• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In order to reduce the mechanical load due to the guidance of the transport unit of a transport device in the form of a long stator linear motor and nevertheless to ensure a secure mounting of the transport unit to the transport path of the transport device in all operating states, it is provided that the force acting on the transport unit the normal force (FNn) with a Regulator (Rk) for regulating the normal force (FNn) is regulated, wherein the controller (Rk) a normal force-forming current component (iAnd) of the drive current (iAn) of the transport unit (Tn) cooperating drive coils (7, 8) determines, so that on the normal force (FΣNn) acting on the transport unit (Tn) as the sum of the normal force (FNn), a magnetic force (FMn) in the normal direction (N) caused by the drive magnets (4, 5) and an external force acting on the transport unit (Tn) ( FEn) in the normal direction (N) of at least one predetermined holding force (FNnmin) in normal direction ng (N) corresponds.
    公开号:AT519664A4
    申请号:T50226/2017
    申请日:2017-03-21
    公开日:2018-09-15
    发明作者:Andreas Weber Dr；Ing Franz Spanlang Dipl
    申请人:B & R Ind Automation Gmbh；
    IPC主号:
    专利说明:

    Method for regulating the normal force of a transport unit of a long-stator linear motor
    The subject invention relates to a method for controlling a force acting on a transport unit of a transport device in the form of a Langstatorlinearmotors normal force on a stretch of transport predetermined by the transport path to which only on one side of the transport unit drive coils of Langstatorlinearmotors are provided and the transport unit on this side by guide elements is held on the transport route.
    In a long-stator linear motor, a plurality of electric drive coils forming the stator are arranged adjacent to each other in a stationary manner along a transport path. On a transport unit, a number of drive magnets, either as permanent magnets or as an electrical coil or short-circuit winding, arranged, which cooperate with the drive coils. Due to the interaction of the (electro) magnetic fields of the drive magnets and the drive coils, a driving force acts on the transport unit, which moves the transport unit forward. The long stator linear motor can be designed as a synchronous machine, either self-excited or externally excited, or as an asynchronous machine. By controlling the individual drive coils, for controlling the magnetic flux, the size of the driving force is influenced and the transport unit can be moved in the desired manner along the transport path. It is also possible to arrange along the transport path a plurality of transport units whose movements can be controlled individually and independently by the respective cooperating with a transport unit drive coils are energized, usually by applying an electrical voltage. A long-stator linear motor is characterized in particular by a better and more flexible utilization over the entire working range of the movement (position, speed, acceleration), an individual regulation / control of the transport units along the transport route, an improved energy utilization, the reduction of maintenance costs due to the smaller number of wear parts , a simple exchange of transport units, efficient monitoring and fault detection and an optimization of the product flow along the transport route. Examples of such long-stator linear motors can be found in WO 2013/143783 A1, US Pat. No. 6,876,107 B2, US 2013/0074724 A1 or WO 2004/103792 A1.
    Due to the magnetic flux generated by the drive coil, in addition to the driving force in the direction of movement of the transport unit, in principle a normal force can also be generated transversely to the direction of movement. For this purpose - analogous to rotary electric motors - the acting drive coils an electric current with a current component in the direction of movement (often referred to as q-component) and a Stromkomponen te in the normal direction (ie transverse to the direction of movement, often d-component) are impressed. The current component in the direction of movement is responsible for generating the propulsive force. For example, in Khong, PC, et al., "Magnetic Guidance of the Movers in a Long-Primary Linear Motor," IEEE Transactions on Industry Applications, Vol.47, No.3, May / June 2011, p.1319- 1327 describe. In Khong, a long stator linear motor is described as seen in the direction of movement, arranged on both sides drive coils and the normal forces on the two sides are used to center the transport unit for guidance in the middle. The regulation of the normal forces is given a lateral deviation of the transport unit from the center of zero.
    The targeted generation of a normal force is avoided in a long-stator linear motor with unilaterally arranged drive coils in normal operation but because a d-component of the drive current causes no propulsion force and therefore represents a loss or reduces the achievable propulsive force in a given structure. With such a construction of the long-stator linear motor, a normal force would therefore be disadvantageous. In a long-stator linear motor with drive coils arranged only on one side, it is therefore attempted to impress only a q-component of the drive current.
    DE 1 963 505 A1 describes a linear induction motor which uses the normal force in the region of a switch in order to move a transport unit on the switch either along one or the other route section. Also in the area of the switch drive coils are provided on both sides in order to guide the transport unit at the fork of the switch accordingly. The normal force on the switch on one side is reduced or completely eliminated, resulting in a resulting transverse magnetic force. Here, the normal force is thus generated or influenced specifically in the area of the switch in order to control the transport unit at the switch. Along the other sections where again only unilaterally arranged drive coils are provided, but you will again strive for the reasons mentioned above, to avoid a normal force. The same can also be taken from EP 3 109 998 A1.
    Of course, a transport unit must also be held securely on the transport route, so that it does not fall down during the movement along the transport route. This applies in particular to sections on which only a one-sided transport path (on which the drive coils are arranged) is provided. Conceivable here are complex mechanical guides to ensure a secure hold. A disadvantage is that such mechanical guides for the worst operating condition (load, speed, acceleration, position of the transport unit, etc.) must be designed. Thus, the guide and bracket is expensive and oversized in most cases. In simpler embodiments, the guide of the transport unit on the transport route a holding force in the normal direction is usually required to keep the transport unit safely to the transport route.
