Method for determining the movement of a rotor
阅读说明:本技术 用于确定转子的运动的方法 (Method for determining the movement of a rotor ) 是由 M·罗马斯泽克 G·维辛斯基 P·马伊 于 2020-04-10 设计创作,主要内容包括:本发明公开了一种用于确定转子的运动的方法。用于确定电动马达的转子的运动的方法包括:向电动马达的驱动线圈供应驱动信号;感测驱动线圈的线圈电流;检测由电动马达的转子跨过波纹产生位置而引起的感测到的线圈电流的电流波纹;从检测到的波纹推断出转子的运动;通过根据指定非零下降时间的制动曲线将供应给驱动线圈的驱动信号从初始信号值减小到零来制动马达,在所述非零下降时间期间,驱动信号从初始信号值减小到零,由此,调整制动曲线,使得在驱动信号已经减小到零之后,转子不会跨过波纹产生位置。(A method for determining motion of a rotor is disclosed. The method for determining the movement of the rotor of an electric motor comprises: supplying a driving signal to a driving coil of an electric motor; sensing a coil current of a driving coil; detecting a current ripple of the sensed coil current caused by the rotor of the electric motor crossing the ripple generating location; deducing the movement of the rotor from the detected ripples; braking the motor by reducing the drive signal supplied to the drive coils from an initial signal value to zero according to a braking profile specifying a non-zero fall time during which the drive signal is reduced from the initial signal value to zero, whereby the braking profile is adjusted such that the rotor does not cross the ripple generating location after the drive signal has been reduced to zero.)
1. A method (100) for determining a movement of a rotor of an electric motor (10), the method (100) comprising the steps of:
-supplying (105) a drive signal (50) to a drive coil of the electric motor (10),
-sensing (110) a coil current (42) of the drive coil,
-detecting (115) a current ripple of a sensed coil current (42) caused by the rotor of the electric motor (10) crossing a ripple generating position,
-deducing (120) a movement of the rotor from the detected ripples,
-braking the electric motor (10) by reducing the drive signal (50) supplied to the drive coil from an initial signal value (63) to zero according to a braking curve (60) specifying a non-zero fall time (65), during which non-zero fall time (65) the drive signal (50) is reduced from the initial signal value (63) to zero,
wherein the braking curve (60) is adjusted such that the rotor does not cross a ripple generating position after the drive signal (50) has been reduced to zero.
2. The method (100) of claim 1,
wherein the braking curve (60) is adjusted such that the coil current (42) does not reverse before the drive signal (50) has reached zero.
3. The method (100) according to any one of the preceding claims,
wherein the braking curve (60) causes the drive signal (50) to decrease linearly between the initial signal value (63) and a final signal value (64).
4. The method (100) of claim 3,
wherein the final signal value (64) is equal to zero.
5. The method (100) of claim 3,
wherein the final signal value (64) is not equal to zero,
wherein the braking profile (60) discontinuously drops the drive signal (50) from the final signal value (64) to zero.
6. The method (100) according to any one of the preceding claims,
wherein the drive signal (50) is controlled in accordance with the braking curve (60) using open loop control, in particular open loop control of a pulse width modulated control signal generating the drive signal.
7. The method (100) according to any one of the preceding claims,
wherein the drive signal (50) is adjusted according to the braking curve (60) using closed loop control, in particular using closed loop current control with the sensed coil current (42) as a feedback signal.
8. The method (100) according to any one of the preceding claims, the method (100) comprising the steps of:
-measuring (130) a measured initial coil current (42) before braking the electric motor (10),
-adjusting (135) a predetermined current curve (70), in particular adjusting the amplitude of the predetermined current curve (70), such that an initial value (72) of the predetermined current curve (70) matches the measured initial coil current (42),
-using (140) the adjusted predetermined current profile (70) as the braking profile (60) specifying the fall time (65).
9. The method (100) according to any one of the preceding claims,
wherein the fall time (65) of the braking curve (60) matches a predefined fall time (65) for all initial signal values (63), or
Wherein the slope of the braking curve (60) matches a predefined deceleration for all initial signal values (63).
10. The method (100) according to any one of the preceding claims, the method (100) comprising the steps of:
-receiving (125) a braking command for activating braking of the electric motor (10),
-determining (145) a phase of the electric motor (10),
-checking (147) whether the phase of the electric motor (10) reaches a predetermined phase after having received the braking command,
-starting to decrease (150) the drive signal (50) when the phase of the electric motor (10) reaches the predetermined phase.
