A motor controlling apparatus includes a first target torque value calculator, a frequency detector, a second target torque value calculator, a torque command value calculator, a torque limiter, and a controller. The first target torque value calculator calculates a first target torque value, which is a target value of an output torque of a motor. The frequency detector detects a motor rotational frequency. The second target torque value calculator calculates a second target torque value based on the rotational frequency. The torque command value calculator mathematically combines (e.g., adds) the first and target torque values to calculate a torque command value. The torque limiter sets the signs of the first target torque value and the torque command value to be equal to limit the torque command value according to the first target torque value. The controller controls the motor based on the limited torque command value.

A turn table for a spindle motor and a spindle motor having the turn table are provided, the turn table for a spindle motor according to an exemplary embodiment comprising a clamping plate configured to have a locking protrusion protruding from an inner surface of a first recess thereof, the first recess being concavely formed in an outer circumference of the clamping plate; and a turn-table body configured to have a second recess to receive the clamping plate, and a plurality of protrusions protruding from an inner surface defined by the second recess towards the first recess to lock the locking protrusion.

A turn table of a spindle motor is provided, wherein an outer diameter of a vertical portion at the disk insertion unit facing an inner periphery of a small-diameter disk is smaller by 0.01% to 0.15% than the inner periphery of the small-diameter disk to enable a chucking of the small-diameter disk having an inner diameter of an inner periphery smaller than 15 mm.

A motor-generator system for a vehicle, in which power transmission between a crankshaft of an engine and a motor-generator is performed by a V-belt wound around pulleys thereof, includes a speed controller controlling the rotational speed of the V-belt within a predetermined range and provided on a crankshaft pulley mounted on the crankshaft. The motor-generator system, among others, can maintain the power transmission force of the V-belt at a high level.

A drive arrangement is disclosed for a motor vehicle power take off (PTO). The arrangement comprises a PTO shaft 104,158,207 of a known type intended for coupling to a power driven implement. An input shaft is arranged to be coupled to a rotary driver such as an engine. A continuously variable transmission such as 10 is coupled between the input and PTO shafts to transfer drive between them at a continuously variable ratio. In accordance with the invention, the continuously variable transmission is constructed and arranged such as to regulate torque and to automatically accommodate changes in speed at the PTO Shaft by virtue of changes in its drive ratio.

A transmission arrangement for an engine driven vehicle having two continuously variable transmissions serving to drive left and right hand vehicle wheels at separately variable drive ratios. Each transmission incorporates a variator of the type in which a net torque applied to the variator through its input and output is referred to a ratio control part, which may be formed as a control lever, whose position governs the transmission's drive ratio. The control parts of the variators are each operatively coupled to a driver's speed control, such that the speed control determines a mean position of the two control parts. However they are both also able to move relative to the mean position, under the influence of the torque they react. Additionally the control parts are coupled to each other such that any displacement of one control part from the mean position is accompanied by an opposite displacement of the other control part. In this way the transmissions are enabled to the relative speeds of the driven vehicle wheels automatically to reduce or even eliminate wheel slip, whilst still providing the driver with control over overall vehicle speed.

Various embodiments concern a dual stage actuation suspension that comprises a loadbeam having a load point projection. The suspension further comprises a gimbal assembly having a point of contact that is in contact with the load point projection such that the gimbal assembly can gimbal about the load point projection. The gimbal assembly is cantilevered from the loadbeam and has an axis of rotation aligned with the load point projection and the point of contact. The suspension further comprises a pair of motors mounted on the gimbal assembly and positioned proximal of the point of contact. The pair of motors is mounted between a tongue and a pair of spring arms to rotate the tongue about the point of contact and the load point projection. The loadbeam further comprises a void into which the pair of motors extends.

There is provided a spindle motor including: a shaft connected directly or indirectly to a base member and having a depression groove formed in a central portion of an outer peripheral surface thereof; a sleeve rotatably installed on the shaft and having a communication hole formed so as to be connected to the depression groove; and a rotor hub fixedly installed on the sleeve to thereby rotate together therewith, wherein the communication hole is inclined so that lubricating fluid may be easily injected into the depression groove, and the sleeve has a fluid storage part formed on an outer peripheral surface thereof, the fluid storage part being connected to the communication hole and temporarily storing the lubricating fluid therein.

There are provided a hydrodynamic bearing assembly and a motor including the same. The hydrodynamic bearing assembly includes a sleeve rotatably supporting a shaft and including a first circulation hole formed therein, the first circulation hole penetrating between an inner peripheral surface thereof and an outer peripheral surface thereof; a sleeve housing into which the sleeve is inserted; and a second circulation hole formed between the outer peripheral surface of the sleeve and an inner peripheral surface of the sleeve housing to be in communication with the first circulation hole, wherein an upper portion of the second circulation hole has a larger diameter than a lower portion thereof in an axial direction.