    Running forces on the guides also give rise to running noises and the transport units can also run restlessly, which in turn can lead to vibrations and vibrations. In particular, running noises are very unpleasant, especially when one thinks of large installations with many transport units.
    The drive magnets of the transport unit interact with the iron parts of the stator of the long stator linear motor or the guide construction of the transport path and generate a magnetic force in the normal direction. This magnetic force can be regarded as supporting the holding force, but in many cases alone is not sufficient to keep the transport unit safely in all operating conditions on the transport route. Therefore, additional facilities must be provided for guiding and holding the transport unit. This can be additional, not the drive serving permanent magnets or turn additional mechanical guides or brackets. Both makes the transport unit but again consuming. On the other hand, if the magnetic force is too great, it can mechanically load the transport unit and / or the transport route by high frictional forces due to the resulting high normal force, which can lead to increased wear.
    The fundamental problem, however, is that the leadership of the transport unit must always be designed for the worst operating condition at a section with only one side arranged drive magnet to always keep the transport unit safely on the transport route can. This requires high forces to guide the transport unit, which mechanically load the transport unit and / or the transport route by high frictional forces, which can lead to increased wear and unpleasant vibrations and noises.
    It is an object of the subject invention to provide a method for controlling a transport unit, with which it is possible to reduce the mechanical load through the leadership of the transport unit and still ensure a secure mounting of the transport unit to the transport line in all operating conditions.
    This object is achieved by the normal force is controlled by a controller for regulating the normal force, the controller determines a normal force-forming current component of the drive current cooperating with the transport unit drive coils, so acting on the transport unit resulting normal force as the sum of the normal force, a Magnetic force caused by the drive magnets in the normal direction and an external force acting on the transport unit in the normal direction at least corresponds to a predetermined holding force in the normal direction.
    By regulating the normal force (which also means a simple control), the resulting normal force acting on the transport unit can be influenced so that the resulting force acting on the transport unit in normal force is never larger than required and never smaller than necessary , Thus, the mechanical stress on the guide elements of the transport unit can be reduced and it can also reduce running noise and increase the smoothness of the transport unit.
    This can be achieved very easily by a feedforward control in that the regulator for regulating the normal force determines the normal-force-forming current component of the drive current from a known functional relationship between the normal-force-forming current component of the drive current and a nominal variable of the regulation of the normal force. For this purpose, for example, a setpoint flux can be specified as a setpoint for regulating the normal force and the normal force-forming current component can be calculated as the quotient of the setpoint flux and a known inductance in the normal direction, which can be implemented very simply.
    On the other hand, the control quality can be increased if, in the regulator for regulating the normal force by means of a normal force controller, the normal force-forming current component is determined from the difference between a nominal variable of the regulation of the normal force and an actual variable of the regulation of the normal force.
    Advantageously, in the controller for controlling the normal force based on a pilot control of a target value of the control of the normal force a pilot control and determined by means of a normal force controller from the difference of the target size of the control of the normal force and an actual size of the control of the normal force, a regulator current and the normal force-forming current component as the sum of Pre-control current and the regulator current determined. Thus, even unavoidable fluctuations in normal force can be effectively compensated, whereby the smooth running can be further increased. It is advantageous if the pilot current is determined based on a known relationship of the position of the transport unit relative to the transport path, since this relationship is easily determined.
    The control of the normal force can be easily integrated into a regulation of the movement of the transport unit by a forward force component is determined in a controller for controlling the forward force of the transport unit and a drive current of cooperating with the transport unit drive coils as vectorial sum of the forward force-forming current component and the normal force-forming current component is determined and the drive current to be converted into coil voltages, which are applied to the co-operating with the transport unit drive coils.
    The subject invention will be explained in more detail below with reference to Figures 1 to ..., which show by way of example, schematically and not by way of limitation advantageous embodiments of the invention. It shows
    1 shows an embodiment of a transport device in the form of a long stator linear motor,
    2 is a detail view of the structure of the transport segments and the transport unit, Figure 3 shows a cross section in the normal direction at a point of transport route,
    4 shows a representation of the forces acting on a transport unit forces in the normal direction,
    5 shows a representation of the forces acting on a transport unit forces in the normal direction at different points of the transport route,
    6 to 9 embodiments of a regulation for moving the transport unit,
    10 shows an inventive extension of the regulations of the movement of the transport unit with a controller for regulating the normal force,
    11 shows an embodiment according to the invention of the regulator for regulating the normal force, FIG. 12 shows a further embodiment according to the invention of the regulator for regulating the normal force,
    13 shows an exemplary course of the magnetic flux as a function of the position relative to the transport path and
    Fig. 14 shows a further embodiment of the regulator for regulating the normal force with pilot control.
    In Fig. 1, a transport device 1 in the form of a Langstatorlinearmotors is exemplified. The transport device 1 consists of a number of transport segments TSk (k is this an index that stands for all existing transport segments TS1, TS2, TS3, ...), of which for reasons of clarity, for example, only the transport segments TS1 ... TS7 designates are. A transport segment TSk is arranged in each case on one side of the transport path. The transport segments TSk form different route sections, for example a straight line, curves with different angles and radii, switches, etc., and can be assembled very flexibly in order to form the transport route of the transport device 1. The transport segments TSk together thus form the transport route along which the transport units Tn (n is an index which stands for all existing transport units T1, T2, T3, T4,...) Can be moved. This modular design allows a very flexible design of the transport device 1. The transport segments TSk are of course arranged on a stationary support structure, not shown.
