Abstract: A motor drive receives a position feedback signal from an encoder operatively connected to the motor. The motor drive executes a speed regulator module on a first periodic interval to achieve desired operation of the motor, and the motor drive executes an additional module at a second periodic interval, occurring more frequently than the first periodic interval, to increase the resolution of the position feedback. The position feedback signal is provided as or converted to counts. The motor drive maintains a first counter with a running total of each count received as well as a second counter which generates a higher resolution value than the first counter. During each second periodic interval the motor drive increments the high-resolution counter by the number of actual counts detected within the corresponding first periodic interval. This high-resolution counter is used by the speed regulator to obtain desired operation of the motor.

Abstract: A method for improving the adhesion of a rail vehicle by conditioning selected axle(s), detects whether a higher total brake force can be achieved by changing the manipulated variable of the wheel slip at at least one unit from a current starting wheel slip to a forced wheel slip, and, if so, changes the wheel slip at at least one unit from the current starting wheel slip to the forced wheel slip by regulating the manipulated variable of the brake application force at the unit, whereby the friction ratios between the wheel and the rail changes at the subsequent units, and regulates the manipulated variable of the brake application force at the subsequent units to regulate the wheel slip, which is likewise changed by the changed friction ratios, at the units back to the unchanged manipulated variable of the starting wheel slip, optimized brake forces being produced at the units.

Abstract: A braking control system includes braking control modules configured to generate a braking torque request signal, indicative of a requested braking torque value CFr, which is variable until reaching a target value Vt, and to supply the braking torque request signal to a braking means which converts it into a braking torque with effective braking torque value CFe. The braking control modules are configured to calculate a total difference of instantaneous braking torque ?CFt as the sum of the differences between the CFr values and the CFe values of all modules. If the calculated ?CFt is greater than zero when Vt is reached, the braking control modules increase the braking torque until a ?CFt subsequent to reaching Vt has a zero or negative value, or until the maximum available adhesion signal has indicated that a controlled axle has reached the maximum available adhesion.

Abstract: A control system for a cargo handling system is disclosed. The control system may be configured to advance larger containers at a slower speed than smaller containers. For instance, all containers may be initially advanced by the same first velocity control signal. At the expiration of a certain time period, all containers may thereafter be advanced by a different velocity control signal (from the first velocity control signal) that should least substantially maintain the velocity of the container as it existed at the time of the expiration of the noted time period. The length of the time period (for advancing the container at the first velocity control signal) may be varied based upon the size of the containers such that larger containers are accelerated for a shorter time than smaller containers and which in turn should then advance larger containers at a lower velocity compared to smaller containers.

Abstract: The invention relates to a method for operating an electric machine (100) having a power converter (100) and multiple phases, in which method, phase currents flowing through the phases during operation of the electric machine (100) are determined and are used for continued operation of the electric machine (100), the phase currents being determined taking account of a fundamental wave and at least one harmonic of the current profile of each phase current.

Abstract: A car control device includes a driving force calculating unit that calculates driving force necessary for a train to travel; an operating number calculating unit that determines the number of M cars to be operated on the basis of the driving force; and a driving force command calculating unit that calculates driving force commands to be given to the M cars that operate depending on the number of M cars to be operated, wherein the driving force command calculating unit continuously changes the driving force commands when the number of M cars to be operated changes.

Abstract: A traction control module includes a sensor/estimation module configured to output wheel stability data based on a plurality of wheel condition inputs and a wheel stability monitoring module configured to calculate a plurality of wheel stability predictors based on the wheel stability data. Each of the wheel stability predictors is independently indicative of a wheel slip condition. The traction control module further includes a wheel stability data fusion module configured to receive each of the plurality of wheel stability predictors, combine selected wheel stability predictors from the plurality of wheel stability predictors to generate combinations of the wheel stability predictors, and selectively output a torque reduction request based on the combinations of the wheel stability predictors.

