TW202035202A - Compensating system for compensating acceleration of electrical scooter and compensating method for the same - Google Patents

Abstract

A compensating system for compensating acceleration of an electrical scooter having a throttle unit, a processor and a motor component is disclosed. After the electrical scooter is activated, the throttle unit receives external operation from a rider for generating a series of original throttle signal. An acceleration compensating module of the processor calculates a throttle variation rate based on the original throttle signal and variation of the throttle operation magnitude, and calculates an throttle compensating value based on the throttle variation rate when the throttle variation rate is larger than or equal to a correction threshold. A throttle compensating module of the processor receives and sums the original throttle signal and the throttle compensating value up for generating a new throttle signal. Then, a torque control module of the processor generates a corresponding torque command based on the new throttle signal, and outputs the torque command to the motor component so that the motor component can operate correspondingly.

Description

Acceleration compensation system and acceleration compensation method of electric locomotive

The invention relates to an electric locomotive, and in particular to an acceleration compensation system and an acceleration compensation method of the electric locomotive.

With the rise of environmental awareness and the advancement of power electronics technology, the technology of electric vehicles has begun to flourish in recent years. Among them, electric locomotives are the most widely used and marketable. In addition, the cost and technical threshold of electric locomotives are relatively low. Therefore, compared with electric vehicles, electric locomotives have developed more rapidly.

However, because the traditional fuel locomotive integrates automatic transmissions such as CVT (Continuously Variable Transmission), the transmission characteristics and the power curve of the fuel engine are different, and its handling and riding feeling are better than electric motorcycles. This is the current electric motorcycle. A place where the riding feeling cannot be compared with traditional fuel locomotives.

Specifically, a fuel locomotive can obtain a larger output torque in a short time through the compensation mechanism designed by the engine chip, which in turn makes the driver feel a clear sense of acceleration. In contrast, the acceleration of an electric vehicle is generally a linear power curve. Although this acceleration method allows the driver to accurately control the electric vehicle, it also lacks explosive power because the riding feeling is too smooth, which affects the riding. sense.

1A and 1B, which are a block diagram and a schematic diagram of an acceleration curve of a related art electric locomotive, respectively.

As shown in Fig. 1A, the existing electric locomotive 1 mainly includes a throttle unit 11, a torque control unit 12, and a motor component 13. The motor component 13 includes a battery, a motor, and other internal components related to the operation of the electric locomotive 1, but not limited.

When the throttle unit 11 accepts the driver's operation, it outputs a throttle signal (TPS) to the torque control unit 12. The torque control unit 12 generates a corresponding torque command (TqCmd) according to the throttle signal, and then outputs the torque command to the motor component 13 to make the motor component 13 perform corresponding operations and drive the electric locomotive 1 to move.

As shown in FIG. 1B, in the related art, the throttle signal is corresponding to a fixed-ratio torque command in any operating range. It can be seen from FIG. 1B that the acceleration curve of the electric locomotive 1 in the related art is quite linear, so it lacks explosive power during rapid acceleration.

In related technologies, some electric locomotives adopt a quadratic curve or a multi-point TN design curve to provide a more flexible output. However, this feature still cannot achieve the acceleration effect that a general fuel locomotive can achieve with engine chip compensation.

In view of this, there is a real need in the market to provide a compensation system and compensation method that can enable electric locomotives to achieve the same acceleration effect as a fuel locomotive achieved by the engine.

The main purpose of the present invention is to provide an acceleration compensation system and an acceleration compensation method for electric locomotives, which can perform high-speed response compensation on the output torque by detecting the instantaneous throttle change rate, so that the electric locomotive can provide high speed in a short time. Efficient acceleration performance.

In order to achieve the above objective, the acceleration compensation system of the electric locomotive of the present invention mainly includes:

A throttle unit that accepts external operations and generates a corresponding original throttle signal according to the operating range;

A processor electrically connected to the throttle unit, including an acceleration compensation calculation module, a throttle compensation calculation module, and a torque control module, wherein the acceleration compensation calculation module receives the original throttle signal and operates according to the throttle unit The amplitude change calculates a throttle change rate, and calculates a throttle compensation amount based on the throttle change rate; the throttle compensation calculation module sums the original throttle signal and the throttle compensation amount to generate a new throttle signal; the torque control module Generate a corresponding torque command according to the new throttle signal; and

A motor component is electrically connected to the processor, receives the torque command from the processor, and performs corresponding operations according to the torque command,

The acceleration compensation calculation module continuously monitors the change in the operating range of the throttle unit, and the acceleration compensation calculation module compares the throttle change rate with a correction threshold after calculating the throttle change rate, and when the throttle change rate is greater than Or equal to the correction threshold, start acceleration compensation and calculate the throttle compensation amount.

