• 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:
    The invention relates to a method for controlling an electric drive of a military device, in particular a weapon or a sensor, wherein the device is aligned in the azimuth and in the elevation by means of the drive, wherein a control structure (1) is used to control the drive. A suppression of vibrations and in particular resonance vibrations is effectively possible in that a load-side speed control and / or a load-side position control are performed.
    公开号:CH712842A2
    申请号:CH01009/17
    申请日:2017-08-09
    公开日:2018-02-28
    发明作者:Alfieri Ezio
    申请人:Rheinmetall Air Defence Ag；
    IPC主号:
    专利说明:

    Description: The invention relates to a method for regulating the drive, in particular an electrical drive of a military device, in particular a weapon or a gun, a control structure being used to regulate the drive.
    The present invention particularly relates to a method for controlling the electrical drive of a weapon, in particular a gun. The device is aligned in azimuth and elevation by means of the drive. For this purpose, two partial drives can be provided, one partial drive or both partial drives being regulated according to the prevailing method. For example, this method for. Control of the drive of an anti-aircraft gun, in particular a naval gun. The gun may have a 35 mm caliber, for example. Controlling the engine speed poses a challenge because the drive train, consisting of an electric motor, an elastic shaft and a load, has a structural tendency to oscillate. In the following, a system or controlled system in a drive train of a generic device is understood to mean the unit consisting of a motor, a transmission and, for example, a ring gear with a corresponding angle of rotation encoder. The motor acts on the gearbox and this acts, for example, on a ring gear on a corresponding shaft. A torque is given to the motor and the position and speed of the corresponding shaft are measured and determined via the encoder values.
    Such control structures are used inter alia. also used for machine tools. Controlling the engine speed in drives, for example in machine tools, is a challenge because the drive train consisting of an electric motor, shaft and load has a structure-related tendency to vibrate. It is desirable to achieve a constant engine speed even under changing loads.
    The use of frequency-suppressing, passive filters is disadvantageous because it limits the bandwidth of the controlled system.
    It is also known to expand the control structure by an inner control loop with a state controller, with which the active damping of the resonance of the controlled system can be achieved. This control structure allows a higher control quality of the engine speed and a better sensitivity to external disturbances. Nevertheless, the control behavior with regard to the setpoint adjustment and the interference suppression is strongly coupled, so that in the implementation by complex adjustment, a balance must be made between these values and the setpoint adjustment and the interference suppression so that no vibrations occur.
    [0006] DE 1 0301 765 A1 discloses a control structure for actively damping low-frequency vibrations on numerically controlled machine tools. The control structure has a speed controller with a proportional part and with an integral part. A low-frequency correction signal that is phase-shifted to a disturbing, low-frequency oscillation and free of direct components is applied at an addition point before or after the integral part. The correction signal is formed in an active damping element. In order to generate the correction signal at an addition point, a difference is formed in the damping element from the setpoint speed of a position controller superimposed with the disturbing low-frequency oscillation and a speed derived from a position setpoint. The correction signal is intended to dampen or even eliminate the unwanted vibrations. The correction signal has the frequency of the undesired oscillation, but is out of phase with it by approximately 180 °.
    [0007] DE 10 150 710 A1 discloses a method for detecting position values of at least one function carrier of a rotating machine element.
    The prior art is not yet optimal. In the prior art, the aforementioned control structures with state control are used for motor-side speed control of machine tools. This is sufficient for machine tools, since when machining a rotating workpiece the absolute angular position of the workpiece in relation to the axis of rotation is of no interest, since the tool undergoes a large number of rotations during machining. In contrast, when controlling an electrically driven shaft of a gun, knowledge of the angular position of the driven shaft is of central importance.
    The invention has for its object to provide a controlled system for a drive of a military device with which a suppression of vibrations and in particular resonance vibrations is effectively possible.
    This object on which the invention is based is now achieved by a method having the features of patent claim 1.
    [0011] A load-side speed control and / or a load-side position control is carried out. The load on the controlled system is regulated, whereby the status of other parts, for example the engine, is of secondary importance. Setpoints for the load position and the load speed are specified. The invention extends the control structure by a load-side angular position and a speed control. The signals for the motor position of the drive motor and the motor speed of the drive motor are integrated into the controlled system. These two signals are provided by the engine control and can be read out and determined with the corresponding signal transmitters. The position and speed of the load are determined by software using a model of the controlled system. The method is implemented by software in the engine control unit. The invention
    CH 712 842 A2 extends the control structure on the software side. No additional hardware is required apart from the signal transmitters for measuring the motor position and the motor speed.
