive GmbH and Co KG
Original Assignee
SEW Eurodrive GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SEW Eurodrive GmbH and Co KG filed Critical SEW Eurodrive GmbH and Co KG
Publication of EP4615713A1 publication Critical patent/EP4615713A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/006—Electric propulsion adapted for monorail vehicles, suspension vehicles or rack railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66F—HOISTING, LIFTING, HAULING OR PUSHING, NOT OTHERWISE PROVIDED FOR, e.g. DEVICES WHICH APPLY A LIFTING OR PUSHING FORCE DIRECTLY TO THE SURFACE OF A LOAD
    • B66F9/00—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes
    • B66F9/06—Devices for lifting or lowering bulky or heavy goods for loading or unloading purposes movable, with their loads, on wheels or the like, e.g. fork-lift trucks
    • B66F9/07—Floor-to-roof stacking devices, e.g. "stacker cranes", "retrievers"
    • B66F9/072—Travelling gear therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B60L2200/44—Industrial trucks or floor conveyors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position

Definitions

  • the invention relates to a method for operating a system with a vehicle and a system for carrying out such a method.
  • the invention is therefore based on the object of further developing a smooth driving through a curve by means of a vehicle, in particular by means of a curve-capable storage and retrieval machine.
  • the object is achieved in the method according to the features specified in claim 1 and in the system according to the features specified in claim 12.
  • the method is provided for operating a system with a vehicle, in particular a rail vehicle, in particular a storage and retrieval machine that can navigate curves, in particular wherein the method is a method for controlling the longitudinal movement of a rail-bound storage and retrieval machine that is driven by at least two drive wheels that are guided on a common rail at a distance from one another in the direction of travel, namely by a front wheel and a rear wheel, in particular wherein a time-dependent course of target positions for the vehicle is specified, wherein the vehicle is moved along a trajectory in the system with a front wheel driven by a first drive operated in speed control and a rear wheel driven by a second drive operated in speed control, wherein the trajectory has straight areas and at least one curved area, in particular a curved area, wherein, in particular by a position controller, a target value specification is generated in such a
  • the first drive is given a target speed which is determined by a first correction value added to the target value specification, which is provided via a first path of a load balancing controller in such a way that a predetermined torque distribution between the first and second drive is regulated, in particular as long as the front wheel and rear wheel are each moved in a respective one of the straight areas of the trajectory, wherein the second drive is given a target speed which is determined by a negative second correction value added to the target value specification, which is provided via a second path of a load balancing controller such that the torque distribution between the first and second drive is regulated to a torque distribution target value, in particular as long as the front wheel and rear wheel are each moved in a respective one of the straight-line areas of the trajectory, wherein after detecting the entry of the front wheel or rear wheel into the curved area, in particular the curve area, one of
  • the advantage here is that as long as cornering is detected, i.e. either the front wheel or the rear wheel is in a curved area and/or curve area of the track curve, the path is switched off and the corresponding drive only receives its setpoint from the position controller, while the other drive, which drives the wheel in the straight area, still receives the setpoint corrected by the load balancing controller.
  • This enables smooth entry from the straight area into the curve area.
  • This also means that the vehicle is only subjected to low forces, jolts or shocks. This enables the transport of sensitive goods.
  • the position controller itself generates a speed target value, which is corrected by the load balancing controller, which receives a signal on the input side that depends on the torque distribution. This means that when driving straight ahead, the system is controlled to achieve a constant torque distribution and also to achieve the specified time-dependent target position curve.
  • the detection of cornering can be ensured by checking additional criteria and can be taken into account in the control logic by means of appropriate logical links.
  • the method according to the invention can alternatively also be used for non-rail-bound vehicles, although a rail guide results in increased driving stability.
  • the difference between the target position and the actual position of the vehicle is fed to a linear controller, in particular a PI controller, in particular the position controller, which makes the target value available on the output side as a control value.
  • a linear controller in particular a PI controller, in particular the position controller, which makes the target value available on the output side as a control value.
  • the advantage here is that the controller can be provided simply and inexpensively.
  • the actual position of the vehicle is realized either by a sensor for detecting the angular position of the respective wheel or by a separate system.
  • the respective drive is operated with speed control, in particular the motor current of this respective drive is set in such a way that the recorded actual speed of the front wheel or rear wheel driven by the drive is regulated to a target speed specified for the drive.
  • each drive has a controller to which the difference between the actual speed and the target speed of the respective wheel is fed and which specifies a target value for motor current to a current controller of the drive as a manipulated variable. This enables cost-effective and simple implementation.
