Rotary control method, device, system and medium of electric drive rotary system

Abstract

The application relates to the technical field of motor control, and discloses a rotary control method, device and system of an electric drive rotary system and a medium, wherein the operation parameters of a motor and an operating handle instruction are acquired, and the operation parameters at least include motor speed, phase current and rotor position; when the direction of the operating handle instruction is opposite to the direction of the motor speed based on the motor speed in the operation parameters, it is determined that the motor enters a commutation process; the commutation process is divided into a braking deceleration stage, a gap transition stage and a reverse starting stage based on the operation parameters; the motor is controlled based on the current operation parameters in the braking deceleration stage, the gap transition stage and the reverse starting stage respectively; the staged strategy and torque gradual transition are adopted, no control quantity is suddenly changed in the stage switching process, the system operation is more stable, and the motor rotary control precision is improved.

Description

Technical Field

[0001] This invention relates to the field of motor control technology, specifically to a method, device, system, and medium for controlling the rotation of an electrically driven rotary system. Background Technology

[0002] With the advancement of green transformation in construction machinery, electric drive slewing systems are gradually replacing traditional hydraulic slewing systems, offering advantages such as high efficiency, low energy consumption, and energy recovery.

[0003] In related technologies, single-objective optimization focuses on the smoothness of reversing, and lacks a systematic and coordinated control strategy for the coupling conflict between braking energy recovery and impact suppression during the reversing process. In actual reversing processes, there are situations where the recovery torque suddenly changes, which exacerbates the impact at the moment of gear engagement and affects the normal progress of the equipment. Summary of the Invention

[0004] This invention provides a method, device, system, and medium for controlling the rotation of an electrically driven rotary system, in order to solve the problem of low accuracy in motor rotation control.

[0005] In a first aspect, the present invention provides a slewing control method for an electrically driven slewing system, the method comprising: Obtain the motor's operating parameters and control handle commands. The operating parameters include at least the motor speed, phase current, and rotor position. Based on the motor speed in the operating parameters, when the direction of the operating handle command is opposite to the direction of the motor speed, the motor is determined to enter the commutation process; Based on operating parameters, the commutation process is divided into a braking and deceleration phase, a gap transition phase, and a reverse start phase. The motor is controlled based on the current operating parameters during the braking deceleration phase, the gap transition phase, and the reverse start phase.

[0006] This invention divides the commutation process into three stages based on operating parameters: braking deceleration, gap transition, and reverse start. In each stage, the motor is dynamically controlled in a closed loop based on real-time feedback parameters such as speed, bus voltage, and rotor position. This constitutes a complete commutation control strategy with a progressive time sequence and distinct stages. While ensuring or improving commutation smoothness, the energy recovery of the braking deceleration stage is fully utilized. By adopting a staged strategy and gradual torque transition, there are no sudden changes in control quantities during stage switching, resulting in smoother system operation and improved motor rotation control accuracy.

[0007] In one optional implementation, the commutation process is divided into a braking and deceleration phase, a gap transition phase, and a reverse start phase based on operating parameters, including: The period from the start of the commutation process until the motor speed drops to a preset zero speed threshold is defined as the braking and deceleration phase. The period from when the motor speed is reduced to a preset zero speed threshold until the gear completes its idle stroke and the reverse torque begins to build up is defined as the gap transition stage. The reverse start phase is defined as the period from when the reverse torque is established until the reverse motor speed reaches the target command speed of the operating handle.

[0008] This invention defines the braking and deceleration stage from the commutation start point to the deceleration to a preset zero-speed threshold. From this threshold to the start of the reverse torque, a defined gap transition stage is established, followed by the reverse start stage when the reverse speed reaches the target command. Thus, using the physical thresholds of speed and torque as criteria, a stage division logic with clear boundaries and strict timing is formed. Through the braking stage, the speed is smoothly reduced to near zero speed with the recovery torque, avoiding the safety risks of directly handling the gap at high speed. The gap stage completes the tooth surface contact under static or near-static conditions, reducing the transmission impact source. The reverse stage smoothly establishes torque and accelerates to the target command speed after the gap is eliminated. This not only ensures the smoothness of the commutation process but also effectively reduces the mechanical impact and fatigue damage of the transmission system, while improving the stability of the bus voltage and the reliability of the system response.

[0009] In one optional implementation, during the braking and deceleration phase, the motor is controlled based on current operating parameters, including: Obtain the maximum recoverable torque corresponding to the current motor speed; Calculate the target recovery torque based on the current motor speed, the preset upper limit of impact torque, and the maximum recoverable torque; Determine the target current of the current loop based on the target recovery torque; Based on the target current, the preset back electromotive force feedforward compensation value, and the preset bus voltage regulation value, the rate of change of the motor output torque is controlled so that the rate of change of torque is less than the preset rate of change threshold. During the process of controlling the rate of change of motor output torque, the motor speed is continuously monitored until the motor speed drops to the preset zero speed threshold.

[0010] This invention first obtains the physical upper limit by looking up the current speed in a table, then calculates the target recovery torque by combining the impact torque constraint and the maximum recovery capacity, and then converts it into a current loop command. It also introduces back EMF feedforward compensation and bus voltage regulation to actively limit the torque change rate, continuously monitoring the speed until it drops to the zero speed threshold. By limiting the maximum recoverable torque, it ensures that the motor and inverter do not exceed their tolerance limits. By constraining the upper limit of the impact torque, it avoids mechanical shock. Then, by actively limiting the change rate, it achieves a smooth torque transition. These three aspects are progressively enhanced, maximizing the use of braking capacity within the safety boundary and fundamentally solving the torque mutation and transmission shock during deceleration. At the same time, the introduction of feedforward compensation ensures the control robustness under bus voltage fluctuations, realizing an efficient, stable and reliable steering control process.

[0011] In one optional implementation, during the gap transition phase, the motor is controlled based on current operating parameters, including: Set the target recovery torque to zero or control the motor to maintain a preset minimum current rotation so that the gear enters the idle stroke and obtain the current gear backlash value; Based on the current gear clearance value, a preload current is applied to the motor and the changes in the position of the motor rotor and the phase current are monitored. The amplitude of the preload current increases gradually from zero until the changes in the position of the motor rotor are less than the preset position change threshold and the phase current rises to the preset preload current value, thus completing the no-load stroke. When it is determined that the motor bus voltage is lower than the rated operating voltage, the converter duty cycle is adjusted to make the bus voltage rise and stabilize at the rated operating voltage, and the reverse torque begins to build up.

