Disclosed herein are a pre-fill system to improve brake feel and a method of increasing an initial flux using the same which may reduce an invalid travel distance of a brake pedal. The pre-fill system includes a first housing connected with the master cylinder and provided with a first bore having a smaller-diameter portion and a larger-diameter portion, a second housing provided with a stepped second bore communicating with the first bore to be coupled with the first housing to define a hydraulic pressure chamber, a piston arranged in the first bore and provided with an oil channel unit, and a valve assembly adapted to open and close the oil channel unit of the piston according to the hydraulic brake pressure, wherein the piston applies pressure to the hydraulic pressure chamber through the piston to supply hydraulic pressure to the disc brake.

A method in which the driving behavior of a vehicle is influenced as a function of data on the surroundings in order to assist an avoidance maneuver, as soon as a risk of a collision is detected on the basis of the data from one or more environment sensors, in particular radar sensors and/or cameras, and the data from one or more vehicle sensors, in particular a steering angle sensor and/or yaw rate sensor and/or wheel speed sensors, and the vehicle has an electronically controlled brake system which permits a driver-independent buildup and modulation of the braking forces at the individual wheels of the vehicle, wherein when a risk of a collision is detected, in a first phase a turning-in operation by the driver is assisted and/or in a second phase a steering operation by the driver is damped. Furthermore, an electronic control unit for a brake system is defined.

A method and system for diagnosing an operating status of an assisted start-up mode for a motor vehicle. The system includes a driving engine, a transmission including a mechanism determining a piece of engine rotation speed information, a piece of information on a position of an accelerator pedal of the vehicle, a piece of information on a position of a transmission, and a piece of information on torque transmitted to wheels, a detection mechanism producing a malfunction signal for the assisted start-up using the information received, a plurality of encoding mechanisms to produce a follow-up signal for each piece of calculated information received, and a memory saving the follow-up signals.

A brake system for a motor vehicle includes on at least one wheel, an electric-regenerative brake and a friction brake that can be hydraulically actuated by a first generator of brake pressure using a fluid, wherein the friction brake can be connected via an actuatable inlet valve to the first generator of brake pressure and via a first actuatable outlet valve to a pressure accumulator, so that a volume of fluid applied by the first generator of brake pressure can be diverted via the first outlet valve into the pressure accumulator. The first generator of brake pressure can be connected to the pressure accumulator via a further hydraulic connection having a second actuatable outlet valve. A method for operating a brake system is also disclosed.

A vehicle brake system includes a brake pedal unit (BPU) coupled to a vehicle brake pedal and including an input piston connected to operate a pedal simulator during a normal braking mode, and coupled to actuate a pair of output pistons during a manual push through mode. The output pistons are operable to generate brake actuating pressure at first and second outputs of the BPU. A hydraulic pressure source for supplying fluid at a controlled boost pressure is included. The system further includes a hydraulic control unit (HCU) adapted to be hydraulically connected to the BPU and the hydraulic pressure source, the HCU including a slip control valve arrangement, and a switching base brake valve arrangement for switching the brake system between the normal braking mode wherein boost pressure from the pressure source is supplied to first and second vehicle brakes, and the manual push through mode wherein brake actuating pressure from the BPU is supplied to the first and second vehicle brakes.

An electric-hydraulic antilock braking system (ABS) installed in a trailer is coupled with a tow vehicle to facilitate controlled braking of the trailer. A trailer in-cab controller (TIC) monitors vehicle networks for diagnostic information used in determining appropriate braking actions to be taken. A communication network can interconnect the TIC, a trailer actuator controller (TAC), and an ABS controller. The ABS controller receives current tow vehicle speeds and current trailer wheel speeds, and dynamically adjusts the brakes based on the differences in the speeds. A three-way solenoid valve or an equivalent valve structure thereto allows for the ABS system to be quickly activated and deactivated.