    Along the transport path of the transport device 1, which is given essentially by the longitudinal direction of the transport segments TSk, a number of workstations S1... S4 can also be arranged, in which a manipulation takes place on the components transported with the transport unit Tn. The workstation S1 can be designed, for example, as a sluice-in and / or outfeed station, in which finished components are removed and components to be processed are transferred to a transport unit Tn. In the workstations S2 ... S4, any processing steps can be performed on the components. In this case, the transport units Tn in a workstation S1 ... S4 can also be stopped for processing, e.g. in a filling station where empty bottles are filled or moved, e.g. be temperature-treated in a temperature control in the components, possibly also at a different speed than between the work stations S1 ... S4.
    The transport device 1 is designed as a long stator linear motor, in which the transport segments TSk in a conventional manner each form part of a long stator of the long stator linear motor. Along the transport segments TSk are therefore in the longitudinal direction in a known manner a plurality of the stator forming, stationarily arranged electric drive coils 7, 8 arranged (in Figure 1 for reasons of clarity only for the transport segments TS1, TS2, TS4, TS5, TS6, TS7 indicated), which with drive magnets 4, 5 on the transport units T1 ... Tn (in Fig.1 for reasons of clarity, only for the transport unit T6 indicated) can co-operate. This is shown by way of example in FIG. 2 in detail. A drive magnet 4, 5 can be designed as an electromagnet (excitation coils) and / or as a permanent magnet. The drive coils 7, 8 are preferably arranged on teeth 12 of a ferromagnetic core 13 (for example, an iron laminated core). Of course, the drive coils 7, 8 can also be coreless. Due to this arrangement, it is also immediately apparent that the magnetic flux varies due to the changing magnetic resistance and due to the arrangement of the drive magnet 4, 5 in the longitudinal direction along the transport segment TSk depending on the position of the transport unit Tn.
    Along the transport route, there may also be route sections on which transport segments TSk are arranged on both sides, between which a transport unit Tn is moved (for example the transport segments TS1, TS4). If the transport unit Tn is equipped with drive magnets 4, 5 on both sides (in the direction of movement), then the transport unit Tn can also co-operate simultaneously with the transport segments TSk arranged on both sides. Thus, of course, in total, a larger driving force FVn can be generated. For the invention, however, track sections are considered in which only on one side of a transport segments TSk or drive magnets 7, 8 are provided, for example, on the transport segment TS5.
    3 shows a cross section (transverse to the longitudinal direction) through such a section with a transport segment TSk on one side of the transport path and a transport unit Tn moving thereon. For the invention, it is irrelevant on which side a transport segment TSk or drive coils 7, 8 are arranged. A transport unit Tn consists here of a base body 2 and a component receptacle 3 arranged thereon, wherein the component receptacle 3 can in principle be arranged at any point of the base body 2, in particular also on the underside for suspended components. On the base body 2, the number of drive magnets 4 of the long stator linear motor is arranged on the transport segment TSk side facing the transport unit Tn. As indicated in FIG. 3, however, a number of drive magnets 5 can also be arranged on the opposite side. The transport segment TSk is arranged on a stationary support structure 6 or itself forms part of the stationary support structure 6. At the transport segment TSk, or more generally at the transport path formed by the transport segments TSk, the drive coils 7, 8 of the long stator linear motor are arranged. The transport unit Tn is designed such that the drive magnets 4 are arranged opposite the drive coils 7, so that the drive magnets 4 can interact with the drive coils 7 to produce a drive force Fvn. Thus, the transport unit Tn along the transport path in the forward direction V is movable. At the transport unit Tn are of course also (here for reasons of clarity only hinted) guide elements 9, such as rollers, wheels, sliding surfaces, guide magnets, etc., be provided to guide the transport unit Tn along the transport route and to hold, especially at standstill. The guide elements 9 of the transport unit Tn act to guide with the transport path, e.g. the stationary support structure 6 or the transport segments TSk together, e.g. in which the guide elements 9 are supported on the transport path, hooked on, slide off or unroll, etc. Between the drive coil 7 and the drive magnet 4, an air gap is formed, which is set and maintained, inter alia, by the guide elements 9.
    The drive magnets 4, 5 can also serve as, possibly additional, guide elements 9 in order to keep the transport unit Tn on the transport path. The drive magnets 4 cause, for example, a magnetic attraction on the ferromagnetic parts of the guide structure 6 and / or drive coils 7 (for example, an iron core). This magnetic force FMn tries to pull the transport unit Tn in the direction of the transport path and thus causes a holding force in the normal direction N, which also fulfills a holding function when the transport units Tn move. In the case of a two-sided arrangement of the drive magnets 4, 5 and drive coils 7, 8, the resulting magnetic attraction forces on both sides of the transport unit Tn can cancel of course.
