Motor rotating speed monitoring method, device, system, medium, equipment and aircraft

Abstract

The invention provides a motor rotating speed monitoring method, device and system, a medium, equipment and an aircraft. The method comprises the steps that a second position signal collected by a second position sensor is acquired; the second position sensor is connected to the motor rotating speed monitoring module, and the second position sensor is independent of the first position sensor connected with the electric drive control unit; if the second position signal is valid, second rotating speed information is calculated based on the second position signal to serve as the current actual rotating speed of the motor; if the second position signal fails, first rotating speed information transmitted through a communication bus is obtained to serve as the current actual rotating speed of the motor; wherein the first rotating speed information is calculated by the electric drive control unit based on a signal acquired by the first position sensor; and when the deviation between the current actual rotating speed and the simulation rotating speed value exceeds a preset range, triggering a fault response strategy. The objective of the invention is to improve the monitoring capability of unexpected response to the rotating speed.

Description

Technical Field

[0001] This application relates to the field of motor monitoring technology, specifically to a method, device, system, medium, equipment, and aircraft for monitoring motor speed. Background Technology

[0002] With the development of aircraft technology, the safety requirements for propeller electric drives are increasing daily. Safety analysis of aircraft reveals that the main risk lies in the unexpected response of the electric drive speed, i.e., the actual output speed of the motor deviates from the predetermined control command. This can cause the flight control unit to lose control of the overall aircraft attitude or power.

[0003] Existing technologies typically employ heterogeneous redundancy schemes with multiple sets of motor windings or the overall system for protection. However, this leads to a significant increase in hardware costs and electric drive weight, which is detrimental to the lightweight design requirements of aircraft. Therefore, improving the monitoring capability for unexpected speed responses while maintaining low cost and weight is a pressing issue in the field of motor control. Summary of the Invention

[0004] This application provides a method, apparatus, system, medium, device, and aircraft for monitoring motor speed, aiming to improve the monitoring capability for unexpected speed responses while maintaining low cost and weight.

[0005] In a first aspect, embodiments of this application provide a method for monitoring motor speed, applied to a motor speed monitoring module set up independently of the electric drive control unit, the method comprising: Acquire the second position signal collected by the second position sensor; the second position sensor is connected to the motor speed monitoring module, and the second position sensor is set independently of the first position sensor connected to the electric drive control unit; detect the validity of the second position signal; If the second position signal is valid, calculate the current actual speed of the motor based on the second position signal; If the second position signal fails, the first speed information transmitted via the communication bus is obtained as the current actual speed of the motor; wherein, the first speed information is calculated by the electric drive control unit based on the first position signal collected by the first position sensor; Compare the current actual speed with the simulated speed value of the motor; When the deviation between the actual current speed and the simulated speed value exceeds the preset range, a fault response strategy is triggered.

[0006] In one scheme, calculating the current actual speed of the motor based on the second position signal includes: performing speed decoding and differentiation on the second position signal to obtain the current actual speed; determining the current actual speed of the motor using the first speed information includes: parsing the data message sent by the electric drive control unit through the communication bus, and extracting the value of the first speed information from the data message as the current actual speed.

[0007] In this scheme, by performing differential operations on local signals and extracting and parsing bus messages, the differential algorithm can capture instantaneous speed fluctuations, while bus extraction provides a stable backup reference. This enables the rapid and accurate locking of the motor's operating status under different failure conditions, ensuring that the safety judgment benchmark still has a high degree of confidence even when the local link is damaged.

[0008] In one approach, detecting the validity of the second position signal includes: reading a status flag bit from the output signal of the second position sensor; and / or detecting the electrical connection status of the second position sensor; and determining whether the second position signal is valid based on the status flag bit and / or the electrical connection status.

[0009] This scheme achieves end-to-end evaluation of the signal acquisition channel by reading status flags and detecting electrical connection status. Its principle lies in combining protocol-layer logic diagnostics with physical-layer hardware detection. This results in improved system diagnostic coverage and effectively prevents false alarms caused by misuse of distorted signals.

[0010] In one scheme, the fault response strategy includes: generating an alarm signal for unexpected speed response and sending it to an external control system via a communication bus; receiving a power cut-off command from the external control system; and disconnecting the power line connected to the electric drive control unit in response to the power cut-off command.

[0011] This solution achieves coordinated decision-making between anomaly detection and protection execution by generating alarm signals and receiving feedback commands to disconnect the power line. Its principle lies in introducing an external element, such as the flight control unit, as a safety interlock, while physical power disconnection provides the highest level of fail-safe protection. This avoids downtime due to partial misjudgment and ensures complete shutdown of the risk source upon confirmation of loss of control.

[0012] In one approach, obtaining the simulated rotational speed of the motor includes: obtaining the required rotational speed command of the motor and the system moment of inertia parameters; performing electromagnetic response simulation based on the required rotational speed command to determine the theoretical output torque of the motor; calculating the theoretical acceleration of the motor based on the theoretical output torque and the system moment of inertia parameters; and integrating the theoretical acceleration to generate the simulated rotational speed value.

