Motor overspeed protection methods, systems and storage media

Abstract

This disclosure provides a method, system, and storage medium for motor overspeed protection, relating to the field of motor control technology. The method includes: acquiring a speed signal of a target motor; acquiring the current actual speed and actual acceleration of the target motor based on the speed signal; generating an overspeed risk index for the target motor based on the actual speed and actual acceleration; dynamically adjusting the overspeed protection threshold of the target motor based on the overspeed risk index to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor; and triggering a first-level speed suppression strategy for the target motor when the actual speed exceeds the adjusted overspeed protection threshold. This method employs an overspeed protection threshold adjustment strategy that dynamically changes with operating conditions, effectively preventing runaway and overspeed of the target motor.

Description

Technical Field

[0001] This disclosure belongs to the field of motor control technology, specifically relating to a method, system, and storage medium for motor overspeed protection. Background Technology

[0002] During the operation of a permanent magnet synchronous motor in a vehicle, factors such as sudden load changes and changes in the vehicle's operating environment may cause the motor torque to change too quickly, leading to uncontrolled motor speed or even overspeed, which seriously threatens driving safety.

[0003] Motor overspeed protection schemes in related technologies generally rely on a fixed overspeed protection threshold preset in the control strategy. When the motor speed exceeds this fixed threshold, the system triggers a protection mechanism, such as limiting torque or actively short-circuiting. However, this type of motor overspeed protection scheme has a lag in response to sudden load changes and inertial overshoot, making it difficult to suppress the rapid increase in motor speed in a timely manner, thus limiting the effectiveness of motor overspeed protection. Summary of the Invention

[0004] This disclosure provides a method, system, and storage medium for motor overspeed protection, aiming to at least partially solve the technical problem that the motor overspeed protection effect is limited due to reliance on a fixed overspeed protection threshold in related technologies.

[0005] At least one embodiment of this disclosure provides a method for overspeed protection of a motor, including: Obtain the speed signal of the target motor; The current actual speed and actual acceleration of the target motor are obtained based on the speed signal; The current overspeed risk index of the target motor is generated based on the actual rotational speed and the actual acceleration. Based on the overspeed risk index, the overspeed protection threshold of the target motor is dynamically adjusted to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor; and, When the actual rotational speed exceeds the adjusted overspeed protection threshold, the first-level speed suppression strategy of the target motor is triggered.

[0006] The above solution offers the following technical advantages: It proposes an improved method for motor overspeed protection. This dynamic monitoring method collects the target motor's speed signal in real time and calculates the actual speed and acceleration. The actual speed and real-time acceleration are then applied to the dynamic prediction of overspeed risk, generating an overspeed risk index. Through the dynamic relationship between the preset overspeed risk index and the overspeed protection threshold, the overspeed protection threshold can be dynamically adjusted. This accurately identifies the critical overspeed point where the actual speed exceeds the adjusted overspeed protection threshold, and implements a corresponding first-level speed suppression strategy. This ensures that the first-level speed suppression strategy intervenes to reduce the actual speed before it reaches the fixed overspeed protection threshold in related technologies. Compared to the fixed overspeed protection threshold used in traditional technologies, this method innovatively employs a dynamically changing overspeed protection threshold adjustment strategy that adapts to operating conditions, effectively preventing the target motor from running out of control. When the actual speed is detected to reach the dynamically adjusted overspeed protection threshold, the system immediately triggers the intervention mechanism and outputs the corresponding control torque. This allows for timely intervention before the motor speed becomes uncontrollable, effectively preventing uncontrollable overspeeding of the target motor during actual operation and fundamentally preventing motor overspeed faults. Testing has shown that this method has significant advantages over related technologies, not only greatly shortening the speed suppression response time but also significantly reducing energy loss during braking.

[0007] The method provided in at least one embodiment of this disclosure further includes: Based on the actual rotational speed and the adjusted overspeed protection threshold, predict the risk level of overspeed of the target motor within a set time period starting from the current moment; When the risk level is Level 1, a first control command is generated to trigger the Level 1 speed suppression strategy; When the risk level is level two, a second control command is generated to trigger a second-level speed suppression strategy that differs from the first-level speed suppression strategy; and, When the risk level is level three, a third control command is generated to trigger a third-level speed suppression strategy that is different from the first-level speed suppression strategy and the second-level speed suppression strategy. The risk levels of the first level, the second level, and the third level decrease sequentially, and the second-level speed suppression strategy and the third-level speed suppression strategy are used to prevent the target motor from overspeeding.

[0008] The above solution has the following technical effects: it adopts a multi-level risk handling mechanism, which provides a more accurate basis for taking targeted suppression measures, helps to reduce the false alarm rate, and triggers the corresponding protection strategy in a timely manner when the risk escalates, so as to maximize the safe and stable operation of the target motor.

[0009] The method provided in at least one embodiment of this disclosure further includes: Based on the overspeed risk index, the risk level of the target motor overspeeding within a set time period starting from the current moment is predicted.

[0010] The above solution has the following technical effects: by adding a risk identification process based on the overspeed risk index, the probability of preventing the target motor from going out of control is reduced.

[0011] In at least one embodiment of the method provided in this disclosure, the first-level speed suppression strategy includes at least one of adding mechanical braking to the target motor and controlling the motor controller corresponding to the target motor to enter an active short-circuit state; and... The second-level speed suppression measure includes controlling the target motor to output reverse torque; and, The third-level speed suppression measures include reducing the power of the target motor and limiting the motor torque output.

[0012] The above solution has the following technical effects: the addition of mechanical braking can rapidly reduce the motor speed, ensuring timely containment of overspeed tendencies in high-risk situations. The introduction of active short-circuit conditions further reduces the possibility of the motor's speed increasing by altering its electrical characteristics.

[0013] In at least one embodiment of the method provided in this disclosure, predicting the risk level of overspeed of the target motor within a set time period starting from the current moment based on the actual rotational speed and the adjusted overspeed protection threshold includes: In response to the actual rotational speed exceeding the adjusted overspeed protection threshold, a first prediction result is generated to characterize the risk level as Level 1. In response to the actual rotational speed exceeding the product of the adjusted overspeed protection threshold and the first trigger coefficient, a second prediction result is generated to characterize the risk level as level two; and, In response to the actual rotational speed exceeding the product of the adjusted overspeed protection threshold and the second trigger coefficient, a third prediction result is generated to characterize the risk level as level three, wherein the second trigger coefficient is less than the first trigger coefficient.

[0014] The above scheme has the following technical effects: it forms a multi-level risk prediction mechanism, providing a more accurate basis for subsequent targeted suppression measures.