Abstract: An electric machine control system adapted to a motor includes a voltage detector, a power module, a current detector and a controller. The voltage detector detects a bus voltage to generate a voltage detection signal. The power module generates a first phase current, a second phase current and a third phase current to drive the motor according to the bus voltage and a PWM signal. To generate the current detection signal, the current detector detects at least two of the following: the first phase current, the second phase current and the third phase current. When the motor is operating in a steady state and blocked, the controller calculates the DC offset error of the motor according to the voltage detection signal and the current detection signal.

Abstract: An apparatus for selectively sharing, towards separate users, the power of a multi-drive unit vehicle, includes a mechanical transmission, that connects propulsion units of the vehicle to at least one primary drive unit; a secondary power unit for service units, which is operatively positioned between the mechanical transmission and at least one service unit of the vehicle; as well as at least one of either a first or a second joint, that are mounted on the mechanical transmission on either side of the secondary power unit for service units and are switchable by operating suitable control means.

Abstract: A variable gauge train control device comprises an inverter, a location detector, and a torque calculator. The inverter collectively controls torques of main electric motors. The location detector detects an entry into a gauge changeover section. The torque calculator, upon detection by the location detector of the entry into the gauge changeover section, suspends idling control that otherwise restricts the torques of the main electric motors and calculates a first torque pattern for making the inverter operate in accordance with the torques of the main electric motors.

Abstract: A method of operating a drive circuit for parallel electric motors is provided. The method includes receiving measurements of stator phase currents in the parallel electric motors. The method includes selecting a target PM motor, from among the parallel electric motors, that generates a largest torque output. The method includes executing a vector control algorithm to generate a complex command voltage vector for the target PM motor. The method includes generating and transmitting a pulse width modulation (PWM) signal based on the complex command voltage vector for controlling an inverter. The method includes operating the inverter according to the PWM signal to supply three-phase alternating current (AC) power to the parallel electric motors.

Abstract: A speed of a rail vehicle equipped with a first chassis unit is determined. A chassis speed measurement variable is provided by a sensor unit. Inertial measurement variables are detected by an inertial measurement unit; a reference speed characteristic value is formed; an inertial speed characteristic value is determined by a calculation unit based on the inertial measurement variables, in a first operating mode, to estimate a deviation in the inertial calculation based on the reference speed characteristic value; the inertial speed characteristic value is determined, in a second operating mode, without taking into account the reference speed characteristic value. If an anomalous provision process of the chassis speed measurement variable is detected by a recognition unit on the basis of a reference characteristic value and the chassis speed measurement value, the inertial calculation is performed according to the second operating mode.

Abstract: A circuit budgets torque among independent field-oriented motor control circuits. A desired vehicle yaw turning moment is received from an operator control input. The circuit determines a positive or negative torque target for each electrically powered drive wheel and transmits it to an adaptive field-oriented motor control circuit which provides voltage magnitude and voltage frequency to a poly-phase synchronous alternating current electric motor. When wheel loading, limited traction, or stability prevents any motor from attaining the torque target, that data is returned to the budgeting circuit and torque budget is adjusted for all adaptive field-oriented motor control circuits. Varying numbers of powered wheels are assigned torque depending on vehicle dynamics. Performance of the vehicle can be adapted to driver capabilities. A vehicle may serve as a driving simulator for diverse vehicles.

Abstract: A system includes a plurality of wheels, a braking system, and one or more sensors. The plurality of wheels includes a guardian wheel and at least one non-guardian wheel and is disposed on a wheeled vehicle. The braking system is operatively connected to the guardian and non-guardian wheels and applies a first braking force to the at least one non-guardian wheel and a second braking force to the guardian wheel. The second braking force increases a slide risk of the guardian wheel beyond a slide risk of the at least one non-guardian wheel. One or more sensors disposed within the wheeled vehicle detect sliding of the guardian wheel allowing a corrective action to be taken to prevent sliding of the at least one non-guardian wheel.

Abstract: A power converting apparatus for vehicles according to an embodiment controls a plurality of AC motors for vehicle traveling set on a motor setting table. The power converting apparatus includes a plurality of inverter circuits and a plurality of controllers. The plurality of inverter circuits supply three-phase AC power to the AC motors. The plurality of controllers generate control signals for ON/OFF-controlling a plurality of switching elements of the inverter circuits and perform PWM control on the inverter circuits associated with the plurality of controllers among the plurality of inverter circuits. The plurality of controllers perform the PWM control on the associated inverter circuits according to control signals generated using carrier waves having phases different from one another. A phase difference between the carrier waves is based on the number of the plurality of AC motors set on the motor setting table.