    The guide elements 9 of a transport unit Tn, in cooperation with the transport path 15, ensure that the transport unit Tn is held on the transport path 15. In the operation of the transport device 1, each transport unit Tn at each point of the
    Transport route 15, are held securely at the transport path 15 at any time and in any operating condition. Depending on the structural design of the transport unit Tn and the transport path 15, in particular the guide elements 9, a minimum holding force in the normal direction N will be necessary to prevent falling of the transport unit Tn from the transport path. Preferably, the guide elements 9 and / or the cooperating components of the guide structure 6 are simple and serve to maintain the air gap and absorb the normal forces acting, as well as to hold a transport unit Tn at least at rest and a drop of the transport unit Tn of the Prevent transport route. As a rule, but not necessarily, this holding force will pull the transport unit Tn to the transport path 15. "Simply executed" here means in particular that no large forces are generated by these guide elements 9, which burden the mechanical components of the transport path and / or the transport units Tn, for example, by resulting friction, loads in bearings, guides, etc, or too high Run noise.
    If the transport unit Tn is moved, however, an additional external force FEn in the normal direction N can act on the transport unit Tn. An external force FEn in the normal direction N can, for example, in dependence on the position of the transport unit Tn on the transport route (eg, slope or inclination of the transport route, curve, etc.) and / or depending on the current operating state of the transport unit Tn (eg speed, acceleration, Loading condition, etc.) occur. For example, the external force is caused by acceleration forces or centrifugal forces in curves. Of course, these forces caused by the movement of the transport unit Tn can also be influenced by the mass of the transport unit Tn, and thus, in particular, by the loading of the transport unit Tn. For example, if the transport unit Tn drives into a curve at high loading and high speed, high centrifugal forces act as an external force FEn, which can lead to the transport units Tn falling off the transport line despite the guide elements 9, which of course must be avoided during operation. Another example of the occurrence of external forces FEn is a transport unit Tn which, for example, transports a liquid in a container. During movement, in particular during acceleration, of the transport unit Tn, the liquid in the container may fluctuate, it being possible for considerable considerable external forces FEn to arise on the transport unit Tn. Also unbalanced loads of the transport unit Tn can cause external forces FEn on the transport unit Tn when moving. The desired simple guide elements 9 may not be sufficient due to the external forces acting FEn to keep the transport unit Tn at all points of the transport path 15 safely on the transport route.
    On the other hand, as already mentioned, on the transport unit Tn in the normal direction N, a magnetic force FMn which is produced by the drive magnets 4 in cooperation with the ferromagnetic parts of the drive coils 7 and / or the transport segments TSk and / or the support structure 6 can also act. This magnetic force FMn pulls the transport unit Tn usually to the transport path 15th
    On the transport unit Tn thus a resultant normal force F ^ n acts as the sum of all forces (correct sign) in the normal direction N. Depending on the direction of the resulting normal force F ^ n (executed to transport path 15 or directed away from this), the resulting normal force F ^ n try to lift the transport unit Tn from the transport path 15 or to pull to the transport path 15. In the case of a resulting normal force F ^ n directed away from the transport path 15, the transport unit Tn could e.g. fall off the transport path 15, which of course is to be avoided in any case. However, this resulting normal force F ^ n must be taken up by the guide elements 9 in any case. The guide elements 9 and / or the parts of the transport path 15 cooperating therewith have therefore hitherto been designed so that the transport unit Tn can always be held securely on the transport path 15, whereby the guide elements 9 were greatly oversized in most cases. As a result, the guide elements 9 and / or the part interacting with them were also heavily loaded (for example by friction), since corresponding forces had to act in the normal direction N.
    In order to keep the guide elements 9 easy to be able to hold down the loads on the guide elements 9 and still be able to safely hold the transport unit Tn in each situation on the transport path 15 is now provided according to the invention, caused by the drive coil 7, 8 normal force FNn so that the resultant normal force F ^ n acting on the transport unit Tn corresponds to a predetermined required minimum holding force FNnmin. This allows to compensate for high resulting normal forces F ^ n to the transport path 15 out or away.
    This will be explained with reference to FIG. On the transport unit Tn, the driving force FVn acts to move in the forward direction V. In addition, in the normal direction N, if appropriate, a magnetic force FMn which is produced by the drive magnets 4 in cooperation with the ferromagnetic parts of the drive coils 7 and / or the transport segments TSk and / or the support structure 6 acts. Depending on the position or operating state of the transport unit Tn, an external force FEn can act on the transport unit Tn. By energizing the driving coils 7 interacting with the transport unit Tn with a d component iAd of the drive current iA, a normal force FNn additionally acts on the transport unit Tn. Thus, a resultant normal force F ^ n acts on the transport unit Tn as the sum of all forces acting in the normal direction N. , so F ^ n = I (FNn, FMn, FEn), where the forces are of course correct with the correct sign. This resulting normal force FZNn should correspond in magnitude and direction to at least one predetermined holding force FHnmin, ie FzNn-FiHnminDL © VOrQ © b © n © HsItöKfSft FHnmin is the force in the normal direction N that is required to secure the transport unit Tn to hold on the transport route. After the structural design of the transport path, the transport unit Tn and the guide elements 9 is known, one can assume the required holding force FHnmin as known and given.
    This makes it possible, via the normal force FNn, to influence in a targeted manner the resulting normal force FZNn acting on the transport unit Tn. In a curve, the normal force FNn, for example, against the direction of the centrifugal force acting as external force FEn be generated in order to mitigate or even compensate for the effect of centrifugal forces. The effect of a fluctuating fluid can be estimated in planning the transport path 15 (where the type of loading and the movement is planned in advance) and at critical points (eg at locations where accelerations act or can act) the required normal force FNn to mitigate or compensating the external force FEn be generated. Along a straight line, or when no external forces FEn act, the acting magnetic force FMn can be partially canceled by the normal force FNn to reduce the load on the guide elements 9 by a reduced resultant normal force FZNn. Thus, the mechanical stress on the guide elements 9 and / or on the transport route can be reduced, which also has a positive effect on the service life of the transport unit Tn or on the maintenance intervals. In addition, with it running noise and vibration of the transport unit Tn can be reduced. This very particularly advantageous application for targeted relief of the guide elements 9 is explained for example with reference to FIG. 5.