    [0012] A cascading control structure is used. A first inner control loop can have a state controller. A second inner or middle control loop is used for the load-side speed control and a third outer control loop is used for the load-side position control. This regulation precedes the regulation for two motors of the gun. The two motors can be aligned around an axis, for example in azimuth or the elevation axis. In a particularly preferred embodiment, the two motors are braced against one another. The control structure is used to control two motors braced against each other.
    [0013] In a particularly preferred embodiment, the drive of a naval gun is regulated. The horizon position of the naval gun against the movement of the ship is regulated. With this regulation, the static friction of the drive must be overcome. However, the method according to the invention regulates so quickly that the system no longer comes into the state of static friction, which greatly increases the quality of the stabilization. Vibrations and jerks are largely, especially completely eliminated.
    [0014] The method according to the invention has the advantage that active damping takes place by means of a controlled system, whereby vibrations are eliminated. Furthermore, a drive is regulated on the load side instead of on the motor side. There is an angular position control for rotary axes in military applications.
    By means of a state controller there is active damping of the resonance and thus an improvement in the control quality of the load position and the load speed as well as an effective suppression of external disturbances. The active damping solves the problem of the resonance of the controlled system and thus does not represent a symptom control of control problems occurring in the system. A setpoint adjustment and a sensitivity to malfunction can be better adjusted individually. The usable frequency range is expanded. This results in increased precision for the weapon and its control.
    A main field of application of the method is a gun with electrically driven azimuth and elevation axes, in particular a naval gun with the need for horizon position control under the movement of the ship. Further areas of application of the invention are sensors, trackers, lasers or the like. Such military devices can also be aligned in azimuth and / or elevation by means of the corresponding drives or by means of the corresponding drive.
    In a preferred embodiment of the method, a friction compensation is used, with certain parameters being determined in advance by means of a static model, the necessary friction compensation values being calculated as feedforward control by means of the model. Friction in a powertrain is a complex, highly non-linear phenomenon that is influenced by various factors. Friction can be differentiated into static friction and sliding friction. In particular, static friction is preferably taken into account in the control in order to avoid position and speed control errors in the subsequent behavior of a drive during a zero speed crossing. A static model can be used for this purpose, with parameters determined in advance, which calculates the necessary friction compensation values as feedforward control. This concept can be sufficient, although it does not take into account and compensate for changing factors such as temperature, aging, manufacturing tolerances.
    In a preferred embodiment, an adaptive disturbance variable compensation is used, with disturbance variable compensation values being determined on the basis of a dynamic model and on the basis of measured values from the controlled system during the running time of the method. This includes friction compensation, in which the friction compensation values are based on a dynamic model and on the basis of measured values from the controlled system during operation, i.e. be determined online. This has the advantage that adaptive friction compensation in the form of an adaptive, general disturbance variable compensation always has correct compensation values over the entire service life of the drive train, regardless of changing environmental factors such as the temperature delivers. By means of this adaptive disturbance variable compensation, not only the friction is taken into account, but also other disturbance variables can be automatically taken into account. The adaptive disturbance variable compensation is online, i.e. made during the execution of the method using the dynamic model and using the measured values from the controlled system.
    [0019] The disadvantages mentioned at the outset are therefore avoided and corresponding advantages are achieved.
    [0020] There are now a large number of possibilities for designing and developing the method according to the invention. For this purpose, reference may first be made to the claims subordinate to claim 1. Three preferred configurations of the invention are explained in more detail below with reference to the drawing and the associated description. The drawing shows:
    1 shows a first control structure with a state control,
    2 shows a second control structure with an additional friction compensation, and FIG. 3 shows a third control structure with an adaptive disturbance variable compensation.
    CH 712 842 A2 A method for controlling an electric drive of a military device, in particular a gun or a sensor, may now be explained with reference to FIGS. 1 to 3. The device can be aligned in azimuth and / or elevation by means of the electric drive. The drive has in particular two electric motors braced against one another (not shown) in order to align the device in azimuth and / or two electric motors braced against one another in order to align the device in elevation. The device is designed in particular as a gun, preferably as a naval gun. Different conical structures 1, 2, 3 are now shown in FIGS. 1 to 3. The control structures are used to control the drive or are used to control the drive.