11. The method (100) according to any one of the preceding claims,
wherein the electric motor (10) is a commutating electric motor (10), in particular a commutating brushed DC motor (10), wherein the corrugation generation position is a commutation position of the electric motor (10).
12. The method (100) according to any one of the preceding claims,
wherein the drive coil is an armature of the electric motor (10),
wherein the coil current (42) is an armature current of the electric motor (10).
13. A control system (30) for an electric motor (10), the control system (30) comprising:
a supply module (32), the supply module (32) being adapted to supply (105) a drive signal (50) to a drive coil of the electric motor (10);
a sensing module (34), the sensing module (34) adapted to sense (110) a coil current (42) of the drive coil;
a detection module (36), the detection module (36) being adapted to detect (115) a current ripple of a sensed coil current (42) caused by the rotor of the electric motor (10) crossing a ripple generating location, and to infer (120) a motion of the rotor from the detected ripple;
a control module (38), the control module (38) being adapted to brake the electric motor (10) by reducing the drive signal (50) supplied to the drive coil from an initial signal value (63) to zero according to a braking curve (60) specifying a non-zero fall time (65), during which non-zero fall time (65) the drive signal (50) is reduced from the initial signal value (63) to zero,
wherein the braking curve (60) is adjusted such that the rotor does not cross a ripple generating position after the drive signal (50) has been reduced to zero.
14. A vehicle having an electrically actuated drive for windows, sunroof, passenger seats, tailgate, etc., comprising an electric motor (10) and a control system (30) for the electric motor (10) according to claim 13.
Technical Field
The invention relates to a method for determining a movement of a rotor of an electric motor, a control system of an electric motor and a vehicle having an electrically actuated drive comprising an electric motor.
Background
Electrically actuated drives with electric motors are used in automotive applications to drive power windows, movable roofs, passenger seats, tailgate, etc. In low and medium power applications, these electric motors are typically configured as dc electric motors that are supplied with a dc drive signal and include a commutator to convert the drive signal into an ac drive signal having a phase and frequency that matches the position and speed of the electric motor. The alternating drive signal is fed to an electromagnetic drive coil of the electric motor, which constitutes the armature of the electric motor and interacts with a static magnetic field provided by the excitation structure of the motor (e.g. by an excitation winding or a permanent magnet). The armature may be positioned at the rotor or the stator of the electric motor.
In automotive applications, it is often desirable to detect the motion of the motor and infer, for example, the precise position and speed of the rotor. The movement of the motor may be detected by a dedicated sensor, such as a hall sensor. Alternatively, the movement of the motor can be inferred from current fluctuations of the drive signal (so-called current ripples caused by the moving rotor of the motor). These current ripples are caused, for example, by the commutator of the electric motor, which switches the phase of the drive signal, or may be caused when the magnetic field of the excitation structure interacting with the drive coil changes while the rotor is moving.
If the electric motor is configured as a Brushed Direct Current (BDC) motor, the commutator of the electric motor includes brushes that transmit drive signals to a commutation surface that, in turn, powers drive coils that generate magnetic fields to produce torque on the rotor of the electric motor. The commutator is linked to the rotor and as the rotor rotates, the brushes contact different sets of commutating surfaces. Most of the time, each brush contacts both diverting surfaces, but during each transition the brush only briefly contacts one diverting surface. During this transition, the current path changes and the internal resistance and inductance of the electric motor changes. This in turn varies the load represented by the motor and the current drawn by the motor. Repeated commutation then results in current ripple superimposed on the drive current. The number of waves per complete revolution of the rotor corresponds to the number of poles of the electric motor.
The position and speed of the rotor can be determined by detecting the current ripple of the coil current and counting it. In order to obtain an accurate position of the rotor, every ripple caused by the motion of the rotor should be detected and false counts caused by ripples that are not related to the motion of the rotor should be avoided.
Therefore, it is necessary to reliably detect the current ripple of the drive current of the electric motor associated with the movement of the rotor of the electric motor.
Disclosure of Invention
The present disclosure provides a method for determining a movement of a rotor of an electric motor, a control system of an electric motor and a vehicle having an electrically actuated drive comprising an electric motor. Embodiments are given in the dependent claims, the description and the drawings.