    Along a transport path 15, which in the illustrated embodiment consists of two transport segments TSk, TSk + 1, two transport units Tn, Tn + 1 are moved. The first transport segment TSk is a straight stretch. In this section of the route is the transport unit Tn, which is here moved at a constant speed vn in the direction of movement V (longitudinal direction of the transport path). The transport unit Tn is held by guide elements 9, not shown, on the transport path 15, ie on the transport segment TSk. On the transport unit Tn acts a magnetic force FMn, which is generated by the drive magnets 4 on the transport unit Tn in cooperation with the transport path 15 (for example, a permanent magnetic attraction). In this straight section, for example, no external force FEn acts in the normal direction N. Thus, a normal force FNn can be generated in this section, which reduces the magnetic force FMn for relieving the guide elements 9 and reducing the running noise. The normal force FNn is adjusted so that the resulting
    Normal force FZNn (sum of the normal force FNn and the magnetic force FMn) at least the predetermined, required holding force FHnmin corresponds.
    The following transport segment TSk + 1 is designed as a curve. When a transport unit Tn + 1 passes through the curve at a speed vn + i, a centrifugal force acts on the transport unit Tn + 1 as an external force FEn + 1 and attempts to lift the transport unit Tn + 1 off the transport segment TSk + 1. The normal force FNn + i can now be used here to attenuate the effect of the centrifugal force and thus to ensure an effective resulting normal force FZNn (sum of the normal force FNn + i, the magnetic force FMn + i and the external force FEn + i), at least the predetermined holding force FHn + imm corresponds. If the centrifugal force is not too high, the normal force FNn + i could also be used to further attenuate a too high resulting normal force FZNn + i in the direction of the transport path 15, as long as the predetermined holding force FHn + imm is not exceeded. Also in this case, the guide elements 9 are relieved and running noise is reduced.
    In a known manner, by controlling or controlling the electrical stator current iA of the drive coils 7, 8 a forward drive force Fvn is generated for each of the transport units Tn, which moves the transport units Tn in the forward direction V along the transport segments TSk, ie along the transport path 15. Of course, it is only necessary to energize the drive coils 7, 8, the just with a transport units Tn, in particular their drive magnets 4, 5, interaction. The generated propulsive forces Fvn must of course not be the same for the individual transport units Tn. Of course, the stator currents iA embossed into the respective drive coils 7, 8 do not necessarily have to be the same size. Each of the transport units Tn can thus be moved individually (position, speed, acceleration) and independently (except for the avoidance of possible collisions) from the other transport units Tn along the transport path 15. After this basic principle of a long stator linear motor is well known, it will not be discussed in detail here.
    A transport segment TSk, or the drive coils 7 arranged thereon, can be controlled for this purpose by a segment control unit 11k, as described, for example, in FIG. A transport unit Tn, which is located in a transport segment TSk, is therefore regulated by the associated segment control unit 11k. In essence, this means that the segment control unit 11k controls the drive coils 7 of the associated transport segment TSk such that the transport unit Tn located thereon is moved in the desired manner (position, speed, acceleration) along the transport segment TSk by the drive force FVn. It is of course possible that several transport units can be moved simultaneously along a transport segment TSk. If a transport unit Tn moves from a transport segment TSk to the next transport segment TSk + 1, then the regulation of the
    Transfers transport unit Tn in an orderly manner to the segment control unit 11k + 1 of the next transport segment TSk + 1. The movement of the transport unit Tn by the transport device 1 can be monitored and controlled in a higher-level system control unit 10, which is connected to the segment control units 11k. The system control unit 10 controls the movement of the individual transport units Tn by the transport device 1, for example, by position specifications (setpoint values of the control). Of course, the current position of the transport unit Tn is also detected in a known manner and by the system control unit 10 and / or the segment control unit 11k to hand over.
    Of course, the transport path 15 need not be formed by individual transport segments TSk, but it can also be realized a continuous structure. Likewise, only a single segment control unit 11 k could be provided which controls all drive coils 7. The segment control units 11k could also be integrated in the system control unit 10. For the movement of the transport unit Tn but not simultaneously arranged on both sides drive coils 7, 8 (if present) must be energized by impressing a stator current iA. In principle, it suffices if the driving force FVn acting on the transporting unit Tn for movement is generated only by means of the drive coils 7 or 8 on one side and the driving magnets 4 or 5 on the associated side of the transporting unit Tn. At travel sections of the transport route where a large propelling force FVn is needed, e.g. in the case of a slope, a heavy load or in areas of acceleration of the transport unit Tn, the driving coils 7, 8 can be energized on both sides (if any) (e.g., transporting section A9 in Fig. 1), whereby the driving force FVn can be increased. It is also conceivable that in certain transport sections of the transport route, the guide structure 6 is designed only on one side, or that in certain transport sections, the guide structure 6 is indeed carried out on two sides, but only on one side with drive coils 7, 8 is equipped. This is also indicated in Fig. 1, where track sections with double-sided guide structure 6 and sections with only one-sided guide structure 6 are indicated.