[0015] The method provided in at least one embodiment of this disclosure, wherein generating the current overspeed risk index of the target motor based on the actual rotational speed and the actual acceleration, includes: Obtain an overspeed risk prediction model, wherein the overspeed risk prediction model is configured as follows: The first evaluation value for identifying abrupt changes in operating conditions is generated based on the actual acceleration. A second evaluation value is generated based on the actual acceleration and the corresponding control cycle to identify persistent abnormal operating conditions. A third evaluation value is generated based on the actual rotational speed to identify the degree to which the actual rotational speed deviates from the reference speed. The overspeed risk index is generated based on the first evaluation value, the second evaluation value, and the third evaluation value; and, The actual rotational speed and the actual acceleration are input into the overspeed risk prediction model to obtain the current overspeed risk index of the target motor.

[0016] The above solution has the following technical effects: by comprehensively analyzing the first, second and third evaluation values, the overspeed risk prediction model can more comprehensively evaluate the operating status of the target motor under different working conditions.

[0017] In the method provided in at least one embodiment of this disclosure, the first evaluation value is configured to be related to the actual acceleration, the instantaneous acceleration weight of the target motor, and the maximum instantaneous acceleration value, wherein the first evaluation value is positively correlated with the absolute value of the actual acceleration and the instantaneous acceleration weight, and negatively correlated with the maximum instantaneous acceleration value; and, The second evaluation value is configured to be related to the actual acceleration, the control cycle, the acceleration cumulative effect weight of the target motor, and the instantaneous maximum acceleration value. The second evaluation value is positively correlated with the absolute value of the actual acceleration and the acceleration cumulative effect weight, respectively, and negatively correlated with the instantaneous maximum acceleration value and the control cycle, respectively. The third evaluation value is configured to be related to the actual speed, the weight of the deviation of the actual speed from the benchmark, and the maximum allowable speed of the target motor. The third evaluation value is positively correlated with the actual speed and the weight of the deviation of the actual speed from the benchmark, respectively, and negatively correlated with the maximum allowable speed.

[0018] The above scheme has the following technical effects: The first evaluation value can more accurately capture abnormal fluctuations in actual acceleration. The second evaluation value can effectively reflect the changing trend of actual acceleration over a longer time range. The third evaluation value can accurately reflect the overspeed risk of the target motor under steady-state operating conditions and provide a scientific basis for subsequent protection measures.

[0019] In the method provided in at least one embodiment of this disclosure, the instantaneous acceleration weight is configured to be related to the sensitivity of the target motor to sudden operating conditions, and the cumulative acceleration effect weight is configured to be related to the identification of continuous abnormal acceleration of the target motor, and the actual speed deviation from the reference weight is configured to be related to the abnormal proportion of the actual speed deviation from the reference; and, The dynamic adjustment of the overspeed protection threshold of the target motor based on the overspeed risk index includes: In response to the actual acceleration being greater than zero, the overspeed protection threshold is lowered based on the overspeed risk index, such that the adjusted overspeed protection threshold is less than the original overspeed protection threshold; and, In response to the actual acceleration being less than zero, the overspeed protection threshold is increased based on the overspeed risk index, so that the adjusted overspeed protection threshold is greater than the original overspeed protection threshold.

[0020] The above solution has the following technical effects: by introducing a dynamic adjustment mechanism, the system can flexibly adjust the overspeed protection threshold according to the real-time overspeed risk index, thereby improving the adaptability and reliability of the protection strategy to different working conditions.

[0021] At least one embodiment of this disclosure also provides a motor overspeed protection system, including: The acquisition unit is configured to acquire the speed signal of the target motor; The first-level preprocessing unit is configured to obtain the current actual speed and actual acceleration of the target motor based on the speed signal; The second-level preprocessing unit is configured to generate the current overspeed risk index of the target motor based on the actual rotational speed and the actual acceleration. The third-level preprocessing unit is configured to dynamically adjust the overspeed protection threshold of the target motor based on the overspeed risk index, thereby obtaining an adjusted overspeed protection threshold that matches the current operating conditions of the target motor; and, The control unit is configured to trigger the first-level speed suppression strategy of the target motor when the actual speed exceeds the adjusted overspeed protection threshold.

[0022] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A flowchart illustrating a motor overspeed protection method provided in at least one embodiment of this disclosure; Figure 2 A flowchart of an overspeed risk index generation scheme provided for at least one embodiment of this disclosure; Figure 3 A flowchart illustrating an overspeed protection threshold adjustment scheme provided in at least one embodiment of this disclosure; Figure 4 A flowchart illustrating another motor overspeed protection method provided in at least one embodiment of this disclosure; Figure 5 A flowchart illustrating an example of motor overspeed protection provided in at least one embodiment of this disclosure; Figure 6 A structural block diagram of a motor overspeed protection system provided in at least one embodiment of this disclosure; Figure 7 A schematic diagram illustrating the composition of a program product provided for at least one embodiment of this disclosure.

[0026] Figure label: 10- Motor overspeed protection system; 11- Acquisition unit; 12- First-level preprocessing unit; 13- Second-level preprocessing unit; 14- Third-level preprocessing unit; 15- Control unit; 21- Processor; 22- Memory; 23- Input device; 24- Output device. Detailed Implementation

[0027] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the disclosure. Similarly, the following embodiments are only some, not all, embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0028] The terms "first," "second," and "third" used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," and "third" may explicitly or implicitly include at least one of that feature.

[0029] In the description of this disclosure, "multiple" means at least two, such as two or three, unless otherwise expressly and specifically limited.

[0030] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The terms “comprising” and “having”, and any variations thereof, used in this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0032] In this disclosure, the term "motor controller" is short for Motor Control Unit, or MCU for short, and is used to control the target motor.

[0033] In this disclosure, the term "active short circuit" is short for Active Short Circuit, abbreviated as ASC. The active short circuit state (ASC state) of the motor controller is achieved through the IGBT transistor in the motor controller.

[0034] Existing technologies suffer from limitations in motor overspeed protection effectiveness due to their reliance on fixed overspeed protection thresholds. Specifically, fixed thresholds struggle to adapt to dynamic changes under varying operating conditions, potentially leading to false alarms or missed alarms, thus affecting the timeliness and effectiveness of the overspeed protection mechanism. This reliance on fixed thresholds may also overlook subtle abnormal signals generated by the motor under specific conditions, further weakening the overall system reliability. Furthermore, the pure speed feedback scheme employed in these technologies cannot distinguish between normal acceleration and abnormal acceleration trends, failing to prevent motor runaway. To improve motor overspeed protection effectiveness, there is an urgent need in this field for a motor overspeed protection method capable of predicting overspeed risks in advance and achieving precise and rapid intervention.

[0035] To address the aforementioned technical problems, this disclosure proposes an improved method for motor overspeed protection. This dynamic monitoring method acquires the target motor's speed signal in real time and calculates the actual speed and acceleration of the target motor. The actual speed and real-time acceleration are then applied to the dynamic prediction of overspeed risk to generate an overspeed risk index. Through the dynamic relationship between a pre-set overspeed risk index and an overspeed protection threshold, the overspeed protection threshold can be dynamically adjusted. This accurately determines the critical overspeed point where the actual speed exceeds the adjusted overspeed protection threshold, and a corresponding first-level speed suppression strategy is adopted. This ensures that the first-level speed suppression strategy intervenes to reduce the actual speed before it reaches the fixed overspeed protection threshold in related technologies. Compared to the fixed overspeed protection threshold used in traditional technologies, this method innovatively adopts a dynamically changing overspeed protection threshold adjustment strategy that adapts to operating conditions, effectively preventing the target motor from running out of control. When the actual speed is detected to reach the dynamically adjusted overspeed protection threshold, the system immediately triggers the intervention mechanism and outputs the corresponding control torque. This allows for timely intervention before the motor speed becomes uncontrollable, effectively preventing uncontrollable overspeeding of the target motor during actual operation and fundamentally preventing motor overspeed faults. Testing has shown that this method has significant advantages over related technologies, not only greatly shortening the speed suppression response time but also significantly reducing energy loss during braking.

[0036] Figure 1 This is a flowchart illustrating a motor overspeed protection method provided in at least one embodiment of the present disclosure. The method can be applied to a motor controller or vehicle controller, such as... Figure 1 As shown, the method may include the following steps S10-S50.

[0037] Step S10: Obtain the speed signal of the target motor.

[0038] Step S20: Obtain the current actual speed and actual acceleration of the target motor based on the speed signal.

[0039] Step S30: Generate the current overspeed risk index of the target motor based on the actual rotational speed and actual acceleration.

[0040] Step S40: Dynamically adjust the overspeed protection threshold of the target motor based on the overspeed risk index to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor.

[0041] Step S50: When the actual speed exceeds the adjusted overspeed protection threshold, the first-level speed suppression strategy of the target motor is triggered.

[0042] It should be noted that the overspeed risk index is used to predict the likelihood of the target motor overspeeding. The higher the overspeed risk index, the greater the likelihood of the target motor overspeeding; the lower the overspeed risk index, the lower the likelihood of the target motor overspeeding. The dynamically changing overspeed protection threshold is used to prevent the target motor from running out of control, ensuring stable operation under various complex operating conditions. For example, when the target motor experiences a sudden increase in load, its speed and acceleration will change accordingly. In this case, the dynamically changing overspeed protection threshold can be adjusted in time to provide early warning and prevention of potential overspeeding situations.

[0043] In the above scheme, this disclosure does not limit the speed signal acquisition scheme or the speed sensor used in step S10. In practical applications, speed signals can be acquired in various ways. For example, an encoder mounted on the motor shaft can be used as a speed sensor to collect speed data in real time, or the speed information can be indirectly calculated by monitoring the motor's output frequency using a frequency sensor. Furthermore, existing control system interfaces can be used to extract relevant speed signals from existing data streams. The choice of these methods typically depends on the specific application environment, equipment configuration, and requirements for signal accuracy and response speed.

[0044] During step S10, when acquiring the speed signal, the system can perform preliminary filtering on the received speed signal to eliminate potential noise interference, thereby improving the accuracy of subsequent calculations and providing reliable basic data support for dynamically adjusting the overspeed protection threshold. Furthermore, to ensure real-time signal acquisition, the system can monitor data transmission delay and optimize the data acquisition frequency as needed, thus better adapting to changes in the target motor's operating state.

[0045] In the above scheme, this disclosure does not limit the method for obtaining the actual speed and actual acceleration based on the speed signal in step S20. In practical application scenarios, various algorithms can be used to analyze and process the speed signal to calculate the actual speed and actual acceleration. For example, a moving average filtering algorithm or a Kalman filtering algorithm can be used to improve the smoothness and accuracy of the data; or numerical differentiation methods can be used to quickly estimate the trend of acceleration by discretizing the time series data. In addition, historical data of motor operation can be combined to further correct the real-time calculation results through comparative analysis to improve the overall accuracy. This method can also flexibly cope with the dynamic changes under different operating conditions and provide a more reliable input basis for subsequent overspeed protection logic.

[0046] During step S20, the system can directly acquire the actual rotational speed and acceleration based on the rotational speed signal, or it can first preprocess the acquired rotational speed signal to eliminate potential noise interference and outliers. Then, by analyzing the time-series characteristics of the rotational speed signal, the system calculates the actual rotational speed of the target motor at the current moment. Based on this, numerical differentiation or fitting algorithms are further used to analyze the variation of rotational speed over time, thereby deriving the actual acceleration. This process ensures the accuracy and real-time performance of the data, while providing key parameter support for subsequent overspeed detection and protection logic.

[0047] In the above scheme, this disclosure does not limit the overspeed risk index generation scheme in step S30. In practical application scenarios, the generation logic of the overspeed risk index can be flexibly designed according to the operating characteristics of the motor and the actual working conditions. For example, by introducing multi-dimensional evaluation indicators, such as the degree of speed deviation from the benchmark value, the severity of acceleration changes, and abnormal patterns in historical operating data, a quantitative indicator that can reflect the motor overspeed risk can be comprehensively calculated. At the same time, in order to improve the accuracy of risk assessment, machine learning algorithms can be combined to train models based on a large amount of historical data to achieve intelligent prediction and dynamic adjustment of overspeed risk. This method can not only improve the system's response speed, but also effectively reduce the false alarm rate and false negative rate, providing more comprehensive protection for the safe operation of the target motor.

[0048] During step S30, which generates the overspeed risk index, the system comprehensively considers multiple factors to ensure the comprehensiveness and reliability of the assessment. For example, it can dynamically adjust the weighting of the risk index by analyzing the real-time operating status of the target motor and combining it with preset safety thresholds. Furthermore, to better adapt to complex operating conditions, environmental variables such as temperature and load changes can be introduced as auxiliary parameters, thereby further improving the accuracy of the risk assessment. In this way, potential overspeed hazards can be detected in a timely manner, and operators can be provided with more intuitive risk warnings, aiding in decision-making and emergency response.

[0049] In the above scheme, this disclosure does not limit the overspeed protection threshold adjustment scheme in step S40. In practical application scenarios, the overspeed protection threshold setting can be dynamically optimized based on the specific operating characteristics and historical data of the target motor. For example, by analyzing the performance of the target motor under different operating conditions and combining real-time monitoring data, the protection threshold can be automatically adjusted to adapt to actual needs. This method not only improves the flexibility of the system but also effectively avoids protection lag or oversensitivity problems caused by fixed thresholds.

[0050] During step S40, the system derives an overspeed protection threshold adapted to the current operating conditions by analyzing the overspeed risk index and its changing trend. This method ensures that the overspeed protection mechanism remains consistent with the actual operating state of the motor, effectively reducing false alarm and missed alarm rates. Simultaneously, the adjusted overspeed protection threshold is fed back to the control system to update the overspeed protection strategy, further enhancing the system's reliability and safety.

[0051] In the above scheme, this disclosure does not limit the scheme adopted for the first-level speed suppression strategy in step S50. In practical application scenarios, the first-level speed suppression strategy can be flexibly designed according to the operating characteristics of the target motor and the actual working conditions. For example, by combining the historical operating data of the motor and the current operating parameters, the suppression intensity or triggering conditions can be dynamically adjusted to achieve a precise control effect. This method can not only effectively avoid potential risks caused by speed fluctuations, but also minimize interference with the normal operation of the motor.

[0052] During step S50, the triggering mechanism of the first-level speed suppression strategy is based on the comparison between real-time monitoring data and the adjusted overspeed protection threshold. When the actual speed exceeds the threshold, the system immediately activates preset suppression measures to quickly stabilize the motor's operating state. This response mechanism not only effectively curbs overspeed trends but also avoids excessive intervention through tiered processing, thus ensuring both safety and operational efficiency. Furthermore, the specific execution intensity and duration of the first-level strategy are dynamically adjusted according to the current operating conditions to ensure optimal control performance in different scenarios.

[0053] The actual speed of the target motor It is generally controlled by its output torque, and the control equation is:

[0054] In the formula, This represents the moment of inertia of the target motor. Indicates time, This represents the electromagnetic torque generated by the target motor. This indicates the load torque of the target motor.

[0055] When electromagnetic torque Greater than the load torque When the actual speed of the target motor increases, the electromagnetic torque decreases. Less than the load torque At that time, the actual speed of the target motor decreases.

[0056] Through steps S10-S50, the system first acquires the actual speed of the target motor in real time and calculates the instantaneous actual acceleration. A dynamically changing overspeed risk index is generated based on the actual speed and acceleration, comprehensively reflecting the motor's overspeed risk. Then, the overspeed protection threshold is adaptively adjusted based on the overspeed risk index. This enables comprehensive monitoring and dynamic management of motor overspeed risk. This method not only allows for flexible adjustment of protection strategies based on real-time data but also maximizes system efficiency and stability while ensuring safe motor operation. Furthermore, through precise calculation and optimization of key parameters in each step, the system can effectively cope with complex and changing operating conditions, providing solid technical support for the long-term reliable operation of the motor.

[0057] It is worth noting that the method disclosed herein has strong scalability and can be customized to meet the needs of different industries. For example, in the field of high-precision manufacturing, the accuracy of speed monitoring can be further improved by introducing more advanced signal processing algorithms and higher resolution sensors; while in the energy industry, the focus can be on system stability and anti-interference capabilities to adapt to complex working environments. This flexibility makes the method widely applicable to various motor application scenarios, providing users with efficient and reliable overspeed protection solutions.

[0058] Some embodiments of this disclosure also provide systems, storage media, and program products corresponding to the methods described above.

[0059] The method provided by at least one embodiment of this disclosure is applicable to any existing motor application scenario requiring prevention of motor overspeed. For example, in industrial production, motors are commonly used to drive various equipment. If the motor speed exceeds the rated range, it may lead to equipment damage or safety accidents. In this case, the method of this disclosure can effectively monitor the motor's operating status and take timely protective measures when an overspeed risk is detected. Furthermore, in emerging fields such as electric vehicles and drones, motor performance and safety are crucial. Implementing this method can further improve the reliability and stability of the system. At the same time, this method has strong adaptability, allowing parameter adjustments and optimizations to meet the specific needs of different scenarios, thereby satisfying diverse application requirements.

[0060] In some embodiments, Figure 1Building upon this foundation, to improve the accuracy of data acquisition, step S10 is refined to include: acquiring the speed signal of the target motor through a pre-set speed sensor. The speed sensor can monitor the operating status of the target motor in real time and convert the acquired speed signal into a data format suitable for subsequent processing. This approach not only improves the accuracy of data acquisition but also provides a reliable foundation for subsequent analysis. In practical applications, different types of speed sensors, such as photoelectric, magnetoelectric, or Hall effect sensors, can be selected according to the specific scenario to meet the needs of specific environments. To ensure the stability of signal transmission, the speed signal output by the speed sensor can also be filtered and amplified to reduce interference and improve the overall performance of the system.

[0061] In some embodiments, Figure 1 Based on this, in order to ensure that the obtained actual acceleration reflects the dynamic changes of the target motor during operation, step S20 is refined to include: obtaining the current actual acceleration of the target motor using the following formula. :

[0062] In the formula, Indicates time, express The actual rotational speed at that moment, Indicates the control cycle. express Actual rotational speed at any given time.

[0063] The above scheme did not include the actual rotational speed. The acquisition method is limited. This is a fixed value and can be set to the scheduling period for obtaining the actual speed and actual acceleration, or an integer multiple thereof. The actual acceleration calculated using the above formula can more accurately reflect the dynamic characteristics of the target motor during operation. This scheme simplifies the data processing flow, improves computational efficiency, and enables the system to complete the evaluation of the motor's state in a shorter time, thus enhancing the system's robustness and stability.

[0064] Figure 2 A flowchart illustrating an overspeed risk index generation scheme provided for at least one embodiment of this disclosure. Figure 1 On the basis of, such as Figure 2 As shown, in order to improve the overspeed protection effect, step S30 is refined to include the following sub-steps S301-S302.

[0065] Sub-step S301: Obtain the overspeed risk prediction model, wherein the overspeed risk prediction model is configured to execute the following processes 1)-4): 1) Generate the first evaluation value based on the actual acceleration to identify abrupt changes in operating conditions; 2) Generate a second evaluation value based on the actual acceleration and the corresponding control cycle to identify persistent abnormal operating conditions; 3) Generate a third evaluation value based on the actual rotational speed to identify the degree to which the actual rotational speed deviates from the reference speed; 4) Generate an overspeed risk index based on the first, second, and third assessment values.

[0066] Sub-step S302: Input the actual rotational speed and actual acceleration into the overspeed risk prediction model to obtain the current overspeed risk index of the target motor.

[0067] It should be noted that sudden change conditions include instantaneous acceleration conditions and instantaneous deceleration conditions, and continuous abnormal conditions include conditions in which the actual acceleration shows a long-term trend of deviating from the normal range. The degree of deviation of the actual speed from the reference can be the ratio of the deviation of the actual speed from the reference to the reference.

[0068] The overspeed risk prediction model comprehensively evaluates the target motor's operating status under different conditions by analyzing the first, second, and third evaluation values. The first evaluation value primarily captures the characteristics of abrupt changes in operating conditions, such as instantaneous acceleration or deceleration. The second evaluation value focuses on identifying persistent abnormal operating conditions by analyzing the correlation between actual acceleration and control cycle to determine whether there is a long-term trend of deviating from the normal range. The third evaluation value quantifies the degree of deviation of the current speed by comparing the actual speed with a benchmark value. These evaluation values ​​are then integrated through weighted calculations or other preset algorithms to generate an overspeed risk index, thus providing a scientific basis for the overspeed protection of the target motor.

[0069] In some embodiments, Figure 2 Building upon this foundation, to more accurately capture abrupt changes in operating conditions, in sub-step S301, the first evaluation value is configured to be correlated with the actual acceleration, the instantaneous acceleration weight of the target motor, and the maximum instantaneous acceleration value. The first evaluation value is positively correlated with the absolute value of the actual acceleration and the instantaneous acceleration weight, and negatively correlated with the maximum instantaneous acceleration value. The instantaneous acceleration weight reflects the sensitivity of the target motor to abrupt changes in operating conditions; a larger value indicates a stronger system response to changes in instantaneous acceleration, and this value can be obtained through calibration. The maximum instantaneous acceleration value serves as a constraint to prevent distortion of the evaluation value due to excessively high acceleration. Through this design, the first evaluation value can more accurately capture abnormal fluctuations in the actual acceleration, thus providing a reliable basis for risk assessment of the target motor. Furthermore, a dynamic adjustment mechanism is introduced during the calculation process to optimize the weight allocation in real time according to specific operating conditions, further improving the accuracy and adaptability of the evaluation.

[0070] In some embodiments, Figure 2 Building upon the previous method, to more accurately capture continuous abnormal acceleration conditions, a second evaluation value is configured to correlate with the actual acceleration, control cycle, the cumulative acceleration effect weight of the target motor, and the maximum instantaneous acceleration. This second evaluation value is positively correlated with the absolute value of the actual acceleration and the cumulative acceleration effect weight, and negatively correlated with the maximum instantaneous acceleration and the control cycle. The cumulative acceleration effect weight measures the cumulative impact of the target motor under continuous abnormal acceleration conditions; a higher value indicates a stronger sensitivity of the system to long-term acceleration changes. This value can be determined through experimental data fitting or empirical formulas. The maximum instantaneous acceleration also serves as a constraint to prevent deviations or distortions in the evaluation results caused by extreme acceleration values. Through this design, the second evaluation value can effectively reflect the changing trend of actual acceleration over a longer time range, thus providing a more comprehensive basis for risk assessment of the target motor. Furthermore, during the calculation process, an adaptive adjustment mechanism can be incorporated to dynamically optimize the weight allocation based on real-time operating conditions, further improving the accuracy and robustness of the evaluation.

[0071] In some embodiments, Figure 2 Building upon the existing framework, to achieve steady-state overspeed prevention, the third evaluation value is configured to be correlated with the actual speed, the weight of the actual speed deviation from the benchmark, and the maximum allowable speed of the target motor. The third evaluation value is positively correlated with the actual speed and the weight of the actual speed deviation from the benchmark, and negatively correlated with the maximum allowable speed. The weight of the actual speed deviation from the benchmark quantifies the degree to which the target motor deviates from the normal range during steady-state operation; a higher value indicates a stronger sensitivity of the system to abnormal speed fluctuations. This value is typically determined through historical data analysis or test results under specific operating conditions. The maximum allowable speed serves as a constraint to ensure that the evaluation value will not be misjudged or fail due to excessively high speeds, thereby improving system reliability. Through this design, the third evaluation value can accurately reflect the overspeed risk of the target motor under steady-state operating conditions and provide a scientific basis for subsequent protection measures. Furthermore, in practical implementation, combined with a dynamic adjustment strategy, the configuration of relevant parameters can be optimized based on real-time monitoring data to further enhance the system's adaptability and protection capabilities.

[0072] In some embodiments, Figure 2Based on this, to ensure that the overspeed risk index fluctuates within a reasonable range, the sum of the instantaneous acceleration weight, the cumulative acceleration effect weight, and the weight for actual speed deviation from the benchmark is set to 1, making the overspeed risk index a normalized contribution index. By normalizing these three factors, the overspeed risk index can be ensured to fluctuate within a reasonable range, while avoiding distortion of the assessment results due to excessively high weights for any single factor. Furthermore, this design effectively balances the contributions of different factors, making the assessment results more comprehensive and reliable. In practical applications, the weights can be dynamically adjusted according to specific scenarios to further improve the system's flexibility and accuracy.

[0073] In some embodiments, to enhance the reliability and accuracy of the overspeed risk index, the instantaneous acceleration weight is configured to be related to the sensitivity of the target motor's response to abrupt changes in operating conditions, so that the first evaluation value is used to identify abrupt changes in operating conditions. Furthermore, the cumulative acceleration effect weight is configured to be related to the identification of continuous abnormal acceleration of the target motor, so that the second value is continuously used to identify abnormal acceleration. Finally, the weight for actual speed deviation from the benchmark is configured to be related to the abnormal percentage of actual speed deviation from the benchmark. The abnormal percentage can be set as the ratio of the deviation of actual speed from the benchmark to the benchmark. The adjustment of the instantaneous acceleration weight depends on the dynamic response characteristics of the target motor under abrupt changes in operating conditions, ensuring that the evaluation value accurately reflects instantaneous changes in the actual operating state. Simultaneously, the design of the cumulative acceleration effect weight combines historical operating data and current trend analysis of the target motor to capture the risk accumulation that may result from prolonged abnormal acceleration. This multi-weight mechanism not only improves the model's adaptability to different operating conditions but also enhances the reliability and accuracy of the prediction results. Moreover, through flexible configuration of the weight parameters, the system can be optimized according to the needs of different application scenarios, thereby achieving more efficient overspeed risk identification and control.

[0074] As an exemplary implementation, the overspeed risk prediction model is configured as follows:

[0075]

[0076] In the formula, This indicates the risk index of speeding. Indicates instantaneous acceleration weights. This indicates the weight of the cumulative effect of acceleration. This indicates the weight of the deviation of the actual rotational speed from the reference. Indicates the maximum instantaneous acceleration. This indicates the maximum permissible speed.

[0077] in, , , It is a variable value, which needs to be obtained by parameter fitting and optimization through neural networks, regression fitting, or machine learning algorithms.

[0078] Figure 3 A flowchart illustrating an overspeed protection threshold adjustment scheme provided for at least one embodiment of this disclosure. Figure 1 or Figure 2 On the basis of, such as Figure 3 As shown, in order to address motor overspeed protection under different operating conditions, step S40 is refined to include the following sub-steps S401-S402.

[0079] Sub-step S401: In response to the actual acceleration being greater than zero, the overspeed protection threshold is lowered based on the overspeed risk index so that the adjusted overspeed protection threshold is less than the original overspeed protection threshold.

[0080] Sub-step S402: In response to the actual acceleration being less than zero, the overspeed protection threshold is increased based on the overspeed risk index so that the adjusted overspeed protection threshold is greater than the original overspeed protection threshold.

[0081] The calculation of the overspeed protection threshold requires comprehensive consideration of multiple factors, including but not limited to the overspeed risk index. By introducing a dynamic adjustment mechanism, the system can flexibly correct the overspeed protection threshold based on the real-time overspeed risk index, thereby improving the adaptability and reliability of the protection strategy to different operating conditions.