  • the first correction value is generated by the load balancing controller in such a way that the currently determined torque distribution, in particular the actual value of the torque distribution, is regulated to the torque distribution setpoint.
  • the first correction value is generated by the load balancing controller in such a way that the currently determined torque distribution, in particular the actual value of the torque distribution, is fed to a first linear controller, in particular a PI controller, whose control value is limited by means of a first limiter and the control value limited in this way is used as the first correction value as long as the front wheel and the rear wheel are each moved in a straight line area of the trajectory, and otherwise the first correction value is zero.
  • a first linear controller in particular a PI controller
  • the control value limited in this way is used as the first correction value as long as the front wheel and the rear wheel are each moved in a straight line area of the trajectory, and otherwise the first correction value is zero.
  • the second correction value is generated by the load balancing controller in such a way that the currently determined torque distribution, in particular the actual value of the torque distribution, is inverted and the torque distribution inverted in this way is regulated to the torque distribution target value.
  • the advantage here is that when the rear wheel is cornering, it is also possible to switch off the drive assigned to the rear wheel.
  • the second correction value is generated by the load balancing controller in such a way that the currently determined torque distribution, in particular the actual value of the torque distribution, is inverted and the torque distribution inverted in this way is fed to a second linear controller, in particular a PI controller, whose control value is limited by means of a second limiter and the control value limited in this way is used as the second correction value as long as the front wheel and the rear wheel are each moved in a straight line area of the trajectory, and otherwise the second correction value is zero.
  • the load balancing controller generates correction signals, i.e. correction values, whereby the target specification of the position controller can be corrected so that a more even torque distribution can be achieved.
  • the correction signal for the associated drive is switched off, thus enabling a smooth entry into the curve area. It should be noted that only one of the two wheels is ever in one or the curve area.
  • the curve area is not curved more than 90°.
  • the detection is carried out with hysteresis.
  • the advantage here is that stable operating behavior can be achieved.
  • the first path of the load balancing controller has a linear controller, in particular a PI controller, as well as a limiter and control logic, which is supplied with the control value determined by the linear controller and limited by the limiter, with the currently determined torque distribution being supplied to the linear controller on the input side.
  • a control value can be generated from the difference between the actual values of the torques of the two drives, which can be added as a correction value to the target specification of the position controller as long as no cornering is carried out.
  • the torque distribution is equal to the quotient of the torque generated by the first drive and introduced into the front wheel and the torque generated by the second drive and introduced into the rear wheel.
  • the advantage here is that the torque distribution can be determined as the quotient of the actual values of the torques of the two drives and thus a target torque distribution can be easily adjusted.
  • the torque distribution setpoint is zero and the difference between a first product and a second product is used as the torque distribution, wherein the first product is the torque of the first drive multiplied by a first gain factor and the second product is the torque of the second drive multiplied by a second gain factor, in particular wherein the first gain factor is a predetermined constant value and the second gain factor is a different predetermined constant value.
  • control value of the first linear controller limited by the first limiter is a first speed compensation value and the control value of the second linear controller limited by the second limiter is a second speed compensation value, wherein the entry of the front wheel or rear wheel into the curved area, in particular curve area, is detected by comparing the difference between the first speed compensation value and the second speed compensation value with a threshold value, in particular with hysteresis, and by comparing the mean value formed from the first speed compensation value and the second speed compensation value with a second threshold value.
  • a threshold value in particular with hysteresis
  • the vehicle is guided by rails, with a curved area of the rail track, in particular in the rail direction, being bordered on both sides by a straight area of the rail track, with the front wheel of the vehicle being driven by the first drive and the rear wheel being driven by the second drive, with the front wheel and the rear wheel being spaced apart from one another in the rail direction.
  • the advantage here is that the trajectory can be fixed as a rail system and thus stable operation can be achieved.
  • the distance between the axis of rotation of the front wheel and the axis of rotation of the rear wheel is greater than 1.5 times the curve radius, in particular so that the front wheel and rear wheel are not in the curve at the same time, in particular where the curve has a maximum curve angle of 90°, in particular so that the deflection generated by the curve is a maximum of 90°.
  • the advantage here is that only one wheel is in the curve at any one time. The detection of the curve entry of one of the wheels can therefore be carried out quickly and easily, so that the path can be switched off so quickly that no significant jolt is generated when entering the curve area.
