23results about "Stopper details" patented technology

Systems and methods of optimizing electric motor shutdown timing are disclosed. One system includes a machine comprising an electric motor, at least one processor, and at least one memory. The electric motor is configured to automatically shut off after a first time period. The memory stores instructions that, when executed by the processor, cause the system to determine a value pattern based on one or more parameters of the machine and / or one or more parameters of the electric motor, generate a second time period based on the value pattern, and automatically shut off the electric motor based on the second time period. In some embodiments, the value pattern is based on one or more parameters of a user profile associated with an operator of the machine.

The clamping strategy of an electromechanical brake depends on an already existing hydraulic pressure, in order to adjust the mechanical component of the clamping force and avoid an excessive clamping of the brake. The hydraulic component (FHyd) of the clamping force is estimated according to a pressure measurement, subtracted from a target force (FTar) to obtain the mechanical component to be applied (FTarNew), and the electric motor for controlling clamping of the brake is stopped at a threshold value (I2) of the current that is supplied thereto, according to the value of this mechanical component to be applied.

An apparatus may include a first terminal, a second terminal, a direct current (DC) motor, a brake mechanism, and a voltage blocking mechanism. The DC motor may be configured to operate when a voltage is applied across the first terminal and the second terminal. The brake mechanism may be configured to apply braking to the DC motor when no voltage is present across the first terminal and the second terminal, and remove the braking from the DC motor when the voltage is applied across the first terminal and the second terminal. The voltage blocking mechanism may be configured to prevent the DC motor from operating when the voltage is applied across the first terminal and the second terminal until the braking from the brake mechanism is removed from the DC motor.

The present disclosure relates to an electronic parking brake system and a control method thereof. The electronic parking brake system includes an electronic parking brake that includes an electronic parking brake actuator applied by a motor. The electronic parking brake system includes a current sensor configured to detect a current flowing in the motor. The electronic parking brake system includes a processor configured to control a parking apply operation of the electronic parking brake. The electronic parking brake system includes a memory configured to store an inrush current generated during the parking apply operation of the electronic parking brake in a no-load condition. The processor calculates an inrush current model based on the inrush current and may accurately estimate and remove the inrush current generated during the parking apply operation by modeling the inrush current when there is no external load.

This invention discloses a control system and its circuit based on dual-axis electromagnetic brake drive, including a power supply and protection unit, a dual-axis brake drive unit, a dual-axis brake detection unit, and a drive isolation unit. Through the synergy and combination of the above units, four key technologies are formed: integrated symmetrical dual-axis drive, dual-signal redundant enable logic, isolated precision monitoring, and multi-level anti-interference protection. These technologies work together to overcome bottlenecks and achieve the goals of high-precision, high-reliability, and high-safety control. Its advantages include: (1) The symmetrical dual-channel architecture significantly reduces the timing deviation of dual-axis braking, improving positioning accuracy and equipment stability; (2) The innovative redundant logic can achieve PLD-level safety and eliminate the risk of over-cutting; (3) The use of an isolated detection unit greatly improves voltage sampling accuracy and anti-interference; (4) The circuit structure of the multi-level protection network is adaptable to more complex industrial environments.

A method for controlling a braking process of a vehicle with at least one electric motor and a friction brake is described, the method comprising: - Determining a target braking torque for the electric motor depending on a braking torque requested by a driver and the state of the electric motor; - Determining a speed limit depending on a maximum permissible slip; - Controlling the electric motor to generate the required braking torque until the vehicle comes to a standstill, depending on the speed limit; and - After the vehicle has come to a standstill, the braking torque requested by the driver is redistributed from the electric motor to the friction brake. Furthermore, a suitable device for controlling the braking process of a vehicle with at least one electric motor and a friction brake, a corresponding computer program, and a machine-readable storage medium containing the computer program are described.

The application belongs to the technical field of beam pumping unit, in particular to a power unit of beam pumping unit, which comprises a main reducer, an auxiliary reducer, a permanent magnet synchronous motor and a motor frequency converter controller, the auxiliary reducer comprises an auxiliary reducer driven large gear and an auxiliary reducer driving small gear which are engaged with each other, the auxiliary reducer driven large gear is installed on the input shaft of the main reducer, and the auxiliary reducer driving small gear is installed on the motor shaft of the permanent magnet synchronous motor; the auxiliary reducer driven large gear comprises a hub, a gear ring and a plurality of shock absorbing springs, the gear ring is sleeved on the hub and is in clearance fit, a plurality of rectangular slots are uniformly distributed in the circumferential direction at the contact position of the hub and the gear, and the shock absorbing springs are installed in the rectangular slots in a compressed state; the auxiliary reducer driven large gear and the auxiliary reducer driving small gear are both herringbone gears. The application has high transmission efficiency, high reliability, continuous adjustable pumping unit stroke, and can meet the needs of matching with full series of beam pumping units.

