METHOD AND APPARATUS FOR DETERMINING FRICTION ASSOCIATED WITH AN ELECTRIC MOTOR

Abstract: Apparatus for dynamically monitoring the friction associated with an electromechanical system including a motor is provided with a closed loop servo with a filtering means in the feed forward loop for driving the electromechan­ ical system. The value of the filtered error signal outputted from the filtering means correlates with the friction in said electromechanical system.

Description: APPARATUS AND METHOD FOR DETERMINING FRICTION ASSOCIATED WITH AN ELECTRIC MOTOR BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to an apparatus and method for determining friction associated with an electric motor. The friction may be monitored while the motor is freerunning, or coupled to drive a mechanism. 2. Description of Prior Art The use of electric motors for driving electromechanical systems, such as machines for transporting a load or weight, paper feed devices, etc. are well known in the prior art. The motors may be servo-controlled so that precise motion is transmitted to the load. The input energy to the motor should be of sufficient magnitude to overcome the frictional force associated with the system and at the same time perform the intended useful work such as transporting a load. Knowing the frictional force associated with a particular system can enable the optimization of power needed to drive a particular system to overcome the frictional force. The frictional force, or change in the magnitude thereof, a#sociated with a system can be used to predict an impending failure in the system. For example, if the bearings in a system are beginning to wear, then by monitoring the change in the friction, one may know when to change the bearing prior to a bearing breakdown of the system. In view of the above, there is a clear need for a device which is able to accurately measure the friction associated with a motor and/or electromechanical system. Moreover, the measuring device should be able to measure friction dynamically. As such, as the frictional characteristics of a system change due to age, worn parts, etc. the calculated value will be more accurate. The calculated value can be used for anti friction compensation or for maintaining reliability, serviceability and availability (RAS) for the system. The effect of friction on an electromechanical system is exemplified in U.S. Patent 3,916,279. In that system a controlled motor is used for lifting a load coupled through a pulley on the shaft of the motor. A friction simulating circuit generates a signal which compensates for the friction associated with the system. The design of the simulating circuit is based on a statistical prediction of the friction. Any deviation from the predicted value reduces the effectiveness of the circuit. SUMMARY It is therefore the object of the present invention to provide a means for measuring the friction associated with an electromechanical system. It is another object of the present invention to log the friction value and to use the same as a diagnostic tool. In accordance with the present invention, an electromechanical system including a motor is driven by a ramp function. A measuring device such as a two phase tachometer is positioned on the shaft of the motor. The tachometer in combination with a counter generates a position signal which is fed back and summed with the ramp function to produce an error signal. A filtering meanz controls the phase and amplitude of the error signal and outputs a signal having a value proportional to the friction at steady state. In one feature of the invention, the frictional value is logged and the logged value is compared with a present value to determine any change in the friction. If the change exceeds a predetermined value, then a warning is issued. The foregoing and other features and advantages of the invention will be apparent from the following more particular description of the preferred embodiment of the invention, as illustrated in the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows a block diagram of an electromechanical system, including a motor, in accordance with the teachings of the present invention. FIG. 2 shows a logging system suitable for use with FIG. 1 to indicate excessive friction in the system. DETAILED DESCRIPTION Referring now to FIG. 1 of the drawings, an electrical drive system 10 is operatively coupled to a machine or process indicated by block 12. The machine or process can be any machine or process known in the art, such as a feed-through scanner. The electrical drive system 10 includes a motor operatively coupled to a power amplifier. The power amplifier supplies the necessary electrical energy which is necessary to drive the motor so as to effectuate the necessary motion in the machine 12. By way of example, if machine 12 is a paper feed mechanism, the output shaft from the motor is coupled through a gear reducing mechanism (not shown) which drives the paper through the machine. It is worthwhile noting that although the system described hereinafter will be a digital system, this should be construed as exemplary since it is within the skill of the art to convert the digital system into an analog system without departing from the scope of the present invention. Still referring to FIG. 1, link 14 couples the machine to the electrical drive system 10. In this type of system, the friction which is present in the machine and the electrical drive system is critical to the proper operation of the system. This being the case, the invention described hereinafter measures the friction associated with the system. It should also be noted that the invention to be described will measure the friction associated with the electrical drive system 10, and in particular, the motor, if a machine such as 12 is not coupled to the motor shaft. In this application the invention is useful for measuring friction associated with a motor on a motor production line. Still referring to FIG. 1, a signal generating means 16 generates a feed forward control signal R on conductor 18. The feed forward control signal R is a positional signal whose magnitude is such that when it is processed by the elements in the feed forward loop of the system and applied to the motor, the shaft of the motor rotates at a predetermined velocity. Tile signal generating means 16 is a 16bit UP counter having two controlled inputs 20 and 22, respectively. The controlled inputs accept control signals outputted from control logic means 2a on conductors 26 and 28 respectively. The signal on conductor 26 initializes the counter so that the output control signal R = O. The successive signals on conductor 28 steps the counter. This being the case, the output signal is in effect a ramp function. Of course, there are other ways of generating a ramp function Wit'loUt departing from the scope of the present invention. The control logic means 24 may be a series of combinatorial logic or a conventional microcomputer programmed to output control signals at predetermined periods of time. The control logic means 24 is governed by two input signals on conductor. 30 and 32 respectively. The signal on conductor 30 is a start signal and in effect enables the control logic means 24 to function. Likewise, the signal on conductor 32 deactivates or stops the control logic means 24 from functioning. As was stated previously, a ramp positional function R is generated by signal generating means 16 and is outputted on conductor 18. The signal is fed into summing means 36. As will be explained hereinafter, the positional signal is algebraically summed with a feedback velocity signal generated on conductor 38 and outputs an error signal E1 on conductor 40. Algebraically stated: E1 = R-C where: R = the ramp positional signal C = the feedback velocity signal In the preferred embodiment of this invention the summing means 36 is a 16-bit subtractor. The error signal El on conductor 40 is next fed into digital filtering means 42. The digital filtering means 42, details of which will be given hereinafter, includes a 16-bit digital filter 44 whose output E2 is fed over conductor 46 into an 8-bit latch means 48. The digital filter 42 controls the amplitude and the phase of generated error El so that the output error value E2 gives a value which is equivalent to the friction in the motor and/or machine 12. The digital filter 44 is controlled by a first clock hereinafter called CLK1 signal on conductor 50 and an initialization signal on conductor 52. Both signals are generated from control logic'means 24. Similarly a clear signal on conductor 5 clears latch 48 while a control clock signal hereinafter called CLK2 on conductor 56 transfers the signal on conductor 46 into the latch. The error value is best representative of the true friction in the motor when the value is achieved with the motor running at steady state. As such the frictional error value on conductor 58 is fed over conductor 60 into a storage means or accumulator 62. The accumulator 62 allows the frictional value to be averaged over a predetermined number of machine cycles. The control signals to accumulator 62 are generated by control logic means 24 over conductors 64 and 66, respectively. By way of example, the signal on conductor 64 clears the contents of the accumulator while the signal on conductor 66 enables the accumulator to receive data from conductor 60. The output from the accumulator is given on conductor 68 and represents the friction associated with the electromechanical system which includes the electrical drive system 10 and/or machine 12. As will be described hereinafter, the frictional value on conductor 68 may be logged into a permanent log or memory under the control of a control pulse on conductor 70. Still referring to FIG. 1, the error signal EZ which is outputted on conductor 58 is converted by a conventional digital to analog convertor( DAC) 72 and is used for driving the motor 10. As was stated previously, the positional signal R tends to rotate the motor shaft. As the shaft of the motor begins to rotate, a measuring means 73 measures the velocity of the rotating shaft. In the preferred embodiment of this invention, the measuring means 73 is a twophase digital tachometer coupled to the shaft of the motor. The digital tachometer measures both velocity and direction of rotation. The use of a digital tachometer for measuring velocity and/or directional rotation is well known in the art. Therefore, the details of such a tachometer will not be described. Suffice it to say that the tachometer provides two 900 phase-shifted output signals which are merged in a utilization circuit to output direction and velocity pul e signab on conductor 74. The direction of motor rotation is sensed by direction sensor means 76. The direction sense means 76 generates an UP signal on conductor 78 or a DOWN signal on conductor 80. The signal on conductor 78 or 80 respectively forces the UP-DOWN counting means 82 to count upwards or downwards depending on the direction of the rotation of the motor shaft, thus effectively integrating the tachometer output to produce a positional output. The output from the UP-DOWN counter is outputted on conductor 38 and is the feedback signal which is algebraically summed with the feed forward positional signal. Initialization of the UP-DO#N counter is achieved by a signal on conductor 8# which is generated from the control logic means 24. Referring now to FIG. 2 a logging system suitable for using the frictional values generated on conductor 68 is shown. However, these error values may-be stored simultaneously in the permanent memory of a computer as part of a error routine and is printed out so that it can be reviewed as part of the reliability, serviceability and availability (RAS) routine. Also, the error values can be used to inform an operator of the increase in friction when it passes a predetermined value. To this end, the frictional value outputted from accumulator 62 on conductor 68 is placed into stage one (STG1) of a multistage shift registor 84. Entry of data into the shift register and/or sequential shifting of data from one stage to the next, is con#trolled by clock pulses outputted from control logic means 24 on conductor 70. The system is configured so that controlled pulses on conductor 70 force the shift register to shift one position to the right. As such the information which was first placed in stage one of the shift register after a number of shifts is now present in stage N + 1 of the register. With one of the shifts, the information in stage (N + 1) is fed over conductor 86 into digital to analog (D/A) convertor 88. The digital to analog convertor converts the digital signal into an analog signal and outputs the same on conductor 90. The signal on conductor 90 is compared with a present signal on conductor 92 to output a signal on conductor 96 when the difference between the signals on conductor 90 and 92 respectively exceed a predetermined reference signal on terminal 9 of comparator means 97. In tlle pieferred embodiment of the present invention, the comparator means 97 is an operational amplifier with a reference terminal 94 which is used to connect the referenced voltage. Whenever the difference bet#.'e#ri the value on conductor go and conductor 92 exceeds that reference, a voltage pulse is outputted on conductor 96. Conductor 96 is operatively coupled to a lamp 98. The signal on conductor 96 illuminates the filament of the lamp and as such, warns an operator when the friction in the system ecrs a tolerable value. It is worthwhile noting that the comparison in the comparator is done between the last stage of the shift register and a present value generated. This means that the last read frictional value is always compared with a present frictional value to indicate whether or not the frictional value in the system is running at an accepted level. A comparison against a constant value could also be used to signal that the friction has surpassed some present value. The use of a controlled closed loop servo to extract friction values associated with a motor and/or motor driven system may be explained mathematically. The below described mathematical model describes a specific example. Of course, the teaching may be used to extend to any type of controlled closed loop servo system. In the mathematical description let Z(G(S)) means the Z-transform of G(S). G(S) is the Z-transform of the Inverse Laplace Transform. In any electromechanical drive system, such as the system described above, at least three types of friction forces are present: 1. , Static Friction (tis) (Striction): Static friction, sometimes called starting friction, is the resistance to movement at zero velocity. 2 Coulomb Friction (TF) Coulomb friction has a constant value for all velocity values of the same sign. 3. Viscous Friction z(tub) B Viscous friction is a linear function of the velocity. The combination of the coulomb and viscous friction torques forms a nonlinear function which does not have a closed form Laplace transform representation. However, if the value of the radian velocity does not change sign or vanish for a particular input and time interval, then the coulomb friction torque appears as a constant torque function which has a closed form Laplace transform. As is expected, the nonlinear aspect of the coulomb friction leads to nonlinear behavior of the control system about zero velocity. A dynamic equation for an electromechanical drive system with friction is as follows: EMI10.1 (Equation 1) where: K I motor torque constant T F = coulomb friction torque J = moment of inertia of motor and load B = viscous friction w = angular velocity of the motor i = motor armature current - The Laplace transform of equation 1 with zero initial conditions is: EMI11.1 where I(s) and W(s) are the Laplace transforms of the motor current and angular velocity respectively. The system transfer function is then: EMI11.2 (Equation 2) First, viscous friction at steady state will be investigated by setting the coulomb friction torque to zero and taking the Z-transform of the system: D(z) R(z) E2(z) = l+D(z)HG(z) where: the notation HG(z) means Z(H(s)G(s)), and in general does not equal H(z)G(z) which means Z(H(s)) times Z(G(s)). The steady state error signal e2(¯) = limit as t approaches infinity e(t), and by the final value theorem: EMI11.3 If the limit as z approaches 1 of l/D(z) equals zero, then we could eliminate parameters of, D(z) from the limit. EMI12.1 which is unbounded when z approaches 1, thus allowing us to eliminate l/D(z) from the limit. Therefore, using the D(z): lim Z-1 R(z) e2( ) Z+1 Z HG(z) It can be shown that the transfer function for the zero order hold and second order plant is: EMI12.2 EMI12.3 which happens to be the Z-transform of the ramp forcing function of amplitude ro, we get: e2(¯) = B (r0) A#K Where b is the mechanical time constant (B/J) and T is the sampling interval in seconds. Next by taking the limit of the last two terms in the numerator as z approaches 1: HG' (z) = AK B z-l Finally, This says that by driving the control system with a ramp (velocity) input of r and observing the steady state error signal, e2(¯), we can measure a value proportional to B, the viscous friction. The total friction at steady state will now be determined. Now we can consider the case-where the coulomb friction torque, TF t does not equal zero. As stated earlier, the coulomb friction appears as a constant torque for angular velocities either positive or negative and never crossing the zero velocity point. waking the Z-transform of the system: EMI13.1 Where T = T(z), the friction torque, and TG(z) = Z(T(s)G(s)) as explained earlier. Again by applying the final value theorem on e2(t) and using the result of the previous section: EMI13.2 It can be shown that where T F is a unit step function with an amplitude T/K: TG(z) - T Z HG(z) AK z-l Therefore, EMI13.3 Equation 3 This result extends the result of the previous section. It says that by driving discrete time system with a ramp input, we can obtain a value proportional to the total system friction. Both proportionality constants, A and K, are gain terms (amplifier gain and motor torque constant respectively). If desired, the values of B and T can be determined by using two distinct velocities of the same sign, say r and 0. If the steady state errors measured at the two velocities are e and E respectively, then: e = Br + T # = Bp + T Equation 4 AK AK Subtracting # from e in Equation 4 yields: = B(r-p) e - # = AK Equation 5 Solving Equation 5 for the viscous friction, B yields: B = AK e-# Equation 6 r-p Substituting the result of Equation 6 into the first member of Equation 4 yields the result for the coulomb friction: T = AK (e-r e-#) r-p As was stated previously, the error E1 on conductor 40 (FIG. 1) is modified by filter 44 to output a signal on conductor 46. The signal on conductor 46 is proportional to the friction in the system. In the preferred embodiment of the present invention a digital filter is used. A mathematical ey#pression for the digital filter or compensator is as follows: EMI15.1 Equation 7 Equation 7 is the complete compensator for the position control system. To implement D(z) in a conventional processor, it must be converted to a difference equation in the time domain. If the input to the compensator is El(z) and the output is E2(Z), then: EMI15.2 EMI15.3 Equation 8 After multiplying the numerator and denominator by 2 l/z , Equation 8 becomes: EMI15.4 Equation 9 After cross multiplying, Equation 9 becomes: 2 E2(z) - 0.1818E2(z)/z - 0.8182E2(z)/z2 Equation 10 10.2El(z) - 18.45El(z)/z + 8.4E2(z)/z2 Finally, after taking the inverse Z-transform, Equation 10 becomes: 10.2e1 (n) - 18.45e1 (n-l) + 8.4e1(n-2)= Equation 11 e2(n) - 0.1818e2(n-1) - 0.8182e2(n-2) Since the desired result is the output at the current sample time, namely e2(n): : e2 (n) =10. 2e1 (n) - 18. 45e1 (n-l) + 8.4el(n-2) + 0.1818e2(n-1) + 0.8182e2(n-2) Equation 12 Equation 12 is in a form that can be realized using a conventional processor or microcomputer. The equation says that the error output at a sample time is the linear combination of the error input at the current sample time, the error inputs at the two previous sample times, and the error outputs at the two previous sample times. The above apparatus and method allows one to accurately determine the friction in an electromechanical system such as a paper drive system (the controlled plant). The friction value requires adaptive determination because its value will vary from one machine to another as well as with time for any one machine. Knowledge of the friction in the controlled plant will have the following beneficial consequences: The processor or controller can save the friction value in nonvolatile storage or send the value to the host for diagnostic purposes. An erratic or unusually large friction value would indicate a possible problem with the scanner drive system. An accurate friction value could minimize transients in a phase locked velocity control when it switches from open loop acceleration to closed loop velocity control. The friction value determines the amount of bias applied to the phase locked loop. The friction value, again applied as a bias, will minimize the velocity ripple in the phase locked loop velocity control under steady state conditions by cancelling the average friction torque in the scanner drive system.

Claims: CLAIMS 1. Apparatus for determining the friction associated with an electric motor comprising in combination: means (16) for generating an input signal, said signal being operable to impart a velocity to the motor; means (73) to monitor and to generate a second signal indicative of the velocity of said motor; summing means (36) operable to receive the position input signal (K) and the second signal (C) and to generate an error signal (El) therefrom; and correlating means (42) for receiving the error signal and outputting a value (60,68) indicative of the friction associated with said motor. 2. The apparatus of claim 1 including a filtering means (44) operable to receive the error signal and to control the phase and magnitude thereof; a storage means (48) operable for storing the error signal outputted from said filtering means; and controller means (24) for enabling the rate at which data is being extracted from said storage means. 3. The apparatus of claim 2 in which said controller means controls said generating means (16). 4. The apparatus of claim 2 or 3 including means (62) responsive to the signal outputted from the filtering means to generate an average value for the friction taken over a predetermined period of time. 5. The apparatus of claim 4 further including means (84) for logging the average frictional values; and means (97) for comparing the logged frictional value with a present frictional value (92). 6. Method for determining the friction associated with an electric motor, said motor forming part of an electro mechanical system, comprising the following steps: generating a controlled signal (R) for driving said motor; monitoring the output of the motor and generating a feedback signal (C); algebraically summing the controlled signal (R) and the feedback signal (C) to generate an error signal (El); filtering the error signal to output a filtered error signal (E2) whose value correlates with the friction associated with said electromechanical system. 7. The method of claim 6 further including the steps of averaging (in 62) the filtered error value when said value is at steady state.

Inventors: NIELSON, MARLIN CRAIG
Applicants: INTERNATIONAL BUSINESS MACHINES CORPORATION
Application year: 1980
Main classification: G01R31
IPC codes: G01M19, G01R31, G01M13, H02P23