  • the first drive has a first electric motor fed by a first inverter and the second drive has a second electric motor fed by a second inverter.
  • each of the two electric motors is regulated, in particular speed-controlled.
  • a target speed is specified for each of the drives so that the respective drive then regulates to this speed, in particular by specifying a target motor current to which the actual motor current is regulated by setting the motor voltage appropriately.
  • the vehicle has a position controller, the output signal of which is fed to a first input of a summer, the second input of which is fed to a correction signal generated by a first path of a load balancing controller, wherein the output signal of the summer is fed to the first drive, in particular as a target speed, wherein a control logic of the vehicle is designed such that the first path is switched off depending on an enable signal, wherein the enable signal is generated by a means for curve detection, in particular wherein the means for curve detection has a comparison means to which a first compensation signal generated in the first path is fed and a second compensation signal generated in the second path is fed, wherein the first compensation signal is generated by a linear controller with a downstream limiter, wherein the linear controller is fed on the input side with the output signal of a difference former, which is designed in such a way that the output signal is the difference between
  • the vehicle has a position controller that is easy and inexpensive to implement, with the output signal of a load balancing controller being superimposed as a correction signal on the control value of the position controller, so that the setpoint for the respective drive is only provided directly by the position controller when cornering is carried out. Further advantages arise from the subclaims.
  • the invention is not limited to the combination of features in the claims. The person skilled in the art will recognize further useful combination options of claims and/or individual claim features and/or features of the description and/or the figures, in particular from the task and/or the task arising from a comparison with the prior art.
  • Figure 1 schematically shows a curve control of a vehicle 50 according to the invention, in particular a storage and retrieval machine, wherein a load balancing controller 3 of a control logic 7 provides speed correction values which are added to the manipulated variables of a position controller 2.
  • Figure 3 shows an example curve requirement.
  • Figure 4 shows a second part of the control logic 7, wherein the output signals control the first part.
  • a driving profile 1 which describes the position s of a vehicle 50, in particular a curved storage and retrieval machine, as a function of time t.
  • the aim is therefore that the vehicle adheres to this driving profile 1 along the trajectory curve, in particular as a target specification.
  • the vehicle has a first drive 11 and a second drive 12 spaced apart therefrom.
  • the two drives (11, 12) each have an electric motor that drives a respective wheel.
  • the first drive drives the front wheel of the vehicle 50 and the second drive 12 drives the rear wheel.
  • the chassis 13 of the vehicle 50 has the two drives (11, 12) and is preferably rail-guided, in particular designed as a rail-guided and/or curve-traveling storage and retrieval machine.
  • the torque distribution between the two drives (11, 12) is constant, for example, each of the two drives (11, 12) must provide the same torque share.
  • This distribution of the torque is specified with the parameters kM1 and kM2 and preferably always remains unchanged during operation.
  • the load balancing controller 3 would actually try to compensate for any change in the actual torque values and to do so would increase the setpoint nSOLLI for the speed of the front wheel. To prevent this, the corresponding path in the load balancing controller 3 is rendered ineffective after the front wheel has entered the curve by outputting a zero as n_Curve_max as the correction value n_Correction_1, thus leaving the setpoint specified by the position controller 2 for the first drive 11 unchanged.
  • n_Correction_2 a negative value, namely n_Correction_2, is added to the setpoint specified by the position controller 2 for the second drive 12, thus influencing the speed of the rear wheel in particular.
  • the invention therefore does not have a master-slave control, but treats both drives (11, 12) in a similar manner.
  • the target position value assigned to the respective current point in time is taken from the travel profile 1 and the difference between this target position value and the actual position value determined by the angle sensors (G1, G2) arranged on the drives 11, 12) is fed to the position controller, in particular a P controller or PI controller.
  • Angle sensors (G1, G2) record the rotational position of the respective rotor shaft of a respective electric motor of the respective drive (11, 12). These electric motors drive the wheels of the vehicle 50 either directly or via a gear, i.e. indirectly.
  • the position of the vehicle 50 is determined from the angular positions recorded by the angle sensors (G1, G2), in particular with the aid of an amplification factor which is proportional to the sum determined from the values recorded by the two angle sensors (G1, G2).
  • a first correction value n_Correction_1 is added to the manipulated variable determined from the difference between the actual position value and the target position value by the position controller 2, and the target speed nSolH determined in this way is specified to the first drive 11.
  • the manipulated variable determined from the difference between the actual position value and the target position value by the position controller 2 is summed up as a second correction value n_Correction_2 and the second target speed nSoll2 determined in this way is specified to the second drive 11.