A method of controlling movement of a hatch of an energy supply portal of a motor vehicle between a first hatch position in which the portal is covered by the hatch and a second hatch position in which the portal is accessible to provide energy to the motor vehicle, the hatch being operatively connected to a rotor of a DC electric motor. The method includes applying a first voltage level to a winding of the motor, the first voltage level being below a threshold voltage level required for rotor movement, the application of the first voltage causing a first current at a first current level to flow through the winding, and monitoring one or more changes in the current at the first current level. When the change satisfies at least one or more predetermined criteria included in a predetermined set of criteria, a second voltage of a second voltage level is applied, the second voltage level being above the threshold voltage level.

This application provides a brake control circuit, method, and wind turbine generator set. When the first switching element is disconnected, a reverse electromotive force is generated inside the brake coil of the brake. This electromotive force is discharged to the second power supply module through a forced commutation module. The discharge current flows from the second end of the brake coil to the positive output terminal of the second power supply module, and from the negative output terminal of the second power supply module to the first end of the brake coil. Compared with the prior art using energy-dissipating turn-off technology (e.g., using TVS diodes), the energy stored in the brake coil can be released into the second power supply module, thereby reducing the heat generated when the brake coil releases its stored energy. Furthermore, the brake control circuit in this application does not require a TVS diode on its circuit board, thus reducing the area of ​​the circuit board.

An apparatus may include a first terminal, a second terminal, a direct current (DC) motor (202a, 302a, 402a, 502a, 602a), a brake mechanism (204a, 304a, 404a, 504a, 604a), and a voltage blocking mechanism. The DC motor (202a, 302a, 402a, 502a, 602a) may be configured to operate when a voltage is applied across the first terminal and the second terminal. The brake mechanism (204a, 304a, 404a, 504a, 604a) may be configured to apply braking to the DC motor (202a, 302a, 402a, 502a, 602a) when no voltage is present across the first terminal and the second terminal, and remove the braking from the DC motor (202a, 302a, 402a, 502a, 602a) when the voltage is applied across the first terminal and the second terminal. The voltage blocking mechanism may be configured to prevent the DC motor (202a, 302a, 402a, 502a, 602a) from operating when the voltage is applied across the first terminal and the second terminal until the braking from the brake mechanism is removed from the DC motor (202a, 302a, 402a, 502a, 602a).

The present invention relates to a method for brake reconditioning for a friction brake of a drive system having an electronically commutated electric motor, which comprises a rotor and a stator, wherein the friction brake is coupled to the rotor for braking the rotor, wherein the method involves a brake reconditioning of the friction brake and a testing of the braking function of the friction brake for determining a current braking force of the friction brake, wherein the brake reconditioning and the testing are controlled by a controller of the drive system, which is configured for open-loop and closed-loop control of the movement of the rotor and the friction brake. According to the invention, the electronically commutated electric motor comprises the controller as an integrated controller, and the brake reconditioning and the testing of the brake function are carried out together at regular intervals, wherein the testing is carried out after the brake reconditioning in order to verify that the current braking force is above a predefined minimum braking force.

The application provides a functional safety architecture of a robot joint. The architecture comprises a function implementation layer based on a control unit, a function monitoring layer, a hardware monitoring layer based on an independent monitoring component and a brake circuit. The function implementation layer outputs PWM control signals to a three-phase circuit to control the joint movement. The function monitoring layer monitors the function implementation layer operation and determines the safety state, and when entering the safety state, controls the three-phase circuit to make the joint not generate torque and sends a brake holding instruction to the brake; the hardware monitoring layer sends the brake holding instruction to the brake independently of the control unit. Through the multi-layer architecture of the function monitoring layer and the hardware monitoring layer, the deep coupling of software and hardware and the double logic of energy cut-off and mechanical locking, the single point failure hidden danger is eliminated, and the robot joint is ensured to return to the final safety state of stillness and no power in the failure mode.

This utility model discloses a motor brake control circuit and a motor driver. The motor brake control circuit includes a DC power supply and a voltage conversion circuit. The input terminal of the voltage conversion circuit is connected to the DC power supply via a DC bus, and its output terminal is connected to the brake coil. The voltage conversion circuit converts the voltage of the DC power supply into a first driving voltage and outputs it to the brake coil. The motor brake control circuit of this application can output a corresponding voltage according to the magnitude of the output voltage of the motor driver to drive the motor brake to open and close, thereby adapting to motor brakes with various different loads and having higher applicability.