[0082] As an exemplary implementation, the overspeed protection threshold involved in sub-steps S401 and S402 It can be obtained using the following formula:

[0083] In the formula, This indicates the threshold for the speeding risk index. This represents the overspeed protection threshold adjustment coefficient.

[0084] Among these measures, to prevent false triggering of overspeed protection, a dynamically changing overspeed protection threshold is implemented. The speed will not be much lower than the current actual speed. Instead, the overspeed protection threshold will be gradually reduced as the overspeed risk index increases. This brings the current actual speed close to the maximum permissible speed. When the actual acceleration... That is, when accelerating, the overspeed protection threshold is lowered to provide early warning; conversely, when accelerating, the overspeed protection threshold is lowered. This means that when decelerating, the overspeed protection threshold is increased to avoid false triggering. Overspeed protection threshold adjustment coefficient. Matching the adaptive capability of the safety margin, its value ranges from 0 to 1 and can be obtained through calibration.

[0085] Figure 4 A flowchart illustrating another motor overspeed protection method provided for at least one embodiment of this disclosure. Figure 1 , Figure 2 or Figure 3 Based on this, as shown, in order to improve the safety and stability of the target motor under complex working conditions, the method further includes the following steps S41-S45.

[0086] Step S41: Based on the actual rotational speed and the adjusted overspeed protection threshold, predict the risk level of overspeed of the target motor within a set time period starting from the current moment.

[0087] Step S42: Based on the overspeed risk index, predict the risk level of the target motor overspeeding within a set time period starting from the current moment.

[0088] Step S43: When the risk level is Level 1, generate a first control command to trigger the Level 1 speed suppression strategy.

[0089] Step S44: When the risk level is Level 2, generate a second control command to trigger a Level 2 speed suppression strategy that is different from the Level 1 speed suppression strategy.

[0090] Step S45: When the risk level is level 3, generate a third control command to trigger a third-level speed suppression strategy that is different from the first-level speed suppression strategy and the second-level speed suppression strategy. The risk levels of the first, second, and third levels decrease sequentially, and the second-level speed suppression strategy and the third-level speed suppression strategy are used to prevent the target motor from overspeeding.

[0091] Steps S41-S45 can be set between steps S40 and S50. The first-level speed suppression strategy is the most stringent measure. The third-level speed suppression strategy is a relatively lenient measure. This hierarchical control method can effectively improve the safety and stability of the motor under complex operating conditions, while reducing unnecessary downtime and economic losses.

[0092] The above solution provides a multi-level torque output limiting strategy, which generates different torque output requirements for the motor controlled by the motor controller MCU, thereby controlling the actual speed of the target motor and avoiding the overspeed fault of the target motor.

[0093] In some embodiments, Figure 4Building upon this foundation, to effectively prevent motor overspeeding at risk level one, the first-level speed suppression strategy is configured to either add mechanical braking to the target motor or control the corresponding motor controller to enter an active short-circuit state. The addition of mechanical braking rapidly reduces the motor speed, ensuring timely containment of overspeeding tendencies in high-risk situations. The introduction of the active short-circuit state, by altering the motor's electrical characteristics, further reduces the likelihood of its speed increasing. These two measures work synergistically to effectively limit the target motor's speed in the shortest possible time, thereby minimizing potential safety risks. The strategy's design fully considers response speed and reliability in practical application scenarios and can meet the stringent requirements of complex operating conditions.

[0094] In some embodiments, Figure 4 Building upon the previous approach, to effectively prevent motor overspeed at risk level two, a second-level speed suppression measure is configured to control the target motor's output reverse torque. Applying reverse torque effectively counteracts the motor's current forward power output, thereby rapidly reducing its speed. This measure adjusts the motor controller's output signal, causing the motor to enter a deceleration state within a short time, while avoiding additional wear that might be caused by mechanical braking. Furthermore, the control parameters for the reverse torque can be dynamically adjusted according to actual operating conditions to ensure that overspeed suppression is achieved without excessively interfering with the normal operation of the motor. This strategy balances efficiency and safety, providing a reliable solution for speed control in medium-risk scenarios.

[0095] In some embodiments, Figure 4 Building upon this foundation, to effectively prevent motor overspeed at risk level three, the third-level speed suppression measure is configured to reduce the power output of the target motor and limit its torque output. This power reduction and torque limitation are achieved by adjusting the motor's input current and voltage parameters, thereby effectively reducing the motor's energy supply. This method not only rapidly suppresses further increases in motor speed but also avoids system instability or mechanical damage caused by suddenly applying excessive reverse force. The third-level measure dynamically adjusts control parameters based on actual speed and acceleration, enabling the motor to maintain efficient and safe operation even under high-risk conditions. This design, while meeting stringent protection requirements, also provides greater flexibility and reliability for motor control under complex operating conditions.

[0096] In some embodiments, Figure 4 Based on this, in order to improve the accuracy of overspeed risk control, step S41 is refined to include the following sub-steps S411-S413.

[0097] Sub-step S411: In response to the actual rotational speed exceeding the adjusted overspeed protection threshold, generate a first prediction result to characterize the risk level as Level 1.

[0098] Sub-step S412: In response to the actual speed exceeding the product of the adjusted overspeed protection threshold and the first trigger coefficient, a second prediction result is generated to characterize the risk level as level two.

[0099] Sub-step S413: In response to the actual speed being greater than the product of the adjusted overspeed protection threshold and the second trigger coefficient, a third prediction result is generated to characterize the risk level as level three, wherein the second trigger coefficient is less than the first trigger coefficient.

[0100] The first and second trigger coefficients are set based on the motor's operating characteristics and actual working conditions to ensure the scientific and operational feasibility of classifying different risk levels. By introducing a graded prediction mechanism, the system can dynamically adjust its risk assessment strategy based on real-time monitoring data, thereby improving overall control accuracy. Furthermore, the generation process of each prediction result undergoes rigorous verification to avoid unnecessary triggering of protective measures or potential safety hazards due to misjudgments. This graded response design not only enhances the system's adaptability but also provides a clear decision-making basis for subsequent specific suppression measures, further ensuring the stability and safety of motor operation.

[0101] In some embodiments, Figure 4 Based on this, in order to further improve the accuracy of overspeed risk control, step S42 is refined into the following sub-steps S421-S423.

[0102] Sub-step S421: In response to the overspeed risk index exceeding a pre-set first risk protection threshold, generate a first prediction result to characterize the risk level as Level 1.

[0103] Sub-step S422: In response to the overspeed risk index exceeding a pre-set second risk protection threshold, generate a second prediction result to characterize the risk level as level two.

[0104] Sub-step S423: In response to the overspeed risk index being greater than the preset third risk protection threshold, a third prediction result is generated to characterize the risk level as level three, wherein the first risk protection threshold, the second risk protection threshold, and the third risk protection threshold decrease sequentially.