A controller for a DC motor comprises an output switching element configured to couple to the DC motor; an input switching element coupled to the output switching element; a pulse width modulated (PWM) signal coupled to a control terminal of the input switching element and a supply voltage applied to the output switching element. A resistive-capacitive (RC) network may be coupled to a control terminal of the output switching element, with the RC network being configured to integrate the PWM signal into a DC voltage. A first resistive network may be configured to set a bias for the output switching element when the input switching element is turned off, and a second resistive network may be configured to set the bias for the output switching element when the input switching element is turned on, such that the controller is effective to provide zero-to-full supply voltage control to the DC motor.

An electric motor assembly includes a multi-phase electric motor, a battery of accumulators, an inverter configured to convert the direct current of the battery into multi-phase alternating current adapted to supply the motor, and a connection housing. The connection housing includes plugs allowing connection of motor phases, the battery terminals, and at least five connections to the inverter. The housing further includes a group of contacts allowing it to be connected to a single phase mains system, and a group of contacts allowing it to be connected a multi-phase mains system. The housing includes switches according to the position of which the system including the housing, the battery, the inverter, and the motor connected solely by its phases, alternatively allows the motor to be supplied from the battery, the battery to be recharged directly from a single-phase mains system, and the battery to be recharged from multi-phase mains system.

A method for operating a hydraulic brake system of a motor vehicle, comprising a pressure generating device used to build up additional brake pressure in a master brake cylinder or in addition to a master brake cylinder and in opposition to further pedal actuation wherein the additional pressure is a function of the pedal actuation travel distance. A method that reduces the limitations of a braking system's physical parameters on the build-up of additional braking pressure.

A brake control system for motor vehicles includes a stability system for stabilizing the vehicle from the standpoint of driving dynamics during braking, a triggering unit for the automatic output of a braking demand as a function of the traffic situation, a braking unit which converts the braking demand into a braking action, and a control unit for modifying the braking demand prior to its implementation as a function of the state of the stability system.

A brake apparatus that can achieve front-rear distribution in accordance with a traveling environment variation. At an intermediate point from a start point of a second mode, first interval to an end point of a second mode, second interval, the increasing rate of braking force for a front wheel with respect to an operation amount is changed. The increasing rate of the operation amount prior to the intermediate point can be represented by a first inclination of a curve while the increasing rate of the operation amount after the intermediate point is represented by a second inclination of the curve. The first inclination is less than the second inclination. Setting the increasing rate after an intermediate point to be higher than the increasing rate before the intermediate point, the vehicle body generation deceleration can be caused to increase in a linear proportion to the operation amount.

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

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

A motorcycle with an ABS module disposed to make it hard to affect the layout of other components while suppressing the influence of vibration on the ABS module. A motorcycle includes rear frames joined to corresponding rear portions of the main frames and extending upwardly and rearwardly at a position below the corresponding seat frames. Front wheel braking members apply a braking force to a front wheel. An ABS module is connected to the front wheel braking means. A seat is supported on the upper portions of the seat frames. The ABS module has at least a portion disposed below the seat and between the seat frames and the rear frames as viewed from the side. The ABS module is suspended and supported by front and rear cross stays spanned between the pair of seat frames via a front elastic members and a rear elastic member.

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

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

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

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

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

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

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

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

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

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

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

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

A sensorless permanent magnet motor system that prevents negative torque caused by back EMF. The system determines the position of the rotating permanent magnet by monitoring back EMF generated on an inactive coil of the motor system. A snubber circuit is used to prevent the back EMF from causing negative torque on the motor. The voltage of back EMF used to power a logic circuit, such as a microcontroller, that controls the operation of the motor. The microcontroller controls the operation of the motor by detecting back EMF and is also partially powered by the back EMF.

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

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

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

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

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

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

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

A system to monitor the temperature of power electronic devices in a motor drive includes a base plate defining a planar surface on which the electronic devices and/or circuit boards within the motor drive may be mounted. The power electronic devices are mounted to the base plate through the direct bond copper (DBC). A circuit board is mounted to the base plate which includes a temperature sensor mounted on the circuit board proximate to the power electronic devices. The temperature sensor generates a digital signal corresponding to the temperature measured by the sensor. A copper pad is included between each layer of the circuit board and between the first layer of the circuit board and the sensor. The circuit board also includes vias extending through each layer of the board. The copper pads and vias establish a thermally conductive path between the temperature sensor and the base plate.

Assemblies for HVAC systems and methods of operating HVAC systems are disclosed, including a method of operating an HVAC system having a compressor assembly and a condenser assembly. The compressor assembly includes a compressor having a compressor motor that is susceptible to backspinning and capable of generating electric power when backspinning. The condenser assembly includes a condenser motor operatively coupled to a fan. The condenser assembly is electrically coupled to the compressor assembly. The method includes using the condenser motor as an electric load to dissipate electric power generated by the compressor motor when the compressor motor backspins.

