WO2004107555A1 - Systeme de commande de moteur - Google Patents

Systeme de commande de moteur Download PDF

Info

Publication number
WO2004107555A1
WO2004107555A1 PCT/DK2004/000364 DK2004000364W WO2004107555A1 WO 2004107555 A1 WO2004107555 A1 WO 2004107555A1 DK 2004000364 W DK2004000364 W DK 2004000364W WO 2004107555 A1 WO2004107555 A1 WO 2004107555A1
Authority
WO
WIPO (PCT)
Prior art keywords
bus
communication bus
additional
motor control
motor
Prior art date
Application number
PCT/DK2004/000364
Other languages
German (de)
English (en)
Inventor
Oluf Mauritsen
Original Assignee
Danfoss Drives A/S
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Danfoss Drives A/S filed Critical Danfoss Drives A/S
Publication of WO2004107555A1 publication Critical patent/WO2004107555A1/fr

Links

Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/42—Loop networks
    • H04L12/427—Loop networks with decentralised control
    • H04L12/43—Loop networks with decentralised control with synchronous transmission, e.g. time division multiplex [TDM], slotted rings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/0077—Characterised by the use of a particular software algorithm
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the invention relates to a motor controller for regulating the speed and / or the torque of an electric motor with a control device which has a first serial communication bus guided to the outside, and an additional device.
  • controls which contain communication electronics on a larger scale.
  • the communication electronics ensure that the respective controller can communicate with the outside world. This is necessary, for example, in order to be able to make certain specifications for the operation of the engine. For example, the speed or direction of rotation of the motor should be able to be specified from the outside in order to meet certain process requirements. Similar considerations naturally apply to other engine operating parameters, such as torque.
  • the communication bus also serves for the internal data exchange between individual electronic components. The internal control of an engine control system is today largely fully digitized and thus enables large amounts of input data to be managed.
  • Such input data are supplied in a known manner either through a standard input / output interface (I / O interface) or through so-called option cards, i.e. Additional devices in the form of additional cards.
  • I / O interface input / output interface
  • option cards i.e. Additional devices in the form of additional cards.
  • the input / output interface typically has connections for digital and connections for analog input / output signals.
  • the latter are designed, for example, as 4-20 mA signals.
  • Serial interfaces will also be used, for example an RS 485 interface for communication with other devices, which may also include other motor controls.
  • Additional cards can be installed by the manufacturer or by the user.
  • a number of additional cards are usually available.
  • Additional cards can e.g. contain a PROFIBUS function, whereby the motor control allows communication via this fieldbus.
  • Other add-on cards contain special software for controlling lifting and lowering applications or for signal processing of data from encoders, for example angle encoders, which can be used to measure speed.
  • a total of more than 100 signal conductors can be routed internally in the engine control from an additional device to the control device. Since the control device and the additional device are generally arranged on cards which are plugged into slots in the engine control system, the terms "control card” and "additional card” are also used in a simplified manner in the following.
  • the large amount of conductors means a correspondingly high number of connections on the cards.
  • the serial communication bus is used to replace the many individual conductors. The number of approximately 100 different signal conductors can thus be reduced to approximately 20.
  • the serial bus can advantageously also be used between the control card and a power card installed in the motor control, which ultimately the Controls energy for the engine. This allows signals such as "temperature” to be routed via the serial bus.
  • the CAN bus (Controller Area Network bus), which was originally used in connection with mobile applications such as cars, forklifts or other vehicles, has proven itself as a standardized communication bus for many years. If a CAN bus connection is set up from an additional card to the control card, serial communication can be implemented with a transmission speed that is up to 1 Mbit / s in hardware. However, the effective transmission speed is much lower, about half as large, i.e. 500 kbit / s, because the CAN bus must transmit additional information based on the protocol, including CRC (Cyclic Redundancy Check), and start and stop bits. However, this effective speed is not sufficient to be able to carry out a data transmission between the additional device and the control device in real time. For example, an additional device, which processes the encoder signals, must be able to pass these signals on to the control device immediately and without interruption, in order to avoid excessive engine speed in critical cases. Such a critical situation could arise if error signals are not dealt with in time.
  • CRC Cyclic Redundancy
  • the object of the invention is also to enable time-critical communication. This object is achieved in a motor controller of the type mentioned in the introduction in that the first communication bus connects the control device and the additional device to one another and a second serial communication bus is provided with a higher transmission speed than the first communication bus which connects the control device and the additional device to one another.
  • This training retains the advantages of the first serial communication bus, especially its flexibility, without having to do without real-time transmission of the signals.
  • the invention is based on the knowledge that the communication system between the control device and the additional card works with two different real times. On the one hand there is the real time of the motor control loop, which has a high clock frequency of, for example, 7 kHz, and on the other hand there is the real time of the application control loop [process control loop], which has a clock frequency of 1 kHz. In order to meet the higher requirements of the motor control loop, it would be advantageous for manufacturing reasons to double the bus communication between the additional card and the control device, ie to lay an identical second bus parallel to the first and thus to distribute the load evenly.