In a vehicle brake device, a port is provided at a hydraulic chamber of a master cylinder and communicates with a reservoir tank. A piston movable in the hydraulic chamber for closing the port is provided with at least one piston-side port that faces on the port when at a first position. When a brake pedal is stepped on from a retracted state to move the piston from the first position to a second position spaced from the first position by a predetermined distance, the hydraulic chamber is blocked from the communication with the reservoir tank. The at least one piston-side port is provided therein with an orifice, so that the hydraulic pressure in the hydraulic chamber is raised at the time of a quick stepping of the brake pedal but is allowed to flow to the reservoir tank without being raised at the time of a non-quick stepping.

An electric braking device for a vehicle. The device includes: front wheel and/or rear wheel braking modules that are not powered when the vehicle is in a standby state; at least one on-board computer; at least one user control module which, upon a user's request, delivers a power supply control signal to control the power supply to the braking modules and braking control signals to activate the braking modules when the modules are powered; and a mechanism for cutting the power supply to the braking modules once the vehicle has zero speed and the wheels are immobilized under action of the braking modules. The device can reduce the power consumption of vehicles.

In a vehicle brake device, when a brake pedal is depressed normally, high regeneration efficiency and high fuel efficiency can be achieved by positively utilizing the regenerative braking force, and early applying of basic hydraulic braking force can be achieved when the brake pedal is suddenly depressed. The vehicle brake device includes an operation force transmitting mechanism on a connecting member between the brake pedal and the master cylinder piston and having first and second rods and a spring member biasing the first and second rods in a direction separating both rods from each other. The operation force transmitting mechanism includes an inner space between both rods and a communication passage allowing communication of the inner space with the exterior. The communication passage restricts the outflow of fluid in the inner space upon an emergency brake pedal depression and allows the outflow thereof upon non-emergency brake pedal depression.

A system and method for brake assisted turning are provided. One system includes a pedal operated braking system configured to apply hydraulic brake pressure to brakes of a vehicle when one or more brake pedals are pressed. The system also includes a steer assist braking system configured to apply hydraulic brake pressure to the brakes of the vehicle based at least partly on a steering angle. The system includes hydraulic shut-off circuitry configured to selectively enable and disable operation of the steer assist braking system.

In a pump housing of a motor-vehicle hydraulic assembly, on which at least two inlet-valve openings, at least two outlet-valve openings, at least one high-pressure control valve opening and at least one switchover-valve opening and a pressure-sensor connection are formed. The at least two inlet-valve openings are arranged in a first row, the at least two outlet-valve openings are arranged in a following second row, the pressure sensor connection is arranged in a further following third row, and the at least one high-pressure control valve opening and the at least one switchover valve opening are arranged in a further following fourth row. There are also five embodiments of arrangements of connecting lines and holes in a pump housing for the short connection of the valve openings and connections, and one embodiment with respect to the use of the pump housing according to one of the six embodiments.

When a trailer is pulled by a tow vehicle where the trailer begins to sway to the left and right of the tow vehicle a large sway can result in loss of control of the trailer and or tow vehicle. The field of the present invention is a system and method of controlling a trailer sway which comprises determining the sway of the trailer utilizing an electronic sensor and independently applying the left and or right trailer brakes at varying levels to reduce trailer sway the traditional single braking signal power from the tow vehicle is separated into two independent braking signals for each of the left and right brakes. All brakes are applied whenever the traditional braking signal goes active where trailer battery power is utilized to independently activate the left and or right brakes during trailer sway.

A method is provided for operating a parking brake module that is at least partially integrated into a compressed air generation system in the event of defects, having a control unit, solenoid valves, and a relay valve for aerating and deaerating at least one spring-loaded brake cylinder. A pressure in the parking brake module which is elevated compared to a normal pressure is determined. A constant compressed air delivery is stopped. A reduced switch-off pressure of the compressed air generation system is set. The pressure level in the parking brake module is lowered to the reduced switch-off pressure through repeated activation of the relay valve.

Provided is a driving device that applies a braking force to a first tire and a second tire rotatably arranged in a vehicle body. The driving device includes: a master cylinder configured to include a first liquid pressure chamber and a second liquid pressure chamber that supply a liquid pressure; a piston configured to apply an external force to the first liquid pressure chamber and the second liquid pressure chamber; a first hydraulic braking unit configured to apply a braking force to the first tire based on the liquid pressure supplied from the first liquid pressure chamber; and a second hydraulic braking unit configured to apply a braking force to the second tire based on the liquid pressure supplied from the second liquid pressure chamber.