    In the following, the similarities of the control structures 1, 2, 3 may first be explained, then the differences between the control structures 2 and 3 with respect to the control structure 1 in FIG. 1 may be discussed in more detail. The unit from the motor, the gearbox and, in particular, the ring gear of an axis of rotation serves as the control path 4 in the device or in the gun, the axis of rotation being provided with an angle of rotation encoder. The motor acts on the gear and the gear acts on the ring gear. The controlled system 4 is shown in FIGS. 1 to 3 by a dashed box. The input variables of the control structures 1, 2, 3 are, on the one hand, a setpoint 5 for the load position and a setpoint 6 for the load speed. The setpoint 5 for the load position is fed to a position controller 7. The output of the position controller 7 and the setpoint 6 for the load speed are fed to a downstream speed controller 8. The output of the speed controller 8 now supplies an engine control signal 9 which is fed to the controlled system 4.
    The disadvantages mentioned at the outset are now avoided in that a load-side speed control and / or a load-side position control are carried out. A control circuit 10 is used to carry out the speed control on the load side and a control circuit 11 is used to control the position on the load side. A load speed 12 is fed back from the controlled system 4 to the input of the speed controller 8, the difference being formed from the setpoint 6 for the load speed and the load speed 12.
    A load position 13 is also returned from the controlled system 4 to the input of the position controller 7, a difference between the setpoint for the load position 5 and the load position 13 being formed. The control circuit 11 for regulating the load position forms an outer control circuit 11. The control circuit 10 forms an inner control circuit 10, whereby a cascading control structure 1, 2, 3 is formed in each case.
    In the embodiment shown in FIG. 1, the control loop 10 forms a middle control loop. There is another internal control circuit 14 with a state controller 15. Starting from the controlled system 4, the state controller 15 is supplied with states 16 of the controlled system 4 and is converted back to the output of the speed controller 8 via the state controller 15 by converting them into the engine control signal. The additional state controller 15 can be used to achieve an active damping of the resonance and thus a better control quality of the load position and the load speed as well as an effective suppression of external disturbances.
    The control structure 2 shown in FIG. 2 has a friction compensation 17 mm. Powertrain friction is a complex, highly non-linear phenomenon that is affected by various factors. The friction differs in static friction and sliding friction and can lead to control errors. For this reason, this configuration uses a static model with parameters determined in advance, which calculates the necessary friction compensation values as feedforward control. The precontrol takes place at the output of the speed controller 8. A disadvantage of this embodiment is that the friction compensation cannot take into account and compensate for variable factors such as temperature, aging, manufacturing tolerances.
    The preferred control structure 3 in FIG. 3 can therefore now be discussed in more detail. 3 shows a further control circuit 18, the control circuit 18 having an adaptive disturbance variable compensation 19. Friction compensation values and generally the values of the disturbance variables acting on the drive train are determined online using a dynamic model and using measured values from the controlled system 4. This adaptive disturbance variable compensation 14 thus always provides correct compensation values over the entire service life of the drive train as a function of changing environmental factors, such as the temperature.
    The disadvantages mentioned above are therefore avoided, corresponding advantages are achieved.
    Reference symbol list [0029]
    control structure
    control structure
    control structure
    controlled system
    Setpoint for load position
    CH 712 842 A2
    Setpoint for load speed
    position controller
    cruise control
    Motor control signal
    Control loop (speed control on the load side)
    loop
    load speed
    Last position
    loop
    state controller
    States of the controlled system
    friction compensation
    Control loop (disturbance variable compensation) adaptive disturbance variable compensation
    权利要求:
    Claims (8)
    [1]
    claims
    1. A method for controlling an electric drive of a military device, in particular a weapon or a sensor, the device being aligned in azimuth and elevation by means of the drive, a control structure (1, 2, 3) being used to control the drive, thereby characterized in that a load-side speed control and / or a load-side position control are carried out.
    [2]
    2. The method according to claim 1, characterized in that a resonance of the controlled system (4) is damped by means of a state controller (15).
    [3]
    3. The method according to claim 1 or 2, characterized in that a cascaded control structure (1, 2, 3) is used, an outer control loop (11) for the load-side position control and inner control loop (10) for the load-side speed control being used.
    [4]
    4. The method according to claim 3, characterized in that a further inner control loop (14) has the state controller (15).