    The control of a transport unit Tn of a long stator linear motor in the forward direction V is well known and will be explained briefly with reference to FIG. From a plant control unit 10, at each time step the control, e.g. every 1 ms, a desired value SGn, for example a desired position Psoii and / or a desired speed Vsoii, predetermined for the transport unit Tn. A current actual size IGn, for example an actual position Pist and / or an actual speed vist, of the transport unit Tn is determined. The actual quantity IGn can be measured by means of suitable sensors, can be calculated from other known quantities, for example based on a model of the movement of the transport unit Tn, or can be estimated in an observer. The difference between the nominal value SGn and the actual variable IGn is fed to a controller Rk in the corresponding segment control unit 11k, which uses the implemented control law (eg a PI controller or a PID controller) to generate a manipulated variable StGn, for example one at the acting drive coils 7 , 8 to be applied coil voltage us for energizing the drive coils 7, 8, calculated on the controlled system, here the transport device 1 is set. If several transport units Tn are simultaneously moved through a transport segment TSk, then several controllers Rk, one per transport unit Tn, e.g. in the associated segment control unit 11k, be independently active.
    The controller Rk is often, but not necessarily, designed as a regulator cascade, as will be explained with reference to FIG. 7 with a position p as a setpoint SGn. The difference between the setpoint quantity SGn and the actual size IGn (actual position) is fed to a position controller RL, which calculates a speed vn of the transport unit Tn to be set as a setpoint variable SGvn for a speed controller RV. The difference of this setpoint SGvn and an actual variable IGvn (here an actual speed) is fed to the speed controller RV, which calculates a required drive-force-forming current component iAnq of the stator current iA as a setpoint SGin for a current controller RI. The difference between the target quantity SGin and an actual quantity IGin (here, for example, an actual current) is supplied to the current regulator RI, which calculates a coil voltage us as the manipulated variable StGn.
    The propulsion force FVn required for the movement of the transport unit Tn is known to be formed by the propulsion-force-forming current component iAnq (q-component) of the stator current iAn. The non-advancing normal force FNn is formed by a normal force-forming current component iAnCi (d component) of the stator current iAn. The stator current iAn is therefore a current vector with a q and a d component, with the d component usually being set to zero or being used only for switch initiation, e.g. describe in the above-mentioned EP 3 109 998 A1. The stator current iAn corresponds to the vectorial sum current of all coil currents is the drive coils 7 (or 8) of one side acting on the transport unit Tn. For the normal forward movement of the transport unit Tn, therefore, the propulsion-force-forming current component iAnq is sufficient. In an electric motor, thus also in a long-stator linear motor, several drive coils 7, 8 of course act to move the transport unit Tn. Provided that no d-components are present, the propulsion-force-forming current component iAnq corresponds to the vectorial total current of all coil currents is that of the Transport unit Tn acting drive coils 7 (or 8) one side. The propulsive force-forming current component iAnq calculated in the regulator Rk must therefore still be divided between the actually acting drive coils 7. In this case, due to the known position of the transport unit Tn and the known structure of the transport path, which drive coils 7 interact with the transport unit Tn at any time.
    For example, the setpoint SGin (ie, a current) for the current controller RI calculated by the speed controller RV can be divided in a conversion unit 20 into the acting j drive coils 7 (for example by means of the analogue inverse Park transformation), as shown in FIG. The divided setpoint variables SGin are then supplied to individual current regulators RI for each of the acting drive coils 7, which then calculate the coil voltages uSj to be applied to the individual drive coils 7. Alternatively, however, the manipulated variable StGn (the coil voltage us) calculated by the current regulator RI can first also be divided, as shown in FIG. The conversion unit 20 can also be separate from the controller Rk.
    The individual coil voltages uSj of the acting j drive coils 7 (or 8) can then be applied to the drive coils 7 by the drive coil electronics (not shown).
    The regulation of a transport unit Tn is now extended according to the invention by regulating not only the propulsive force-forming current component iAnq, as hitherto, but also the normal-force-forming current component iAnd of the stator current iA. The goal here is to regulate the resulting normal force FZNn (transverse to the driving force FVn) acting on the transport unit Tn during operation of the transport device 1 as described above and independently of the advance force FVn. The control of the normal force FNn is in itself of interest only at sections where only one side (viewed in the forward direction V) of the transport path 15 drive coils 7 (or 8) are arranged (e.g., A4 in Fig. 1). At track sections with drive coils arranged on both sides (eg A9 in FIG. 1), the acting normal forces partly cancel (in particular the magnetic forces FMn) and the resulting normal force can also be absorbed by guide elements 9 on both sides, whereby the mechanical loads are also halved , In addition, a transport unit Tn at such a section can not fall from the transport path 15. For the regulation of the normal force FNn, it is necessary to know the forces acting on the transport unit Tn at a specific position of the transport path 15 in the normal direction N. The external force FEn can be determined, for example, by means of suitable sensors. By an acceleration sensor on the transport unit Tn, for example, an acceleration in the normal direction N could be detected, from which a dynamic force as a product of the known mass of the transport unit Tn (including loading) can be calculated with the acceleration in the normal direction N as an external force FEn. But it can also be a model deposited to the external force FEn depending on known
    To calculate sizes. For example, a model could obtain a centrifugal force as an external force FEn from a known radius of curvature of the conveyor line 15 (e.g., a curve), forward speed V, and mass of the transport unit Tn (including load which may also be assumed to be known). However, the external force FEn can also be configured, for example, during the planning of the transport device 1, that is, at certain positions of the transport path 15, a specific external force FEn can be assumed, calculated, simulated, etc., and stored at this position. In the planning of the transport device 1, the movement of the transport units Tn is normally also planned, whereby the external forces FEn occurring at certain sections can be estimated and can be stored for the regulation of the normal force FNn.