Abstract: In one example embodiment, a method includes determining a first adjustment value for a slip frequency of a rotor in an induction motor, determining a second adjustment value for an inductance of the induction motor and tuning the slip frequency of the rotor and the inductance of the induction motor based on the first adjustment value and the second adjustment value, respectively.

Abstract: A method for controlling an electric motor includes receiving a first control command that is indicative of a desired motor control. A current operating condition for the motor is determined. It is then determined whether the first control command meets at least one predetermined criterion at the current operating condition. A second control command that is different from the first control command is generated when the first control command meets the at least one predetermined criterion. Generating the second control command includes determining a current value of a motor parameter, changing the parameter value, and using the changed parameter value to generate the second control command. The second control command is then used to control the motor.

Abstract: The Brushless Multiphase Self-Commutation Controller or BMSCC is an adjustable speed drive for reliable, contact-less and stable self-commutation control of electric apparatus, including electric motors and generators. BMSCC transforms multiphase electrical excitation from one frequency to variable frequency that is automatically synchronized to the movement of the electric apparatus without traditional estimation methods of commutation and frequency synthesis using derivatives of electronic, electro-mechanical, and field-oriented-control. Instead, BMSCC comprises an analog electromagnetic computer with synchronous modulation techniques to first establish magnetic energy and then dynamically share packets of magnetic energy between phase windings of a multiphase, position dependent flux, high frequency transformer by direct AC-to-AC conversion without an intermediate DC conversion stage.

Abstract: Disclosed examples include methods, computer readable mediums and motor drive power conversion systems for sensorless speed control of a motor driven by an inverter through an intervening filter, a transformer and a motor cable, in which sensorless vector control is used to regulate the motor speed based on a speed feedback value computed according to voltage or current values associated with the motor drive using an observer having formulas and impedance parameters of the filter, the transformer, the motor cable and the motor.

Abstract: Provided is a vehicle braking/driving force control apparatus for securing travel stability of a vehicle by priority when a slip occurs on a wheel for generating a braking/driving force while a plurality of motions are controlled. An electronic control unit identifies a slipping wheel having the maximum slip ratio (Si (i=fl, fr, rl, rr)) among wheels. The unit determines to increase or decrease a target roll moment (KmxMx) and a target pitch moment (KmyMy) for controlling a roll motion and a pitch motion, which are motions on the body in the vehicle vertical direction, so that the driving force on the slipping wheel has a direction to eliminate the slip state.

Abstract: A system and method for managing power flow in a fuel cell vehicle. The method provides a difference between a power limit signal and an actual power signal to a PI controller to generate a power offset signal. The method determines whether a fuel cell stack is able to provide enough power to satisfy a power request, and if so, adds the power request and the power offset signal to generate a stack power request signal to cause the upper power limit signal to move towards and be matched to the actual power signal. If the stack is not able to provide enough power to satisfy the load power request signal, the method subtracts the power offset signal from the power limit signal to provide a load limit signal to cause the actual stack power signal to move towards and be matched to the upper power limit signal.

Abstract: An electric motor control system includes a power inverter and control circuitry configured to control the power inverter either according to a target voltage in a voltage-based control mode or according to a target current in a current-based control mode. A controller is operable to switch operation of the control circuitry between the voltage-based control mode and the current-based control mode. The controller may be configured to operate the control circuitry in the current-based control mode at lower motor operating speeds where stator current margin is of greater significance, and to operate the control circuitry in the voltage-based control mode at higher motor operating speeds where stator voltage margin is of greater significance.

Abstract: Provided are a train speed measuring device and method. The train speed measuring device includes: at least one first tachometer disposed at an axle of a trailer car and for outputting a pulse signal according to a wheel revolution of the trailer car; at least one second tachometer disposed at an axle of a motor car and for outputting a pulse signal according to a wheel revolution of the motor car; at least one speed measuring unit for measuring speed values on the basis of pulse signals outputted from the at least one first tachometer and the at least one second tachometer; and a speed calculating unit for calculating the speed of the train on the basis of the measured speed values.

