Electromagnetic brake control method and device and storage medium

Abstract

The application discloses an electromagnetic brake control method and device and a storage medium, relates to the technical field of electromagnetic braking, and comprises the following steps: acquiring a bus voltage and a brake rating voltage; determining a first duty cycle according to the bus voltage and the brake rating voltage; outputting a first driving signal corresponding to the first duty cycle to a brake coil to release the brake; determining a second duty cycle according to the brake rating voltage and the acquired brake coil temperature after the brake is released; and outputting a second driving signal corresponding to the second duty cycle to the brake coil to control the brake to maintain a released state. The application can prolong the service life of the brake by acquiring the brake coil temperature in real time and dynamically adjusting the duty cycle, reducing the operating energy consumption and coil heating, and reducing the risk of accidental brake closure.

Description

Technical Field

[0001] This application relates to the field of electromagnetic braking technology, which belongs to the high-end equipment manufacturing industry in the national strategic emerging industries, and in particular to an electromagnetic brake control method, device and storage medium. Background Technology

[0002] In modern industry, electromagnetic brakes are widely used in industrial robots, servo motors, elevator traction machines, and other applications requiring precise positioning and safe braking. Their basic working principle is as follows: when the brake coil is energized, the generated electromagnetic force overcomes the reset force (permanent magnet attraction or spring tension), causing the armature to separate from the brake disc, allowing the motor shaft to rotate freely. When the coil is de-energized, the armature resets under the reset force, generating braking torque. Traditional electromagnetic brake control typically uses constant voltage drive, meaning that the rated voltage is continuously applied to the coil during brake release. This control method has the following problems: prolonged high current flow through the brake coil leads to a continuous increase in coil temperature, accelerating insulation aging and shortening service life; high energy loss hinders system energy saving; and unstable output voltage during power supply voltage fluctuations affects the reliability of brake operation.

[0003] To address the aforementioned issues, some common control logic involves reducing the PWM (Pulse Width Modulation) duty cycle or decreasing the current when the temperature rises. The rationale is to reduce heat generation by decreasing power when the brake itself generates heat. However, in practical applications of electromagnetic brakes, the brake is typically mounted close to the motor, and the conductive heat generated by the motor during prolonged operation is often the primary cause of the brake coil temperature rise. In this case, the increased temperature leads to increased resistance in the copper coil. If the PWM duty cycle is reduced, the coil current will further decrease, and the electromagnetic force will weaken accordingly. For electromagnetic brakes, maintaining the armature in the released state requires sufficient electromagnetic force to overcome the reset force (e.g., permanent magnet attraction or spring tension). When the electromagnetic force weakens to a certain extent, the net holding force on the armature will decrease. Under external vibrations or load fluctuations, there is a safety risk of accidental armature engagement and unintended brake closure. Summary of the Invention

[0004] The main objective of this application is to provide an electromagnetic brake control method, device, and storage medium, which aims to reduce operating energy consumption and coil heating while reducing the risk of accidental brake closure.

[0005] To achieve the above objectives, this application proposes an electromagnetic brake control method, the method comprising: Obtain the bus voltage and the rated voltage of the holding brake; The first duty cycle is determined based on the bus voltage and the rated voltage of the brake. Based on the first duty cycle, a corresponding first drive signal is output to the brake coil to release the brake. After the brake is released, a second duty cycle is determined based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; Based on the second duty cycle, a corresponding second drive signal is output to the brake coil to control the brake to remain in the released state.

[0006] Furthermore, to achieve the above objectives, this application also proposes an electromagnetic brake control device, which includes: The acquisition module is used to acquire the bus voltage and the rated voltage of the holding brake; The first determining module is used to determine the first duty cycle based on the bus voltage and the rated voltage of the brake. The output module is used to output a corresponding first drive signal to the brake coil according to the first duty cycle, so as to release the brake. The second determining module is used to determine a second duty cycle after the brake is released, based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; The control module is used to output a corresponding second drive signal to the brake coil according to the second duty cycle, so as to control the brake to maintain the released state.

[0007] In addition, to achieve the above objectives, this application also proposes an electromagnetic brake control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the electromagnetic brake control method as described above.

[0008] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the electromagnetic brake control method described above.

[0009] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the electromagnetic brake control method described above.

[0010] This application provides an electromagnetic brake control method, device, and storage medium. The electromagnetic brake control method includes: acquiring a bus voltage and a rated brake voltage; determining a first duty cycle based on the bus voltage and the rated brake voltage; outputting a corresponding first drive signal to the brake coil based on the first duty cycle to release the brake; after the brake is released, determining a second duty cycle based on the rated brake voltage and the acquired brake coil temperature, wherein the second duty cycle increases with the increase of the brake coil temperature; and outputting a corresponding second drive signal to the brake coil based on the second duty cycle to control the brake to maintain the released state. By dynamically adjusting the duty cycle during the holding phase based on the real-time acquisition of the brake coil temperature, the duty cycle is increased accordingly when the temperature rises, effectively offsetting the current attenuation caused by the increase in coil resistance with temperature rise, reducing operating energy consumption and coil heating, while reducing the risk of accidental brake closure, thereby extending the brake's service life. Attached Figure Description

[0011] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart illustrating an embodiment of the electromagnetic brake control method of this application. Figure 2 This is a flowchart illustrating Embodiment 2 of the electromagnetic brake control method of this application. Figure 3 This is a flowchart illustrating Embodiment 3 of the electromagnetic brake control method of this application; Figure 4 This is a flowchart illustrating Embodiment 4 of the electromagnetic brake control method of this application. Figure 5 This is a flowchart illustrating Embodiment 5 of the electromagnetic brake control method of this application. Figure 6 A schematic diagram of the module structure of an electromagnetic brake control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an electromagnetic brake control device provided in an embodiment of this application.

[0014] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0015] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0016] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0017] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device, big data service platform, or electromagnetic brake control system capable of realizing the above functions. The following description uses an electromagnetic brake control system as an example to illustrate this embodiment and the subsequent embodiments.

[0018] This application provides an electromagnetic brake control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the electromagnetic brake control method.

[0019] Step S11: Obtain the bus voltage and the rated voltage of the holding brake; It should be noted that the bus voltage refers to the DC power supply voltage that powers the brake coil, which is the energy source for the drive signal output; the rated brake voltage refers to the nominal voltage value applied to the electromagnetic brake under the specified operating conditions to reliably release the brake. Optionally, the rated brake voltage is determined by the design parameters of the brake product.