  • Each drive (11, 12) has an inverter that feeds the electric motor of the respective drive (11, 12) so that the speed of the respective electric motor can be controlled or even regulated.
  • an estimated value or model value for the torque delivered by the electric motor is determined and used as the actual value (M1, M2) of the torque.
  • the first correction value n_correction_1 is determined by the load balancing controller 3 by feeding the difference to it.
  • the difference is then fed to a first controller 5, in particular PI controller, of the load balancing controller 3 with subsequent limiter 6, whose output signal N_Ausrete_1 is fed to the control logic 7.
  • a second correction value n_correction_2 is determined by the load balancing controller 3, wherein for this purpose the inverted difference is fed to a second controller 5, in particular a PI controller, of the load balancing controller 3 with a subsequent second limiter 6, whose output signal n_balancing_2 is also fed to the control logic 7.
  • the actual value of the torque M1 of the first drive 11 is multiplied by the first gain factor kM1, thus determining a first product.
  • the actual value of the torque M2 of the second drive 12 is multiplied by the second gain factor kM2, thus determining a second product.
  • the difference between the first product and the second product is fed to a first path, which has the first controller, in particular a PI controller, which is followed by a first limiter 6, the output signal n_Ausrete_1 of which is fed to the control logic 7, in particular at connection A of the switch arranged in the upper path of Figure 2, which is controlled by the control signal Switch_n1.
  • the switch When the vehicle 50 is traveling straight ahead, the switch remains in the switch position shown in Figure 2.
  • the signal n_Aus GmbH_1 is therefore output as n_korrektur_ 1 and, as shown in Figure 1, added to the output signal of the position controller 2, so that the sum thus formed is specified to the first drive 11 as the target speed nSOLLI.
  • control logic 7 has a second sub-area 40.
  • the two signals n_Ausrete_1 and n_Ausrete_2 are fed to the inputs of function blocks (41, 42, 43, 44), the first, upper input in Figure 4 is designated A and the second, lower input in Figure 4 is designated B.
  • the output signal of the respective function block (41, 42, 43, 44) is formed according to the function shown in each case.
  • the difference between the magnitudes of the signals n_Aus GmbH_1 and n_Ausrete_2 is formed and fed to a further function block 45, which has a hysteresis-affected switching behavior and whose binary output signal is fed to the logic element 47.
  • the second function block 42 determines the mean value of the two signals n_Aus GmbH_1 and n_Aus GmbH_2 as the output signal, which is monitored in a further function block 46 for exceeding a constant threshold value n_Kurve_min.
  • the binary output signal of the further function block 46 is also fed to the logic element 47.
  • a third function block 43 monitors whether the signal n_compensation_1 exceeds the signal n_compensation_2, whereby the binary output signal of the third function block 43 an AND gate, which is also fed with the output signal of the logic element 47.
  • the output signal of the first AND gate is the switching signal Switch_n1 for the upper switch in Figure 2.
  • a fourth function block 44 monitors whether the signal n_compensation_2 exceeds the signal n_compensation_1, whereby the binary output signal of the fourth function block 44 is fed to a second AND gate, which is also fed with the output signal of the logic gate 47.
  • the output signal of the second AND gate is the switching signal Switch_n2 for the lower switch in Figure 2.
  • the output signal of the gate indicates whether one of the wheels of the vehicle 50 is cornering or not.
  • the invention therefore enables smooth entry into the curve, while still being able to maintain a high speed. Even if the vehicle 50 has a very high center of gravity, tipping over along the curve can be prevented despite high driving speed. The same applies when exiting the curve. In addition, the vehicle 50 is not overloaded and a longer service life can therefore be achieved.
  • the distance between the front wheel and the rear wheel is greater than 1.5 times the curve radius.
  • the front wheel and the rear wheel are not in the curve at the same time, in particular where the curve has a maximum curve angle of 90°, in particular where the deflection generated by the curve is a maximum of 90°.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Structural Engineering (AREA)
  • Civil Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Geology (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en œuvre d'un tel procédé, le véhicule étant déplacé le long d'une trajectoire dans le système au moyen d'une roue avant, qui est entraînée par un premier entraînement, et d'une roue arrière, qui est entraînée par un second entraînement, la trajectoire présentant des régions droites et au moins une région incurvée, une spécification de valeur cible étant générée de sorte que la position réelle du véhicule soit réglée sur une position cible, une vitesse de rotation cible étant spécifiée au premier entraînement, la vitesse de rotation cible étant déterminée par une première valeur de correction qui est ajoutée à la spécification de valeur cible et étant fournie par l'intermédiaire d'un premier trajet d'un régulateur de compensation de charge de sorte qu'un réglage soit apporté à une répartition de couple spécifiée entre le premier et le second entraînement, l'un des trajets du régulateur d'égalisation de charge étant éteint une fois qu'il a été identifié que la roue avant a pénétré dans la région incurvée.
EP23790676.3A 2022-11-07 2023-10-18 Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en ouvre d'un tel procédé Pending EP4615713A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022004139 2022-11-07
PCT/EP2023/079004 WO2024099720A1 (fr) 2022-11-07 2023-10-18 Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en œuvre d'un tel procédé