Abstract: A control method comprises determining wheel creep of a wheel operably coupled to a traction motor and limiting a rate of change of an excitation frequency applied to the traction motor to drive the wheel, based on the determined wheel creep. According to one aspect, the rate of change of the excitation frequency is limited if the wheel creep exceeds a wheel creep threshold.

Abstract: A motor controller obtains: a first motor target rotation number, a first motor actual rotation number of a first motor, a second motor target rotation number, and a second motor actual rotation number of a second motor; determines a first rotation number difference between the first motor target rotation number and the first motor actual rotation number of the first motor, and a second rotation number difference between the second motor target rotation number and the second motor actual rotation number of the second motor, determines first and second rotation control torques based on a smaller one of the first rotation number difference and the second rotation number difference; and determines a first motor torque of the first motor and a second motor torque of the second motor based on the first and second rotation control torques.

Abstract: A motor assembly comprises an electric power train that is adapted to be connected to a power source and is also adapted to impart a torque to a wheel when the motor assembly is operating. The assembly further comprises a power determination means adapted to determine the amount of power supplied from the power source to the electric power train when the motor assembly is operating. In addition, the assembly comprises a rotational speed determination means adapted to determine a rotational speed of the wheel when the motor assembly is operating. Moreover, the assembly comprises a torque determination means adapted to determine a command torque value indicative of a requested torque to the wheel.

Abstract: Embodiments of the invention provide a variable frequency drive system and a method of controlling a pump driven by a motor with the pump in fluid communication with a fluid system. The drive system and method can provide one or more of the following: a sleep mode, pipe break detection, a line fill mode, an automatic start mode, dry run protection, an electromagnetic interference filter compatible with a ground fault circuit interrupter, two-wire and three-wire and three-phase motor compatibility, a simple start-up process, automatic password protection, a pump out mode, digital input/output terminals, and removable input and output power terminal blocks.

Abstract: A method for operating an electric vehicle, the electric vehicle having an electric motor and a brake device, and the electric motor and the brake device being capable of being influenced by a control device. When the electric vehicle is at a standstill, when there is an error of the control device, the brake device is actuated so that the electric vehicle cannot move, or at least can move only to a very limited extent.

Abstract: Disclosed is a control system and method for controlling a superturbocharged engine system in various operation modes. Throttle control mode may idle the superturbocharger during low and medium engine loads, so that boost is not created in the intake manifold. During high engine load conditions (open throttle), boosting occurs in response to the driver, operator, or control system requesting increased engine loads. For transient control mode, the control system may respond to transient conditions in response to engine speed and load so that the engine does not bog down or overcome vehicle traction limits. The control system may also predict future operating points.

Abstract: A motor control apparatus for synchronously controlling a master axis motor for driving a master axis and a slave axis motor for driving a slave axis, includes: a master axis position detector which outputs position data of the master axis and a reference signal with a predetermined fixed period; a master axis receiving circuit which receives the position data and the reference signal output from the master axis position detector; a master axis computation circuit which computes a master axis error representing a difference between the position data received by the master axis receiving circuit and the position data acquired at the time of the reception of the reference signal; and a slave axis motor control unit which controls the operation of the slave axis motor by using the master axis error as a command for synchronizing the operation of the master axis motor.

Abstract: A synchronous fan system is provided which intermittently calibrates the fans by rotating periodically the fans each to a common stop position.

Abstract: Provided is a variable frequency drive and a rotation speed searching apparatus for an induction motor incorporated therein. The rotation speed searching apparatus is featured by scanning the rotor frequency of the induction motor and determining either the error between a detected DC-bus voltage and a set DC-bus voltage or the error between a detected output current and a set output current, so that the rotation speed of the induction motor can be searched out.

Abstract: A method for optimizing the torque applied by each motor of a dual motor drive system of an all-electric vehicle is provided, the torque adjustments taking into account wheel slip as well as other vehicular operating conditions.