[0012] This invention first allows the gear to enter the idle stroke without impact under zero torque and accurately measures the clearance value. Then, it uses a gradually increasing preload current to slowly push the tooth surface to engage. Finally, after preloading is completed, the bus voltage is restored to the rated operating voltage to establish the power threshold for reverse start. The gradually increasing preload mechanism, combined with dual monitoring of position and phase current, enables accurate judgment of engagement. The bus voltage boost provides sufficient voltage margin and energy reserve for subsequent reverse start, significantly improving the reliability of the reverse start response of the transmission system.

[0013] In one optional implementation, during the reverse start-up phase, the motor is controlled based on current operating parameters, including: The target recovery torque of the control motor is gradually reduced to zero according to a preset slope, and the reverse driving torque of the drive motor is gradually increased according to a preset slope to enable the motor to start in reverse. During reverse start-up, the motor speed is adjusted based on the bus voltage and back electromotive force to drive the motor to output reverse driving torque until the reverse speed of the motor reaches the target command speed, at which point the motor is controlled based on the target command speed.

[0014] This invention achieves a smooth transition between braking and driving forces during the switching process by first controlling the recovery torque to decrease to zero step by step at a preset slope, while simultaneously increasing the reverse driving torque step by step at the same slope. Then, during the start-up process, the speed is continuously adjusted based on the real-time feedback of the bus voltage and back electromotive force to maintain a stable output of the reverse driving torque until the motor's reverse speed precisely reaches the target command speed corresponding to the handle command, and then enters steady-state closed-loop control. By synchronously reversing the recovery torque and driving torque along the same slope, the linearity and smoothness of the torque switching process are ensured. The feedforward adjustment of the bus voltage and back electromotive force during the start-up process effectively suppresses the influence of load disturbances on the steering process, ensuring the smoothness of reverse start-up and the accuracy of steering control.

[0015] In one alternative implementation, the method further includes: Determine the current operating mode of the motor, which includes: first mode and second mode; Based on the current operating mode, the control objectives, preset upper limit of impact torque, and duration of the gap transition phase and reverse start phase of the motor during the commutation process are adjusted. The control objective corresponding to the first mode is to minimize the commutation impact, and the control objective corresponding to the second mode is to maximize energy recovery. The duration of the gap transition phase and reverse start phase corresponding to the first mode is greater than the duration of the gap transition phase and reverse start phase corresponding to the second mode. The preset upper limit of impact torque in the first mode is less than the preset upper limit of impact torque in the second mode.

[0016] This invention first identifies the current operating mode as either a first mode that minimizes reversing impact or a second mode that maximizes energy recovery. Then, based on the identified mode, it adjusts the control objective of the reversing process, the preset upper limit of the impact torque, and the duration of the two stages: gap transition and reverse start. The first mode is characterized by a longer stage duration and a lower upper limit of the impact torque, while the second mode is characterized by a shorter stage duration and a higher upper limit of the impact torque. Through mode recognition and parameter linkage adjustment, the reversing control strategy can flexibly adapt to different driving needs. The first mode effectively suppresses mechanical vibration and vehicle jerking during the reversing process by extending the transition time and lowering the upper limit of the impact torque, significantly improving ride comfort. The second mode maximizes the retention of braking energy recovery efficiency by compressing the transition time and increasing the upper limit of the impact torque. Both modes, based on the same control framework, achieve on-demand switching between comfort and economy, significantly enhancing the control strategy's adaptability to different operating conditions and its flexibility in responding to personalized user needs.

[0017] In one alternative implementation, determining the current operating mode of the motor includes: Obtain the current operating condition characteristic data of the motor, and determine the current commutation frequency of the motor based on the current operating condition characteristic data; When the current commutation frequency is higher than the preset commutation frequency, the current working mode is determined to be the second mode; When the current commutation frequency is not higher than the preset commutation frequency, the current working mode is determined to be the first mode; Alternatively, in response to receiving a mode operation instruction, the current operating mode is determined based on the mode operation instruction.

[0018] This invention first collects the current operating condition characteristic data of the motor and calculates the real-time commutation frequency accordingly. When the commutation frequency is higher than a preset threshold, it automatically selects the second mode that maximizes energy recovery; when the commutation frequency is not higher than the preset threshold, it automatically selects the first mode that minimizes impact. At the same time, a manual selection channel for responding to external mode operation commands is reserved. The two constitute a mode determination mechanism that combines automatic recognition and manual intervention. The automatic determination based on the commutation frequency enables the mode selection to dynamically adapt to the actual operating conditions. In high-frequency commutation scenarios, energy recovery efficiency is prioritized, while in low-frequency commutation scenarios, commutation smoothness is emphasized, realizing the autonomous adaptation of the control strategy to the driving environment. The manual command channel provides the driver or the upper-level system with direct intervention authority, taking into account the convenience of automation and the flexibility of manual control. The dual paths jointly improve the rationality of mode decision-making and the system's responsiveness to different usage scenarios.

[0019] In a second aspect, the present invention provides a slewing control device for an electrically driven slewing system, the device comprising: The acquisition module is used to acquire the motor's operating parameters and operating handle commands. The operating parameters include at least the motor speed, phase current, and rotor position. The determination module is used to determine when the direction of the operating handle command is opposite to the direction of the motor speed based on the motor speed in the operating parameters, and then determine when the motor enters the commutation process. The segmentation module is used to divide the reversing process into a braking and deceleration phase, a gap transition phase, and a reverse start phase based on operating parameters. The control module is used to control the motor operation based on the current operating parameters during the braking deceleration phase, the gap transition phase, and the reverse start phase, respectively.

[0020] Thirdly, the present invention provides an electrically driven rotary system, comprising: a rotary motor controller and a rotary motor; the rotary motor controller comprises: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method described in the first aspect or any corresponding embodiment thereof.

[0021] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the structure of an electrically driven rotary system according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a first method for controlling the rotation of an electrically driven rotary system according to an embodiment of the present invention. Figure 3 This is a second flowchart illustrating the rotation control method of an electrically driven rotary system according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the commutation stage division of an electric drive rotary system according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the rotation control process of an electrically driven rotary system according to an embodiment of the present invention; Figure 6 This is a structural block diagram of the rotation control device of an electrically driven rotary system according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the hardware structure of the rotary motor controller of the electric drive rotary system according to an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0026] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0027] As an optional application scenario of this invention, such as Figure 1 The diagram shows a schematic of an electrically driven rotary system. The system includes a rotary motor controller 101, a rotary motor 102, a reducer, and a rotary bearing. The rotary motor controller 101 is used to execute the rotary control method of the electrically driven rotary system. The rotary motor 102 is connected to the reducer. A gear is provided on the output shaft of the reducer. The rotary bearing includes a gear ring, and the gear and the gear ring form a gear pair. For details on the overall process of the rotary motor controller 101 executing the rotary control method of the electrically driven rotary system, please refer to the relevant description of the method embodiment below, which will not be repeated here.