A system for electrical braking of a vehicle comprises a power bus coupled to a first driver associated with a first electromechanical actuator (EMA). The power bus is also coupled to a second driver associated with a second EMA, and the first EMA and the second EMA are associated with a wheel of the vehicle. The power bus provides braking power to the first EMA via the first driver and to the second EMA via the second driver. A normal braking command interface provides a first braking signal to the first driver and a second braking signal to the second driver. An emergency/park brake interface bypasses the normal braking command interface and sends a first emergency/park braking signal to the first driver and a second emergency/park braking signal to the second driver. A sensor measures a current at a single location of the power bus that is proportional to a braking force exerted on the wheel.

Disclosed is a method for operating an electromechanically operable parking brake for motor vehicles with a driving engine furnished with a mechanical gear box, being substantially composed of an operating element, an electronic control unit, to which are sent wheel rotational speed values from wheel rotational speed sensors, at least one unit for generating a brake application force, and brake devices on at least one axle being lockable by the unit, with the electronic control unit actuating the unit after detection of a starting maneuver of the motor vehicle in the sense of a release operation of the parking brake. In order to render a release operation of the parking brake as comfortable as possible after detection of a starting maneuver of the motor vehicle, the method at issued arranges that the electronic control unit (6) actuates the unit (1) in order to reduce the brake application force to an inclination-responsive holding force when a starting maneuver is detected and before the release operation of the parking brake is performed.

An electric driving type utility vehicle having a regenerative brake force distribution control function, and a regenerative brake force distribution control method thereof are provided. The utility vehicle includes: a controller for controlling an output and a recovery of a motor; recovery sensing means for sensing a recovery braking state when the motor is driven; a power measurement unit for measuring the amount of recovery power generated in the recovery braking state; and a power switching unit for automatically switching a drive mode from a two-wheel drive mode to a four-wheel drive mode or vice versa according to the load condition. The present invention can switch the present mode to the four-wheel drive mode by operating the power switching unit according to the control of the controller when sensing the recovery brake through the recovery sensing means in the driving state.

A method for hydraulically boosting a vehicle electric parking brake having a hydraulic service brake and an electric parking brake. Application forces electically generated by the parking brake function is superimposed on the boosting brake force generated by a hydraulic boosting brake pressure provided by the service brake to the brake actuator. When the parking brake is actuated to generate a predetermined application force, the force generated by the brake actuator is detected as the actual value, if an actual value of the measured value is smaller than a first target value a boosting brake pressure value is applied to the brake actuator, and by means of the parking brake function an adjustment function for the tension of the brake actuator to which the hydraulic boosting brake pressure is applied is carried out to achieve the predetermined application force.

A control device for a braking system of a vehicle is provided, having a first receiving device which receives a provided brake activation intensity variable, a plunger control device which determines a setpoint fill level variable of a plunger, taking into account at least the received brake activation intensity variable, and a corresponding plunger control signal is outputtable so that a ratio of an actual volume and a maximum fillable volume of a storage volume of the plunger is settable corresponding to the determined setpoint fill level variable. For a brake activation intensity variable corresponding to a predefined non-activation intensity variable, the plunger control device determines a fill level variable different from an empty state as the setpoint fill level variable, and outputs a plunger control signal corresponding to the determined setpoint fill level variable to the plunger such that the plunger is at least partially filled.

A brake control device for a brake system. The control device can perform both an interlocking brake control and an antilock brake control. The brake system includes a front-wheel hydraulic circuit, a front-wheel-side braking part; a rear-wheel hydraulic circuit, a rear-wheel-side braking part; and an electrically-operated pump which pressurizes the brake fluid. The brake control device includes a usual voltage mode where the interlocking brake control or the anti-lock brake control is performed when the supply voltage is a first voltage or more, and a low voltage mode where at least one of the interlocking brake control and the anti-lock brake control is performed in a limited manner when the supplied voltage is a second, lower voltage. An operation mode is changed from the usual voltage mode to the low voltage mode when it is determined that the supply voltage becomes lower than the first voltage.