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the control structure (1,2, 3) is used to control two mutually braced motors.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that the drive of a naval gun is regulated, the horizon position of the naval gun being regulated against movement of the ship.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that an adaptive disturbance variable compensation (19) is used, wherein during the runtime of the method disturbance variable compensation values (19) are determined on the basis of a dynamic model and on the basis of measured values from the controlled system (4) ,
    [8]
    8. The method according to any one of claims 1 to 6, characterized in that a friction compensation (17) is used, wherein certain parameters are determined in advance by means of a static model, wherein the necessary friction compensation values are calculated as a pilot control by means of the model.
    CH 712 842 A2
    CH 712 842 A2
    CN
    Q
    CN
    CH 712 842 A2 d
    Ll_ (Y)
    类似技术:
    公开号 | 公开日 | 专利标题
    DE102012201562A1|2013-08-08|Controller structure for damping low-frequency vibrations
    EP2574820B1|2014-04-16|Processing machine with oscillation compensation of mobile mechanical structures
    DE102012206559A1|2013-10-24|Device for rotating Drehunförmigkeiten a drive train of a hybrid vehicle
    DE102012010420A1|2013-12-05|Method for damping torsional vibrations in a driveline component
    DE10302263B3|2004-03-18|Internal combustion engine revolution rate regulation involves using different characteristics for input parameter in different engine modes, changing between characteristics when condition fulfilled
    DE10149525A1|2002-05-02|Compensating mechanical vibrations involves superimposing discrete frequency component| of vibration with harmonic torque of equal frequency, defined amplitude/phase
    AT512550B1|2013-10-15|Method for damping vibrations
    EP2321708A2|2011-05-18|Method and control arrangement for controlling a controlled system with a repeating working cycle
    WO2014095565A2|2014-06-26|Method for regulating an electric motor of a drive train of a hybrid vehicle
    EP3545279B1|2020-09-30|Method and device for controlling a test stand arrangement
    DE10122517C1|2002-06-20|Rev filter for IC engine incorporates full or partial elimination of rotational vibration of first order
    CH712842A2|2018-02-28|Method for controlling the drive of a military device, in particular a weapon or a sensor.
    DE102004015973B3|2005-10-06|Method for controlling and regulating an internal combustion engine-generator unit
    DE4104168C1|1992-04-02|
    WO2008028436A1|2008-03-13|Device for damping regulation
    DE2902376A1|1979-07-26|DEVICE FOR VIBRATION DAMPING
    DE1053593B|1959-03-26|Arrangement for adjusting two alternating voltages of the same frequency to ensure phase and amplitude equality
    EP1439437B1|2007-08-08|Method for active damping of low frequency oscillations in numerically controlled machine tools
    DE102014208384A1|2014-11-27|A power train and method for reducing a meshing noise of an electrically driveable powertrain having a gear transmission
    DE19842729C1|2000-02-17|Mounting for oscillating component e.g. engine mounting in automobile, has active vibration damping provided by controlled oscillation of inertia mass dependent on detected vibration characteristics of oscillating component
    EP0739500A1|1996-10-30|Control process
    WO2004058533A1|2004-07-15|Method and device for controlling a clutch within a drive train of a motor vehicle
    DE102014213253B4|2017-12-28|Method for operating a camshaft adjuster and regulating device for a phaser
    DE10137496B4|2016-07-21|Method and control structure for damping low-frequency load oscillations in drives with motor and load
    DE3814810A1|1989-11-16|ACTUATOR FOR ADJUSTING A ROTATING ELEMENT
    同族专利:
    公开号 | 公开日
    CH712842B1|2021-10-29|
    DE102016010160A1|2018-03-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE10150710A1|2001-10-13|2003-04-17|Heller Geb Gmbh Maschf|Rotating machine element and method for detecting position values of at least one function carrier of such a rotating machine element|
    DE10301765A1|2003-01-18|2004-07-29|Dr. Johannes Heidenhain Gmbh|Controller structure for active damping of low-frequency vibrations on numerically controlled machine tools|CN111271409A|2020-03-26|2020-06-12|上海大学|System for damping vibrations and enabling structural rigidity to be varied|
    法律状态:
    2021-03-31| AZW| Rejection (application)|
    优先权:
    申请号 | 申请日 | 专利标题
    DE102016010160.1A|DE102016010160A1|2016-08-25|2016-08-25|Method for controlling the drive of a military device, in particular a weapon or a sensor|
    [返回顶部]