[0028] Against the backdrop of energy conservation and emission reduction, the construction machinery industry is accelerating its green transformation. New energy technologies, due to their advantages such as low operating costs, energy conservation and emission reduction, and strong power, are widely used in construction machinery products. As one of the main types of machinery in the construction machinery field, the slewing system of the excavator is one of its core components, responsible for driving the slewing motion of the excavator's upper part. It is usually driven by a hydraulic motor, but due to its large overflow, low efficiency, and low working performance, electric drive slewing has become a new development trend. Through electric motor drive, working efficiency is improved, fuel consumption is reduced, meeting the requirements of energy conservation and emission reduction, and braking energy recovery can be achieved, which will further improve the excavator's operating efficiency.

[0029] With the advancement of green transformation in construction machinery, electric drive slewing systems are gradually replacing traditional hydraulic slewing systems, offering advantages such as high efficiency, low energy consumption, and energy recovery. Traditional electric drive slewing systems typically employ a position-speed-current three-loop control structure, with the current loop responsible for rapid torque response. During commutation, mechanical shocks are easily generated due to gear backlash and the influence of the motor's back electromotive force, affecting operational comfort and system lifespan.

[0030] To suppress commutation shock, various control strategies have been proposed in related technologies, such as torque ramp transition control, gap preload current control, and the "commutation shock suppression method based on back electromotive force feedforward compensation and dynamic adjustment of bus voltage" previously proposed by the applicant. These methods effectively reduce torque surges during commutation and improve system stability.

[0031] Many related technologies focus on single-objective optimization of commutation smoothness, lacking a systematic and coordinated control strategy for the coupling conflict between braking energy recovery and shock suppression during commutation. Some solutions passively reduce the recovered power to ensure smoothness, failing to fully leverage the energy efficiency advantages of electric drive systems and unable to flexibly adjust the weight of smoothness and energy efficiency according to the operating scenario. In actual commutation, the motor needs to go through a braking deceleration stage when switching from forward to reverse, a stage that could efficiently recover energy. However, if the energy recovery torque is improperly intervened, it will conflict with the current control of commutation shock suppression, leading to the following problems: The sudden change in recovery torque actually exacerbates the impact at the moment of gear engagement; To prioritize smoothness, the system passively reduces or shuts down energy recovery, sacrificing energy efficiency advantages; It lacks the ability to flexibly configure the weights of "smoothness" and "recovered energy", making it unable to adapt to different operating scenarios.

[0032] Therefore, there is an urgent need for a method that can coordinate the control of commutation shock suppression and braking energy recovery during the commutation process of an electric drive slewing system, so as to maximize energy recovery efficiency while ensuring or improving commutation smoothness, and support configurable operating modes.

[0033] The slewing control method of the electric drive slewing system provided in this embodiment solves the problem in related technologies that commutation shock suppression and energy recovery cannot be taken into account at the same time, and the control of the two conflicts with each other. It realizes the synergistic optimization of commutation smoothness and energy efficiency, and supports flexible configuration under different operating modes.

[0034] According to an embodiment of the present invention, a method for controlling the slewing of an electrically driven slewing system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0035] This embodiment provides a rotation control method for an electrically driven rotary system, which can be used in the aforementioned rotary motor controller. Figure 2 This is a flowchart of a slewing control method for an electrically driven slewing system according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Obtain the motor's operating parameters and operating handle commands. The operating parameters include at least the motor speed, phase current, and rotor position.

[0036] Among these, the motor's operating parameters include at least the motor speed. The control handle commands are generated when the operator switches the slewing control handle of the excavator or other construction machinery. The built-in sensor on the handle converts the mechanical operation into an electrical signal, and the command is determined based on this signal.

[0037] Step S202: Based on the motor speed in the operating parameters, when the direction of the operating handle command is opposite to the direction of the motor speed, the motor is determined to enter the commutation process.

[0038] In this embodiment, when the operator performs a direction-switching operation on the excavator's slewing control handle, the sensor built into the handle converts the mechanical operation into an electrical signal. This signal is sent to the slewing motor controller via a hardwired connection or CAN bus. The slewing motor controller samples, filters, and verifies the validity of the input signal in real time. If it recognizes that the slewing direction has changed from the current direction to the opposite direction, it determines that the slewing command has been successfully received and initiates the slewing process. Alternatively, in automatic operation mode, the slewing motor controller can also directly receive automatic slewing control commands from the vehicle controller or host computer. By parsing the communication message, it confirms the slewing direction switching request, completes the reception of the slewing command, and initiates the slewing process.

[0039] Step S203: Based on the operating parameters, the reversing process is divided into a braking and deceleration stage, a gap transition stage, and a reverse start stage.

[0040] It should be noted that, based on the real-time operating parameters of the motor and transmission system, the control sequence of the entire commutation process is divided into a braking and deceleration stage, a gap transition stage, and a reverse start stage. The braking and deceleration stage refers to the motor transitioning from its current forward running state to a deceleration state after the system receives a commutation command to switch from forward drive to reverse drive. For example, the commutation command can also be a command to switch from reverse drive to forward drive. In this embodiment, taking the commutation command as a command to switch from forward drive to reverse drive as an example, in this stage, the controller controls the motor to switch from drive mode to generator mode, applying a braking torque (i.e., recovery torque) opposite to the forward rotation direction to the motor, converting the mechanical kinetic energy of the load into electrical energy fed back to the DC bus or consumed by the braking resistor, thereby gradually reducing the motor speed from the current high forward speed to near zero speed. The control objective of this stage is to complete the speed reduction at the optimal deceleration rate while ensuring system stability, providing speed conditions for subsequent commutation operations. In this stage, the objective manifestation is a continuous decrease in motor speed, a possible increase in bus voltage due to energy feedback, and a noticeable reverse drag braking force felt by the load.

[0041] In this phase, after the motor speed decreases to near zero, the system enters a gap transition stage. Since the driving and driven tooth surfaces are in contact on one side when the transmission gears are rotating in the forward direction, if a reverse torque is applied directly, the driving tooth surface must first cross the tooth flank clearance (i.e., backlash) before contacting the other tooth surface. This process generates severe inter-tooth impact and noise. Therefore, the core task in this stage is to manage the gear's idle travel. Specific control methods include: clearing the motor's quadrature shaft current command to zero, causing the motor's output torque to return to zero, allowing the gears to enter a stress-free free state; or, based on the measured value of the current tooth flank clearance, applying a preload current with a limited amplitude and gradually increasing steps to the motor, while simultaneously monitoring the micro-motion angular displacement of the motor rotor, allowing the driving tooth surface to slowly cross the gap and make slow contact with the reverse force side of the driven tooth surface, thus smoothly completing the gear tooth surface engagement. During this stage, the motor speed is close to zero or there is only a very small range of micro-movement. The gear teeth complete the transition from one side to the other side of contact, but at this time the motor has not yet output the large torque required for reverse start.

[0042] After the gap transition is complete and the gear teeth are in contact, the system enters the reverse start-up phase. In this phase, the controller applies a target driving torque to the motor in the opposite direction of forward rotation, causing the motor to accelerate in the reverse direction from zero or near zero speed, gradually building up the reverse speed until the preset reverse operating speed is reached or the output torque requirement of the load is met. To ensure a smooth start-up process, the reverse driving torque output in this phase typically increases smoothly with a preset gradual slope, avoiding shocks caused by sudden torque changes. Objectively, in this phase, the motor speed continuously increases from zero in the reverse direction, the bus voltage has recovered to its rated operating value (if it was reduced earlier due to high-speed suppression), the current loop and voltage loop are in a normal closed-loop modulation state, the load end receives a smooth and continuous reverse driving force, and the system finally smoothly enters the reverse operating condition.

[0043] Step S204: In the braking deceleration stage, the gap transition stage, and the reverse start stage, the motor is controlled based on the current operating parameters.

[0044] It should be noted that the current operating parameters refer to the real-time feedback signals collected by the system, such as motor speed, bus voltage, rotor position, and tooth backlash change, which serve as input variables for the current stage. For example, during the braking and deceleration phase, the braking force is determined based on the current speed; during the gap transition phase, the engagement is determined based on the current angle; and during the reverse start phase, the acceleration slope is determined based on the load conditions, thus achieving precise closed-loop control throughout the entire process.

[0045] The slewing control method of the electric drive slewing system provided in this embodiment divides the commutation process into three stages based on operating parameters: braking deceleration, gap transition, and reverse start. In each stage, the motor is dynamically controlled in a closed loop based on real-time feedback parameters such as speed, bus voltage, and rotor position. This constitutes a complete commutation control strategy with a progressive time sequence and distinct stages. Under the premise of ensuring or improving commutation smoothness, the energy recovery of the braking deceleration stage is fully utilized. By adopting a staged strategy and gradual torque transition, there are no sudden changes in control quantities during stage switching, and the system operates more smoothly.

[0046] This embodiment provides a rotation control method for an electrically driven rotary system, which can be used in the controller of the aforementioned rotary motor. Figure 3 This is a flowchart of a slewing control method for an electrically driven slewing system according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps: Step S301: Obtain the motor's operating parameters and operating handle commands. The operating parameters include at least the motor speed, phase current, and rotor position. For details, please refer to [link to relevant documentation]. Figure 2 Step S201 of the illustrated embodiment will not be described again here.

[0047] Step S302: Based on the motor speed in the operating parameters, if the direction of the operating handle command is opposite to the direction of the motor speed, the motor enters the commutation process. For details, please refer to [link to relevant documentation]. Figure 2 Step S202 of the illustrated embodiment will not be described again here.

[0048] Step S303: Based on the operating parameters, the reversing process is divided into a braking and deceleration stage, a gap transition stage, and a reverse start stage.

[0049] Specifically, step S303 includes: Step S3031 defines the period from the start of the commutation process until the motor speed drops to a preset zero speed threshold as the braking and deceleration stage.

[0050] It should be noted that from the start of the commutation process until the motor speed decreases to the zero-speed threshold, i.e., before reversing, the motor speed must be reduced to 0 before restarting, and the speed gradually increases to begin reversing. The zero-speed threshold can be ±10 rpm, etc. During this stage, the motor is in a generating state, which is the main window for energy recovery. Energy recovery mainly relies on slewing braking. The mechanical energy generated by braking is converted into electrical energy and stored in the energy storage unit, which is energy recovery.

[0051] Step S3032, the stage from reducing the motor speed to a preset zero speed threshold until the gear completes its idle stroke and the reverse torque begins to be established is defined as the gap transition stage.

[0052] The idle stroke refers to the period between when one end of the gear is engaged and when it reverses direction, and the other end is engaged, during which the gear is not engaged.

[0053] The process begins when the speed drops to the zero-speed threshold and ends when the gear completes its idle stroke and the reverse torque begins to build up. When the applied preload current is applied, and the rotor position change is less than a preset threshold, and the motor phase current rises to 1.1 to 1.2 times the preload current, the gear engagement is considered complete, and the reverse start phase begins. During this stage, the motor load is extremely low, making it the most sensitive period for commutation shock.

[0054] Step S3033 defines the reverse start-up phase as the period from the establishment of reverse torque until the reverse motor speed reaches the target command speed of the operating handle.

[0055] The process begins when the reverse torque is established and ends when the reverse speed reaches the target command speed.

[0056] The target command speed is determined because after commutation, a target command speed must be output to the rotary motor so that the rotary motor can rotate to the speed I need to work.

[0057] The slewing control method of the electric drive slewing system provided in this embodiment defines the braking and deceleration stage from the commutation start point to the deceleration to a preset zero speed threshold. From this threshold to the start of the reverse torque, a defined gap transition stage is established, and then the reverse speed reaches the target command to define the reverse start stage. Thus, using the physical thresholds of speed and torque as criteria, a stage division logic with clear boundaries and strict timing is formed. Through the braking stage, the speed is smoothly reduced to near zero speed with the recovery torque, avoiding the safety risks of directly handling the gap at high speed. In the gap stage, the tooth surface is engaged under static or near-static conditions, reducing the transmission impact source. In the reverse stage, after the gap is eliminated, the torque is smoothly established and the speed is accelerated to the target command speed. This not only ensures the smoothness of the commutation process, but also effectively reduces the mechanical impact and fatigue damage of the transmission system, while improving the stability of the bus voltage and the response reliability of the system.

[0058] Step S304: In the braking deceleration stage, the gap transition stage, and the reverse start stage, the motor is controlled based on the current operating parameters.

[0059] Specifically, during the braking and deceleration phase, step S304 includes: Step a1: Obtain the maximum recyclable torque corresponding to the current motor speed.

[0060] It should be noted that each speed corresponds to a maximum recyclable torque. Below the rated speed, the limiting factor is the peak current carrying capacity of the motor windings and power devices. At this time, the maximum recyclable torque can be maintained at the rated peak value. Once the speed exceeds the base speed, the motor back electromotive force increases proportionally with the speed. Due to the constant DC bus voltage, the inverter does not have a sufficient voltage difference to drive a large braking current. Therefore, the maximum recyclable torque must decrease according to a hyperbolic law as the speed increases. The control system obtains this value in real time. The purpose is to accurately calibrate the safe upper limit of the recyclable torque at the current speed to avoid overcurrent or voltage runaway due to exceeding the command limit.

[0061] Step a2: Calculate the target recovery torque based on the current motor speed, the preset upper limit of impact torque, and the maximum recoverable torque.

[0062] Specifically, the target recovery torque is calculated using the following formula:

[0063] in, This is the theoretical maximum recoverable torque at the current speed (determined by the motor efficiency MAP). The equivalent moment of inertia of the rotating system; Angular acceleration; This is the frictional torque (which can be estimated using an observer); The upper limit of the preset impact torque (related to gear clearance and system stiffness); For transmission efficiency.

[0064] Step a3: Determine the target current of the current loop based on the target recovery torque.

[0065] In actual control, the target current of the current loop is... By recovery torque The converted value is then superimposed with the reverse electromotive force feedforward compensation and dynamic adjustment of the bus voltage from the basic suppression method to ensure that the torque change rate does not exceed the preset value. During this stage, the gap preload current is not activated to avoid interfering with energy recovery.

[0066] The basic suppression method is to set the bus voltage to 0 and superimpose reverse electromotive force compensation. For example, a torque limiter can be added to monitor the changes in the recovery torque in real time, so as to ensure dynamic adjustment of the bus voltage and more efficient energy recovery.

[0067] Step a4: Based on the target current, the preset back electromotive force feedforward compensation value, and the preset bus voltage adjustment value, control the rate of change of the motor output torque so that the rate of change of torque is less than the preset rate of change threshold.

[0068] The preset back EMF feedforward compensation involves superimposing an equal-magnitude but opposite-direction EMF onto the original back EMF to counteract it. Bus voltage regulation sets the bus voltage to 0, preventing oscillations caused by sudden current changes. The torque change rate is the change in torque between cycles. The preset change rate threshold is set by the vehicle controller based on the rotational motor's speed.

[0069] Step a5: During the process of controlling the rate of change of the motor output torque, the motor speed is continuously monitored until the motor speed drops to the preset zero speed threshold.

[0070] Among them, the torque change rate is actively limited by introducing back EMF feedforward compensation and bus voltage regulation, and the speed is continuously monitored throughout the process until it drops to the zero speed threshold.

[0071] The slewing control method of the electric drive slewing system provided in this embodiment first obtains the physical upper limit by looking up the current speed in a table, then calculates the target recovery torque by combining the impact torque constraint and the maximum recovery capacity, and then converts it into a current loop command. It also introduces back EMF feedforward compensation and bus voltage regulation to actively limit the torque change rate, and continuously monitors the speed until it drops to the zero speed threshold. The maximum recoverable torque limit ensures that the motor and inverter do not exceed their tolerance limits, the impact torque upper limit constraint avoids mechanical shock, and the active limitation of the change rate achieves a smooth torque transition. These three aspects are progressively improved, which maximizes the use of braking capacity within the safety boundary and fundamentally solves the torque mutation and transmission shock during deceleration. At the same time, the introduction of feedforward compensation ensures the control robustness under bus voltage fluctuations, realizing an efficient, stable and reliable steering control process.

[0072] Specifically, during the gap transition phase, step S304 includes: Step b1: Set the target recovery torque to zero or control the motor to maintain a preset minimum current rotation so that the gear enters the idle stroke and obtain the current gear clearance value.

[0073] It should be noted that once the speed drops to the zero-speed threshold, the system immediately enters the gap transition phase. The core objective of this stage is to achieve smooth gear engagement and avoid any external torque interference. Setting the recovery torque command to zero causes the motor to enter a free-slip state (or maintain only a very small current to overcome static friction), the purpose of which is to forcibly suspend energy recovery.

[0074] Step b2: Based on the current gear clearance value, apply a preload current to the motor and monitor the change in the position of the motor rotor and the change in the phase current. The amplitude of the preload current increases gradually from zero until the change in the position of the motor rotor is less than the preset position change threshold and the phase current rises to the preset preload current value, thus completing the no-load stroke.

[0075] It should be noted that in this step, the gap preload current is activated. Preload current is applied according to the current gear gap state to allow the gears to engage slowly, minimizing impact. The change in the motor rotor's position can be determined by the change in the motor rotor's fretting angular displacement.

[0076] The preset preload current value is 1.1 to 1.2 times the preload current. When the change in the position of the motor rotor is less than the preset position change threshold and the phase current rises to the preset preload current value, it is determined that the driving gear surface has smoothly crossed the gap and made contact with the opposite force side of the driven gear surface, thus confirming the completion of the idle stroke.

[0077] Step b3: When it is determined that the motor bus voltage is lower than the rated operating voltage, the converter duty cycle is adjusted to make the bus voltage rise and stabilize at the rated operating voltage, and the reverse torque begins to build up.

[0078] Specifically, restoring the bus voltage to its rated value: If the basic suppression method previously reduced the bus voltage, this stage requires restoring it to its rated value to prepare for reverse start-up. Before the reduction, the bus voltage was the voltage normally supplied to the rotary motor to start rotating.

[0079] The slewing control method of the electric drive slewing system provided in this embodiment first allows the gear to enter the idle stroke without impact under zero torque and accurately measures the clearance value. Then, it pushes the tooth surface to slowly engage with the gear by gradually increasing the preload current. Finally, after preloading is completed, the bus voltage is restored to the rated operating voltage to establish the power threshold for reverse start. The gradually increasing preload mechanism, combined with dual monitoring of position and phase current, achieves accurate judgment of engagement. The bus voltage boost provides sufficient voltage margin and energy reserve for subsequent reverse start, significantly improving the reliability of the reverse start response of the transmission system.

[0080] Specifically, in the reverse startup phase, step S304 includes: Step c1: Control the target recovery torque of the motor to decrease to zero step by step according to the preset slope, and drive the reverse driving torque of the motor to increase step by step according to the preset slope so that the motor can start in reverse.

[0081] It should be noted that when the gear engagement is detected, the system enters the reverse start-up phase. During this phase, it is necessary to avoid secondary impacts caused by the sudden withdrawal of energy recovery or a sudden increase in driving torque.

[0082] The energy recovery process involves a smooth exit: the recovery torque decays to zero at a preset slope (e.g., 10% of rated torque / 10ms), while the driving torque increases at the same slope. As braking gradually ends, the drive motor also gradually begins to start in reverse. The preset slope can be between 10% and 20% of rated torque; in this embodiment, 10% of rated torque is used as an example.

[0083] Step c2: During the reverse start-up process, the motor speed is adjusted based on the bus voltage and back electromotive force to drive the motor to output reverse driving torque until the reverse speed of the motor reaches the target command speed, and then the motor is controlled based on the target command speed.

[0084] During reverse start-up, the back EMF feedforward compensation method from the basic suppression approach continues to be applied, but the compensation coefficient can be dynamically adjusted according to the energy recovery exit progress to ensure a smooth transition of the total torque. Once reverse start-up is initiated, braking decreases and energy recovery gradually decreases and exits, with the magnitude adjusted according to the bus voltage and back EMF, allowing for differentiated settings for different vehicle models.

[0085] Adaptive current loop bandwidth: During torque exchange, temporarily reduce the proportional gain of the current loop (e.g., reduce it to 70% of the target current) to increase stability, and restore it after the torque stabilizes.

[0086] The slewing control method of the electric drive slewing system provided in this embodiment achieves a smooth transition between braking and driving forces during the switching process by first controlling the recovery torque to decrease to zero step by step according to a preset slope, while simultaneously increasing the reverse driving torque step by step according to the same slope. Then, during the start-up process, the speed is continuously adjusted based on the real-time feedback of the bus voltage and back electromotive force to maintain a stable output of the reverse driving torque until the motor reverse speed accurately reaches the target command speed corresponding to the handle command, and then enters steady-state closed-loop control. By synchronously reversing the recovery torque and driving torque along the same slope, the linearity and smoothness of the torque switching process are ensured. The feedforward adjustment of the bus voltage and back electromotive force during the start-up process effectively suppresses the influence of load disturbances on the steering process, ensuring the smoothness of reverse start-up and steering control accuracy.

[0087] Step S305: Determine the current operating mode of the motor. The current operating mode includes: the first mode and the second mode.

[0088] The first mode in the current operating mode can be Comfort Mode (default), which prioritizes minimizing reversing impact. In Comfort Mode, during the braking and deceleration phase, the regenerative torque limiter uses a stricter preset impact torque upper limit (smaller value), allows more time for the transition phase, and extends the torque exchange time during the reverse start phase. Comfort Mode is suitable for scenarios requiring delicate operations and high operational comfort.

[0089] The second mode in the current operating mode can be the economy mode, which prioritizes maximizing energy recovery. In economy mode, the recovery torque during braking and deceleration approaches the physical limits of the motor, the transition gap is shortened (within an acceptable range of impact), and the torque exchange is quickly completed during the reverse start-up phase. Economy mode is suitable for heavy-load, frequent reversing conditions and relatively low requirements for smoothness.

[0090] Specifically, step S305 includes: Step d1: Obtain the current operating condition characteristic data of the motor, and determine the current commutation frequency of the motor based on the current operating condition characteristic data.

[0091] Among them, the current operating condition characteristic data refers to physical quantities that can characterize the current operating state of the motor and transmission system, including but not limited to motor speed, bus voltage fluctuation, current value of the current loop, and frequency of change of operating handle commands, which are used to calculate the current commutation frequency to determine the applicable mode.

[0092] Step d2: When the current commutation frequency is higher than the preset commutation frequency, determine the current working mode as the second mode.

[0093] In the second mode, the duration of the gap transition phase and the reverse start-up phase is compressed to a lower value, while allowing a larger upper limit of the impact torque to maximize energy recovery efficiency and responsiveness.

[0094] Step d3: When the current commutation frequency is not higher than the preset commutation frequency, determine the current working mode as the first mode.

[0095] In the first mode, the duration of the two transition phases is extended and a lower upper limit of the impact torque is applied to prioritize ensuring smooth reversing.

[0096] Alternatively, in step d4, in response to receiving a mode operation instruction, the current operating mode is determined based on the mode operation instruction.

[0097] The mode switching can be manually selected by the driver via a switch in the cab, or automatically identified and switched by the controller based on operating conditions (load power, handle opening, etc.). For example, it can automatically switch to economy mode when high-frequency reversing occurs, and automatically switch to comfort mode when fine-tuning is performed.

[0098] For example, the mode operation command can be a mode selection command issued by an external driving control unit and operating device, which is used to directly specify the working mode. After the current working mode is determined based on the command, the subsequent commutation control parameters are adjusted according to the corresponding mode, and form a parallel decision-making process with the automatic determination based on the commutation frequency.

[0099] The slewing control method of the electric drive slewing system provided in this embodiment first collects the current operating condition characteristic data of the motor and calculates the real-time commutation frequency accordingly. When the commutation frequency is higher than a preset threshold, the second mode that maximizes energy recovery is automatically selected; when the commutation frequency is not higher than the preset threshold, the first mode that minimizes impact is automatically selected. At the same time, a manual selection channel for responding to external mode operation commands is reserved. The two constitute a mode determination mechanism that combines automatic recognition and manual intervention. The automatic determination based on the commutation frequency enables the mode selection to dynamically adapt to the actual operating conditions. In high-frequency commutation scenarios, energy recovery efficiency is prioritized, while in low-frequency commutation scenarios, commutation smoothness is emphasized, realizing the autonomous adaptation of the control strategy to the driving environment. The manual command channel provides the driver or the upper-level system with direct intervention authority, taking into account the convenience of automation and the flexibility of manual control. The dual paths jointly improve the rationality of mode decision-making and the system's responsiveness to different usage scenarios.

[0100] Step S306: Based on the current working mode, adjust the control objective, preset impact torque upper limit, and duration of the gap transition stage and reverse start stage of the motor during the commutation process. The control objective corresponding to the first mode is to minimize the commutation impact, and the control objective corresponding to the second mode is to maximize energy recovery. The duration of the gap transition stage and reverse start stage corresponding to the first mode is greater than the duration of the gap transition stage and reverse start stage corresponding to the second mode. The preset impact torque upper limit of the first mode is less than the preset impact torque upper limit of the second mode.

[0101] Among them, minimizing commutation shock refers to minimizing the rate of change of the motor output torque; maximizing energy recovery refers to maximizing the electrical energy fed back to the bus during braking, by allowing a larger recovery torque and a shorter transition time, thereby reducing energy dissipation during mechanical braking.

[0102] The longer the gap transition phase, the more gradual the increase in the applied preload current, and the smoother the tooth surface contact process; the shorter the gap transition phase, the faster the preload action.

[0103] The longer the reverse start-up phase lasts, the gentler the slope between the recovery torque and the driving torque; the shorter the reverse start-up phase lasts, the faster the mode switching.

[0104] The slewing control method of the electric drive slewing system provided in this embodiment first identifies the current operating mode as either a first mode that minimizes commutation impact or a second mode that maximizes energy recovery. Then, based on the identified mode, it adjusts the control objective of the commutation process, the preset upper limit of the impact torque, and the duration of the two stages of gap transition and reverse start. The first mode is characterized by a longer stage duration and a lower upper limit of the impact torque, while the second mode is characterized by a shorter stage duration and a higher upper limit of the impact torque. Through mode recognition and parameter linkage adjustment, the commutation control strategy can flexibly adapt to different driving needs. The first mode effectively suppresses mechanical vibration and vehicle jerking during the commutation process by extending the transition time and lowering the upper limit of the impact torque, significantly improving ride comfort. The second mode maximizes the retention of braking energy recovery efficiency by compressing the transition time and increasing the upper limit of the impact torque. The two modes, based on the same control framework, realize on-demand switching between comfort and economy, significantly enhancing the adaptability of the control strategy to different operating conditions and the flexibility of response to personalized user needs.

[0105] Combination Figure 4 and Figure 5 This document describes an application example of the rotation control method for an electrically driven rotary system.

[0106] The current controller monitors the motor speed n, current I, rotor position θ, and operating handle commands in real time. When it detects that the direction of the handle command is opposite to the current motor speed direction, it determines that the commutation process has begun and sequentially identifies three stages: Braking and deceleration phase: From the issuance of the commutation command until the motor speed decreases to the zero speed threshold. (e.g., ±10 rpm) End. During this stage, the motor is in generator mode, which is the main window for energy recovery.

[0107] The transition phase begins when the speed drops to the zero-speed threshold and ends when the gears complete their idle travel and the reverse torque begins to build up. When the applied preload current is applied, and the rotor position change is less than the preset threshold, and the motor phase current rises to 1.1 to 1.2 times the preload current, the gear engagement is considered complete, and the reverse start phase begins. During this phase, the motor load is extremely low, but the gears are not yet engaged, making it the most sensitive stage for commutation shock.

[0108] Reverse start phase: This phase begins when the reverse torque is established and ends when the reverse speed reaches the target command speed.

[0109] The slewing control method for the electrically driven slewing system provided in this embodiment has the following beneficial effects: 1. Further reduction in commutation impact: By limiting the energy recovery torque within the impact threshold and staggering the sensitive period of energy recovery and gear engagement, the conflict between the recovery torque and impact suppression control is avoided. The measured peak impact acceleration during the commutation process is reduced by 20% to 35% compared with the existing basic suppression method.

[0110] 2. Significantly improved energy recovery efficiency: While ensuring or improving commutation smoothness, energy recovery during braking deceleration is fully utilized, and the recovered energy can be increased by 15% in economy mode through mode selection. 25% (depending on operating conditions).

[0111] 3. Flexible operating modes: Drivers can choose between smooth operation or energy saving based on actual operating needs, expanding the scenario adaptability of the electric drive slewing system.

[0112] 4. Smooth control without additional shocks: The segmented strategy and gradual torque transition ensure smoother system operation without sudden changes in control quantities during mode or stage switching.

[0113] This embodiment also provides a slewing control device for an electrically driven slewing system, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0114] This embodiment provides a slewing control device for an electrically driven slewing system, such as... Figure 6 As shown, it includes: The acquisition module 601 is used to acquire the motor's operating parameters and operating handle commands. The operating parameters include at least the motor speed, phase current, and rotor position. The determination module 602 is used to determine when the direction of the operating handle command is opposite to the direction of the motor speed based on the motor speed in the operating parameters, and then determine when the motor enters the commutation process. The division module 603 is used to divide the reversing process into a braking and deceleration stage, a gap transition stage, and a reverse start stage based on the operating parameters. The control module 604 is used to control the operation of the motor based on the current operating parameters during the braking deceleration phase, the gap transition phase, and the reverse start phase, respectively.

[0115] In some alternative implementations, the partitioning module 603 includes: The first division unit is used to define the stage from the start of the commutation process until the motor speed drops to a preset zero speed threshold as the braking and deceleration stage. The second division unit is used to define the gap transition stage as the period from when the motor speed is reduced to a preset zero speed threshold until the gear completes its empty stroke and the reverse torque begins to be established. The third division unit is used to define the reverse start-up phase as the stage from the establishment of reverse torque until the reverse motor speed reaches the target command speed of the operating handle.

[0116] In some alternative implementations, the control module 604 includes: The acquisition unit is used to acquire the maximum recyclable torque corresponding to the current motor speed; The calculation unit is used to calculate the target recovery torque based on the current motor speed, the preset upper limit of impact torque, and the maximum recoverable torque; A determination unit is used to determine the target current of the current loop based on the target recovery torque; The regulating unit is used to control the rate of change of the motor output torque based on the target current, the preset back electromotive force feedforward compensation value and the preset bus voltage regulation value, so as to make the rate of change of torque less than the preset rate of change threshold. The monitoring unit is used to continuously monitor the motor speed during the process of controlling the rate of change of the motor output torque until the motor speed drops to a preset zero speed threshold.

[0117] The idle stroke control unit is used to control the target recovery torque to be set to zero or to control the motor to maintain a preset minimum current rotation so that the gear enters the idle stroke and obtains the current gear backlash value; The current control unit is used to apply a preload current to the motor based on the current gear clearance value and monitor the change in the position of the motor rotor and the change in the phase current. The amplitude of the preload current increases gradually from zero until the change in the position of the motor rotor is less than a preset position change threshold and the phase current rises to the preset preload current value, thus completing the no-load stroke. The voltage control unit is used to adjust the converter duty cycle to restore and stabilize the bus voltage to the rated operating voltage when it is determined that the motor bus voltage is lower than the rated operating voltage, and the reverse torque begins to build up.

[0118] The reverse start unit is used to control the target recovery torque of the motor to decrease to zero step by step according to a preset slope, and drive the reverse drive torque of the motor to increase step by step according to a preset slope so that the motor can start in reverse. The target speed determination unit is used to adjust the motor speed based on the bus voltage and back electromotive force during reverse start-up to drive the motor to output reverse driving torque until the reverse speed of the motor reaches the target command speed, and then control the motor based on the target command speed.

[0119] In some alternative embodiments, the device further includes: The operating mode determination module is used to determine the current operating mode of the motor. The current operating mode includes: the first mode and the second mode.

[0120] In some optional implementations, the operating mode determination module includes: The data acquisition unit is used to acquire the current operating condition characteristic data of the motor and determine the current commutation frequency of the motor based on the current operating condition characteristic data; The second mode determination unit is used to determine the current working mode as the second mode when the current commutation frequency is higher than the preset commutation frequency. The first mode determination unit is used to determine the current working mode as the first mode when the current commutation frequency is not higher than the preset commutation frequency. Alternatively, the operation unit is used to determine the current operating mode based on the received mode operation instruction.

[0121] The adjustment module is used to adjust the control objective, preset impact torque upper limit, and duration of the gap transition phase and reverse start phase of the motor during the commutation process based on the current working mode. The control objective corresponding to the first mode is to minimize the commutation impact, and the control objective corresponding to the second mode is to maximize energy recovery. The duration of the gap transition phase and reverse start phase corresponding to the first mode is greater than the duration of the gap transition phase and reverse start phase corresponding to the second mode. The preset impact torque upper limit of the first mode is less than the preset impact torque upper limit of the second mode.