An object of the present invention is to provide an electric brake device that is able to calculate the conversion ratio of thrust to current regardless of a mechanical configuration, without prior measurement, and in response to changes over time.The present invention includes an electric motor 8, a piston 6, brake pads 5a, 5b, and a motor control device 11. The piston 6 moves due to the rotation of the electric motor 8. The brake pads 5a, 5b press a disc rotor 2 through the use of a thrust generated by the movement of the piston 6. The motor control device 11 controls the rotation of the electric motor 8. The motor control device 11 includes an efficiency estimation section 35 that estimates the relationship between a current supplied to the electric motor 8 and the thrust in accordance with the relationship between an increase in the current value of the electric motor 8 with respect to an increase in the position of the piston 6 and the current value of the electric motor 8.

The present invention relates to a method for reconditioning the friction brake of a drive system with an electronically commutated electric motor comprising a rotor and a stator, wherein the friction brake is coupled to the rotor for braking the rotor, wherein the method comprises reconditioning the friction brake and testing the braking function of the friction brake to determine an instantaneous braking force of the friction brake, wherein the reconditioning and testing are controlled by a control system of the drive system which is configured to control and regulate the movement of the rotor and the friction brake.According to the invention, the electronically commutated electric motor includes the control as an integrated control unit, and the brake refresh and the testing of the brake function are performed together at regular intervals, with the testing being carried out after the brake refresh to verify that the instantaneous braking force is above a predetermined minimum braking force.

The application discloses a brake mechanism and a tubular motor applying the brake mechanism, and the brake mechanism comprises a first transmission part, a second transmission part and a torsional spring, wherein a first body of the first transmission part is in transmission connection with a driving part, a second body of the second transmission part is in rotation connection with the first body, an output part is connected with the second body, a body of the torsional spring is elastically sleeved with the first body, and a brake part is located between the first transmission part and the second transmission part. The brake mechanism has good brake performance, can effectively avoid the slipping phenomenon of the tubular motor due to the excessive external load, and has better brake effect and more stable use performance.

The application discloses a device zero-reset method and device, a terminal device and a computer readable storage medium. The method comprises the following steps: acquiring real-time operation parameters and standard operation parameters of a motor driving a device to operate, and detecting a pulse signal corresponding to mechanical limit position limiting the operation of the device according to the real-time operation parameters and the standard operation parameters; and performing a motor zero-reset operation according to the pulse signal. The application can perform device zero-reset based on mechanical limit position, and realize flexible and accurate device zero-reset operation.

Systems and methods of optimizing electric motor shut off timing are disclosed. A system comprises a machine including an electric motor, at least one hardware processor, and at least one non-transitory memory. The electric motor is configured to automatically shut off after a first period of time. The at least one non-transitory memory stores instructions which, when executed by the at least one hardware processor, cause the system to determine a pattern of values based on one or more parameters of the machine and / or one or more parameters of the electric motor, generate a second period of time based on the pattern of values, and automatically shut off the electric motor based on the second period of time. In some embodiments, the pattern of values is based on one or more parameters of a user profile associated with an operator of the machine.

The drive device with emergency treatment of the present application has a motor module, an emergency switch and a processing device. The motor module includes a power input, a control device, a drive device and a motor. The processing device connects the motor module and the emergency switch, and has a power delay time and a control delay time. When the emergency switch is triggered, the processing device is triggered to execute an emergency stop process. The emergency stop process includes counting the power delay time and the control delay time, and during the counting of the control delay time, a deceleration signal is output to the control device to make the drive device drive the motor to run at a reduced speed. Then, when the counting of the control delay time ends, a shutdown signal is output to shut down the drive device. When the counting of the power delay time ends, a power supply to the power input is stopped.

A brake apparatus comprises an electromechanical brake module provided in each wheel of a vehicle, and a controller configured to perform braking control on the electromechanical brake module in response to a pedal signal corresponding to brake pedal movement, wherein the electromechanical brake module includes a brake provided in each wheel, a brake motor configured to operate the brake, a motor position sensor outputting a rotor position signal based on the brake motor's rotor position, and a motor controller supplying a drive current corresponding to target motor torque to the brake motor, and whterin the controller identifies a target driving angle based on the target motor torque, identifies an actual driving angle based on the rotor position signal, and identifies the brake motor failure by comparing an angle error between the target and the actual driving angles with a reference angle when an inspection mode is determined.

The vehicle sensor wing position controller monitors the current supplied to the motor during deployment and determines if the sensor wing has reached the deployed position based on the current. A current spike is generated when at least one stop is encountered or when another obstacle is encountered. The waveform of the current spike is compared to known ramps or waveforms. If there is a sufficient match, then the deployed position is determined to be reached. In another example, the current ripple generated during operation of the motor is counted. If the number of counted current ripples reaches a threshold, then the sensor wing is determined to have reached the deployed position. These two techniques can be used in combination.