  • both "real-time systems" can lie side by side without interfering with one another.
  • Data belonging to the engine control loop is predominantly assigned to the second bus, and data relating to the application control loop is assigned to the first bus. This makes it possible, among other things, to reduce the proportion of the data transmission time of a cycle of the first bus to such an extent that the remaining time portion of the cycle is available for the control device for control calculations. Overall, this gives better engine control dynamics.
  • the first communication bus is preferably designed as a CAN bus.
  • the CAN bus is a largely standardized bus that allows great flexibility in use.
  • the CAN bus allows a large number of stations to be addressed simultaneously. Each station then filters out the required information.
  • the CAN protocol is less susceptible to data collision and interference and therefore relatively robust.
  • Application-specific control signals are transmitted via the CAN bus, including speed specifications, status messages and setting values when the motor control is started up. These application-specific control signals are less time-critical than the motor-specific control signals.
  • the second communication bus preferably has a synchronized data transmission.
  • the transmission speed can thus be increased. You "know” when certain information is to be expected and you do not have to prepare this information in order to find out what the information is.
  • the second communication bus is preferably designed as a master-slave connection.
  • the master determines when and where of communication.
  • a control unit is preferably used as the master in the control device.
  • the communication system thus has two units because the first communication bus also has a master, which is preferably also arranged in the control device.
  • the second communication bus is designed as an SPI bus (serial peripheral interface bus).
  • SPI bus serial peripheral interface bus
  • Such an SPI bus has a transmission speed of up to 10 Mbit / s, ie it is about ten times faster than the CAN bus.
  • This second bus is intended for time-critical signals. If, for example, an elevator drive reaches a speed that is too high for some reason, this information must be sent to the control device immediately.
  • a number of pulses per revolution are passed from the speed encoder to the corresponding additional device. This additional device treats this information into information that is sent via the SPI bus. No delays may occur here, as they could occur with the CAN bus.
  • An additional line for transmitting a global clock between the control device and the additional device is preferably provided, which is different from the lines of the first communication bus and the second communication bus, the global clock being a simultaneous sampling of all signal and communication connections on the control device and the Additional device causes.
  • the clock can have a frequency of 1 kHz, for example, and ensures that all units read their inputs simultaneously, ie synchronously.
  • the global clock, ie the clock signal has the further advantage that communication telegrams with control commands that arrive from outside via the first serial communication bus or another communication bus can be defined relative to the global clock signals.
  • the system After a global clock signal, the system has time for data transmission via the CAN bus and for data processing in the microprocessor or a digital signal processor. Since the global clock is transmitted over a separate line, the CAN bus is relieved. It is also advantageous that the global clock is generated by the additional device.
  • the additional device thus becomes a "master" in the system, which is followed at least in terms of the global clock by the other components. This has advantages, for example, if the additional device is a card with a freely programmable function. This creates a very flexible system.
  • An additional device synchronization clock is preferably provided between a motor-oriented sub-area of the control device and the additional device, the synchronization clock and the global clock being linked to one another in terms of frequency and phase.
  • the add-on card synchronization signal must have a frequency that is an integral multiple of the global clock signal.
  • the phase angle between the two clock signals must be controlled so that the angle is constant. This enables the two clock systems to be matched to one another.
  • the additional device is preferably dynamically addressable. This means that the additional device can be easily inserted into various slots or slots in the motor control system without having to worry about addressing.
  • a motor controller 1 has a control card 2, which contains a digital signal processor (DSP) 3.
  • DSP digital signal processor
  • the DSP 3 controls the pulse width modulation (PWM) of power semiconductors on a power card 4. From the power card 4, information is reported back via a line 5 and converted into digitally usable information, ie digitized, in an analog / digital converter 6.
  • the digital signal processor 3, which is commercially available, controls the current, voltage and frequency of a motor 7 which is connected to the power card 4 and which is generally designed as a multi-phase motor.
  • microcontroller 8 on the control card 2, which monitors and controls the sequence of a specific application.
  • the microcontroller 8 the speed of the drive of a conveyor belt, the conveying speed of an elevator or the like. regulate, i.e. the microcontroller 8 regulates the digital signal processor 3 and thus the process.
  • the microprocessor 8 communicates with the digital signal processor 3 by serial communication, here a UART (Universal Asynchronous Receive and Transmit).
  • UART Universal Asynchronous Receive and Transmit
  • An additional card 9 communicates with the digital signal processor 3 and the microcontroller 8 via a CAN bus 10.
  • CAN "CAN" connections are shown here. Further connections CAN are located on additional cards 11, 12, which can also be accommodated in slots in an expansion board 13.
  • cards are usually in the form of card-shaped circuit boards. forms are. However, it is obvious that the term “cards” is not intended to be limited to the spatial design of the control and additional devices shown.