In one aspect, the present disclosure is directed to a method for determining motion of a rotor of an electric motor, the method comprising the steps of:
-supplying a drive signal to a drive coil of the electric motor,
-sensing a coil current of the drive coil,
-detecting a current ripple of a sensed coil current caused by the rotor of the electric motor crossing a ripple generating location,
deducing the movement of the rotor from the detected ripples,
-braking the motor by reducing the drive signal supplied to the drive coil from an initial signal value to zero according to a braking curve (breaking curve) specifying a non-zero fall time during which the drive signal is reduced from the initial signal value to zero,
thereby, the braking curve is adjusted such that the rotor does not cross the ripple generating position after the drive signal has decreased to zero.
By reducing the drive signal according to a braking profile specifying a non-zero fall time and by adjusting the braking profile so that the rotor does not cross the ripple producing position after the drive signal has been reduced to zero, all additional current that may cover the current ripple during braking is kept below a level above which the detection of the current ripple is prevented. These additional currents are, for example, induced currents caused by current changes in the drive coil during the reduction of the drive signal or currents generated by the rotation of the electric motor when the electric motor is decelerated (run down) to zero speed after the reduction or disconnection of the drive signal. Both the induced current and the current generated by the electric motor during deceleration are superimposed with the current ripple used to detect movement of the rotor, thereby increasing the likelihood of individual ripples being missed during detection or additional detection events occurring due to additional fluctuations in the additionally superimposed current.
The electric motor may be a direct current electric motor, in particular a commutated direct current electric motor (such as a commutated Brushed Direct Current (BDC) electric motor). The drive signal may be a unipolar drive signal and the commutated electric motor may comprise a commutator linked to the electric motor and converting the unipolar drive signal into at least two phase-shifted alternating electrical signals. The drive signal may be a pulse width modulated electrical signal generated by a current or voltage source connected to the drive coil.
The current ripple of the sensed coil current used to infer the motion of the rotor may be caused by the commutator changing phase, and the ripple-generating position of the electric motor may be a commutation position where the commutator switches phase. The current ripple may also be a fluctuation caused by a temporal change in the magnetic field generated in the drive coil by the excitation structure of the electric motor. Such excitation structure may be, for example, an excitation winding if the electric motor is a separately excited electric motor, or a permanent magnet if the electric motor is a permanently excited electric motor.
The current ripple may be detected by checking whether the modulation of the drive current reaches a predetermined value. The predetermined value may be an extreme value, such as a maximum or minimum value or a zero crossing of the modulated portion of the drive current. By high pass filtering the sensed coil current, the current ripple can be separated from the continuous portion of the sensed coil current.
The respective current ripple may trigger a counter when detected. The movement of the rotor can be inferred from the number of counted ripples (which yields the position of the rotor) and the frequency of the ripples or the time interval between individual ripples (which yields the speed of the rotor).
The drive signal supplied to the drive coil can be controlled by open loop control such that the drive signal directly follows the braking curve. The drive signal may also be controlled by closed loop control such that the drive signal is reduced in such a way that an additional controlled variable (e.g. the coil current flowing through the drive coil) follows the braking curve. The drive signal may for example be a pulse width modulated signal. When the drive signal is controlled by closed-loop control, the parameter used may be, for example, the duty cycle of the drive signal. The driving signal supplied to the driving coil may be generated by a supply module that is controlled by a control signal (e.g., a pulse width modulation control signal), and the supply module includes a transistor circuit that is switched by the control signal.
By adjusting the braking curve so that the rotor does not cross the ripple generating position after the drive signal has been reduced to zero, it is possible to avoid that the rotor crosses the ripple generating position when the coil current is determined entirely by the additional uncontrolled current generated during deceleration of the motor. This increases the accuracy of determining the movement of the electric motor, since the current generated during deceleration generally exhibits uncontrolled fluctuations which may overlap with the ripple actually used to detect the movement of the rotor.
In order to avoid the rotor crossing the ripple-generating position after reducing the drive signal to zero, the braking curve may be adjusted by having a negative slope and/or fall time that does not exceed a predetermined threshold above which additional crossing of the ripple-generating position may occur. Thus, the methods described herein may include additional steps for determining the negative slope and/or fall time of the braking curve for a particular electric motor. The braking curve may be characterized by portions having a constant negative slope, and there may be discontinuities between the portions having a constant negative slope. For example, the braking curve may include a single portion having a constant negative slope that begins at an initial signal value and extends to zero, or alternatively, extends to a final non-zero signal value and then abruptly drops to zero.