Disclosed is a control method of an electronic parking brake system, which variably controls the duty of voltage applied to a motor upon release of the electronic parking brake system. The control method includes controlling voltage applied to a motor to a first duty ratio upon release of the electronic parking brake system, controlling the voltage applied to the motor to a second duty ratio greater than the first duty ratio if locking of the motor occurs and the motor is not operated, and controlling the voltage applied to the motor to the first duty ratio if locking of the motor is released and the motor begins to operate, after the control of voltage to the second duty ratio.

Systems and methods disclosed herein may be useful emergency braking systems for use in, for example, an aircraft. A system is disclosed that allows emergency braking without the need for a manually operated emergency brake. For example, a system is provided comprising a potentiometer in mechanical communication with a brake pedal, a first electronic switch in electrical communication with the potentiometer, a second electronic switch indicating a displacement of the brake pedal, wherein a brake control valve opens in response to the first electronic switch, and wherein a shutoff valve opens in response to the second electronic switch.

A pressure control valve arrangement for controlling a fluid pressure in an ABS brake system of a vehicle so that, while there is a tendency of individual wheels of the vehicle to lock, the brake pressure in at least one associated brake cylinder can be adaptively adjusted, including: a housing; and at least one diaphragm valve is accommodated in the housing, the diaphragm valve having a diaphragm as the valve body, which diaphragm can be acted upon by introducing pressure medium into a control chamber that is covered on the outside of the housing by a cover so that the control chamber is formed between the diaphragm and the cover, wherein at least one pressure medium channel carrying pressure medium is formed in the housing in the region of the cover, wherein at least one cover has at least one projection projecting into the pressure medium channel in the housing, a pressure medium guiding surface for directing the flow of the pressure medium carried in the pressure medium channel being formed on the projection.

A flat, box-shaped hydraulic block for the mechanical fastening and hydraulic interconnection of solenoid valves, pump elements, etc. of a slip-controlled vehicle brake system connects connections of installation spaces for the pump elements to connectors for a brake master cylinder and connections of receptacles for pressure build-up valves which run past one another via flat chambers on longitudinal sides of the hydraulic block and short blind bores. As a result, the receptacles of the pressure build-up valves are connected to the connectors for the brake master cylinder. The chambers damp pressure pulses of the pump elements of a piston pump.

A vehicle yaw stability control method and a vehicle yaw stability control apparatus are provided. The yaw rate {dot over (ψ)} of the vehicle is measured. A first reference yaw rate {dot over (ψ)}ref is set. A difference yaw rate Δ{dot over (ψ)} is set. Stabilizing braking intervention is triggered when a value of the difference yaw rate Δ{dot over (ψ)} exceeds limits defined by difference yaw rate threshold values Δ{dot over (ψ)}min, Δ{dot over (ψ)}max. Information regarding the shape of the road ahead of the vehicle is acquired. The reliability of the driver steering input δ is evaluated upon stabilizing braking intervention being triggered. In case the driver steering input δ is deemed unreliable a replacement reference yaw rate {dot over (ψ)}refroad is set based on the acquired road shape and a replacement difference yaw rate Δ{dot over (ψ)}road is set whereupon stabilizing braking intervention is performed based on the replacement difference yaw rate Δ{dot over (ψ)}road.

A method and a device for controlling and/or regulating an electric motor. Such electric motors are used for example in motor vehicles in the form of pump motors. In general, the electric motor is supplied with electrical energy from a battery and/or using a generator. The controlling and regulation take place using a high-frequency pulse width modulation (PWM). When the electric motor is started, the PWM is used to continuously increase the motor current required for the operation of the electric motor, e.g. beginning from 0.