[0122] The slewing control device for the electrically driven slewing system provided in this embodiment of the invention can execute the slewing control method for the electrically driven slewing system provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the above modules and units are the same as in the corresponding embodiments described above, and will not be repeated here.

[0123] Figure 7 This is a schematic diagram of the structure of a rotary motor controller provided in an embodiment of the present invention.

[0124] The following is a detailed reference. Figure 7 The diagram illustrates a structural schematic suitable for implementing a controller in an embodiment of the present invention. The controller may include a processor (e.g., a central processing unit, graphics processing unit, etc.) 701, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 702 or a program loaded from memory 708 into random access memory (RAM) 703. RAM 703 also stores various programs and data required for controller operation. The processor 701, ROM 702, and RAM 703 are interconnected via bus 704. Input / output (I / O) interface 705 is also connected to bus 704.

[0125] Typically, the following devices can be connected to I / O interface 705: input devices 706 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 707 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 708 including, for example, magnetic tapes, hard disks, etc.; and communication devices 709. Communication device 709 allows the controller to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 A controller with various devices is shown, but it should be understood that it is not required to implement or have all of the devices shown, and may alternatively implement or have more or fewer devices.

[0126] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 709, or installed from a memory 708, or installed from a ROM 702. When the computer program is executed by the processor 701, it performs the functions defined in the slewing control method of the electrically driven slewing system of the embodiments of the present invention.

[0127] Figure 7 The controller shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0128] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the slewing control method of the electrically driven slewing system shown in the above embodiments is implemented.

[0129] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0130] Although embodiments of the invention 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 invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A slewing control method for an electrically driven slewing system, characterized in that, The method includes: The motor's operating parameters and operating handle commands are obtained, wherein the operating parameters include at least the motor speed, phase current, and rotor position; Based on the motor speed in the operating parameters, when the direction of the operating handle command is opposite to the direction of the motor speed, it is determined that the motor has entered the commutation process; Based on the operating parameters, the reversing process is divided into a braking and deceleration phase, a gap transition phase, and a reverse start phase. The motor is controlled based on the current operating parameters during the braking deceleration phase, the gap transition phase, and the reverse start phase, respectively.

2. The method according to claim 1, characterized in that, The process of dividing the reversing process into a braking and deceleration phase, a gap transition phase, and a reverse start phase based on the operating parameters includes: The period from the start of the commutation process until the motor speed drops to a preset zero speed threshold is defined as the braking and deceleration phase. The period from when the motor speed is reduced to a preset zero speed threshold until the gear completes its idle stroke and the reverse torque begins to be established is defined as the gap transition stage. The reverse start-up phase is defined as the period from the initial establishment of reverse torque until the reverse motor speed reaches the target command speed of the operating handle.

3. The method according to claim 2, characterized in that, During the braking and deceleration phase, the motor is controlled based on current operating parameters, including: Obtain the maximum recoverable torque corresponding to the current motor speed; Calculate the target recovery torque based on the current motor speed, the preset upper limit of impact torque, and the maximum recoverable torque; The target current of the current loop is determined based on the target recovery torque; Based on the target current, the preset back electromotive force feedforward compensation value, and the preset bus voltage adjustment value, the rate of change of the motor output torque is controlled so that the rate of change of torque is less than the preset rate of change threshold. During the process of controlling the rate of change of motor output torque, the motor speed is continuously monitored until the motor speed drops to a preset zero speed threshold.

4. The method according to claim 2, characterized in that, During the transition phase of the gap, the motor is controlled based on the current operating parameters, including: The target recovery torque is controlled to be zero or the motor is controlled to maintain a preset minimum current rotation so that the gear enters the idle stroke and the current gear clearance value is obtained; Based on the current gear clearance value, a preload current is applied to the motor and the changes in the position of the motor rotor and the phase current are monitored. The amplitude of the preload current increases gradually from zero until the changes in the position of the motor rotor are less than a preset position change threshold and the phase current rises to the preset preload current value, thus completing the idle stroke. When it is determined that the bus voltage of the motor is lower than the rated operating voltage, the converter duty cycle is adjusted to make the bus voltage rise and stabilize at the rated operating voltage, and the reverse torque begins to build up.

5. The method according to claim 2, characterized in that, During the reverse start-up phase, the motor is controlled based on the current operating parameters, including: The target recovery torque of the motor is controlled to decrease to zero step by step according to a preset slope, and the reverse driving torque of the motor is driven to increase step by step according to the preset slope so that the motor can start in reverse. During the reverse start-up process, the motor speed is adjusted based on the bus voltage and back electromotive force to drive the motor to output reverse driving torque until the reverse speed of the motor reaches the target command speed, and then the motor is controlled based on the target command speed.

6. The method according to any one of claims 1-5, characterized in that, The method further includes: Determine the current operating mode of the motor, the current operating mode including: a first mode and a second mode; Based on the current operating mode, the control objective, preset impact torque upper limit, and duration of the gap transition phase and the reverse start phase of the motor during the commutation process are adjusted. The control objective corresponding to the first mode is to minimize the commutation impact, and the control objective corresponding to the second mode is to maximize energy recovery. The duration of the gap transition phase and the reverse start phase corresponding to the first mode is greater than the duration of the gap transition phase and the reverse start phase corresponding to the second mode. The preset impact torque upper limit of the first mode is less than the preset impact torque upper limit of the second mode.

7. The method according to claim 6, characterized in that, Determining the current operating mode of the motor includes: Obtain the current operating condition characteristic data of the motor, and determine the current commutation frequency of the motor based on the current operating condition characteristic data; When the current commutation frequency is higher than the preset commutation frequency, the current operating mode is determined to be the second mode; When the current commutation frequency is not higher than the preset commutation frequency, the current operating mode is determined to be the first mode; Alternatively, in response to receiving a mode operation instruction, the current operating mode is determined based on the mode operation instruction.

8. A slewing control device for an electrically driven slewing system, characterized in that, The device includes: The acquisition module is used to acquire the motor's operating parameters and operating handle commands. The operating parameters include at least the motor speed, phase current, and rotor position. The determination module is used to determine when the direction of the operating handle command is opposite to the direction of the motor speed based on the motor speed in the operating parameters, and then determine that the motor has entered the commutation process. A segmentation module is used to divide the reversing process into a braking and deceleration phase, a gap transition phase, and a reverse start phase based on the operating parameters. The control module is used to control the operation of the motor based on the current operating parameters during the braking deceleration phase, the gap transition phase, and the reverse start phase, respectively.

9. An electrically driven rotary system, characterized in that, include: A rotary motor controller and a rotary motor; the rotary motor controller includes: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method of any one of claims 1 to 7.

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