[0105] The setting of each risk protection threshold comprehensively considers the motor's operating characteristics, historical data statistics, and actual operating conditions to ensure the accuracy and reliability of the graded prediction results. By dynamically adjusting these thresholds, the system can adapt to different operating environments, thereby further improving the flexibility and adaptability of risk assessment. Furthermore, the design of sub-steps S421 to S423 aims to form a multi-level risk prediction mechanism, providing a more accurate basis for subsequent targeted mitigation measures. This design not only helps reduce the false alarm rate but also enables timely triggering of corresponding protection strategies when risks escalate, maximizing the safe and stable operation of the motor.

[0106] In some embodiments, in order to ensure the effectiveness and reliability of the motor overspeed protection method, the method further includes the following steps S51-S52.

[0107] Step S51: When the actual speed exceeds the product of the adjusted overspeed protection threshold and the first trigger coefficient, the second-level speed suppression strategy of the target motor is triggered.

[0108] Step S52: When the actual speed exceeds the product of the adjusted overspeed protection threshold and the second trigger coefficient, the third-level speed suppression strategy of the target motor is triggered.

[0109] The first and second trigger coefficients are set according to different operating states and safety requirements of the motor. The first trigger coefficient is greater than the second trigger coefficient to construct a progressive speed suppression mechanism. This graded triggering mechanism based on different trigger coefficients can accurately take corresponding speed suppression measures according to the different levels of danger of the target motor's actual speed. This ensures that the target motor can be protected in a timely manner when facing the risk of overspeed, and can also improve the efficiency and stability of motor operation to a certain extent.

[0110] In practical applications, it is also necessary to dynamically monitor and adjust the adjusted overspeed protection threshold, as well as the first and second trigger coefficients. With increasing motor operating time and changes in environmental conditions, the motor's performance and operating characteristics may alter. Therefore, it is essential to optimize these parameters in a timely manner based on actual conditions to ensure the effectiveness and reliability of the entire motor overspeed protection method. Furthermore, combining other monitoring indicators and protection strategies can further improve the motor's safety protection system, minimizing the risk of motor malfunction or damage due to overspeed.

[0111] Figure 5 A flowchart illustrating an example of motor overspeed protection provided for at least one embodiment of this disclosure. (See flowchart for example.) Figure 5As shown, the system first collects the actual speed of the target motor in real time and calculates the instantaneous actual acceleration. Combining the cumulative acceleration effect and the abnormal proportion of actual speed deviation from the benchmark, a dynamic overspeed risk index is generated through a weighted algorithm to comprehensively reflect the motor's overspeed risk level. Based on the comparison between the overspeed risk index and the overspeed risk index threshold, the system adopts an adaptive adjustment mechanism to dynamically adjust the overspeed protection threshold. When an acceleration trend is detected, the overspeed protection threshold is gradually lowered to provide early warning; during deceleration, the overspeed protection threshold is appropriately increased to avoid false triggering. Furthermore, the system employs the following tiered speed suppression strategy: 1) Actual rotational speed or speeding risk index At this time, the motor controller MCU implements a strategy of reducing power and limiting motor torque output in order to suppress speed increase by reducing torque output; 2) Actual rotational speed or When the target motor is in a driving state, the electromagnetic torque of the motor is positive and the q-axis current is positive. By controlling the q-axis current to be negative, the negative torque can be output, thereby reducing the speed of the target motor. 3) Actual rotational speed or When mechanical braking is applied, the motor controller MCU controls the lower bridge of the IGBT switching devices in the three-phase inverter to enter the ASC state, protecting the IGBT switching devices from breakdown due to high current. A closed loop is formed through the short-circuit winding, utilizing the motor's own resistance and inductance to dissipate kinetic energy and achieve rapid braking. In other words, mechanical braking is immediately initiated and the IGBT active short-circuit protection is triggered. Emergency braking is achieved by dissipating kinetic energy through the electrical circuit, preventing damage to the target motor and power devices due to overspeed.

[0112] Figure 6 This is a structural block diagram of a motor overspeed protection system provided in at least one embodiment of the present disclosure. Figure 6 As shown, the motor overspeed protection system 10 includes an acquisition unit 11, a first-level preprocessing unit 12, a second-level preprocessing unit 13, a third-level preprocessing unit 14, and a control unit 15.

[0113] Acquisition unit 11 is configured to acquire the speed signal of the target motor.

[0114] The first-level preprocessing unit 12 is configured to acquire the current actual speed and actual acceleration of the target motor based on the speed signal.

[0115] The second-level preprocessing unit 13 is configured to generate the current overspeed risk index of the target motor based on the actual rotational speed and actual acceleration.

[0116] The third-level preprocessing unit 14 is configured to dynamically adjust the overspeed protection threshold of the target motor based on the overspeed risk index, so as to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor.

[0117] Control unit 15 is configured to trigger the first-level speed suppression strategy of the target motor when the actual speed exceeds the adjusted overspeed protection threshold.

[0118] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0119] In some embodiments, Figure 6 Based on this, the acquisition unit 11 can be implemented through a corresponding speed sensor, and the first-level preprocessing unit 12, the second-level preprocessing unit 13, the third-level preprocessing unit 14 and the control unit 15 can be implemented through a controller or control module with corresponding programs.

[0120] In some embodiments, Figure 6 Based on this, the motor overspeed protection system 10 also includes a risk prediction unit 16. The risk prediction unit 16 is configured to: predict the risk level of the target motor overspeeding within a set period starting from the current moment based on the actual speed and the adjusted overspeed protection threshold; generate a first control command to trigger a first-level speed suppression strategy when the risk level is level 1; generate a second control command to trigger a second-level speed suppression strategy different from the first-level speed suppression strategy when the risk level is level 2; and generate a third control command to trigger a third-level speed suppression strategy different from the first-level and second-level speed suppression strategies when the risk level is level 3. The risk levels of level 1, level 2, and level 3 decrease sequentially, and the second-level and third-level speed suppression strategies are used to prevent the target motor from overspeeding.

[0121] In some embodiments, Figure 6 Based on this, the risk prediction unit 16 is also configured to: predict the risk level of overspeed of the target motor within a set period starting from the current moment based on the overspeed risk index.

[0122] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.

[0123] This disclosure also provides a program product, such as... Figure 7 As shown, the program product includes one or more processors 21 and memory 22. Figure 7 Take a processor 21 as an example.

[0124] The controller may also include an input device 23 and an output device 24.

[0125] The processor 21, memory 22, input device 23, and output device 24 can be connected via a bus or other means. Figure 7 Taking the example of a connection between China and Israel via a bus.

[0126] The processor 21 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0127] The memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 21 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 22, thereby implementing the steps of the above-described method embodiments.

[0128] The memory 22 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 22 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 22 may optionally include memory remotely located relative to the processor 21, and these remote memories may be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0129] Input device 23 can receive input digital or character information, and generate key signal inputs related to driver settings and function control of the server's processing unit. Output device 24 may include display devices such as a display screen.