[0013] This solution incorporates an electromagnetic response simulation step, enabling real-time simulation of the complex electromagnetic physical processes within the motor based on torque commands. The simulated rotational speed is then calculated using rotational inertia parameters. This process not only considers mechanical dynamics but also replicates the energy conversion logic at the electromagnetic level, providing the system with a high-precision theoretical reference independent of any physical sensors. By comparing the actual collected motor speeds (first / second speeds) with the theoretical speeds generated from the electromagnetic response simulation in real time, the monitoring module can quickly identify unexpected speed responses caused by controller malfunctions, sensor interference, or abnormal drive logic.

[0014] Secondly, embodiments of this application provide a motor speed monitoring device, which is set independently of the electric drive control unit, and the device includes: The first acquisition interface is configured to connect to a second position sensor to acquire the second position signal of the motor. The second position sensor is set independently of the first position sensor connected to the electric drive control unit. The second acquisition interface is configured to connect to a communication bus to acquire first rotational speed information from the electric drive control unit; wherein the first rotational speed information is associated with a first position sensor connected to the electric drive control unit; A processor, connected to the first acquisition interface and the second acquisition interface, is configured to: when the second position signal is valid, calculate a second rotational speed information based on the second position signal as the current actual rotational speed of the motor; when the second position signal fails, switch to using the first rotational speed information as the current actual rotational speed of the motor; compare the current actual rotational speed with a preset simulated rotational speed value, and output a fault response signal when the deviation between the current actual rotational speed and the simulated rotational speed value exceeds a preset range.

[0015] In one embodiment, the device may further include a power control interface configured to connect to the power supply circuit of the electric drive control unit, and the processor is configured to perform a power-off operation via the power control interface after outputting a fault response signal.

[0016] This solution achieves deep isolation between monitoring and control hardware by establishing independent first and second acquisition interfaces and a power control interface. The principle behind this is to ensure that the monitoring device maintains power and computational independence even in the event of an extreme failure in the main electric drive control unit. This serves as the system's last independent physical line of defense.

[0017] Thirdly, embodiments of this application provide a motor speed monitoring system, including: a first position sensor and an electric drive control unit, the electric drive control unit being used to drive the motor based on the first position sensor and output bus messages; a second position sensor being used to collect a second position signal of the motor; and the aforementioned motor speed monitoring device.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned method.

[0019] Fifthly, embodiments of this application provide an electronic device, including a memory and a processor, for implementing the aforementioned method.

[0020] Sixthly, embodiments of this application provide an aircraft, including a fuselage, propeller blades, and the aforementioned systems. An electric motor drives the propeller blades to provide power, and a monitoring system is communicatively connected to the flight control unit to determine when the rotational speed response is unexpected and to cooperate with the flight control unit to cut off power.

[0021] This solution integrates the monitoring system described in this application into the aircraft architecture, achieving a high level of multi-source redundancy protection at minimal hardware cost. The principle behind this is to obtain high-risk monitoring capabilities with lower complexity. This results in the technical effect of ensuring the safe operation of the aircraft while meeting the requirements for extreme weight reduction.

[0022] As can be seen, in one of the solutions provided in this application, based on the features of independently setting up a motor speed monitoring module and combining the acquisition of physically redundant sensors with bus-shared data, primary and backup redundancy of the monitoring source is achieved at the physical acquisition layer and the bus communication layer. The principle is to eliminate the dependence of the monitoring function on a single sensor path. Even in the event of a local sensor failure, the motor speed monitoring module can still obtain the calculation results from the electric drive control unit through the bus to maintain safe inspection. This results in a significant improvement in the availability of the monitoring system without increasing the cost and weight of the power drive hardware exponentially, ensuring that the aircraft's electric drive system can accurately intercept unexpected speed responses. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the operation of a motor speed monitoring system and an aircraft module according to an embodiment of this application; Figure 2 This is a flowchart illustrating a motor speed monitoring method according to an embodiment of this application; Figure 3 This is another schematic flowchart of a motor speed monitoring method provided in one embodiment of this application; Figure 4 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0024] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0025] In aerospace propulsion systems such as aircraft and large unmanned aerial vehicles (UAVs), the motor speed monitoring module serves as a core safety audit unit. Its main function is to assess in real time whether the actual performance of the motor meets the expected flight commands. To achieve this goal, the monitoring system needs to have a highly reliable speed acquisition capability. This application achieves physical decoupling of monitoring and control functions by setting up a completely independent motor speed monitoring module in addition to the traditional electric drive control unit (responsible for motor drive control). This improves the monitoring capability for unexpected speed responses while maintaining lower cost and weight.

[0026] To facilitate understanding, we will first introduce the overall hardware framework and related terminology.

[0027] First, a general overview of the motor speed monitoring system and related modules of the aircraft provided in this application will be given. For example... Figure 1 The diagram shown illustrates the collaborative operation of multiple core components involved in a motor speed monitoring system provided in this application, including: Flight control unit (i.e., the control unit of the aircraft): As the decision-making center of the aircraft, it is responsible for issuing required speed commands to the modules below through the communication bus (such as CAN bus), and receiving feedback speed data from the communication bus in real time to monitor the real-time power status of the aircraft.

[0028] CAN bus: As the data communication backbone of the system, it connects the flight control unit, electric drive control unit and motor speed monitoring module, and is responsible for the cross-module transmission of key information such as speed demand command, speed and speed validity flag.

[0029] The electric drive control unit (such as an MCU unit) receives the required rotational speed command from the CAN bus and calculates it in conjunction with the first position information collected by the first position sensor. It then controls the rotation of the drive motor via three-phase current, thereby driving the propellers to provide flight propulsion. Simultaneously, the electric drive control unit sends the calculated rotational speed and its corresponding valid speed flag to the CAN bus for reference by other modules.

[0030] Motor speed monitoring module: This module is directly connected to the second position sensor, enabling independent speed sensing completely isolated from the main control link. It acquires the required speed command from the flight control unit in real time via the CAN bus and monitors the speed and speed validity flag uploaded by the electric drive control unit. When an unexpected response in motor speed is detected, the system can directly apply a power control signal to the power supply circuit of the electric drive control unit.

[0031] At the end of the process: the motor is driven by the electric drive control unit, and its rotation state is ultimately reflected in the mechanical output of the blades.

[0032] As can be seen, the motor speed monitoring system mainly includes an electric drive control unit, a motor speed monitoring module, a first position sensor, and a second position sensor. The electric drive control unit, as the main control core of the motor, is responsible for receiving torque commands and executing control algorithms based on the first position information from the first position sensor, thereby driving the motor to rotate. The motor speed monitoring module, as an independent safety monitoring node, is physically and circuitically independent of the electric drive control unit. This module is directly connected to the second position sensor to obtain independent speed reference data. Furthermore, the motor speed monitoring system interconnects the modules via a communication bus. External control systems (such as the aircraft control unit) send relevant commands to the electric drive control unit via the communication bus and receive data reported by the motor speed monitoring module.

[0033] Introduction to key terms: The motor speed monitoring module (REM) is an independent processing unit used to determine in real time whether the actual operating status of the motor meets the expected command.

[0034] An electric drive control unit is a control unit that executes commutation control logic and directly outputs power signals to drive the motor. For example, it can be the electric drive control unit of an aircraft.

[0035] The first position sensor and the second position sensor refer to two sets of independent angle sensing hardware installed on the motor shaft system to provide rotor angular position information. The first speed information refers to the speed value calculated by the electric drive control unit based on the first position information collected by the first position sensor and published to the communication bus. The second speed information refers to the speed value calculated by the motor speed monitoring module based on the second position information collected by the second position sensor.

[0036] The motor speed monitoring device is physically a circuit system independent of the electric drive control unit, and functionally it can also be considered a motor speed monitoring module (REM). For ease of description, the term "device" or "module" will be used interchangeably depending on the focus of the description, but the hardware entity they refer to is the same.

[0037] In one embodiment, such as Figure 2 As shown in the figure, this application provides a method for monitoring motor speed. This method is applied to a motor speed monitoring module that is set up independently of the electric drive control unit. The method includes the following steps: S101: Acquire the second position signal collected by the second position sensor; the second position sensor is connected to the motor speed monitoring module, and the second position sensor is set independently of the first position sensor connected to the electric drive control unit; S102: Detect the validity of the second position signal; S103: If the second position signal is valid, calculate the second speed information based on the second position signal as the current actual speed of the motor; S104: If the second position signal fails, the first speed information transmitted through the communication bus is obtained as the current actual speed of the motor; wherein, the first speed information is calculated by the electric drive control unit based on the first position signal collected by the first position sensor; S105: Compare the current actual speed with the simulated speed value of the motor; S106: When the deviation between the current actual speed and the simulated speed value exceeds the preset range, a fault response strategy is triggered.

[0038] In this embodiment, the motor speed monitoring module (REM) refers to a monitoring unit designed with an independent circuit board, which operates independently of the electric drive control unit in both physical space and electrical circuitry. The second position sensor refers to sensing hardware whose physical signal output terminal is directly connected to the sampling interface of the motor speed monitoring module. At the initial stage of monitoring logic startup, the motor speed monitoring module synchronously acquires the required speed command (or torque command) issued by the flight control unit via the communication bus. This required speed command characterizes the target state that the aircraft expects the motor to achieve in the current attitude and is the original driving source for generating simulated speed values.

[0039] For example, the second position sensor may include, but is not limited to, a resolver or an eddy current position sensor, which is physically installed independently of the first position sensor connected to the electric drive control unit. The type / model of the first and second position sensors may be the same or different, and no specific limitation is made. The second position signal refers to the original electrical signal reflecting the current rotational position of the motor rotor. Determining the validity of the second position signal involves checking, through logical rules, whether the physical signal conforms to normal amplitude, frequency, or protocol characteristics, thereby determining whether the second position signal acquired by the second position sensor is invalid.

[0040] The first speed information refers to the speed value stored on the communication bus and calculated by the electric drive control unit using the first position information collected by its associated first position sensor. The second speed information refers to the speed value calculated by the motor speed monitoring module based on the second position information collected by the second position sensor. As an example, the simulated speed value can refer to the theoretical speed derived based on the required speed command and the motor dynamics model (also known as the motor speed simulation model). The fault response strategy refers to the emergency handling procedure executed to protect the safety of the entire machine after the motor speed monitoring module determines that an unexpected speed response has occurred.

[0041] In this embodiment, regarding the working principle and process, the motor speed monitoring module captures the second position signal in real time through its physical sampling interface after startup and simultaneously executes signal validity detection logic. This process is equivalent to establishing a signal arbitration mechanism: when the second position sensor signal of the monitored device (such as an aircraft) motor is normal (i.e., the second position information is not invalid), the motor speed monitoring module independently calculates the speed based on the second position information to obtain the second speed information, ensuring the independence of monitoring; once the self-test detects that the local second position sensor has a broken wire, short circuit, or is subject to strong magnetic interference causing the second position information to fail, the motor speed monitoring module will immediately start the bus listening mechanism, extract the first speed information fed back by the electric drive control unit from the communication bus message as an alternative reference source, thereby realizing the switching of the speed acquisition path. Subsequently, the motor speed monitoring module compares the finally determined current actual speed (whether from the second position sensor or the bus backup) with the generated simulated speed value to monitor whether the motor has experienced uncontrolled acceleration, deceleration, or stoppage, that is, to monitor whether there is an unexpected response. When |simulated speed value - current actual speed| > the limit speed, that is, when a speed deviation occurs, a fault response strategy is triggered.

[0042] As can be seen, this embodiment achieves primary / backup redundancy of the monitoring source at the physical link layer by independently setting up the motor speed monitoring module and combining the acquisition of physically redundant sensors with bus-shared data. The principle lies in eliminating the dependence of the monitoring function on a single sensor path. Even in extreme conditions where the second position sensor of the motor speed monitoring module experiences mechanical damage or wiring failure, the motor speed monitoring module can still obtain the calculation results from the electric drive control unit through the communication bus to maintain safe inspection. This significantly improves the availability of the monitoring system and enhances monitoring capabilities without increasing the power drive hardware and weight exponentially. It ensures that the electric drive systems of aircraft and other electric drive products can accurately intercept unexpected speed responses and significantly enhance the ability to combat single-point sensor failures.

[0043] In one embodiment, the presence of a deviation is further confirmed as follows: |Simulated speed value - Current actual speed| > Limited speed && > Limited time.

[0044] This logic aims to filter out misjudgments caused by transient signal fluctuations by limiting the speed threshold and the time filtering.

[0045] It is also worth noting that the acquisition processes of the first and second speed information can be carried out simultaneously, and the specific embodiments of this application are not limited thereto; the validity determination can also be made after the speed information is obtained, and the specific embodiments of this application are not limited thereto.

[0046] In one embodiment, the rotational speed calculation and determination process involved in this application is as follows: The calculation of the current actual speed of the motor based on the second position signal includes: performing speed decoding and differentiation on the second position signal to obtain the second speed information as the current actual speed of the motor; Obtaining the first speed information transmitted via the communication bus as the current actual speed of the motor includes: parsing the data message sent by the electric drive control unit via the communication bus, and extracting the value of the first speed information from the data message as the current actual speed.

[0047] As an example, the speed decoding involved in this process refers to converting the acquired analog sine and cosine waveforms or digital angle pulses into physical angle variables. Differentiation refers to calculating the angular velocity based on the angle difference between two adjacent sampling intervals, thereby obtaining the current actual speed of the motor in real time. Parsing the data message refers to the motor speed monitoring module intercepting specific data frames on the bus and extracting the field representing the speed from the data load according to the parsing factor defined by the communication protocol, thereby obtaining the first speed information calculated by the electric drive unit based on the first position signal acquired by the first position sensor. Its working principle is that the local parsing of the motor speed monitoring module provides real-time speed based on direct perception of physical phenomena, while bus acquisition provides a calculation benchmark for cross-module synchronization.

[0048] Specifically, in its implementation, the motor speed monitoring module continuously captures the second position signal using a built-in high-frequency sampling clock when processing local signals. Within each preset calculation cycle, it executes a discrete differential algorithm to directly derive the rotor's dynamic angular velocity. This process is independent of external unit calculations and allows for rapid calculation. When using a backup source, the motor speed monitoring module parses periodically broadcast messages through the bus controller, using them as a reference value for the current actual speed.

[0049] This scheme achieves complementarity between physical sampling and system-level data sharing by performing differential operations and extracting and parsing bus messages. The differential algorithm can capture microsecond-level instantaneous speed fluctuations, enhancing the monitoring capability of motor vibration or abnormal transients; while bus extraction provides a stable reference preprocessed by the electric drive control unit, serving as a redundant path with low computational overhead. This results in the ability to quickly and accurately lock the motor operating status under different failure conditions, ensuring that the safety judgment benchmark still has a high degree of confidence when the local link is damaged.

[0050] In one embodiment, the process of detecting the validity of the second position signal involved in this application is as follows: detecting the validity of the second position signal includes: reading the status flag bit in the output signal of the second position sensor; and / or detecting the electrical connection status of the second position sensor; and determining whether the second position signal is valid based on the status flag bit and / or the electrical connection status.

[0051] The status flags involved in this process refer to the internal self-diagnostic fields attached to the data messages of sensors that follow specific digital protocols, such as check error bits, weak signal quality warnings, or chip overheating flags. Electrical connection status detection refers to real-time monitoring of port levels through hardware sampling loops to determine whether they are within a preset normal voltage or current range, in order to identify open circuits, short circuits, or severe electromagnetic distortions in physical wiring.

[0052] In terms of its working principle and process, before each speed analysis cycle begins, the motor speed monitoring module first polls the sensor's status word and activates the hardware comparison circuit detection port. If any detection item triggers an abnormality (such as a flag error or a floating sampling voltage), the judgment logic outputs a failure result. At this time, the system abandons the second position signal, which currently lacks confidence, and switches to the bus data receiving logic.

[0053] This solution achieves end-to-end health assessment of the signal acquisition channel by reading status flags and detecting electrical connection status. Its principle lies in combining digital-level protocol self-diagnosis with physical-level hardware characteristic detection, covering all types of failures from internal sensor logic faults to external wiring harness mechanical faults. This significantly improves the system's diagnostic coverage, effectively prevents false alarms caused by the motor speed monitoring module misusing distorted signals, and enhances the overall monitoring system's anti-interference and adaptive decision-making capabilities.

[0054] In one embodiment, this application relates to a fault response triggering strategy, including the following steps: S1061: Generates an alarm signal for unexpected speed response and sends it to the external control system via the communication bus; S1062: Receives power cut-off commands from external control systems; S1063: In response to a power cut-off command, the power line connected to the electric drive control unit is disconnected.

[0055] In this embodiment, for example, the external control system involved in the process is the flight control unit of the aircraft (i.e., Figure 1 (The flight control unit in the diagram). As an example, an alarm signal refers to a communication message containing the controlled motor number, current speed deviation value, and anomaly type; specific details are not limited. A power supply line refers to the circuit that provides power to the electric drive control unit for motor drive.

[0056] When the motor speed monitoring module determines that the speed deviation exceeds the limit, it does not immediately cut off power, but first reports the abnormal status. The flight control unit, as the aircraft's logical brain, will, for example, combine the current flight envelope, altitude, and mission mode to determine whether a forced shutdown is in the overall safety interest. Once the flight control unit confirms the risk and issues a cut-off command, the motor speed monitoring module, upon receiving the command, immediately activates its internal relays or power switches to completely disconnect the power supply to the electric drive control unit.

[0057] In this embodiment, by generating an alarm signal and receiving external feedback commands to disconnect the power line, a coordinated decision-making process for anomaly detection and protection execution is achieved. The principle lies in introducing global decision-making from an external flight control unit as a safety interlock, while physical power disconnection provides the highest level of failover protection. This ensures that the system does not experience unexpected shutdowns due to single-point misjudgments, while simultaneously guaranteeing a complete shutdown of the risk source upon confirmation of loss of control, thus directly eliminating the safety hazards caused by unexpected power output at the source.

[0058] In one embodiment, the process of obtaining the simulated rotational speed value according to the present application includes: S10: Obtain the motor's required speed command and system rotational inertia parameters; S20: Perform electromagnetic response simulation based on the required speed command to determine the theoretical output torque of the motor; S30: Calculate the theoretical acceleration of the motor based on the theoretical output torque and system rotational inertia parameters; S40: Integrate the theoretical acceleration to generate the simulated rotational speed value.

[0059] In this embodiment, the required rotational speed command refers to the desired target torque issued by the external control system (such as the flight control unit) to the electric drive control unit. This required rotational speed command directly determines the magnitude of the electromagnetic torque that the motor rotor should generate. The system rotational inertia parameter is a physical constant pre-calibrated or measured based on rotating components such as the motor rotor, transmission shaft system, and connected loads (such as aircraft propellers), which characterizes the inertial characteristics of the system in the rotational dimension. The theoretical output torque refers to the effective electromagnetic torque actually generated by the rotor after taking into account the electromagnetic dynamic response delay inside the motor. The simulated rotational speed value can be the theoretical angular velocity derived from the model.