[0020] In one possible implementation, the rated voltage of the brake is pre-stored in the controller's memory, and the controller reads the rated voltage of the brake from the memory when it is powered on. For application scenarios that support multiple models of brakes, the controller has a pre-stored mapping table of multiple brake models and their corresponding rated voltages. The controller automatically matches and reads the rated voltage of the corresponding model of brake from the mapping table by reading the model identifier of the brake.

[0021] In one possible implementation, the controller collects the bus voltage every preset period, continuously collects multiple bus voltage sample values, and takes the average value as the current bus voltage.

[0022] In one possible implementation, when the bus voltage sampling value exceeds the preset normal operating range, the controller issues a voltage abnormality alarm and prohibits the output of drive signals.

[0023] Step S12: Determine the first duty cycle based on the bus voltage and the rated voltage of the brake; It should be noted that the first duty cycle refers to the duty cycle of the drive signal during the brake release phase. The purpose is to adjust the on-time ratio of the drive signal so that the average voltage across the brake coil is equal to the rated voltage of the brake, thereby ensuring that the armature inside the brake receives sufficient electromagnetic force to quickly complete the release action.

[0024] In one possible implementation, the first duty cycle is determined based on the ratio of the rated voltage of the brake to the bus voltage, i.e., the first duty cycle is equal to the rated voltage of the brake divided by the bus voltage and then multiplied by 100%.

[0025] In one possible implementation, an additional preset margin coefficient is added to the above ratio, so that the first duty cycle is slightly higher than the theoretically calculated value, thereby providing a larger initial electromagnetic force margin.

[0026] Step S13: Based on the first duty cycle, output the corresponding first drive signal to the brake coil to release the brake; It should be noted that the first drive signal refers to a pulse width modulation signal with a first duty cycle. This signal is amplified by the drive circuit and used to control the switching on and off. The brake coil refers to the electromagnetic winding in the electromagnetic brake. When energized, it generates electromagnetic attraction to drive the armature to move, thereby releasing the brake. When de-energized, the electromagnetic attraction disappears, and the brake resets under the action of the spring force. The brake is an actuator that uses electromagnetic principles to achieve mechanical braking and release. It is usually composed of a coil, armature, brake disc, reset element, etc. When the electromagnetic force generated by the coil is energized overcomes the reset force, the armature separates from the brake disc, the brake is in the released state, and the motor shaft can rotate freely.

[0027] Additionally, it should be noted that the drive signal output can be implemented using various hardware circuits, requiring compatibility with the back-end drive circuit and switching device type. The brake coil is an inductive load, and a reverse induced electromotive force is generated when the switching device is turned off. A freewheeling element can be configured in the hardware circuit to provide a discharge path for the coil inductance current and suppress voltage spikes. The timing and pulse amplitude of the drive signal should match the operating threshold of the switching device. Isolation or buffer units can be added to the drive circuit to reduce false triggering caused by interference signals, ensure reliable switching of the switching device, and maintain stable operation of the drive circuit.

[0028] In one possible implementation, the system monitors the coil current while outputting the drive signal. When the coil current reaches a preset pull-in current threshold, it determines in advance that the armature has been pulled in, thereby shortening the high duty cycle output time to reduce unnecessary energy loss.

[0029] Step S14: After the brake is released, a second duty cycle is determined based on the rated voltage of the brake and the obtained brake coil temperature, wherein the second duty cycle increases as the brake coil temperature increases; It should be noted that the brake coil temperature refers to the real-time temperature value of the brake coil winding. This temperature is affected by factors such as the coil's own heating and the motor's conductive heating, and is a key parameter determining the coil resistance. The second duty cycle refers to the percentage of time the drive signal remains at an effective level within one cycle after the brake enters the holding phase. This second duty cycle is usually lower than the first duty cycle and is used to reduce the average current and power consumption of the coil while maintaining the armature release state. The second duty cycle increases as the brake coil temperature increases.

[0030] Additionally, it should be noted that the resistance of copper coils increases with temperature. If the drive duty cycle remains constant, the coil current will decrease, and the electromagnetic holding force will weaken accordingly. Therefore, after the brake enters the holding phase, the controller needs to periodically update the brake coil temperature and refresh the second duty cycle in real time.

[0031] In one possible implementation, the motor stator temperature is detected by an existing temperature sensor inside the motor, and the motor load current is simultaneously acquired. The brake coil temperature is determined based on the motor stator temperature and the motor load current. Then, a second duty cycle is determined based on the rated brake voltage and the acquired brake coil temperature.

[0032] In one possible implementation, the brake coil temperature is obtained via a temperature sensor directly mounted on the brake housing or coil frame. This temperature sensor can be a negative temperature coefficient thermistor, a positive temperature coefficient thermistor, or a resistance temperature detector. A signal conditioning circuit converts the resistance change into a voltage or current signal, which is then acquired by the controller's analog-to-digital converter interface. Based on the acquired voltage or current value and a pre-stored correspondence between temperature and electrical signals, the controller determines the current temperature value.

[0033] In one specific implementation, the brake's calibrated holding phase reference duty cycle at room temperature (e.g., 25 degrees Celsius) is 35%. The system obtains the current temperature of the brake coil as 64.35°C using an existing temperature sensor inside the motor. Based on a resistance-temperature characteristic model, the controller calculates that the second duty cycle required to maintain a constant electromagnetic force at this temperature is approximately 40.3%, meaning the duty cycle needs to be increased from 35% at room temperature to 40.3% to compensate for the current drop caused by increased temperature and resistance, ensuring the armature always remains reliably released.

[0034] Step S15: Based on the second duty cycle, output a corresponding second drive signal to the brake coil to control the brake to maintain the released state.

[0035] It should be noted that the second drive signal refers to a pulse width modulation signal with a second duty cycle; controlling the brake to maintain the released state means that after the brake enters the holding state, the controller continuously outputs a drive signal with a second duty cycle to the brake coil, so that a certain holding current is maintained in the coil, thereby generating an electromagnetic force sufficient to overcome the reset force, ensuring that the armature remains in the state of being attracted to the iron core, the brake disc remains separated from the friction pair, and the motor shaft or load shaft can rotate freely. The reset force refers to the force exerted by the reset element inside the electromagnetic brake on the armature.

[0036] Additionally, it should be noted that after the brake enters the hold-release state, it is no longer necessary to provide a large impact electromagnetic force sufficient to drive the armature to move. Only a static electromagnetic holding force that can counteract the reset force is needed. At this time, the corresponding drive signal for the holding phase can be output using different hardware circuits.

[0037] In one possible implementation, the frequency of the second drive signal remains consistent during the hold phase and the start-up phase. This frequency is uniformly configured by the controller's signal drive generator, set during system initialization, and remains constant throughout the entire operation to ensure the consistency and stability of the drive signal.

[0038] This embodiment dynamically adjusts the duty cycle during the holding phase by acquiring the real-time temperature of the brake coil. When the temperature rises, the duty cycle is increased accordingly, which effectively offsets the current decay caused by the increase in coil resistance with temperature rise. This reduces operating energy consumption and coil heating while reducing the risk of accidental brake closure, thereby extending the service life of the brake.

[0039] In one feasible implementation, refer to Figure 2 , Figure 2 This is a flowchart illustrating an embodiment of the electromagnetic brake control method of this application; the step of determining the second duty cycle based on the rated voltage of the brake and the obtained temperature of the brake coil includes: Step S21: Determine the duty cycle reference value based on the rated voltage of the brake; It should be noted that the duty cycle reference value refers to the basic duty cycle corresponding to the brake being in the released state under the preset calibration temperature conditions. The average coil voltage corresponding to this duty cycle is higher than the minimum holding voltage required to keep the armature released, and is used to provide a basic value for subsequent temperature compensation calculations.

[0040] Additionally, it should be noted that the duty cycle reference value does not take into account the change in coil resistance due to temperature. It is the basic output duty cycle during the holding phase under normal temperature conditions. It can be obtained through actual measurement and calibration of the brake prototype, or it can be preset according to the brake factory parameters combined with theoretical calculations. It can be flexibly selected according to test conditions and product mass production needs.

[0041] In one possible implementation, the system uses the duty cycle corresponding to 30% to 60% of the rated voltage of the holding brake as the duty cycle reference value.

[0042] Step S22: Determine the temperature difference between the obtained brake coil temperature and the preset calibration temperature; It should be noted that the preset calibration temperature refers to the reference temperature used to calibrate the duty cycle base value; the temperature difference is the difference between the brake coil temperature and the preset calibration temperature, and the temperature difference can be positive or negative.

[0043] Additionally, it should be noted that the preset calibration temperature can be selected from ambient temperature or the typical operating temperature for long-term stable operation of the equipment, allowing for flexible configuration based on the product application scenario.

[0044] In one possible implementation, the preset calibration temperature is fixed at 25°C.

[0045] In one possible implementation, the preset calibration temperature supports external parameter configuration, adapting the whole machine to different regions and application environments.

[0046] Step S23: Determine the second duty cycle based on the product of the temperature difference and the preset temperature coefficient, and the duty cycle reference value.

[0047] It should be noted that the preset temperature coefficient can be set according to the actual situation. Optionally, the preset temperature coefficient refers to the resistance temperature coefficient of the copper coil, which reflects the inherent physical characteristic of the copper wire resistance changing with temperature. This coefficient is used to characterize the proportion of change in coil resistance for every degree Celsius change in temperature. Multiplying the temperature difference by the preset temperature coefficient yields the temperature compensation term. Adding the temperature compensation term to the value 1 yields the compensation coefficient. Then, multiplying the compensation coefficient by the duty cycle reference value, the second duty cycle is calculated.

[0048] Additionally, it should be noted that the preset temperature coefficient can be adjusted according to the material of the conductor used in the brake coil. For most industrial electromagnetic brakes, the coil is wound with standard electrical copper, and a value of 0.00385 is sufficient to meet the accuracy requirements. However, for high-precision applications or scenarios with extremely stringent requirements for holding force stability, using the standard value may lead to cumulative errors.

[0049] In one possible implementation, for a copper brake coil, the preset temperature coefficient is 0.00385.

[0050] In one possible implementation, an upper limit constraint is applied to the second duty cycle of the calculated output to prevent the second duty cycle from being too large and causing an abnormal increase in coil power consumption.

[0051] In one specific implementation, the duty cycle reference value is 40%, the temperature difference value is 47.12℃, and the preset temperature coefficient is 0.00385. First, the product of the temperature difference value and the preset temperature coefficient is calculated to be 0.181. Then, 1 + 0.181 = 1.181 is calculated. Finally, the duty cycle reference value of 40% is multiplied by 1.181 to obtain a second duty cycle of approximately 47.24%.

[0052] This embodiment determines the duty cycle reference value in advance, calculates the temperature difference between the brake coil temperature and the calibrated temperature, and calculates the second duty cycle by combining the temperature difference, the preset temperature coefficient and the duty cycle reference value. When the temperature rises, the duty cycle is increased. Combined with feedforward compensation based on the temperature characteristics of resistance, the electromagnetic force in the holding stage does not decrease with the temperature rise, reducing the safety risk of accidental brake closure.

[0053] In one feasible implementation, determining the second duty cycle based on the product of the temperature difference and a preset temperature coefficient, and the duty cycle reference value, includes: Step S31: Calculate the initial duty cycle based on the product of the temperature difference and the preset temperature coefficient, and the duty cycle reference value. It should be noted that the temperature difference is multiplied by the preset temperature coefficient to obtain the temperature compensation term, the temperature compensation term is added to the value 1 to obtain the compensation coefficient, and the compensation coefficient is multiplied by the duty cycle reference value to obtain the initial duty cycle.

[0054] In one possible implementation, the system sets an upper limit for the initial duty cycle to prevent the calculated value of the initial duty cycle from exceeding a reasonable range when the temperature is too high. When the calculated initial duty cycle exceeds the upper limit, the upper limit value is directly output as the initial duty cycle.

[0055] Step S32: Based on a preset safety factor, compensate the initial duty cycle to obtain the second duty cycle.

[0056] It should be noted that the preset safety factor is a correction factor greater than 1 introduced to prevent over-compensation or under-compensation of temperature compensation. It is used to reserve a certain electromagnetic force margin based on the theoretically calculated second duty cycle to ensure that the brake can reliably maintain the released state under operating conditions such as parameter deviation and environmental disturbance. The preset safety factor is read from the pre-stored control parameters. The value of this factor is usually greater than 1 and does not exceed 1.2.

[0057] Additionally, it should be noted that the introduction of a safety factor means that the actual output second duty cycle is slightly higher than the theoretically calculated value. This will cause the actual coil current during the holding phase to be slightly higher than the target holding current value. Within the normal operating temperature range, this deviation is very small and will not affect the safety of the brake. However, when judging the extreme temperature protection, the expected current corresponding to the theoretical calculation should be used as the heating reference, or the upper limit of the actual duty cycle after the safety factor is introduced should be included in the maximum threshold constraint to avoid the actual current exceeding the long-term allowable current carrying capacity of the coil due to an excessively high duty cycle after the safety factor compensation.

[0058] This embodiment calculates the initial duty cycle by combining the temperature difference, the preset temperature coefficient, and the duty cycle reference value. It then compensates the initial duty cycle with a preset safety factor to obtain the second duty cycle. Based on the feedforward compensation, it reserves a safety margin for electromagnetic force, further suppresses fluctuations in the holding electromagnetic force, improves the reliability of the brake holding operation, and reduces the risk of accidental brake closure.

[0059] In one feasible implementation, after determining the second duty cycle based on the product of the temperature difference and the preset temperature coefficient and the duty cycle reference value, the method further includes: Step S41: When the second duty cycle is less than the preset duty cycle threshold, the preset duty cycle threshold is used as the final second duty cycle, wherein the preset duty cycle threshold is determined according to the duty cycle reference value.

[0060] It should be noted that the preset duty cycle threshold is a lower limit of the duty cycle set to prevent the electromagnetic force from being insufficient to maintain the armature release due to the second duty cycle being too small. This preset duty cycle threshold is the minimum duty cycle allowed to be output during the holding phase. The final second duty cycle refers to the actual duty cycle output to the brake coil during the holding phase after being constrained by the minimum duty cycle threshold.

[0061] Additionally, it should be noted that the preset duty cycle threshold is determined with reference to the duty cycle reference value to ensure that the average coil voltage corresponding to the threshold can generate the minimum electromagnetic force required to keep the armature released.

[0062] In one possible implementation, the duty cycle reference value is multiplied by a preset scaling factor to obtain a preset duty cycle threshold, wherein the scaling factor is not less than 0.6.

[0063] In one possible implementation, the preset duty cycle threshold is obtained through whole-machine bench testing. During the test, the duty cycle is gradually reduced until the critical point when the armature is about to be released. The duty cycle corresponding to the critical point is then increased by a certain margin and used as the preset duty cycle threshold.

[0064] In one possible implementation, after each calculation of the second duty cycle, the system compares it with a preset duty cycle threshold and outputs the final second duty cycle.

[0065] In one possible implementation, the system periodically checks the lower limit of the currently output second duty cycle during the holding phase. When the second duty cycle is lower than the preset duty cycle threshold, it is immediately corrected to the preset duty cycle threshold. That is, the preset duty cycle threshold is used as the final second duty cycle. Subsequently, based on the final second duty cycle, a corresponding second drive signal is output to the brake coil to control the brake to maintain the released state.

[0066] This embodiment determines a preset duty cycle threshold based on the duty cycle reference value. When the calculated second duty cycle is lower than the threshold, the threshold is used as the final second duty cycle output. This adds a lower limit constraint to the feedforward compensation adjustment, avoids excessive reduction of the duty cycle under low temperature conditions, which would cause insufficient electromagnetic holding force, improves the system's safety protection mechanism, and ensures stable and reliable operation of the brake in the released state.

[0067] In one feasible implementation, refer to Figure 3 , Figure 3 This is a flowchart illustrating an embodiment of the electromagnetic brake control method of this application; before determining the second duty cycle based on the rated voltage of the brake and the obtained brake coil temperature after the brake is released, the method further includes: Step S51: The motor stator temperature is detected by a temperature sensor located inside the motor. It should be noted that the temperature sensor inside the motor refers to a temperature detection device that is pre-embedded near the stator winding of the motor, used to detect the operating temperature of the motor stator in real time; the motor stator temperature refers to the real-time temperature value of the stator core and winding area of ​​the motor, which reflects the motor's own heating state.

[0068] Additionally, it should be noted that the system obtains the motor stator temperature by outputting a signal from the existing temperature sensor inside the motor, which is then conditioned and converted from analog to digital. There is no need to install an additional temperature sensor on the brake body. Various types of temperature sensors can be used inside the motor.

[0069] In one possible implementation, the temperature sensor is a KTY type silicon temperature sensor. A KTY type silicon temperature sensor is a device that uses the characteristic that the resistivity of silicon semiconductor material changes with temperature to detect temperature. Its resistance increases approximately linearly with increasing temperature, and it has good consistency and interchangeability. It can obtain relatively accurate temperature measurement values ​​without complicated linearization processing, and therefore it is widely used in the temperature detection of motor stator windings.

[0070] In one possible implementation, the temperature sensor is a PTC thermistor (Positive Temperature Coefficient). The PTC thermistor is made of a specially doped semiconductor ceramic material, and its resistance increases with temperature within the normal operating temperature range. In temperature detection applications, the current temperature can be inferred by measuring the change in its resistance value.

[0071] In one possible implementation, the temperature sensor is an NTC thermistor (Negative Temperature Coefficient). NTC thermistors are also made of semiconductor ceramic materials. Unlike PTC thermistors, their resistance decreases rapidly as the temperature rises. In temperature detection applications, the current temperature can be deduced by measuring the change in their resistance.

[0072] Step S52: Obtain the motor load current; It should be noted that the motor load current refers to the current flowing through the stator windings when the motor is running. The magnitude of this current reflects the current output load level of the motor. The larger the motor load current, the higher the heat generated by the copper losses in the motor windings.

[0073] In one possible implementation, when the motor is not directly controlled by this system (i.e., the motor is driven by an external independent driver), the controller can receive the current monitoring signal output by the external driver through the analog input interface. After analog-to-digital conversion, this analog signal is converted into an actual current value according to a preset proportional coefficient, which is then used by the temperature estimation model.

[0074] In one possible implementation, the system reads the motor load current value directly from the internal register of the motor driver via a communication interface, without the need for additional sampling circuitry.

[0075] Step S53: Determine the temperature of the brake coil based on the motor stator temperature and the motor load current.

[0076] It should be noted that the brake coil temperature refers to the real-time operating temperature of the brake coil winding. Since electromagnetic brakes are typically installed close to the motor end cover, heat from the motor stator and the copper losses generated by the motor load current are conducted to the brake coil through mechanical contact. Therefore, a definite thermal coupling relationship exists between the brake coil temperature, the motor stator temperature, and the motor load current. The calculation formula for the thermal coupling model is as follows: ,in To estimate the obtained brake coil temperature, For the stator temperature of the motor, This is the motor load current; These are preset empirical fitting coefficients, characterizing the additional temperature rise caused by the copper loss heat generated by the motor load current being conducted to the brake. This is a preset temperature offset compensation constant, used to compensate for the inherent temperature deviation between the brake coil and the motor stator caused by differences in assembly and heat dissipation when the motor load current is zero.

[0077] Furthermore, it should be noted that the stability of the brake coil temperature estimate calculated by the aforementioned thermal coupling model depends on the fluctuations of the motor stator temperature and motor load current sampling values. In actual operation, the motor stator temperature sampling value may experience instantaneous jumps due to analog-to-digital conversion quantization errors, electromagnetic interference, or sensor noise; the motor load current may also fluctuate rapidly during motor acceleration / deceleration or sudden load changes. Directly substituting these noisy or transiently fluctuating raw data into the temperature estimation model will cause corresponding fluctuations in the brake coil temperature estimate, leading to frequent and unnecessary adjustments to the second duty cycle, thus affecting system stability. Therefore, filtering can be added to improve the stability of the brake coil temperature determination.

[0078] In one possible implementation, the system performs a first-order low-pass filter on the calculated output brake coil temperature. The estimated brake coil temperature calculated at each sampling moment is weighted and averaged with the filtered output value at the previous moment according to a certain weight. This ensures that the output value at each moment reflects the current calculation result and is constrained by historical values, thereby making the waveform of the temperature estimate smoother, suppressing instantaneous noise, and making the filtered temperature value closer to the actual physical temperature change trend.

[0079] In one possible implementation, the system employs multiple sets of calibrations under different operating conditions. , The parameters can be switched and called according to the motor's operating status to improve the accuracy of temperature estimation in different load ranges.

[0080] This embodiment uses the motor's built-in temperature sensor to collect the motor stator temperature and obtain the motor load current. It then indirectly estimates the brake coil temperature using a thermal coupling model. This eliminates the need to add an additional temperature sensor, signal processing circuit, and wiring harness to the brake body, reducing the number of hardware components, improving system integration, and obtaining reliable brake coil temperature estimation results at a lower hardware cost. This provides accurate temperature input for temperature feedforward compensation and duty cycle adaptive adjustment during the brake holding phase.

[0081] In one feasible implementation, refer to Figure 4 , Figure 4 This is a flowchart illustrating Embodiment 4 of the electromagnetic brake control method of this application; the step of outputting a corresponding second drive signal to the brake coil according to the second duty cycle to control the brake to maintain the released state includes: Step S61: When the brake remains in the released state, continuously monitor the brake coil temperature and bus voltage; It should be noted that the brake holding state is a working state in which the brake armature is continuously separated from the brake disc under the action of electromagnetic force, the motor shaft can rotate freely, and the brake does not output braking torque.

[0082] Additionally, it should be noted that after the brake enters the sustained release state, the system needs to continuously collect real-time values ​​of the brake coil temperature and bus voltage at a certain sampling frequency to form continuous monitoring of these two key parameters; the sampling frequency for continuous monitoring can be configured according to application requirements.

[0083] In one possible implementation, the system continuously monitors the brake coil temperature and bus voltage at a sampling frequency of 1 Hz, which is suitable for normal operating conditions where temperature changes are slow.

[0084] In one possible implementation, the system monitors the bus voltage at a higher sampling frequency and the brake coil temperature at a lower sampling frequency, balancing response speed and computational overhead.

[0085] Step S62: Determine the temperature change based on the continuously monitored brake coil temperature; It should be noted that the temperature change refers to the absolute value of the difference between the current brake coil temperature and the brake coil temperature corresponding to the last determination of the second duty cycle. This value represents the magnitude of the change in brake coil temperature since the last duty cycle update.

[0086] Additionally, it should be noted that the temperature change needs to be recorded as the reference temperature when the second duty cycle was last determined. The difference between the currently monitored brake coil temperature and this reference temperature is calculated and the absolute value is taken. The reference benchmark for the temperature change can be selected in different ways. The reference temperature is used as the benchmark point for calculating the temperature change, and its selection method directly determines the starting point for the calculation of the temperature change and the judgment logic.

[0087] Step S63: Determine the bus voltage change based on the continuously monitored bus voltage; It should be noted that the bus voltage change refers to the absolute value of the relative change ratio between the current bus voltage and the bus voltage corresponding to the last determination of the second duty cycle. This value represents the fluctuation range of the bus voltage since the last duty cycle update.

[0088] Additionally, it should be noted that the bus voltage change needs to be recorded as the reference voltage when the second duty cycle was last determined. The difference between the currently monitored bus voltage and this reference voltage is calculated, divided by the reference voltage, and the absolute value is taken and multiplied by 100%. The bus voltage change can be expressed as an absolute value or a relative value.

[0089] In one possible implementation, the change in bus voltage is expressed as a relative percentage, which is the difference between the current bus voltage and the reference bus voltage divided by the absolute value of the reference bus voltage.

[0090] In one possible implementation, the bus voltage change is expressed as an absolute voltage value, that is, the absolute value of the difference between the current bus voltage and the reference bus voltage.

[0091] In one possible implementation, the system performs digital filtering on the bus voltage samples before calculating the change, suppressing misjudgments caused by power supply ripple and transient interference. Digital filtering involves the system storing the most recent bus voltage samples in memory. Each time a new voltage value is acquired, it is added to a queue, and the oldest value in the queue is removed. The arithmetic mean of all stored samples in the queue is then calculated, and this average is used as the filtered output value for the current moment, which is then used for subsequent calculations of bus voltage changes.

[0092] Step S64: When the temperature change exceeds a preset temperature change threshold or the bus voltage change exceeds a preset voltage change threshold, return to the step of determining the second duty cycle based on the rated voltage of the brake and the obtained brake coil temperature.

[0093] It should be noted that the preset temperature change threshold refers to the upper limit of the temperature change that triggers the recalculation of the second duty cycle; the preset voltage change threshold refers to the upper limit of the bus voltage change that triggers the recalculation of the second duty cycle. The temperature change is compared with the preset temperature change threshold, and the bus voltage change is compared with the preset voltage change threshold. When either the temperature change exceeds the preset temperature change threshold or the bus voltage change exceeds the preset voltage change threshold, it is determined that the operating condition change has reached a level requiring adjustment of the duty cycle. The second duty cycle is then recalculated and the output is updated. When neither change exceeds its corresponding threshold, the current second duty cycle remains unchanged.

[0094] Additionally, it should be noted that the preset temperature change threshold and preset voltage change threshold can be flexibly configured according to the application scenario.

[0095] In one possible implementation, the preset temperature change threshold is set to ±2°C, and the preset voltage change threshold is set to ±5%.

[0096] In one possible implementation, the preset temperature change threshold and the preset voltage change threshold can be modified via an external parameter configuration interface.

[0097] In one possible implementation, when the temperature change and the bus voltage change do not exceed the corresponding thresholds but the duration reaches a preset duration, the system also returns to the step of determining the second duty cycle based on the rated voltage of the brake and the obtained brake coil temperature, so as to periodically refresh the control parameters.

[0098] This embodiment continuously monitors the brake coil temperature and bus voltage while the brake is in the released state, obtaining the temperature change and bus voltage change respectively. When either change exceeds the corresponding preset threshold, it returns to the step of determining the second duty cycle based on the brake's rated voltage and the obtained brake coil temperature. This timely response to temperature and power supply condition drift prevents the holding electromagnetic force from attenuating with changes in operating conditions, achieving continuous stepless adaptive adjustment of the duty cycle during the holding phase. It adapts to slow and continuous changes in operating conditions, stabilizes the brake holding force, reduces the risk of accidental brake closure, and ensures that the brake maintains a stable and reliable electromagnetic holding force under long-term operating conditions with continuous temperature and voltage changes.

[0099] In one feasible implementation, the electromagnetic brake control method includes: Step S71: Continuously monitor the brake coil temperature throughout the entire process of maintaining the brake release; It should be noted that the entire process of brake holding release refers to the entire duration from the moment the brake is released and enters the holding phase until the brake receives the disconnect command and exits the holding phase. During the entire period of brake holding release, it is necessary to continuously collect the real-time value of the brake coil temperature at a fixed sampling frequency to form a continuous monitoring of the coil temperature throughout the entire process, without missing the temperature status at any moment.

[0100] In one possible implementation, the system detects the motor stator temperature using an existing temperature sensor inside the motor, and simultaneously obtains the motor load current, indirectly estimating the brake coil temperature through a thermal coupling model.

[0101] In one possible implementation, the system performs digital filtering on the monitored brake coil temperature, smoothing the temperature sampling sequence through the aforementioned moving average filtering or first-order low-pass filtering to suppress sampling noise and instantaneous disturbances.

[0102] In one specific implementation, after the brake enters the sustained release state, the system continuously estimates the brake coil temperature through a thermal coupling model at a sampling frequency of 1Hz, and records the coil temperature change trend throughout the process.

[0103] Step S72: When the temperature of the brake coil is detected to reach the preset temperature threshold, an overheat alarm signal is issued and the power supply to the brake is cut off.

[0104] It should be noted that the preset temperature threshold refers to the maximum allowable temperature value of the brake coil, which corresponds to the upper limit of the safe temperature range for the brake coil insulation class. Exceeding this temperature may cause accelerated aging and burnout of the coil insulation, or irreversible demagnetization of the permanent magnet in the permanent magnet brake. The overheat alarm signal is an alarm signal output by the system when it detects an abnormal temperature of the brake coil, used to notify the upper controller or operator that the brake has overheated. Cutting off the brake power supply means that the system stops outputting drive signals to the brake coil, de-energizing the coil, and the brake closes under the action of the reset force. The continuously monitored brake coil temperature is compared with the preset temperature threshold. When the brake coil temperature reaches or exceeds the preset temperature threshold, it is determined that the brake is in an overheating danger state, and an overheat alarm signal is immediately issued. Safety measures such as reducing the second duty cycle to reduce coil heating or cutting off the brake power supply to de-energize and cool the coil can be implemented to prevent the coil temperature from rising further and causing permanent damage.

[0105] In addition, it should be noted that the continuously monitored temperature data, besides being used to compare with the preset temperature threshold to trigger overheat protection, can also form a historical record of temperature changes within the controller. This historical data can be queried by the system during diagnosis to analyze the thermal state change trend of the brake during the working cycle and to assess the long-term working environment and thermal stress level of the brake.

[0106] In one possible implementation, when the controller detects that the temperature of the brake coil exceeds a preset temperature threshold, it immediately issues an audible and visual or communication alarm signal to alert the operator based on the current temperature value and the preset protection strategy; it gradually reduces the second duty cycle according to a preset decreasing rate to reduce coil heating; and when the temperature continues to rise to a higher protection threshold, it cuts off the brake power supply to close the brake.

[0107] In one possible implementation, when the controller detects that the temperature has not yet reached the preset temperature threshold but the rate of temperature change is abnormal, it issues an early warning signal to prompt the operator to pay attention to the thermal status of the brake.

[0108] In one possible implementation, the system performs a reasonableness check on the sensor signal each time a temperature value is read. When the temperature value is detected to be outside the reasonable range, it is determined that there is an abnormality in the temperature sensor or signal circuit, and the system issues a sensor fault alarm.

[0109] This embodiment continuously monitors the brake coil temperature throughout the entire process of brake release, and issues an overheat alarm signal when the temperature reaches a preset temperature threshold, and performs protective actions such as reducing the second duty cycle and / or cutting off the brake power supply. This establishes a comprehensive extreme temperature safety protection mechanism for the brake, effectively reducing the risk of coil overheating and burnout and permanent magnet demagnetization, and improving the safety and reliability of system operation.

[0110] In one feasible implementation, refer to Figure 5 , Figure 5 This is a flowchart illustrating Embodiment 5 of the electromagnetic brake control method of this application; the step of outputting a corresponding first drive signal to the brake coil according to the first duty cycle to release the brake includes: Step S81: Continuously output a drive signal with the first duty cycle within a preset engagement time. It should be noted that the preset engagement time refers to the maximum time required for the brake to complete the engagement action from the moment it receives the drive signal. This time is determined based on the brake's mechanical structure, electromagnetic parameters, and engagement response time calibration under the rated release voltage. After the brake release command is triggered, the timer starts counting and continuously outputs a corresponding drive signal with a first duty cycle during the preset engagement time period. This ensures that the brake coil receives the rated release voltage, generating sufficient electromagnetic force to overcome the reset force and drive the armature to complete the engagement action.

[0111] Additionally, it should be noted that the preset engagement time can be configured according to the brake model and application conditions.

[0112] In one possible implementation, the preset engagement time is calibrated and stored according to the brake model, and the system calls the corresponding time according to the currently connected brake model.

[0113] In one possible implementation, the system monitors the coil current while outputting the first duty cycle drive signal. When the coil current shows signs of complete engagement, the armature is determined to be engaged in advance, without having to wait for the preset engagement time to be reached.

[0114] Step S82: When the preset engagement time is reached, it is determined that the brake release is complete and the holding phase begins.

[0115] It should be noted that the holding phase refers to the working phase in which the brake armature has completed the engagement and needs to be maintained in the released state with a low current. When the timer reaches the preset engagement time, it is determined that the armature has completed the engagement action and the brake has been released. Then, it exits the start-up phase and enters the holding phase, stops outputting the drive signal corresponding to the first duty cycle, and instead obtains the brake coil temperature. Based on the brake coil temperature, the second duty cycle is determined to prepare for the output of the drive signal in the holding phase.

[0116] In one possible implementation, the system uses the arrival of a preset engagement time as the sole switching criterion, and switches when the timer expires.

[0117] In one possible implementation, the system combines the coil current characteristics with the preset pull-in time to make a joint judgment. When the coil current shows signs of pull-in completion but has not exceeded the preset pull-in time, the system switches in advance. When the preset pull-in time is reached, the system switches forcibly.

[0118] In one possible implementation, after the system enters the hold phase, it first outputs a transition duty cycle and then gradually transitions to a second duty cycle calculated based on the temperature.

[0119] This embodiment continuously outputs a first duty cycle drive signal within a preset engagement time, and determines that the brake release is complete and enters the holding phase when the preset engagement time is reached, and determines the second duty cycle. This achieves automatic and orderly switching between the start-up phase and the holding phase, ensuring that the brake reliably releases and promptly enters the low-power holding mode. It balances the reliability of the release action with the energy-saving effect of the holding phase, reduces continuous coil heating loss, suppresses coil temperature rise, delays insulation aging, and extends the brake life.

[0120] In the above embodiment, the complete workflow of the electromagnetic brake control method is as follows: After receiving the brake release command, the controller enters the start release stage, collects the bus voltage and the rated brake voltage in real time, calculates the first duty cycle, and continuously outputs a drive signal with the first duty cycle to the brake coil within a preset engagement time, so that the brake coil reaches the rated release voltage and drives the armature to complete the brake release; after the preset engagement time is reached, it is determined that the brake release is complete, and the system enters the holding stage. In the holding stage, the motor stator temperature is collected by the motor's built-in temperature sensor, and the real-time temperature of the brake coil is estimated by combining the motor load current and the thermal coupling model; the controller pre-determines the duty cycle reference value under normal temperature calibration conditions based on the rated brake voltage, calculates the temperature difference between the real-time temperature of the brake coil and the calibration temperature, calculates the initial duty cycle by combining the preset temperature coefficient, and introduces a safety factor to complete the compensation to obtain the second duty cycle; if the calculated second duty cycle is lower than the preset duty cycle threshold, the preset duty cycle threshold is used as the final output second duty cycle. During the continuous release of the brake, the controller continuously monitors the brake coil temperature and bus voltage. When the temperature or bus voltage change exceeds its respective preset threshold, the second duty cycle is recalculated and the corresponding drive signal is output, achieving continuous stepless dynamic adjustment of the duty cycle. Simultaneously, the system monitors the brake coil temperature in real time. Once the brake coil temperature reaches the limit protection threshold, an overheat alarm is immediately triggered, and the brake power supply is cut off until a brake braking command is received to end the holding process.

[0121] In the dynamic compensation process of duty cycle during the holding phase, this embodiment increases the duty cycle when the temperature rises, combined with feedforward compensation based on the temperature characteristics of the resistance, so that the electromagnetic force during the holding phase does not decrease with the temperature rise, effectively solving the safety hazards of decreased net holding force due to temperature rise and possible accidental closure under external vibration; this embodiment adopts a feedforward compensation method, so that temperature change directly drives the duty cycle adjustment, rather than adjusting it after the current deviation occurs, fundamentally solving the control lag problem, and its advantages are particularly obvious in the case of slow temperature drift.

[0122] In the temperature information acquisition process, this embodiment reuses the existing temperature sensor inside the motor to indirectly estimate the temperature of the brake coil. There is no need to add an additional temperature sensor, signal processing circuit and connecting harness for the brake, which significantly reduces the system hardware cost and improves the system integration.

[0123] In the switching process of brake release and holding, this embodiment significantly reduces the average coil current and energy loss by using a second duty cycle drive coil with a voltage lower than the rated voltage during the holding phase, thereby delaying insulation aging and extending the service life of the brake.

[0124] In the process of continuous monitoring and dynamic adjustment during the maintenance phase, this embodiment continuously monitors temperature changes and adjusts the duty cycle, abandoning the threshold-triggered stepped control method of the existing technology. It can adapt to continuous and slow temperature changes, always maintain the optimal duty cycle output, and improve the system's adaptability and control accuracy.

[0125] In the extreme temperature protection process, this embodiment sets an extreme temperature protection threshold for the coil. When the coil temperature exceeds the safe range, the overheat protection action is automatically executed to avoid coil burnout and irreversible demagnetization of the permanent magnet, effectively improving the safety, reliability and fault tolerance of the system.

[0126] It should be noted that the examples in the figure are only for understanding this application and do not constitute a limitation on this electromagnetic brake control method. Any simple modifications based on this technical concept are within the protection scope of this application.

[0127] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0128] This application also provides an electromagnetic brake control device, please refer to... Figure 6 , Figure 6 This is a schematic diagram of the module structure of the electromagnetic brake control device according to an embodiment of this application; the electromagnetic brake control device includes: Module 91 is used to acquire the bus voltage and the rated voltage of the holding brake; The first determining module 92 is used to determine the first duty cycle based on the bus voltage and the rated voltage of the brake. Output module 93 is used to output a corresponding first drive signal to the brake coil according to the first duty cycle, so as to release the brake; The second determining module 94 is used to determine a second duty cycle after the brake is released, based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; The control module 95 is used to output a corresponding second drive signal to the brake coil according to the second duty cycle, so as to control the brake to maintain the released state.

[0129] The electromagnetic brake control device provided in this application, employing the electromagnetic brake control method in the above embodiments, can solve the technical problems mentioned in the background art. Compared with the prior art, the beneficial effects of the electromagnetic brake control device provided in this application are the same as those of the electromagnetic brake control method provided in the above embodiments, and other technical features in the electromagnetic brake control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0130] This application provides an electromagnetic brake control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the electromagnetic brake control method in the above embodiment 1.

[0131] The following is for reference. Figure 7 , Figure 7 This is a schematic diagram of the device structure of the hardware operating environment involved in the electromagnetic brake control method in this application embodiment. The electromagnetic brake control device in this application embodiment may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), vehicle terminals (such as vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 7 The electromagnetic brake control device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this application.

[0132] like Figure 7As shown, the electromagnetic brake control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory 1002 or a program loaded from a storage device 1003 into a random access memory 1004. The random access memory 1004 also stores various programs and data required for the operation of the electromagnetic brake control device. The processing unit 1001, the read-only memory 1002, and the random access memory 1004 are interconnected via a bus 1005. An input / output interface 1006 is also connected to the bus. Typically, the following systems can be connected to the input / output interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the electromagnetic brake control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show electromagnetic brake control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0133] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from read-only memory 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0134] The electromagnetic brake control device provided in this application, employing the electromagnetic brake control method in the above embodiments, can solve the technical problems mentioned in the background art. Compared with the prior art, the beneficial effects of the electromagnetic brake control device provided in this application are the same as those of the electromagnetic brake control method provided in the above embodiments, and other technical features of the electromagnetic brake control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0135] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0136] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0137] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the electromagnetic brake control method in the above embodiments.

[0138] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0139] The aforementioned computer-readable storage medium may be included in the electromagnetic brake control device; or it may exist independently and not assembled into the electromagnetic brake control device.

[0140] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the electromagnetic brake control device, cause the electromagnetic brake control device to: Obtain the bus voltage and the rated voltage of the holding brake; The first duty cycle is determined based on the bus voltage and the rated voltage of the brake. Based on the first duty cycle, a corresponding first drive signal is output to the brake coil to release the brake. After the brake is released, a second duty cycle is determined based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; Based on the second duty cycle, a corresponding second drive signal is output to the brake coil to control the brake to remain in the released state.

[0141] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0142] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0143] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0144] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described electromagnetic brake control method, and is capable of solving the technical problems described in the background art. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the electromagnetic brake control method provided in the above embodiments, and will not be repeated here.

[0145] This application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the electromagnetic brake control method described above.

[0146] The computer program product provided in this application can solve the technical problems described in the background section. Compared with the prior art, the beneficial effects of the computer program product provided in the embodiments of this application are the same as the beneficial effects of the electromagnetic brake control method provided in the above embodiments, and will not be repeated here.

[0147] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. An electromagnetic brake control method, characterized in that, include: Obtain the bus voltage and the rated voltage of the holding brake; The first duty cycle is determined based on the bus voltage and the rated voltage of the brake. Based on the first duty cycle, a corresponding first drive signal is output to the brake coil to release the brake. After the brake is released, a second duty cycle is determined based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; Based on the second duty cycle, a corresponding second drive signal is output to the brake coil to control the brake to remain in the released state.

2. The electromagnetic brake control method as described in claim 1, characterized in that, The step of determining the second duty cycle based on the rated voltage of the brake and the obtained temperature of the brake coil includes: Determine the duty cycle reference value based on the rated voltage of the brake; Determine the temperature difference between the obtained brake coil temperature and the preset calibration temperature; The second duty cycle is determined based on the product of the temperature difference and the preset temperature coefficient, as well as the duty cycle reference value.

3. The electromagnetic brake control method as described in claim 2, characterized in that, The step of determining the second duty cycle based on the product of the temperature difference and the preset temperature coefficient and the duty cycle reference value includes: The initial duty cycle is calculated based on the product of the temperature difference and the preset temperature coefficient, and the duty cycle reference value. The initial duty cycle is compensated according to a preset safety factor to obtain the second duty cycle.

4. The electromagnetic brake control method as described in claim 2, characterized in that, After determining the second duty cycle based on the product of the temperature difference and the preset temperature coefficient and the duty cycle reference value, the method further includes: When the second duty cycle is less than the preset duty cycle threshold, the preset duty cycle threshold is used as the final second duty cycle, wherein the preset duty cycle threshold is determined according to the duty cycle reference value; The step of outputting a corresponding second drive signal to the brake coil according to the second duty cycle to control the brake to maintain the released state includes: Based on the final second duty cycle, a corresponding second drive signal is output to the brake coil to control the brake to maintain the released state.

5. The electromagnetic brake control method as described in claim 1, characterized in that, Before determining the second duty cycle based on the rated voltage of the brake and the obtained brake coil temperature after the brake is released, the process further includes: The stator temperature of the motor is detected by a temperature sensor located inside the motor. Obtain the motor load current; The temperature of the brake coil is determined based on the motor stator temperature and the motor load current.

6. The electromagnetic brake control method as described in claim 1, characterized in that, After outputting a corresponding second drive signal to the brake coil according to the second duty cycle to control the brake to maintain the released state, the method further includes: While the brake remains in the released state, the brake coil temperature and bus voltage are continuously monitored. The temperature change is determined based on the continuously monitored brake coil temperature. The bus voltage change is determined based on the continuously monitored bus voltage. When the temperature change exceeds a preset temperature change threshold or the bus voltage change exceeds a preset voltage change threshold, the process returns to the step of determining the second duty cycle based on the rated voltage of the brake and the obtained brake coil temperature.

7. The electromagnetic brake control method as described in claim 1, characterized in that, After outputting a corresponding second drive signal to the brake coil according to the second duty cycle to control the brake to maintain the released state, the method further includes: The temperature of the brake coil is continuously monitored while the brake is held in the released state. When the temperature of the brake coil reaches the preset temperature threshold, an overheat alarm signal is issued and the power supply to the brake is cut off.

8. The electromagnetic brake control method as described in claim 1, characterized in that, The step of outputting a corresponding first drive signal to the brake coil according to the first duty cycle to release the brake includes: The drive signal with the first duty cycle is continuously output within the preset engagement time. When the preset engagement time is reached, it is determined that the brake release is complete and the holding phase begins.

9. An electromagnetic brake control device, characterized in that, include: The acquisition module is used to acquire the bus voltage and the rated voltage of the holding brake; The first determining module is used to determine the first duty cycle based on the bus voltage and the rated voltage of the brake. The output module is used to output a corresponding first drive signal to the brake coil according to the first duty cycle, so as to release the brake. The second determining module is used to determine a second duty cycle after the brake is released, based on the rated voltage of the brake and the obtained temperature of the brake coil, wherein the second duty cycle increases as the temperature of the brake coil increases; The control module is used to output a corresponding second drive signal to the brake coil according to the second duty cycle, so as to control the brake to maintain the released state.

10. A storage medium, the storage medium being a computer-readable storage medium, the storage medium storing a computer program, the computer program being executed by a processor to implement the steps of the electromagnetic brake control method as described in any one of claims 1 to 8.

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