  • the expansion board 13 has three slots into which additional cards 9, 11, 12 can be inserted. Each slot has electrical connections for supply voltages, an SPI bus and the described CAN bus. Only the connection for the SPI bus is represented by the letters SPI. A supply line 14 from a 24 V voltage supply 15 is only shown schematically here.
  • the control device 2 has a standard interface for input and output signals.
  • connections 17 for analog signals, 18 for digital signals, 19 in the form of a serial interface RS 485 or in the form of a USB interface (Universal Serial Bus) or also LCP interface 20 are provided here.
  • LCP stands for Liquid Crystal Panel and refers to the operator panel of the user.
  • the additional cards 9 are used to tailor the motor controller 1 for a user.
  • the additional cards 9, 11, 12 can contain a Profibus function.
  • the additional cards 9, 11, 12 contain special hardware and software in order to control lifting or lowering applications or to process the information from the speed or angle encoder.
  • the CAN bus 10 forms a first possibility for communication between the control card 2 and the additional cards 9, 11, 12.
  • the CAN bus is a serial communication bus which is relatively robust against data collision and interference radiation. With the CAN bus, which is based on a differential
  • the CAN bus 10 is therefore only used to transmit less time-critical signals, for example speed specifications, status messages and setting values when the motor controller is started up.
  • the application-specific control signals are real-time signals, but in comparison to the motor-specific control signals it is of less importance when exactly they are exchanged between the control card 2 and the additional cards 9, 11, 12.
  • Parallel to the CAN bus is an SPI bus 21, ie a "serial peripheral interface" bus, which has a transmission speed of up to 10 Mbit / s.
  • the SPI bus is about ten times faster than the CAN bus. This bus, which is basically a master-slave bus, is intended for time-critical signals.
  • the decoder sends a number of pulses per revolution of the motor 7 the additional card 9 passed.
  • the add-on card 9 converts this information into a number that is sent via the SPI bus 21.
  • the digital signal processor 3 compares this number with a reference value. If the number is too high, i.e. the speed is too high, the speed is reduced.
  • the additional card 9 includes the possibility of connecting different types of decoders, for example absolute, incremental or sine / cosine decoders.
  • the supply voltage is, for example, 5 to 10 V and the output signal is differential, which enables better interference suppression.
  • the SPI bus 21 in this case is a point-to-point connection with three conductors, i.e. there, back and clock and in contrast to the CAN bus 10 a synchronized connection.
  • synchronization means that the digital signal processor 3 outputs the clock signals to the additional cards 9, 11, 12.
  • the synchronization can be achieved in two ways: on the hardware side on a separate synchronization bus 22, which runs from the digital signal processor 3 to the three additional cards 9, 11, 12, and on the other hand by software, the clock signal being sent on the bus.
  • the use of a separate bus line has the advantage that the bus line and the bus protocol are relieved.
  • the additional card synchronization via the synchronization bus 22 runs at a clock speed of 4 to 7 kHz and is generated by the digital signal processor 3.
  • the digital signal processor 3 is here the "master” and the additional cards 9, 11, 12 are the “slaves”.
  • the digital signal processor 3 controls when the next operation on an additional card 9, 11, 12 must be carried out.
  • the digital signal processor 3 can control when the additional card 9 is to read the input of an angle encoder signal.
  • a global clock line 23 is additionally provided between the digital signal processor 3, the microcontroller 8 and the additional cards 9, 11, 12 are provided.
  • This clock has a frequency of 1 kHz, for example, and has the task of ensuring that all units read their inputs simultaneously, ie synchronously. If the global clock is given, all reference values and feedback signals are sampled at the same time. The sampled values are used in the control loops.
  • the global clock signal on line 23 also has the advantage that communication telegrams with control commands that come from outside via a communication bus can be defined in relation to the global clock signal. After a global clock signal, the system has time for data transmission via the CAN bus 10 and for data processing in the microprocessor 8 and in the digital signal processor 3. A new global clock then takes place. An advantage of this global clock is that the CAN bus is relieved because it does not have to deal with the clocking.
  • the global clock signal could also be transmitted via software via the CAN bus 10. However, it is preferred that this signal be implemented using hardware. This increases the transparency of the bus architecture of the motor control and makes it easier for system developers to carry out various measurements.
  • the global clock signal primarily relates to process-related signals, for example the speed of a conveyor belt or the speed of an elevator, whereas the additional card synchronization signal on line 22 is applied to the additional cards 9, 11, 12 with a direct motor control loop.
  • the add-on card synchronization signal must therefore have a frequency that is an integral multiple of the global clock signal. Furthermore, the phase angle between the two clocks must be controlled so that the angle is constant. There are many options for forming the additional cards 9, 11, 12.
  • the additional card 11 can be a "Profibus" communication card and the additional card 12 can be a so-called “freely programmable function” card on which a user places an application-specific software.
  • This can be software for a lifting and lowering application, for example.
  • the global clock signal and the additional card synchronization signal are generated by the digital signal processor 3, but in the latter case it can be advantageous if the global clock signal is generated by the "freely programmable function" card because this card has the highest priority , This additional card 12 thus becomes the master in the system.
  • the additional cards 9, 11, 12 can be easily inserted into different slots in the motor control 1 because the addressing is dynamic.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Control By Computers (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