[0060] In terms of its working principle and process, the motor speed monitoring module listens in real time to the required speed commands sent to the electric drive control unit via a communication bus (such as a CAN bus). Due to the inductive characteristics of the motor windings, the establishment of the current has an electrical time constant, causing a certain lag in the generation of electromagnetic torque relative to the command. Therefore, the motor speed monitoring module first performs electromagnetic response simulation based on the required speed command (for example, using a first-order inertial element to simulate the current loop response) to determine a theoretical output torque that better reflects actual physical conditions. Subsequently, the motor speed monitoring module calculates the theoretical acceleration of the motor using the theoretical output torque and preset system moment of inertia parameters according to the rotational dynamics equations. Finally, the motor speed monitoring module continuously integrates this theoretical acceleration over time to extrapolate the simulated speed value that the motor should achieve in real time.

[0061] In this embodiment, based on the characteristics of obtaining the required speed command and performing electromagnetic response simulation to determine the theoretical output torque, and then combining the acceleration calculated by the system's rotational inertia and integrating to generate the simulated speed value, a shadow benchmark that highly closely matches the real electromagnetic and mechanical characteristics is provided for the monitoring system. The principle lies in correcting the transient command deviation caused by electrical delays by introducing an electromagnetic response simulation stage, enabling the generated simulated speed value to more accurately simulate the real dynamic process of the motor. This significantly improves the accuracy of monitoring and judgment, effectively avoiding false alarms caused by synchronization errors between theoretical and measured values ​​during motor speed regulation transients. It also greatly enhances the system's ability to identify deep faults caused by internal control law failures, current loop malfunctions, or power device abnormalities in the electric drive control unit.

[0062] It is worth noting that, as an example scenario, the process of obtaining the simulated speed value can be achieved through a motor speed model or a motor speed simulation model. The motor speed model or motor speed simulation model is a model unit in the motor speed monitoring module. The simulated speed value is obtained by using the speed demand command and the above model.

[0063] In one embodiment, such as Figure 3As shown, a method for monitoring motor speed is provided, including: The motor speed monitoring module achieves real-time evaluation of the motor status through parallel task flow: Task 1 (Simulation Baseline Generation Flow): This task flow aims to establish theoretical predictions unaffected by sensor interference. First, the motor speed monitoring module parses the required speed command to obtain the target requirements from the flight control unit; then, speed loop calculations are performed to simulate the control closed loop, and electromagnetic response simulations are executed to correct the impact of electromagnetic dynamic delay on torque output; finally, high-precision simulated speed values ​​are output through simulated speed calculations.

[0064] Task 2 (Actual Speed ​​Arbitration Flow): This task involves multi-source signal fusion to ensure the availability of the feedback end.

[0065] Local branch: The motor speed monitoring module first calculates the second speed information (derived from the second position sensor) corresponding to the second position signal, and then performs a validity determination on the calculated second speed information corresponding to the second position signal. If the determination is valid (Y), the second speed information corresponding to the second position signal is transmitted for subsequent unexpected response determination.

[0066] Bus backup branch: If the motor speed monitoring module locally determines it to be invalid (N), it will switch to parsing the speed (i.e., the first speed information) and its corresponding speed validity flag fed back by the electric drive control unit. If the bus signal is determined to be valid, it will execute the transmission of the first speed information for subsequent unexpected response judgment.

[0067] The two branches mentioned above eventually converge to form the motor's unique current actual speed.

[0068] Comparison, Judgment, and Decision-Making: The motor speed monitoring module inputs the benchmark generated in Task 1 and the actual value determined in Task 2 into the judgment formula: |Simulated RPM value - Current actual RPM| > Limited RPM && > Limited time This logic aims to filter out misjudgments caused by transient signal fluctuations by limiting the speed threshold and the time filtering.

[0069] Response output: When the above judgment conditions are met, the motor speed monitoring module immediately uploads the speed deviation signal to the host computer and triggers the electric drive power control cut-off command in parallel to implement safety intervention.

[0070] It is worth noting that in this embodiment, at the specific software execution level, as shown in the appendix... Figure 3As shown, the motor speed monitoring module processes data in parallel through Task 1 and Task 2. Task 2, in determining the actual speed, essentially performs priority arbitration based on signal quality. Although the aforementioned embodiment describes detecting validity before calculation, in actual software logic, this process can manifest as simultaneously monitoring sensor status bits or calculating status flags while calculating the speed value. If a validity flag (i.e., ...) is detected... Figure 4 If the valid flag in the process is abnormal, the calculation result of the current local path is immediately discarded, and the bus resolution path in Task 2 is switched seamlessly.

[0071] In this embodiment, a motor speed monitoring module / device is added. This allows for redundant speed monitoring with fewer components and a slight increase in weight, thereby improving the overall safety of the electric drive controller. The speed judgment logic of the monitoring module is also described, selecting a reliable signal from multiple speed signals to ensure the availability of the electric drive.

[0072] In one embodiment, this application also relates to a motor speed monitoring device, which is set independently of the electric drive control unit. The motor speed monitoring device includes: The first acquisition interface is configured to connect to a second position sensor to acquire the second position signal of the motor. The second position sensor is set independently of the first position sensor connected to the electric drive control unit. The second acquisition interface is configured to connect to a communication bus to acquire first rotational speed information from the electric drive control unit; wherein the first rotational speed information is associated with the first position sensor. A processor, connected to the first acquisition interface and the second acquisition interface, is configured to: when the second position signal is valid, calculate a second rotational speed information based on the second position signal as the current actual rotational speed of the motor; when the second position signal fails, switch to using the first rotational speed information as the current actual rotational speed of the motor; compare the current actual rotational speed with a preset simulated rotational speed value, and output a fault response signal when the deviation between the current actual rotational speed and the simulated rotational speed value exceeds a preset range.

[0073] In one embodiment, the motor speed monitoring device further includes a power control interface configured to connect to the power supply circuit of the electric drive control unit; the processor is also configured to: after outputting a fault response signal, perform a power-off operation on the electric drive control unit through the power control interface.

[0074] In the above embodiment, the motor speed monitoring device operates as an independent safety controller. It samples underlying sensor signals through a dedicated first acquisition interface and performs bus data interaction through a second acquisition interface. The processor continuously monitors the dual-source speed data and runs a motor speed simulation model. Once it determines that the actual motor speed deviates significantly from the theoretical speed and receives external command authorization, the processor immediately operates the main power supply circuit's on / off state through the power control interface.

[0075] This solution achieves deep isolation between the monitoring hardware system and the control hardware system by setting up independent first acquisition interface, second acquisition interface, and power control interface. The device can be an independent circuit board module. Its principle lies in the fact that this independent architecture ensures that even in the event of extreme failures such as burnout, crash, or software lock-up of the main electric drive control unit, the motor speed monitoring device can still maintain the independence of its power supply and computing power. This improves monitoring capabilities while reducing weight and cost, thus enabling it to serve as the last independent line of defense for the aircraft's electric drive system, effectively preventing a single-point system failure from escalating into a complete aircraft disaster.

[0076] In one embodiment, a motor speed monitoring system according to this application includes: A first position sensor and an electric drive control unit, wherein the electric drive control unit is used to drive a motor based on the first position sensor and output a bus message containing first speed information; The second position sensor, which is set independently of the first position sensor, is used to collect the second position signal of the motor; The motor speed monitoring device described above is connected to the electric drive control unit and the second position sensor, respectively.

[0077] In this embodiment, the overall hardware architecture of the system is built upon physical isolation and information interoperability. The first and second position sensors are two independent angle sensing hardware sets mounted on the motor shaft system. They can employ the same or different sensing principles (such as a combination of resolver and electromagnetic induction) to provide heterogeneous angle sources. The electric drive control unit, as the main control core of the motor, is responsible for receiving externally issued speed (or torque) commands and executing three-phase current control based on feedback from the first position sensor to drive the motor rotation. The motor speed monitoring device serves as the safety audit center of the entire system, and its physical board-level design is independent of the electric drive control unit.

[0078] During operation, the system forms a multi-dimensional monitoring network through a communication bus (such as a CAN bus) and physical sampling lines. While driving the motor, the electric drive control unit encapsulates its calculated first rotational speed information in bus messages and broadcasts it periodically. Simultaneously, the motor speed monitoring device captures signals from the second position sensor in real time through its dedicated hardware interface and synchronously listens to demand commands and the first rotational speed information fed back by the electric drive control unit from the communication bus. The motor speed monitoring device achieves closed-loop auditing of the motor's operating status by comparing the locally calculated speed, the speed acquired from the bus, and the theoretical speed simulated internally. Once an anomaly is detected, the motor speed monitoring device can intervene in the operating status of the electric drive control unit through physical power control signals. For the specific working process or content of the motor speed monitoring device, please refer to the descriptions of the motor speed monitoring device and motor speed monitoring module in the aforementioned embodiments; they will not be repeated here.

[0079] In this embodiment, based on the system characteristics formed by the interconnection of a first position sensor, a second position sensor, and an independent motor speed monitoring device, full-link redundancy of the propulsion system is achieved at the perception, decision-making, and execution layers. The principle lies in constructing a highly complete monitoring network through hardware heterogeneity (dual sensors) and cross-module data verification (local sampling and bus data comparison). This enables aviation-grade reliability monitoring without introducing significantly increased power-driven hardware and costs, effectively eliminating the risk of power runaway caused by single-point sensor failure or control module malfunction, and greatly ensuring the propulsion safety of the aircraft in complex electromagnetic environments.

[0080] An aircraft according to an embodiment of this application includes: body; The propeller blades are rotatably mounted on the fuselage; And the motor speed monitoring system described above; The motor drive in the motor speed monitoring system is connected to the propeller blades to drive them and provide flight power. The motor speed monitoring system is also connected to the flight control unit of the aircraft to cut off the power output of the motor in cooperation with the flight control unit when it is determined that the motor speed has an unexpected response.

[0081] In this embodiment, the motor speed monitoring system is embedded in the aircraft's powertrain. The motor speed monitoring device exchanges health status and information with the flight control unit in real time. Once any abnormal speed fluctuation or uncontrolled phenomenon is detected in any rotor motor, the system can respond quickly based on the overall aircraft attitude and mission strategy.

[0082] This solution integrates a motor speed monitoring system with independent sampling, master / slave switching, and physical power-off capabilities into the aircraft architecture, achieving aviation-grade high-integrity safety monitoring. The principle lies in achieving a deep level of redundancy protection across multiple heterogeneous sources with minimal hardware cost increases. This ensures safe aircraft operation while significantly meeting the aircraft's design requirements for extreme weight reduction in the propulsion system.

[0083] Regarding the motor speed monitoring system, please refer to the description of the aforementioned embodiments. This application does not limit the embodiments and will not repeat the details.

[0084] This application also provides an electronic device 40, please refer to... Figure 4 It includes a memory 410 and a processor 420, wherein the memory 410 is used to store computer programs; and the processor 420 is used to execute the programs stored in the memory 410 to implement a motor speed monitoring method described in any embodiment of this application.

[0085] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements a motor speed monitoring method described in any embodiment of this application.

[0086] In this application, "multiple" refers to two or more.

[0087] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0088] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0089] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0090] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0091] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for monitoring motor speed, characterized in that, A method for a motor speed monitoring module that is independent of the electric drive control unit includes: The second position signal collected by the second position sensor is acquired; the second position sensor is connected to the motor speed monitoring module, and the second position sensor is set independently of the first position sensor connected to the electric drive control unit; Detect the validity of the second position signal; If the second position signal is valid, the second speed information is calculated based on the second position signal as the current actual speed of the motor; If the second position signal fails, the first rotational speed information transmitted via the communication bus is obtained as the current actual rotational speed of the motor; wherein, the first rotational speed information is calculated by the electric drive control unit based on the first position signal collected by the first position sensor; Compare the current actual speed with the simulated speed value of the motor; When the deviation between the current actual speed and the simulated speed value exceeds a preset range, a fault response strategy is triggered.

2. The method as described in claim 1, characterized in that, The validity of detecting the second position signal includes: Read the status flag bit in the output signal of the second position sensor; and / or, detect the electrical connection status of the second position sensor; The validity of the second position signal is determined based on the status flag and / or the electrical connection status.

3. The method as described in claim 1, characterized in that, The fault response triggering strategy includes: An alarm signal is generated indicating an unexpected speed response, and it is sent to an external control system via the communication bus. Receive the power cut-off command fed back by the external control system; In response to the power cut-off command, the power line connected to the electric drive control unit is disconnected.

4. The method according to any one of claims 1-3, characterized in that, The step of obtaining the simulated speed value of the motor includes: Obtain the required speed command of the motor and the system rotational inertia parameters; Electromagnetic response simulation is performed based on the required speed command to determine the theoretical output torque of the motor; The theoretical acceleration of the motor is calculated based on the theoretical output torque and the system rotational inertia parameters. The theoretical acceleration is integrated to generate the simulated rotational speed value.

5. A motor speed monitoring device, characterized in that, The device is set independently of the electric drive control unit of the motor, and the device includes: The first acquisition interface is configured to connect to a second position sensor to acquire the second position signal of the motor. The second position sensor is set independently of the first position sensor connected to the electric drive control unit. The second acquisition interface is configured to connect to a communication bus to acquire first rotational speed information from the electric drive control unit; wherein the first rotational speed information is associated with the first position sensor. A processor, connected to the first acquisition interface and the second acquisition interface, is configured to: when the second position signal is valid, calculate a second rotational speed information based on the second position signal as the current actual rotational speed of the motor; when the second position signal fails, switch to using the first rotational speed information as the current actual rotational speed of the motor; compare the current actual rotational speed with a preset simulated rotational speed value, and output a fault response signal when the deviation between the current actual rotational speed and the simulated rotational speed value exceeds a preset range.

6. The apparatus as claimed in claim 5, characterized in that, The device further includes: The power control interface is configured to connect to the power supply circuit of the electric drive control unit; The processor is also configured to: after outputting the fault response signal, perform a power-off operation on the electric drive control unit through the power control interface.

7. A motor speed monitoring system, characterized in that, include: A first position sensor and an electric drive control unit, wherein the electric drive control unit is used to drive a motor based on the first position sensor and output a bus message containing first speed information; The second position sensor, which is set independently of the first position sensor, is used to collect the second position signal of the motor; The motor speed monitoring device as described in claim 5 or 6 is connected to the electric drive control unit and the second position sensor, respectively.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 4.

9. An electronic device, characterized in that, Includes: Memory, used to store computer programs; A processor for executing the computer program to implement the method as described in any one of claims 1 to 4.

10. An aircraft, characterized in that, include: body; The propeller blades are rotatably mounted on the fuselage; And the motor speed monitoring system as described in claim 7; The motor drive in the motor speed monitoring system is connected to the propeller blade and is used to drive the propeller blade to provide flight power. The motor speed monitoring system is communicatively connected to the flight control unit of the aircraft and is used to cut off the power output of the motor in cooperation with the flight control unit when it is determined that the motor has an unexpected speed response.

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