A variable speed power converter controls the speed of a load in a material handling system as a function of the torque required to move the load. While the power converter is running, the torque being produced in the motor is determined. The power converter then determines the maximum rotational speed of the motor as a function of the torque currently being produced and of the torque-speed curve of the motor. The power converter then commands the motor to rotate at this maximum rotational speed. The power converter periodically monitors the torque being produced and adjusts the maximum rotational speed of the motor throughout the run.

A motor control device comprises: an acceleration upper limit estimating unit; a target acceleration setting unit; a motor control unit; and a deficit calculating unit, wherein the target acceleration setting unit corrects the target acceleration based on the acceleration profile by an amount corresponding to the acceleration deficit within a range in which the target acceleration does not exceed the acceleration upper limit on the basis of the acceleration deficit calculated by the deficit calculating unit to set the target acceleration at each time.

To achieve peak acoustic and power performance, the coil or applied current should be in phase or substantially aligned with the back electromotive force (back-EMF) voltage. However, there are generally phase differences between the applied current and back-EMF voltage that are induced by the impedance of the brushless DC motor (which can vary based on conditions, such as temperature and motor speed). Traditionally, compensation for these phase differences was provided manually and on an as-needed basis. Here, however, a system and method are provided that automatically perform a commutation advance by incrementally adjusting a drive signal over successive commutation cycles when the applied current and back-EMF voltage are misaligned.

A driving system for a fan that enables an increase in motor current that may be supplied to excitation windings at the time of a maximum static pressure without increasing the rotational speed excessively when an amount of maximum air flow is provided. The fan driving system includes a drive signal generating circuit that generates drive signals, a motor driving circuit that supplies a motor current to the motor in accordance with the drive signals, a current detecting circuit (resistance) that detects the motor current, and a drive signal changing circuit. The drive signal changing circuit changes the drive signals generated by the drive signal generating circuit to restrict an increase in the motor current when the motor current becomes larger than a threshold.

A motor control apparatus for controlling a DC motor includes a first detection unit configured to detect an angular velocity of the DC motor, a driven member configured to be driven by the DC motor, a control unit configured to perform, during start-up of the DC motor, feed forward control for changing a control value used for controlling drive of the DC motor from a first control value corresponding to an angular velocity smaller than a target angular velocity to a second control value corresponding to the target angular velocity, and to change the feed forward control to feedback control for controlling the control value based on a detection result by the first detection unit to keep the DC motor at the target angular velocity, and a second detection unit configured to detect whether the driven member has been replaced.

An electric motor, having a stator (465), a rotor (470), and an apparatus for evaluating a signal provided for controlling said motor (110), comprises a receiving unit (430, 440) for receiving a control signal (PWM_mod), which is a pulse width modulated signal (PWM) onto which a data signal (DIR, DATA) is modulated. An evaluation unit (440) is provided for evaluating the modulated control signal (PWM_mod). The unit is configured to extract, from the modulated control signal (PWM_mod), data provided for operation of the motor (110). The control apparatus includes a signal generator (450) configured to generate, on the basis of the extracted or ascertained data provided for operation of the motor (110), at least one control signal for the motor (110), such as a commanded direction of rotation. Piggybacking other control data onto the PWM power level signal reduces hardware investment, by permitting omission of a signal lead which would otherwise be required in the motor structure.

A driving circuit for a single-phase-brushless motor includes a driving-signal-generating circuit to generate a driving signal for supplying, to a driving coil of the single-phase-brushless motor, first- and second-driving currents alternately with a de-energized period therebetween, an output circuit, and a zero-cross-detecting circuit. While measuring a driving cycle from a start of an energized period, during which the output circuit supplies the first- or the second-driving current to the driving coil, to a time when the zero-cross-detecting circuit detects a zero cross of an induced voltage, generated across the driving coil, during the de-energized period, the driving-signal-generating circuit determines a length of a subsequent energized period based on the measured driving cycle, when the zero-cross-detecting circuit detects the zero-cross, and the driving-signal-generating circuit determines a length of an immediately previous energized period as a length of a subsequent energized period, when the zero-cross-detecting circuit does not detect the zero-cross.

Electromotive furniture-flap drive, characterized by an identification device for automatically identifying the type of furniture flap in the installed state of the furniture flap drive.