A motor driving apparatus is applied to a fan and motor mechanism and a voltage supply unit. The motor driving apparatus includes a motor driving unit, a voltage division resistor, a first resistor, a first switch unit, a second resistor, a second switch unit, a third resistor, a third switch unit, a transistor switch, and a pulse width modulation unit. The first switch unit, the second switch unit, and the third switch unit are configured to select the rotational speed upper limitation of the fan and motor mechanism for suppressing noise.

An integrated circuit for controlling an electric motor, which has a primary component with a coil and a permanently magnetic secondary component cooperatively connected via an air gap to the primary component, has a semiconductor substrate in which are integrated a microcontroller and/or a pre-amplifier for controlling the coil of the electric motor. For detecting the position of the permanently magnetic secondary component, at least two magnetic field sensors with their measurement axes aligned crosswise relative to each other are integrated in the semiconductor substrate.

The invention relates to a method for detecting blocking or sluggishness (M1, M3) of a DC motor (2). The method comprises the following steps: applying a voltage pulse (Uv,t=Os) to the DC motor (2); monitoring a motor current (IMotor) flowing through the DC motor (2); detecting a maximum value of the motor current (IMotor) following the application of the voltage pulse; checking whether a change in the motor current (IMotor) after reaching the maximum value exceeds a specific amount; signalling the blocking or the sluggishness (M1, M3) of the DC motor (2) if the change in the motor current (IMotor) after reaching the maximum value exceeds the specific amount.

A motor current detection apparatus in the present invention includes: a current detection unit, a first filter, and a second filter. The detection unit detects a conduction current flowing from a battery to a brushless motor and outputs a conduction current signal corresponding to the detected conduction current. The first filter extracts a first current signal which is included in the conduction current signal outputted from the detection unit and is a signal component in a frequency band equal to or lower than a predetermined first cutoff frequency. The second filter extracts a second current signal which is included in the conduction current signal outputted from the detection unit and is a signal component in a predetermined frequency band within a frequency band equal to or lower than a predetermined second cutoff frequency higher than the first cutoff frequency and having the second cutoff frequency as a maximum value.

The present invention discloses a controller and a method for improving motor driving efficiency. According to the present invention, multiple control parameters are inputted to the controller so that the controller can adjust timings of PWM driving signals for driving the motor to advance or delay the turned-ON or turned-OFF points, whereby the motor is driven efficiently.

A method for controlling a motor is provided. The method comprises obtaining electrical signals of the motor with a signal unit, the electrical signals comprising a motor torque and an angular velocity, calculating a voltage phase angle of a voltage vector with a calculating component, wherein a command torque, the motor torque, the angular velocity and a voltage amplitude of the voltage vector are inputs of the calculating component, and wherein the voltage phase angle is a variable and the voltage amplitude is a constant. The method further comprises modulating the voltage phase angle and the voltage amplitude to a switching signal for controlling an inverter; converting a direct current voltage to the voltage vector according to the switching signal, and applying the voltage vector to the motor.

A motor driven power steering (MDPS) may include: a vehicle speed sensor configured to sense vehicle speed; a temperature sensor configured to sense a temperature of a power pack; a current sensor configured to sense an amount of current applied to the MDPS; a storage unit configured to store a thermal resistance value based on the vehicle speed with respect to the temperature of the power pack; and a control unit configured to calculate an estimated temperature by reflecting the thermal resistance value based on the vehicle speed with respect to the temperature of the power pack and the current amount applied to the MDPS into a temperature estimation function, and drive a motor according to the calculated estimated temperature.

A system for determining motor speed of a brush DC motor in an apparatus, including a first filter for receiving a substantially DC component of the motor current and parameters corresponding to the brush DC motor, for calculating a speed estimate thereof; an adaptive bandpass filter having a center frequency corresponding to the speed estimate of the first filter, for receiving the motor current and substantially isolating a periodic current fluctuation thereof; a block for determining a frequency of the periodic current fluctuation, the current fluctuation corresponding to motor speed of the brush DC motor. The adaptive bandpass filter uses debounce filtering to reduce rapid filter passband switching, and a run-in period prior to passband switching to obviate transient effects of filter switching.

A circuit configuration for driving an electric motor includes a signal evaluation module, which stores a number of output patterns. An input pattern is specified, and as a function of the input pattern, one of the output patterns is output, by which the electric motor is driven.

A user programmable motor vehicle driving parameter control system includes a motor vehicle including at least one active aerodynamic control element, and a user/vehicle interface member, and a controller including a memory having stored therein a user defined deployment schedule and a processor configured and disposed to selectively deploy the at least one aerodynamic control element based on the user defined deployment schedule.

A detachable motor-powered surgical instrument is disclosed. The instrument may include a housing that includes at least one engagement member for removably attaching the housing to an actuator arrangement. A motor is supported within the housing for supplying actuation motions to various portions of a surgical end effector coupled to the housing. The housing may include a contact arrangement that is configured to permit power to be supplied to the motor only when the housing is operably attached to the actuator arrangement.