The negative slope and/or fall time of the braking curve may be determined experimentally by varying the negative slope and/or fall time of the braking curve and monitoring the movement of the rotor of a particular motor after reducing the drive signal to zero. All negative slope values and/or fall time values of the rotor across the ripple generating location after the drive signal has decreased to zero may be discarded. The negative slope and/or fall time of the braking curve can then be selected from the remaining values. The slope and fall time of the braking curve may be selected as the combination of the negative slope and the remaining value of the fall time which generally exhibits the shortest fall time. In this regard, it must be considered that the braking curve may include discontinuities such that the negative slope and the fall time may vary independently of each other.
The braking curve (in particular its negative slope and/or fall time) may be determined for a specific electric motor and may be stored in a memory unit of a control system executing the method. It is also possible to determine individual braking curves for a plurality of electric motors and to store all determined braking curves in the memory unit. The braking profile used during braking of the particular electric motor may then be selected from the stored braking profiles based on the electric motor actually connected to the controller. The control system may include, for example, a programming interface to receive a selection command specifying an electric motor connected to the controller.
The braking curve may be stored in the memory of the control system as a sequence of samples of the various values of the braking curve, the samples being spaced apart at fixed sampling intervals. The drive signal may be reduced stepwise at predetermined time intervals. The time interval may correspond to a sampling interval of samples of the braking curve stored in the storage unit. Additionally or alternatively, the time interval may be equal to a sampling interval of a detection algorithm for detecting a current ripple of the drive current. This minimizes the effect of the discrete reduction of the drive signal on the detection of current ripple.
According to one embodiment, the braking curve is adjusted such that the coil current does not reverse before the drive signal has reached zero. Similar to the uncontrolled current flowing in the drive coil after reducing the drive signal to zero, the reversal of the coil current may also mask the current ripple used to determine the motion of the rotor or may cause additional false fluctuations that lead to false detection events. The braking curve can be adjusted, for example by experimentally determining the negative slope and the fall time of the braking curve, such that it prevents the drive signal from reversing on the one hand and exhibits the shortest total fall time on the other hand.
According to one embodiment, the braking curve causes a linear decrease of the drive signal between the initial signal value and the final signal value. This enables the drive signal to be easily controlled during braking, especially when open-loop control of the drive signal is performed. The slope of the linearly decreasing braking curve may be adjusted to prevent the rotor of the electric motor from crossing the ripple generating location and/or to prevent the coil current from changing sign before the drive signal has reached zero.
According to one embodiment, the final signal value is equal to zero. This allows to continuously reduce the drive signal to zero and to avoid sudden and discontinuous drops of current fluctuations for determining the movement of the rotor that would disturb the drive signal.
According to an alternative embodiment, the final signal value is not equal to zero, whereby the braking curve causes the drive signal to drop discontinuously from the final signal value to zero. This allows for a short fall time. The final signal value may be adjusted to prevent crossing the ripple generation location after the drive signal has finally decreased to zero. For example, the final signal value may be adjusted to not exceed an experimentally determined maximum final signal value beyond which such crossing would occur. The maximum final signal value may depend on the negative slope of the drive signal during the linear decrease between the initial signal value and the final signal value.
According to one embodiment, the drive signal is controlled according to a braking profile using open loop control, in particular open loop control of a pulse width modulated control signal generating the drive signal. In this case, the braking profile may dictate the duty cycle of the pulse width modulated drive signal. During the fall time, the duty cycle may decrease linearly from the initial duty cycle value to the final duty cycle value, for example. The final duty cycle value may be zero or may be non-zero, for example. When a non-zero final duty cycle value is achieved, the duty cycle may suddenly drop to zero after the final duty cycle value has been reached.
According to an alternative embodiment, the drive signal is adjusted according to the braking profile using closed-loop control (in particular closed-loop current control with the sensed coil current as a feedback signal). In this case, the braking profile may specify a desired current profile according to which the sensed coil current is adjusted.
According to one embodiment, the method comprises the steps of:
-measuring the measured initial coil current before the brake motor,
adjusting the predetermined current profile, in particular the amplitude of the predetermined current profile, such that the initial value of the predetermined current profile matches the measured initial coil current,
-using the adjusted predetermined current profile as a braking profile for a specified fall time.
By measuring the initial coil current before braking the motor and by adjusting the predetermined current profile accordingly, the braking profile can be adapted to different load conditions of the motor. In automotive applications, the load experienced by an electric motor may depend on the amount of friction that occurs when the electric motor is moving an electrically actuated device (such as a power window, a movable roof, a tailgate, etc.). The friction may depend on the position of the device. For e.g. power windows, the friction depends on the size of the part of the window that is in contact with the rubber gasket surrounding the window in its closed position, so that during the final closing of the window the friction will increase.
According to one embodiment, the fall time of the braking curve matches a predefined fall time for all initial signal values. This allows the brake curve to be easily adjusted to different initial signal values, in particular when the brake curve is obtained from a predetermined brake curve stored in a memory unit of the control system executing the method. The braking curve can then be adjusted to a different initial signal value by scaling the amplitude of the braking curve to match the initial signal value.
According to an alternative embodiment, the slope of the braking curve is matched to the predefined deceleration for all initial signal values. This ensures that the additional current drawn by the brake motor is constant for all initial signal values and does not increase for higher initial signal values. Thus, when the drive current starts to decrease, all current ripples can be reliably detected regardless of the amount of drive current drawn by the motor.
According to one embodiment, the method comprises the steps of:
-receiving a braking command for activating braking of the motor,
-determining the phase of the electric motor,
-checking whether the phase of the electric motor reaches a predetermined phase after having received said braking command,
-starting to decrease the drive signal when the phase of the electric motor reaches a predetermined phase.
In other words, after receiving the braking command, the braking of the motor is delayed until the electric motor reaches a predetermined phase and the braking always starts at this predetermined phase. The predetermined phase may be selected in such a way that the rotor is prevented from crossing the ripple generating position after the drive signal has been reduced to zero according to the braking curve.
According to one embodiment, the electric motor is a commutating electric motor, in particular a commutating brushed dc electric motor, whereby the corrugation generating position is a commutation position of the electric motor. The number of ripple generating positions then corresponds to the number of phases of the electric motor.
According to one embodiment, the drive coil is an armature of an electric motor and the coil current is an armature current of the electric motor. The armature may be positioned at the rotor or the stator of the electric motor.
In another aspect, the present disclosure is directed to a control system for an electric motor, the control system comprising: a supply module adapted to supply a drive signal to a drive coil of an electric motor; a sensing module adapted to sense a coil current of a drive coil; a detection module adapted to detect current ripples of the sensed coil current caused by the rotor of the electric motor crossing a ripple generation position and to infer motion of the rotor from the detected ripples; and a control module adapted to brake the motor by controlling the supply module to reduce the drive signal supplied to the drive coil from an initial signal value to zero according to a braking profile specifying a non-zero fall time at which the drive signal is reduced from the initial value to zero. Thereby, the braking curve is adjusted such that the rotor does not cross the ripple generating position after the drive signal has decreased to zero.
The control system may be configured to perform the method of the present disclosure. In this connection, all the technical effects and embodiments described in connection with the method can also be applied to the control system mutatis mutandis.
The supply module may include a transistor circuit for generating a pulse width modulated drive signal, and the control module may be configured to generate a pulse width modulated control signal that is controlling the transistor circuit. The sensing module may be electrically connected to the driving coil to sense a coil current. For example, the sensing module may include a shunt resistor through which the coil current flows, and the sensing module may be configured to measure a voltage drop across the shunt resistor to determine the coil current. Instead of shunt resistors, the sensing module may comprise any other sensing means (e.g. flux gate, etc.). The control module may include a memory unit in which a brake curve or a predetermined current curve is stored. The control module may be configured to adjust a braking profile of the predetermined current profile to an initial signal value when the drive signal begins to decrease.
In another aspect, the invention is directed to a vehicle having an electrically actuated drive for a window, a movable roof, a passenger seat, a tailgate, etc., comprising an electric motor according to the present disclosure and a control system for the electric motor. All the technical effects and embodiments of the control system and of the electric motor described in connection with the method and control system of the present disclosure can also be applied, mutatis mutandis, to the actuating drive of the vehicle. For example, the electric motor may be configured as described in connection with the methods and control systems of the present disclosure. The electric motor may be, for example, a commutated brushed dc motor, and the ripple generating position is a commutation position of the electric motor.