    The acting magnetic force FMn can also be assumed to be known. After the structure of the transport device 1 is known, the magnetic force FMn can be measured, simulated or calculated, for example.
    The predetermined required holding force FHnmm or equivalent to be set resulting target normal force F ^ nsoll can be used as setpoint of the control and the normal force FNn can be adjusted by a controller Rk to ensure at each time or at each position of the transport path 15 that the resulting normal force F ^ n of the predetermined holding force FHnmin corresponds to, or at least not below. In this case, the controller Rk would also need to know the magnetic force FMn and possibly also the external force FEn, which are either supplied to the controller Rk or determined in the controller Rk. Equivalent to this, the regulator Rk can also be given a setpoint normal force FNnsoll as the desired value which is to be set in order to achieve the predetermined holding force FHnmin. In this case, the magnetic force FMn and optionally the external force FEn are taken into account in a higher-level unit, for example in the system control unit 10 or a segment control unit 11k. In the simplest case, based on experience (for example, on the basis of tests), a desired normal force FNnsoll can be specified, which is sufficient to ensure that the predetermined holding force FHnmin is maintained, at least in one section. In this case, not even the magnetic force FMn and possibly the external force FEn should be known, since the nominal normal force FNnsoll can be controlled directly. The controller Rk can be integrated, for example, in a segment control unit 11k, which is assumed below without limiting the generality. Furthermore, it is assumed in the following that the controller Rk receives a setpoint normal force FNnsoll as setpoint.
    The controller Rk for controlling the transport unit Tn is now divided into a controller Rq for controlling the driving force FVn and a controller Rd for controlling the normal force FNn, as shown in Fig.10. The controller Rq corresponds to a conventional controller of
    Driving force FVn, for example, as described above with reference to Figure 6 to 9. However, the concrete implementation of the regulator Rq plays no role in the regulation of the normal force FNn according to the invention. From a higher-level unit, for example, the system control unit 10, as before, a target value SGqn for the regulation of the driving force FVn with the controller Rq and additionally a target value SGdn for the regulation of the normal force FNn with the controller Rd is specified. The target variable SGdn for regulating the normal force FNn is preferably a desired normal force FNnsoii or equivalent to a desired magnetic flux ψηβοΐι in the air gap. The driving force-forming current component iAnq and normal-force-forming current component iAnd calculated in this case are jointly transferred as current vector of the stator current iAn to the current regulator RI, which in turn calculates the coil voltages uSj to be applied. As described above, the converting unit 20 may be provided before or after the current regulator RI.
    In the simplest case, the known relationship f between the target normal force FNn-soii or equivalent to the desired magnetic flux ψη80ιι and the normal force-forming current component iAnd be used to control the normal force FNn for a transport unit Tn in a kind of feedforward control, as in Fig. 11 shown. Likewise, a desired value for the normal force-forming current component iAndsoii could be predefined directly. In this case, the functional relationship f would be given by the unit function. Due to the predetermined and known structure of the transport device 1, the relationship f between the normal force FNn (or the flow ψ) and the normal force-forming current component iAnd can be determined in advance (for example calculated, simulated or measured) and can be assumed to be known. This relationship f is implemented in the controller Rd, for example as a mathematical function or model. A simple connection with the known inductance LSd in the normal direction N can, for example, in the form
    be written.
    Instead of a simple feedforward control, it is also possible to implement a feedback normal force controller RN (for example, a simple PI or PID controller), which is derived from the specified setpoint SGdn (nominal normal force FNnsoii or magnetic nominal flux ψηβοΐι or also a resulting setpoint normal force FZNnson) for the Regulation of the normal force FNn the required normal force-forming current component iA "d calculated, as shown in Fig. 12. The actual variable IGdn required for this purpose, for example a current magnetic flux ψ acting in the air gap, can be measured or estimated in an observer from other measured variables (such as, for example, the current coil current and the current coil voltage).
    Due to the known construction of the transport path and the transport unit Tn, the magnetic flux ψχ acting as a function of the position x of the transport unit Tn relative to the transport path 15 (see FIG. 2) over the length of the transport unit Tn (or over the length the drive magnets 4, 5) are determined in advance. For example, this course of the magnetic flux ψχ can be pre-measured (e.g., by measuring the induction voltage (EMF voltage) and integration thereof), simulated (e.g., in a FEM simulation or reluctance network), or estimated by a flux observer. An exemplary course of the magnetic flux ψχ is shown in FIG.
    This course can be stored, for example in the controller Rk or in the segment control unit 11k, and can be used in the controller Rd, in order to implement a feedforward control for the normal force controller RN. For example, it can be a simple pre-tax law in the form
    can be implemented, with the predetermined target flow ψ ^ π, the flow curve ψ ^) as a function of the position x of the transport unit Tn (which can be taken from the course as in Figure 13) and the known inductance LSd in the d-direction. Of course, another suitable pre-tax law could be realized, even without the course as in Fig13. The controller Rd with precontrol VS could then be implemented as shown in FIG.