L'invention concerne un système de commande de moteur (1) servant à régler le régime et/ou le couple d'un moteur électrique (7). Ce système de commande de moteur comprend un dispositif de commande (2) comportant un premier bus de communication en série (10) commandé de l'extérieur, ainsi qu'un dispositif supplémentaire (9, 11, 12). L'objectif de cette invention est de permettre également une communication à durée critique entre le dispositif supplémentaire (9, 11, 12) et le dispositif de commande (2). A cet effet, le premier bus de communication (10) relie le dispositif de commande (2) et le dispositif supplémentaire (9, 11, 12), et un deuxième bus de communication en série (21) présentant une vitesse de transmission plus élevée que ledit premier bus de communication (10) est prévu. Ce deuxième bus de communication en série relie le dispositif de commande (2) et le dispositif supplémentaire (9, 11, 12).
PCT/DK2004/000364 2003-05-27 2004-05-25 Systeme de commande de moteur WO2004107555A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003123980 DE10323980A1 (de) 2003-05-27 2003-05-27 Motorsteuerung
DE10323980.4 2003-05-27

Publications (1)

Publication Number Publication Date
WO2004107555A1 true WO2004107555A1 (fr) 2004-12-09

Family

ID=33482194

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DK2004/000364 WO2004107555A1 (fr) 2003-05-27 2004-05-25 Systeme de commande de moteur

Country Status (2)

Country Link
DE (1) DE10323980A1 (fr)
WO (1) WO2004107555A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2447104A1 (fr) * 2010-10-21 2012-05-02 STILL GmbH Procédé de commande d'un générateur à champ tournant électrique d'une machine de travail mobile
DE102014103369A1 (de) * 2014-03-12 2015-09-17 Minebea Co., Ltd. Ansteuerschaltung für einen Elektromotor
EP2930844A1 (fr) * 2014-04-10 2015-10-14 ABB Technology Oy Procédure d'arrêt de couple sans danger

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008042561A1 (de) * 2008-10-02 2010-04-08 Robert Bosch Gmbh Motorsteuergerät
DE102012220123B4 (de) 2012-11-05 2014-07-24 Magna Electronics Europe Gmbh & Co. Kg Motorsteuerung

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0778179A2 (fr) * 1995-11-20 1997-06-11 Alps Electric Co., Ltd. Système de communication multiplexé
FR2812437A1 (fr) * 2000-07-28 2002-02-01 Sagem Procede et dispositif de communication entre un equipement exterieur a un vehicule automobile et des calculateurs embarques
US6360277B1 (en) * 1998-07-22 2002-03-19 Crydom Corporation Addressable intelligent relay
US20020091469A1 (en) * 2000-12-15 2002-07-11 Korea Institute Of Science And Technology Flexible and compact motor control module based on the can communication network
DE10142408A1 (de) * 2001-08-31 2003-04-03 Bosch Gmbh Robert Verfahren und Versorgungsleitungstruktur zur Übertragung von Informationen zwischen elektrischen Kraftfahrzeugkomponenten