A system and method for determining the start position of a motor. According to an embodiment, a voltage pulse signal may be generated across a pair of windings in a motor. A current response signal will be generated and based upon the position of the motor, the response signal will be greater in one pulse signal polarity as opposed to an opposite pulse signal polarity. The response signal may be compared for s specific duration of time or until a specific integration threshold has been reached. Further, the response signal may be converted into a digital signal such that a sigma-delta circuit may smooth out glitches more easily. In this manner, the position of the motor may be determined to within 60 electrical degrees during a startup.

The present invention relates to a drive apparatus and drive method for switching an energization mode when a voltage of a non-energized phase of a brushless motor crosses a threshold. In threshold learning, first, the brushless motor is stopped at an initial position. The brushless motor is then rotated by performing phase energization based on the energization mode from the stopped state. The voltage of the non-energized phase at an angular position of switching the energization mode is detected from a maximum value or a minimum value of the voltage of the non-energized phase during the rotation, and the threshold is learned based on the detected voltage. Alternatively, the brushless motor is positioned at the angular position of switching the energization mode by maintaining one energization mode, and then the energization mode is switched to the next energization mode. The voltage of the non-energized phase immediately after the switching to the energization mode is detected, and the detected voltage of the non-energized phase is learned as the threshold used to determine the timing of switching to the next energization mode.

A variable speed trigger mechanism that allows a user to reverse a direction of a motor and supply variable amounts of power to the motor using a single trigger mechanism. In a first motion, the user can actuate the reversing module to change the direction of the motor coupled to the trigger mechanism. In a second motion, the user can actuate the same trigger and apply variable amounts of power to the motor.

A control circuit for a blender provides low-cost power conditioning through the use of a high resistance which provides temporary power for operation of low-voltage logic circuitry and low-voltage switches for a time sufficient to switch the motor on, and a lower resistance which provides sufficient power for maintaining the motor on state indefinitely as instructed by the low-voltage logic circuitry. Low average power dissipation is provided by powering the low-voltage logic circuitry and low-voltage switches using the high resistance in a standby mode and switching in the lower resistance only when the motor is activated.

A circuit for speed monitoring of an electric motor comprises a circuit for generating a time-frame signal, a circuit for receiving a first signal from a chopper driver circuit designed to drive the electric motor, a circuit for detecting chopper pulses in the first signal, a pulse counter, and a circuit for at least one of outputting and evaluating a state of the pulse counter, after the inactive state of the time-frame has been indicated. The time-frame signal indicates when a time-frame of predefined length changes from an inactive state to an active state and indicates when the time-frame changes back from the active state to the inactive state. The pulse counter is designed to count the detected chopper pulses while the active state is indicated by the circuit for generating the time-frame signal.

In order to process a motor signal (Ia, Um) of a DC motor (4), in particular of an adjustment drive of a motor vehicle, the armature current (Ia) and the motor voltage (Um) of the DC motor (4) are detected and used for determining the back-emf (E) of the DC motor (4), wherein the determined back-emf (E) is used to generate a useful signal (Sf, SEFL), which is in particular speed-proportional, from the armature current signal (Ia) for position sensing or for evaluating an excess force limitation.

A method and device for controlling an electric motor, in particular a machine tool drive, wherein during a sensorless open-loop control mode of operation of the electric motor the speed and the torque are determined from the motor current and the motor voltage, and the moment of inertia of the electric motor torque are determined from the determined motor current and the determined motor voltage, wherefrom then a control torque is determined, which is then associated with an open-loop torque control value and supplied as the torque setpoint value to a control element for setting the motor current and/or the motor voltage in the open-loop mode of operation. As long as the speed is below a minimum speed, the control element receives as input variable a control or pilot control torque generated from a predefined moment of inertia for a sensorless closed-loop control mode of operation of the electric motor.

A computer-implemented fan control method includes measuring a temperature within a computer system and dynamically selecting a fan speed step in response to the temperature received, wherein the fan speed step is selected from a fan speed table defining a finite number of fan speed steps each having an associated fan speed. A fan is operated at the dynamically selected fan speed step, wherein the fan is positioned to drive air through the computer system where the temperature is being measured. The fan output variation is measured over a prescribed time interval and the fan speed table is automatically modified to change the fan speeds associated with each fan speed step, wherein the fan speeds are changed as a function of the measured fan output variation while continuing to drive the fan.