Publications (1)

Publication Number Publication Date
EP4615713A1 true EP4615713A1 (fr) 2025-09-17

Family

ID=88466737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23790676.3A Pending EP4615713A1 (fr) 2022-11-07 2023-10-18 Procédé d'actionnement d'un système comprenant un véhicule, et système pour la mise en ouvre d'un tel procédé

Country Status (4)

Country Link
EP (1) EP4615713A1 (fr)
CN (1) CN120152871A (fr)
DE (1) DE102023004202A1 (fr)
WO (1) WO2024099720A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4671032A1 (fr) * 2024-06-28 2025-12-31 Siemens Aktiengesellschaft Fourniture d'au moins une courbe de vitesse de rotation théorique pour au moins un entraînement d'un appareil de transport guidé sur rails

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19849276C2 (de) 1998-10-27 2001-02-08 Sew Eurodrive Gmbh & Co Verfahren zum Durchfahren einer Strecke mit einem kurvengängigen Regalförderfahrzeug
DE102006048437B4 (de) * 2006-10-09 2008-09-04 Lenze Drive Systems Gmbh Verfahren zum Steuern eines kurvenschnell fahrenden Regalfahrzeugs
EP2736832B1 (fr) 2011-07-27 2016-04-06 Sew-Eurodrive GmbH & Co. KG Procédé de commande du mouvement longitudinal d'un véhicule ferroviaire, dispositif de commande en virage, et véhicule ferroviaire
DE102016200006B4 (de) 2016-01-04 2024-11-07 Magna Steyr Fahrzeugtechnik Gmbh & Co Kg Verfahren zur Dämpfung von Ruckeln im Antriebsstrang eines Fahrzeugs
US11267346B2 (en) 2019-03-29 2022-03-08 Ford Global Technologies, Llc Wye-delta all-wheel electric drive system for electrified vehicles

Also Published As

Publication number Publication date
DE102023004202A1 (de) 2024-05-08
CN120152871A (zh) 2025-06-13
WO2024099720A1 (fr) 2024-05-16

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