Abstract: A position control device for suppressing occurrence of stick-slip during a feed operation performed in a very low speed region is provided. Adders add an output obtained by multiplying actual speed deviation by a proportional gain, an integral component of actual speed deviation obtained by inputting actual speed deviation to an integral compensator, an output obtained by multiplying motor speed deviation by a proportional gain, and an integral component of the motor speed deviation obtained by inputting motor speed deviation to an integral compensator. The result is output as a torque feedback command. Each integral compensator has a coefficient changer capable of changing a coefficient from 0 to 1 to adjust integral gains in accordance with a speed feedforward command or a speed command. Large integral gain increases the response speed of switching from static to kinetic friction torque in a very low speed region thereby suppressing occurrence of stick-slip.

Abstract: Embodiments of the invention provide a variable frequency drive system and a method of controlling a pump driven by a motor with the pump in fluid communication with a fluid system. The drive system and method can provide one or more of the following: a sleep mode, pipe break detection, a line fill mode, an automatic start mode, dry run protection, an electromagnetic interference filter compatible with a ground fault circuit interrupter, two-wire and three-wire and three-phase motor compatibility, a simple start-up process, automatic password protection, a pump out mode, digital input/output terminals, and removable input and output power terminal blocks.

Abstract: A control method comprises determining wheel creep of a wheel operably coupled to a traction motor and limiting a rate of change of an excitation frequency applied to the traction motor to drive the wheel, based on the determined wheel creep. According to one aspect, the rate of change of the excitation frequency is limited if the wheel creep exceeds a wheel creep threshold.

Abstract: The present invention discloses a method and apparatus for controlling a motor for an electric vehicle. The method and apparatus calculates the current acceleration ? of the motor according to the detected rotor position values in real-time, and if the current acceleration ? is greater than a predetermined forward acceleration ?0, the output torque of the motor is decreased. If the acceleration ? is less than a predetermined backward acceleration ?1, then the output torque of the motor is decreased. Thus, when the vehicle travels from a normal road surface to a smooth road surface, the decrease or increase output torque may suppress the abrupt speed variations.

Abstract: A method of propelling a mobile machine is disclosed. The mobile machine may have a plurality of DC traction motors, including a first DC traction motor and a second DC traction motor. The method may include driving a first traction device with the first DC traction motor, the first DC traction motor including a first field coil and a first armature electrically connected in series. The method may also include driving a second DC traction device with the second DC traction motor electrically connected in series with the first DC traction motor, the second DC traction motor including a second field coil and a second armature electrically connected in series. Additionally, the method may include, in response to slippage of the first traction device, bypassing at least a portion of electric current flowing through the first field coil around the first armature. The method may also include directing at least a portion of the bypassed electric current through the second field coil and the second armature.

Abstract: A vehicle includes a traction motor, a transmission, a speed encoder for the motor, and a control system. The control system compensates for angular wobble in an encoder signal. The control system receives, via a hybrid control processor (HCP), the encoder signal from the speed encoder, and determines a set of wobble characteristics of the encoder signal below a threshold motor speed. The control system also calculates a wobble-compensated speed value via the HCP using the wobble characteristics, and uses the wobble-compensated speed value as at least part of the input signals when controlling the motor. A lookup table tabulates a learned wobble value relative to the angular position value, and a learned wobble value is subtracted from a current angular wobble value to generate an error-adjusted wobble value. A method compensates for wobble in the encoder signal using the above control system.

Abstract: A first threshold is determined, with reference to an absolute acceleration that is determined in accordance with a vehicle usage condition, to detect an acceleration change generated in acceleration of a self-axle speed that is a maximum speed (a minimum speed in a decelerating operation) of revolving speeds of plural motors that drive plural driving wheel axles. When the acceleration exceeds the first threshold, a system for generating a target torque command value reduced in accordance with the acceleration deviation is separated by setting an output of a comparator circuit to level “0”, and a first-order delay circuit outputs the target torque command value subjected to a reduction process during a processing period designated by an output of a delay time generating circuit.

Abstract: A synchronous fan system is provided which intermittently calibrates the fans by rotating periodically the fans each to a common stop position.