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0778179A2 (fr) * 1995-11-20 1997-06-11 Alps Electric Co., Ltd. Système de communication multiplexé
US6360277B1 (en) * 1998-07-22 2002-03-19 Crydom Corporation Addressable intelligent relay
FR2812437A1 (fr) * 2000-07-28 2002-02-01 Sagem Procede et dispositif de communication entre un equipement exterieur a un vehicule automobile et des calculateurs embarques
US20020091469A1 (en) * 2000-12-15 2002-07-11 Korea Institute Of Science And Technology Flexible and compact motor control module based on the can communication network
DE10142408A1 (de) * 2001-08-31 2003-04-03 Bosch Gmbh Robert Verfahren und Versorgungsleitungstruktur zur Übertragung von Informationen zwischen elektrischen Kraftfahrzeugkomponenten

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2447104A1 (fr) * 2010-10-21 2012-05-02 STILL GmbH Procédé de commande d'un générateur à champ tournant électrique d'une machine de travail mobile
DE102014103369A1 (de) * 2014-03-12 2015-09-17 Minebea Co., Ltd. Ansteuerschaltung für einen Elektromotor
DE102014103369B4 (de) 2014-03-12 2023-02-23 Minebea Mitsumi Inc. Ansteuerschaltung für einen Elektromotor
EP2930844A1 (fr) * 2014-04-10 2015-10-14 ABB Technology Oy Procédure d'arrêt de couple sans danger

Also Published As

Publication number Publication date
DE10323980A1 (de) 2004-12-30

Similar Documents

Publication Publication Date Title
EP1657608B1 (fr) Procédé et appareil pour actionner d'un réseau
DE10047927B4 (de) Verfahren zur Vernetzung einer Regelungseinheit mit einem oder mehreren Leistungsteilen
DE69628111T2 (de) Motorregler zur Anwendung in einem Netzwerk von Motorreglern
EP3622357B1 (fr) Système de commande servant à commander des processus critiques pour la sécurité et non-critiques pour la sécurité, muni d'une fonctionnalité maître-esclave
EP2897008A1 (fr) Système de gestion d'au moins un processus non critique et d'au moins un processus critique du point de vue de la sécurité
EP2293413B1 (fr) Unité de raccordement compatible bus pour une installation électrique
EP0993698B2 (fr) Dispositif et procede d'exploitation decentralisee ou de realisation d'une regulation de synchronisme conforme dans un systeme d'entrainement a plusieurs moteurs
DE10248690B4 (de) Verfahren zur Synchronisation mehrerer elektrischer Antriebseinheiten
EP3575899B1 (fr) Système d'automatisation, procédé de fonctionnement pour système d'automatisation et produit de programme informatique
EP0743578A1 (fr) Aménagement de salle blanche
EP3970324B1 (fr) Dispositif émetteur/récepteur et dispositif de commande de communication pour une station d'abonné d'un système de bus série et procédé de communication dans un système de bus série
EP3439245B1 (fr) Procédés de communication de données entre un capteur de position angulaire et une unité de contrôl d'un moteur ou de traitement
EP2092398B1 (fr) Appareil de terrain bifilaire pour la technique d'automatisation de procédés destinée à connecter au moins un élément de capteur
DE102017213365B4 (de) Kommunikationsvorrichtung, System und Verfahren
WO2004107555A1 (fr) Systeme de commande de moteur
DE10125608B4 (de) Gebersignalumsetzer für Werkzeug- und Produktionsmaschinen, sowie Robotern
DE102009014620B4 (de) Adressabhängige Sicherheitscodefolgen für sichere Eingangsslaves bei AS-Interface
EP3441832A1 (fr) Commande modulaire par programme enregistré
DE102006049636B4 (de) Buskoppler sowie Kommunikationssystem mit Buskoppler
EP1690390A1 (fr) Procede de transmission de donnees via un bus de donnees, et systeme et passerelle permettant la mise en oeuvre dudit procede
DE10145517A1 (de) Antriebssystem, insbesondere für Positionierantriebe im Kleinleistungsbereich
WO2008151859A1 (fr) Convertisseur composite comprenant un circuit intermédiaire qui transmet à la fois de l'énergie et des données de communication
DE102006047142A1 (de) Schaltung und Verfahren zur Signalisierung an einer SPI-Schnittstelle
EP1334589B1 (fr) Transmission de donnees
EP1206031A2 (fr) Méthode et dispositif pour attribuer automatiquement un capteur magnétique à une unité de puissance dans un système d'entraínement électrique

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): BW GH GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase