12 results about "Actuator torque" patented technology

A method of controlling a vehicle propulsion system comprising at least two motion support devices, wherein each motion support device comprises an actuator configured to apply a torque on at least one wheel of a vehicle during propulsion and to generate electric power during braking. A lumped efficiency value for the actuators is determined based on an aggregated mechanical power level at a previous point in time, an aggregated electrical power level at the previous point in time, and an estimated actuator torque distribution between the actuators, whereby a power distribution for the actuators is allocated based on the lumped efficiency value and a torque request, and control signal is transmitted to each of the at least two motion support devices to control the respective actuator based on the allocated power distribution.

A torque control system and method for a vehicle include a control system configured to calculate a driver demand torque based on a speed of the vehicle and a driver torque request, predict a net driver demand torque based on the calculated driver demand torque and an opposing net torque for a road that the vehicle is traversing, estimate a turbine speed based on measured turbine and wheel speeds and a lumped vehicle inertia state space model with an observer correction algorithm, calculate a target actuator torque based on the calculated driver demand torque and the estimated turbine speed, and control at least one of an engine and an electric motor of the propulsion system based on the calculated target actuator torque.

The invention relates to the field of vehicle control, in particular to a torque distribution method, device and equipment of a vehicle actuator and a medium. According to the method, the additional yawing moment and the available actuator required by vehicle driving are accurately obtained, the torque range of the actuator is accurately determined in combination with the dynamic parameters of the vehicle, the torque is reasonably analyzed and distributed based on the performance parameters, and then the actuator is controlled accordingly. In the precise calculation link, the calculation precision of the additional yawing moment is improved by means of vehicle dynamic parameters; in the aspect of the adaptability of the actuator, the adaptation condition of performance parameters and a torque range is comprehensively considered; the distribution strategy is based on performance and adaptation, distribution is flexible and reasonable, the defects of calculation precision, adaptation judgment, strategy flexibility and reasonability in the prior art are effectively overcome, and it is guaranteed that vehicle steering control is more accurate and stable under power chassis domain control.

The present invention relates to a method for controlling the position of a moving element in a vehicle transmission device (1). The method comprises the following steps: (i) angularly moving a control plate (10), (ii) measuring the angular position of a torque output element of an actuator and comparing the measured value with a limiting threshold value (m), (iii) reducing the rotational speed of the actuator's electric motor, (iv) applying a limited current (Ilim) to the actuator's electric motor, (v) stopping the control of the electric motor when, cumulatively, the limited current value (Ilim) is substantially reached, the measured value of the angular position of the actuator's torque output element corresponds substantially to the desired position, and the angular speed of the torque output element is substantially zero. Figure for the abstract: Figure 8

The invention discloses a collimation direct-drive actuator high-fidelity torque estimation method based on increment width learning, and belongs to the technical field of robot actuator torque estimation, and the method comprises the following steps: S1, collecting multi-dimensional state parameters, and constructing a data set; s2, obtaining weights of a feature layer and a top layer according to the data set in the S1, and constructing a basic width learning model; s3, based on the basic width learning model in the S2, when a new data set is obtained, using an incremental learning algorithm to update weights of a feature layer and a top layer, and obtaining an updated model; and S4, deploying the model to a torque control system, and constructing closed-loop control. By adopting the high-fidelity torque estimation method for the collimated direct-drive actuator based on increment width learning, the representation capability can be improved, the estimation precision can be ensured, the training overhead can be reduced, the model can be updated in real time to adapt to dynamic working conditions, high-precision estimation can be realized without an additional torque sensor, and actuator control can be effectively supported.

A pressure independent control valve (PICV) for hydronic and HVAC systems includes two opposing control valves mounted on a common spindle, a differential pressure regulating assembly comprising either dual opposing valves or a cylindrical valve, a diaphragm biased by a return spring, and a hydraulic damper utilizing system fluid through a clearance gap. The valve features a co- axial inline configuration of inlet, outlet, and internal regulating elements, enabling frictionless, balanced operation. Sealing components are disengaged during flow regulation and only activated at shutoff, allowing high-precision modulation without hysteresis or oscillations. A manual adjustment mechanism enables simultaneous fine and coarse flow setting via both control valves. The architecture supports high differential pressures, reduced actuator torque, and improved longevity. The valve design is suitable for stainless steel production using investment casting methods, supporting compact, energy-efficient operation across a wide flow range with stable performance.

A folding apparatus for folding ends of a wrapping material around a pulp bale, said folding apparatus including: at least two folding arms, each including a contact element at an end thereof; at least two electric actuators, each configured to co-act with a folding arm such as to displace its contact element for making contact with the wrapping material to fold said wrapping material around an edge of the pulp bale; and a control unit configured to: determine, for each electric actuator, at least one operating parameter including a position parameter correlated to a position of one or more contact element and / or a force parameter indicative of actuator torque or force and / or a speed parameter indicative of a speed of rotation or displacement of the electric actuator, and control said at least two electric actuators using said at least one operating parameter.

An aircraft control stick trim control system, comprising a trim controller, a manual trim switch, an autopilot controller, a flap control computer, a trim actuator, a control stick, the trim controller comprising a manual trim control module, an autopilot trim module, a flap trim module, a trim priority level judging module, the manual trim control module generating a manual trim signal according to the state of the manual trim switch and sending the signal to the trim priority level judging module, the autopilot trim module generating an autopilot trim signal according to the autopilot actuator torque sent by the autopilot controller and sending the signal to the trim priority level judging module, the flap trim module generating a flap trim signal according to the change rate of the flap angle sent by the flap control computer and sending the signal to the trim priority level judging module, the trim priority level judging module having a trim priority level judging logic built-in, and outputting a trim rate corresponding to a priority trim signal to the trim actuator according to the trim priority level judging logic.

The invention provides a static instability aircraft actuator moment saturation protection control method and device, and belongs to the technical field of aircraft flight control, and the method comprises the steps: recognizing the moment saturation of an actuator, and judging whether the moment saturation of the actuator occurs or not; when the torque of the actuator is saturated, the torque saturation protection operation of the actuator is executed, and the torque saturation protection operation of the actuator comprises the steps of attenuating a pilot control instruction and disconnecting an integrator control channel, so that the protection setting of the control law is realized. According to the static instability aircraft actuator torque saturation protection control method and device provided by the invention, aircraft divergence caused by static instability aircraft actuator torque saturation can be avoided, any hardware part of a flight control system does not need to be transformed, and an actuator torque saturation protection control law can be designed according to the method; the method is added to a flight control law of a flight control system, so that the transformation cost is saved, and the torque saturation protection of the statically unstable aircraft actuator is realized.

The application discloses a kind of redundant EPS off-hand detection m-HIL test methods for car, comprising: one, redundant EPS off-hand detection function detection: input end torsional actuator and output end linear actuator selection;Output end linear actuator displacement keeps, adjusts input end actuator input torque, detects off-hand detection signal, records "off-hand" state and changes "non-off-hand" state corresponding output end linear actuator load value and input end torsional actuator torque value;Set output end linear actuator load value, adjust input end torsional actuator torque value, make steering gear from middle position start to rotate to both ends limit position and return, detect whether off-hand detection signal output is correct;Set input end torsional actuator initial torque, adjust output end linear actuator load, and rotate steering gear, detect whether off-hand detection signal output is correct;Two. Redundant EPS off-hand detection function fault detection.

The invention relates to a device (28) for determining a torque for at least one force feedback actuator (7, 8) in a steer-by-wire steering system (1), wherein the device (28) has at least one evaluation and control unit (26) configured to calculate the torque as a function of a determined rack force (Fz), wherein the evaluation and control unit (26) is configured to determine a total rack force (Fz) as the sum of a left-side rack force Fzl and a right-side rack force Fzr, wherein the left-side rack force is determined by means of a lateral acceleration (ay) and a left-side build-up acceleration (azl) according to Fzl = (rt + azl / an · rp) · ml · ay / rs and the right-side rack force Fzr is determined by means of the lateral acceleration (ay) and a right-side build-up acceleration (azr) according to Fzr = (rt + azr / an · rp) · mr · ay / rs can be determined, where rt is the caster angle of a steered axle,rp is a tire trail, rs is a steering lever length, and ml and mr are a left-side and a right-side mass acting on the tires, as well as an associated method.

The present invention relates to a method for controlling the position of a moving element in a vehicle transmission device (1). The method comprises the following steps: (i) angularly moving a control plate (10), (ii) measuring the angular position of a torque output element of an actuator and comparing the measured value with a limiting threshold value (m), (iii) reducing the rotational speed of the actuator's electric motor, (iv) applying a limited current (Ilim) to the actuator's electric motor, (v) stopping the control of the electric motor when, cumulatively, the limited current value (Ilim) is substantially reached, the measured value of the angular position of the actuator's torque output element corresponds substantially to the desired position, and the angular speed of the torque output element is substantially zero. Figure for the abstract: Figure 8