    In this case, the desired magnetic flux ψ ^ π is specified as a setpoint SGdn. The desired magnetic flux ψ ^ π is fed to the precontrol VS, which calculates therefrom a pilot current ivs, for example as shown above. The actual flow ψπ ^, as an actual variable IGdn, is estimated in an observer 21 in this exemplary embodiment. The control difference between the desired magnetic flux ψ ^ π and the actual flow ψπ ^ is fed to the normal force controller RN, which only has to compensate for small control deviations via the control current iRN.
    If the course of the magnetic flux as a function of the position is taken into account in the precontrol VS, this flow fluctuation is compensated by the precontrol. Thus, associated with this normal force fluctuations can be compensated in a simple manner, which can further increase the smoothness of the transport unit Tn.
    权利要求:
    Claims (7)
    [1]
    1. Method for regulating a normal force (FNn) acting on a transport unit (Tn) of a transport device (1) in the form of a long-stator linear motor at a section of a transport path (15) predetermined by the transport device (1) on only one side of the transport unit ( Tn) drive coils (7, 8) of the long stator linear motor are provided and the transport unit (Tn) is held on this side by guide elements (9) on the transport path (15), wherein a number of drive magnets (4, 5) on the transport unit (Tn ) with a number of drive coils (7, 8) for generating the normal force (FNn) and the normal force (FNn) with a regulator (Rk) for regulating the normal force (FNn) is regulated, wherein the controller (Rk) is a normal force-forming current component (iAnd) of the drive current (iAn) of the transport unit (Tn) cooperating drive coils (7, 8) determined so that on the transport unit (Tn) acting resultie Normal force (FZNn) as the sum of the normal force (FNn), a magnetic force (FMn) in the normal direction (N) caused by the drive magnets (4, 5) and an external force (Fen) acting on the transport unit (Tn) in the normal direction (N ) corresponds to at least one predetermined holding force (FNnmin) in the normal direction (N).
    [2]
    2. The method according to claim 1, characterized in that the controller (Rk) for regulating the normal force (FNn) the normal force-forming current component (iAnd) of the drive current (iAn) from a known functional relationship (f) between the normal force-forming current component (iAnd) of the Drive current (iA) and a target size (SGdn) of the control of the normal force (FNn) determined.
    [3]
    3. The method according to claim 2, characterized in that as a target value (SGdn) of the regulation of the normal force (FNn) a desired flow (ψη50ιι) is specified and the normal force-forming current component (iAnd) as a quotient of the desired flux (ψη50ιι) and a known inductance (LSd ) is calculated in the normal direction (N).
    [4]
    4. The method according to claim 1, characterized in that in the controller (Rk) for regulating the normal force (FNn) by means of a normal force controller (Rd) from the difference of a target size (SGdn) of the regulation of the normal force (FNn) and an actual variable (IGdn) the regulation of the normal force (FNn) the normal force-forming current component (iAnd) is determined.
    [5]
    5. The method according to claim 1, characterized in that in the controller (Rk) for controlling the normal force (FNn) based on a pilot control of a target value of the control of the normal force (FNn) a pilot control current (iVs) and by means of a normal force controller (Rd) from the Difference of the setpoint (SGdn) of the regulation of the normal force (FNn) and an actual variable (IGdn) of the control of the normal force (FNn) a regulator current (iRn) are determined and the normal force-forming current component (iAnd) as the sum of the pilot control current (iVs) and the regulator current (iRn) is determined.
    [6]
    6. The method according to claim 5, characterized in that the pilot current (iVS) based on a known relationship of the position (x) of the transport unit (Tn) relative to the transport path (15) is determined.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that in a controller (Rq) for controlling the forward force (FVn) of the transport unit (Tn) a forward force-forming current component (iAnq) is determined and a drive current (iAn) of the Transport unit (Tn) co-operating drive coils (7, 8) as the vector sum of the forward power-generating current component (iAnq) and the normal force-forming current component (iAnd) is determined and the drive current (iAn) in coil voltages (uS) are converted to those with the transport unit (Tn) cooperating drive coils (7, 8) are applied.
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    同族专利:
    公开号 | 公开日
    CN108631540A|2018-10-09|
    CA2998706A1|2018-09-21|
    EP3385110A1|2018-10-10|
    US20180273304A1|2018-09-27|
    AT519664B1|2018-09-15|
    US10246266B2|2019-04-02|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50226/2017A|AT519664B1|2017-03-21|2017-03-21|Method for regulating the normal force of a transport unit of a long-stator linear motor|ATA50226/2017A| AT519664B1|2017-03-21|2017-03-21|Method for regulating the normal force of a transport unit of a long-stator linear motor|
    EP18161643.4A| EP3385110A1|2017-03-21|2018-03-14|Method for controlling the normal force of a transport unit of a linear motor with guideway stator|
    US15/926,334| US10246266B2|2017-03-21|2018-03-20|Method for controlling the normal force of a transport unit of a long stator linear motor|
    CN201810233538.5A| CN108631540A|2017-03-21|2018-03-21|The method of the normal force of transmission unit for controlling long-stator linear motor|
    CA2998706A| CA2998706A1|2017-03-21|2018-03-21|Method for controlling the normal force of a transport unit of a long stator linear motor|
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