[0130] One or more modules are stored in memory 22, and when executed by one or more processors 21, they perform actions such as... Figure 1 The method shown.

[0131] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0132] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations all fall within the scope defined by the appended claims.

[0133] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for overspeed protection of a motor, characterized in that, include: Obtain the speed signal of the target motor; The current actual speed and actual acceleration of the target motor are obtained based on the speed signal; The current overspeed risk index of the target motor is generated based on the actual rotational speed and the actual acceleration. The overspeed protection threshold of the target motor is dynamically adjusted based on the overspeed risk index to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor. as well as, When the actual rotational speed exceeds the adjusted overspeed protection threshold, the first-level speed suppression strategy of the target motor is triggered. The step of generating the current overspeed risk index of the target motor based on the actual rotational speed and the actual acceleration includes: Obtain an overspeed risk prediction model, wherein the overspeed risk prediction model is configured as follows: The first evaluation value for identifying abrupt changes in operating conditions is generated based on the actual acceleration. A second evaluation value is generated based on the actual acceleration and the corresponding control cycle to identify persistent abnormal operating conditions. A third evaluation value is generated based on the actual rotational speed to identify the degree to which the actual rotational speed deviates from the reference speed. The overspeed risk index is generated based on the first evaluation value, the second evaluation value, and the third evaluation value; and, The actual rotational speed and the actual acceleration are input into the overspeed risk prediction model to obtain the current overspeed risk index of the target motor.

2. The method according to claim 1, characterized in that, Also includes: Based on the actual rotational speed and the adjusted overspeed protection threshold, predict the risk level of overspeed of the target motor within a set time period starting from the current moment; When the risk level is Level 1, a first control command is generated to trigger the Level 1 speed suppression strategy; When the risk level is level two, a second control command is generated to trigger a second-level speed suppression strategy that differs from the first-level speed suppression strategy; and, When the risk level is level three, a third control command is generated to trigger a third-level speed suppression strategy that is different from the first-level speed suppression strategy and the second-level speed suppression strategy. The risk levels of the first level, the second level, and the third level decrease sequentially, and the second-level speed suppression strategy and the third-level speed suppression strategy are used to prevent the target motor from overspeeding.

3. The method according to claim 1 or 2, characterized in that, Also includes: Based on the overspeed risk index, the risk level of the target motor overspeeding within a set time period starting from the current moment is predicted.

4. The method according to claim 2, characterized in that, The first-level speed suppression strategy includes at least one of adding mechanical braking to the target motor and controlling the motor controller corresponding to the target motor to enter an active short-circuit state; and... The second-level speed suppression strategy includes controlling the target motor to output reverse torque; as well as, The third-level speed suppression strategy includes reducing the power of the target motor and limiting the motor torque output.

5. The method according to claim 2, characterized in that, The method of predicting the risk level of overspeed of the target motor within a set time period starting from the current moment based on the actual rotational speed and the adjusted overspeed protection threshold includes: In response to the actual rotational speed exceeding the adjusted overspeed protection threshold, a first prediction result is generated to characterize the risk level as Level 1. In response to the actual rotational speed exceeding the product of the adjusted overspeed protection threshold and the first trigger coefficient, a second prediction result is generated to characterize the risk level as level two; and, In response to the actual rotational speed exceeding the product of the adjusted overspeed protection threshold and the second trigger coefficient, a third prediction result is generated to characterize the risk level as level three, wherein the second trigger coefficient is less than the first trigger coefficient.

6. The method according to claim 1 or 2, characterized in that, The first evaluation value is configured to be related to the actual acceleration, the instantaneous acceleration weight of the target motor, and the maximum instantaneous acceleration value. Furthermore, the first evaluation value is positively correlated with the absolute value of the actual acceleration and the instantaneous acceleration weight, respectively, and negatively correlated with the maximum instantaneous acceleration value. The second evaluation value is configured to be related to the actual acceleration, the control cycle, the acceleration cumulative effect weight of the target motor, and the instantaneous maximum acceleration value. The second evaluation value is positively correlated with the absolute value of the actual acceleration and the acceleration cumulative effect weight, respectively, and negatively correlated with the instantaneous maximum acceleration value and the control cycle, respectively. The third evaluation value is configured to be related to the actual speed, the weight of the deviation of the actual speed from the benchmark, and the maximum allowable speed of the target motor. The third evaluation value is positively correlated with the actual speed and the weight of the deviation of the actual speed from the benchmark, respectively, and negatively correlated with the maximum allowable speed.

7. The method according to claim 6, characterized in that, The instantaneous acceleration weight is configured to be related to the sensitivity of the target motor in responding to sudden operating conditions, and the cumulative acceleration effect weight is configured to be related to the identification of continuous abnormal acceleration of the target motor, and the actual speed deviation from the reference weight is configured to be related to the abnormal proportion of the actual speed deviation from the reference. and, The dynamic adjustment of the overspeed protection threshold of the target motor based on the overspeed risk index includes: In response to the actual acceleration being greater than zero, the overspeed protection threshold is lowered based on the overspeed risk index, so that the adjusted overspeed protection threshold is less than the original overspeed protection threshold. as well as, In response to the actual acceleration being less than zero, the overspeed protection threshold is increased based on the overspeed risk index, so that the adjusted overspeed protection threshold is greater than the original overspeed protection threshold.

8. A motor overspeed protection system, characterized in that, include: The acquisition unit is configured to acquire the speed signal of the target motor; The first-level preprocessing unit is configured to obtain the current actual speed and actual acceleration of the target motor based on the speed signal; The second-level preprocessing unit is configured to generate the current overspeed risk index of the target motor based on the actual rotational speed and the actual acceleration. The third-level preprocessing unit is configured to dynamically adjust the overspeed protection threshold of the target motor based on the overspeed risk index, so as to obtain an adjusted overspeed protection threshold that matches the current operating conditions of the target motor. as well as, The control unit is configured to trigger the first-level speed suppression strategy of the target motor when the actual speed exceeds the adjusted overspeed protection threshold; The step of generating the current overspeed risk index of the target motor based on the actual rotational speed and the actual acceleration includes: Obtain an overspeed risk prediction model, wherein the overspeed risk prediction model is configured as follows: The first evaluation value for identifying abrupt changes in operating conditions is generated based on the actual acceleration. A second evaluation value is generated based on the actual acceleration and the corresponding control cycle to identify persistent abnormal operating conditions. A third evaluation value is generated based on the actual rotational speed to identify the degree to which the actual rotational speed deviates from the reference speed. The overspeed risk index is generated based on the first evaluation value, the second evaluation value, and the third evaluation value; and, The actual rotational speed and the actual acceleration are input into the overspeed risk prediction model to obtain the current overspeed risk index of the target motor.

9. A storage medium, characterized in that, The storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 7.

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