Drawings
Exemplary embodiments and functions of the present disclosure are described herein in connection with the following figures, which are schematically illustrated:
FIG. 1 shows a first embodiment of an electrically actuated drive;
fig. 2 shows the time dependence of the coil current of an electric motor when the drive signal is suddenly switched off according to the prior art;
FIG. 3 shows an enlarged view of a portion of the time dependent coil current shown in FIG. 2;
FIG. 4 illustrates a braking curve according to the present disclosure;
FIG. 5 shows the time dependence of the coil current during the reduction of the drive signal according to the braking curve;
FIG. 6 shows the time dependence of the coil current for a braking curve with non-optimal fall time and slope;
FIG. 7 shows the time dependence of the coil current for a braking curve with a suitably adjusted fall time and slope;
FIG. 8 shows the time dependence of the coil current for another braking curve with a non-optimal fall time and slope;
FIG. 9 shows the time dependence of the coil current for another braking curve with a non-optimal fall time and slope;
FIG. 10 shows the time dependence of the coil current for another braking curve with a non-optimal fall time and slope;
FIG. 11 shows the time dependence of the coil current for another braking curve with a non-optimal fall time and slope;
FIG. 12 shows a second embodiment of an electrically actuated driver;
FIG. 13 illustrates a predetermined current profile for generating a braking profile for closed loop control;
FIG. 14 illustrates a closed loop reduction of the drive signal according to a braking curve;
FIG. 15 illustrates a method for closed loop control performed by the control module;
fig. 16 shows a method for determining the movement of the rotor of an electric motor.
List of reference numerals
1 electrically actuated drive
5 region
10 electric motor
30 control system
32 supply module
34 sensing module
36 detection module
38 control module
39 brake control module
40 memory cell
42 coil current
43 average coil current
44 coil voltage
46 wave
50 drive signal
52 supply voltage
54 control commands
56 control signal
58 crossing event
60 desired braking curve
63 initial signal value
64 final signal value
65 fall time
66 onset of signal reduction
67 end of signal reduction
69 switching time
70 predetermined current curve
72 initial value
100 method
101 method
102 start
105 supplying a drive signal
107 checks whether the motor is running
108 do not run
109 run
110 sense coil current
115 sense current ripple
120 inferring motion of the rotor
122 determine an average coil current
125 receive brake commands
127 checking braking
128 without braking
129 brake
130 measure the measured initial coil current
135 adjusting the predetermined current curve
140 use the adjusted predetermined current profile as a braking profile
145 determines the phase of the electric motor
147 inspection
150 reducing the drive signal
152 stop of inspection
153 have not stopped
154 stopping
170 end of
Detailed Description
Fig. 1 depicts a first embodiment of an electrically actuated drive 1, which electrically actuated drive 1 comprises an
The
Fig. 2 depicts the time dependence of the sensed coil current 42 when the
Fig. 3 depicts an enlarged view of the area bounded by box 5 of fig. 2. The sensed coil current 42 exhibits a current ripple 46 that has a high signal-to-noise ratio and is therefore reliably detectable whenever the
By reducing the
Fig. 5 depicts the effect of reducing the drive current 50 according to the
Fig. 6 depicts the time dependence of the coil current 42 for a
Fig. 7 depicts the time dependence of the coil current 42 for another
Fig. 8 depicts the time dependence of the coil current 42 for another
Fig. 9 depicts the time dependence of the coil current 42 for another
Fig. 10 depicts the time dependence of the coil current 42 for another
Fig. 11 depicts the time dependence of the coil current 42 for another
Fig. 12 depicts a second embodiment of an electrically actuated drive 1 for enabling closed-loop control of a
The electrically actuated driver 1 shown in fig. 12 includes a second embodiment of the
The
Fig. 13 depicts a predetermined
Fig. 14 depicts the effect of reducing the
FIG. 15 depicts a
If the motor is braking (129), the measured initial coil current 42 is determined (130) by reading the actual
In general, the electrically actuated drive 1 performs the method 100 depicted in fig. 16 for determining the motion of the rotor of the
Method 100 also includes determining 145 a phase of
- 上一篇:一种医用注射器针头装配设备
- 下一篇:一种有刷电机长尾式H桥驱动电路