A circuit includes a comparator having input terminals configured to be coupled across a drive transistor adapted to drive a phase of a motor. The comparator senses a drive current of the motor phase, said sensed drive current represented by a periodic signal whose period is indicative of motor speed. A motor speed calculation circuit receives the periodic signal and processes the periodic signal to determine a speed of the motor.

A voltage regulator for a pair of electric motors has an input for a signal indicative of the desired speed for the motors and a pulse width modulation control circuit device. A control module provides a conditioning signal to the control circuit to output to the motors a square wave voltage having a duty-cycle which varies according to a predetermined function of the signal applied to the input of the regulator. The control circuit device has first and second electronic solid state switches associated with the motor and controlled by the control module.

Embodiments of the present method and system permit an effective method for determining the optimum selection of pulse width modulation polarity and type including determining machine parameters, inputting the machine parameters into a predicted duty cycle module, determining the optimum polarity of the pulse width modulation for a predicted duty cycle based on a pulse width modulation generation algorithm, and determining the optimum type of the pulse width modulation for a predicted duty cycle based on the pulse width modulation generation algorithm.

A lower limit value setting unit (52) variably sets a lower limit value (Vth) of a target voltage (Vh*) in a range of a voltage that is higher than the maximum value of voltages (Vb1, Vb2) of power storage devices and is not affected by a dead time provided for converters, based on temperatures (Tb1, Tb2) and required electric powers (Pb1*, Pb2*). A maximum value selection unit (53) sets the maximum value among the voltages (Vb1, Vb2) of the power storage devices and required voltages (Vm1*, Vm2*) of motor-generators, as the target voltage. A target voltage limiting unit (54) compares the target voltage with the lower limit value (Vth), and if the target voltage is lower than the lower limit value (Vth), the target voltage limiting unit (54) sets the lower limit value (Vth) as the target voltage (Vh*).

A switching element is switched off after having been switched on for only a short time interval called a first predetermined time interval, and a determination is made, based on a mode of a change in a contact point potential (a regeneration voltage) between an electric motor and the switching element when the switching element as switched off, as to whether or not one of the electric motor and the switching element has failed. Next, the switching element is switched on for a time interval called a second predetermined time interval, which is longer than the first predetermined time interval, and a determination is made, based on the magnitude of the contact point potential at that time, as to which one of the electric motor and the switching element has failed. It is thus possible for a failure of the switching element and electric motor to be detected.

A method for monitoring input power to an electronically commutated motor (ECM) is described. The method includes determining, with a processing device, an average input current to the motor, the average input current based on a voltage drop across a shunt resistor in series with the motor, measuring an average input voltage applied to the motor utilizing the processing device, multiplying the average input current by the average voltage to determine an approximate input power, and communicating the average input power to an external interface.

A device and method to determine the stopping rotor position of a washing machine motor includes an inverter, a permanent magnet synchronous motor, and an electronic motor controller. The controller determines the stopped rotor position of the motor by measuring induced currents in the stator field coils of the motor. While the motor is de-energized and slowly rotating, the controller directs the inverter to connect all of the stator field coils of the motor together. The stator field coils may be connected to a common D.C. rail, output from an A.C.-D.C. converter of the washing machine. In an embodiment, the controller determines the rotor position based on the polarities of current induced in the stator field coils. In another embodiment, the controller determines the rotor position based on the phase angle and angular frequency of the three phase currents, transformed into a stationary reference frame.

The invention relates to an electric motor assembly, particularly for driving a fan for an engine cooling system and/or an air conditioner of a motor vehicle, comprising an electric motor and a motor control device for activating the electric motor. According to the invention, the motor control device can be adjusted according to a characteristic curve (1,2,3,4) of the electric motor and/or of the fan, and thereby the power and/or rotational speed of the electric motor can be adjusted.