Abstract: A method of operating a power system is provided. The method may include running one or more of a plurality of generator units that each include a power source, a first electric generator, and a second electric generator. Additionally, the method may include supplying electricity from one or more of the first electric generators of the one or more running generator units to a first set of one or more electric power loads. The method may also include supplying electricity from one or more of the second electric generators of the one or more running generator units to a second set of one or more electric power loads.

Abstract: A slip control device, a slip control method, and a vehicle provided with such a slip control device are provided, with which the vehicle can travel stably even on a slippery road surface while maintaining good road holding. The device has torque directive control means (23) for calculating torque directives for the motors respectively based on accelerator pedal depressions (24) and steering angles (26) and outputting them to each of motor control sections (21, 22) of the motors, first reference speed calculation means (48) for calculating a first reference speed of one of the pair of left and right motors to be controlled based on rotation speed of the other motor, and restriction applying means (20) for applying restriction to each of the torque directives based on a permissible speed range determined for each of the motors by applying prescribed permissible speed deviation to each of the calculated reference speeds.

Abstract: According to one embodiment, an electric train control apparatus having a plurality of electric motors and a plurality of inverters configured to control electric motors, independently of one another, including shaft speed calculating units respectively, and configured to calculate shaft speeds of electric motors, reference speed calculating unit configured to calculate a reference speed from shaft speeds of electric motors, acceleration detection control units configured to calculate torque reduction values from rates at which shaft speeds calculated, slip speed control units configured to reduce torques in accordance with a difference between shaft speeds of electric motors, state monitoring units configured to monitor states of detecting shaft speeds and output state signals, and changeover unit configured to switch control of inverters, between control performed by acceleration detection control units and control performed by slip speed control units, in accordance with state signals received from state m

Abstract: A power system having a DC electric motor is disclosed. The DC electric motor may include an armature and a field coil electrically connected in series with the armature, the field coil having an input and an output. The power system may also include an additional electrical path. Additionally, the power system may include one or more current-control elements that control one or more aspects of electrical activity in the additional electrical path, which may include, when inductance of the field coil generates a higher voltage at the output than at the input in response to a decrease in electric current through the field coil, allowing electric current to flow from the output, through the additional electrical path, to the input without flowing through the armature.

Abstract: A method and system for determining a ground speed for locomotives (e.g., 12, 14) of a train (16) comprising at least two locomotives for use in controlling an operation of the train. The method includes selecting an axle of any one locomotive of the train for measuring a speed corresponding to the selected axle. The method also includes determining a ground speed for at least another locomotive of the train based on a measured speed corresponding to the selected axle of the one locomotive.

Abstract: A method of operating a motor, the method comprising: operating a motor at a first speed; operating the motor in negative slip; imbalancing at least one phase of the motor to dissipate regeneration energy using windings of the motor; and wherein a next motor speed is decreased to a speed less than the first speed. An apparatus for carrying out the method is also presented.

Abstract: A slip control device, a slip control method, and a vehicle provided with such a slip control device are provided, with which the vehicle can travel stably even on a slippery road surface maintaining good road holding. The device is provided with a torque directive control means (23) for calculating torque directives for the motors respectively based on acceleration pedal depressions (24) and steering angles (26) and outputting them to each of motor control sections (21, 22) of the motors, a first reference speed calculation means (48) for calculating first reference speed of one of the pair of left and right motors to be controlled based on rotation speed of the other motor of the pair of motors, and a restriction putting means (20) for putting restriction to each of the torque directives sent from the torque directive control means (23) based on a permissible speed range determined for each of the motors by putting prescribed permissible speed deviation to each of the calculated reference speeds.

Abstract: In a motor-driven power steering apparatus for converting rotation of an electric motor into a linear stroke of a rack shaft by an interposition of a power transmission mechanism and steering a tire wheel connected to the rack shaft, there is provided a motor slip detecting means for previously determining a cumulative rotational speed of the electric motor corresponding to a maximum stroke displacement amount of the rack shaft, integrating the rotational speed of the electric motor, and estimating that slip or idle running is generated in a rotational force transmission system from the electric motor to the rack shaft, where the integral rotational speed of the electric motor becomes more than a prescribed cumulative rotational speed.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.