In order to achieve the above objective, the acceleration compensation method of the electric locomotive of the present invention mainly includes the following steps:

a) Accept external operations to generate an original throttle signal;

b) Calculate a throttle change rate based on the original throttle signal;

c) Compare the throttle change rate with a correction threshold;

d) When the throttle change rate is greater than or equal to the correction threshold, calculate a throttle compensation amount based on the throttle change rate;

e) Sum the original throttle signal and the throttle compensation amount to generate a new throttle signal;

f) Generate a corresponding torque command according to the new throttle signal;

g) The motor component of the electric locomotive receives the torque command and performs corresponding operations according to the torque command; and

h) Repeat steps a) to g) until the electric locomotive is turned off.

Compared with the related art, the present invention compensates the output torque according to the throttle change rate, so that the output torque can reach the limit in a short time, so that the electric locomotive can achieve acceleration performance similar to that of a fuel engine with chip compensation.

In addition, the present invention can comprehensively consider multiple factors to adjust the correction coefficient used by the system, thereby compensating the output torque while still enabling the electric vehicle to have the effects of comfort, safety and energy saving.

For a preferred embodiment of the present invention, with the drawings, the detailed description is as follows.

The present invention discloses an acceleration compensation system for an electric locomotive, which can detect the throttle change rate when the driver operates the electric locomotive, and perform high-speed response compensation on the output torque according to the throttle change rate, thereby enabling the electric locomotive to achieve a similar injection engine Accelerate performance.

Refer to Fig. 2, which is a first specific embodiment of the block diagram of the electric locomotive of the present invention. As shown in the figure, the electric locomotive 2 of the present invention mainly includes a throttle unit 21, a processor 22 electrically connected to the throttle unit 21, and a motor component 23 electrically connected to the processor 22, wherein the motor component 23 is capable of driving The internal components that the electric locomotive 2 moves, such as a motor, a current loop control unit, and a battery management system, are not limited.

The throttle unit 21 is used to accept external operations by the driver to generate the original throttle signal (TPS_Old). Specifically, the original throttle signal corresponds to the driver's operating range (usually the rotation angle) of the throttle unit 21, so the change in the throttle signal mainly corresponds to the driver's change in the operating range of the throttle unit 21; that is, The smaller the driver's operating range of the throttle (that is, the smaller the change in the operating range of the throttle unit 21), the smaller the original throttle signal generated; conversely, the greater the driver's operating range of the throttle (ie, the throttle The greater the change in the operating range of the unit 21), the greater the original throttle signal generated. The processor 22 receives the original throttle signal and the change of the throttle signal (that is, the change of the operating range of the throttle unit 21), and thereby analyzes and compensates the original throttle signal, and then calculates and generates the corresponding throttle signal based on the compensated throttle signal Torque command (TqCmd), where the content of the torque command records the output torque corresponding to the compensated throttle signal.

As shown in FIG. 2, the processor 22 may mainly include an acceleration compensation calculation module 24, a throttle compensation calculation module 25 and a torque control module 26. In one embodiment, the multiple modules 24-26 described above can be implemented by multiple hardware components inside the processor 22 respectively. In another embodiment, the processor 22 can virtually divide the aforementioned multiple modules 24-26 according to different firmware functions, which is not limited.

In one embodiment, the processor 22 receives the original throttle signal from the acceleration compensation calculation module 24, and calculates the throttle change rate (ΔTPS) according to the received original throttle signal. Specifically, the acceleration compensation calculation module 24 can receive the first and last two original throttle signals sent by the throttle unit 21 in a short period of time (for example, 0.1 second), and calculate the period of time based on the two original throttle signals ( That is, the throttle change rate of 0.1 second). Then, the acceleration compensation calculation module 24 starts the acceleration compensation mechanism according to the throttle change rate, and further calculates the throttle compensation amount (TPS_Comp). It should be noted that when the driver maintains the throttle unit 21 at a certain operating position, the instantaneous throttle change rate (ΔTPS) is zero, and the calculation method of the related throttle compensation (TPS_Comp) will be described later.

In the present invention, the throttle change rate refers to the instantaneous change amount of the original throttle signal in a short time (for example, 0.1 second). On the premise that the throttle change rate is greater than a correction threshold value set by the electric locomotive 2, the throttle compensation amount is proportional to the throttle change rate, which means that the driver turns the throttle in an instant (that is, the throttle unit 21 The greater the instantaneous change of the operating amplitude), the greater the compensation for the final output torque command (ie, the output torque). Thereby, the present invention can achieve high-speed response compensation for output torque.

In addition, the throttle compensation calculation module 25 also receives the original throttle signal from the throttle unit 21, while the acceleration compensation calculation module 24 receives the throttle compensation amount. In addition, the throttle compensation calculation module 25 calculates a new throttle signal (TPS_New) based on the original throttle signal and the amount of throttle compensation. In one embodiment, the throttle compensation calculation module 25 sums the original throttle signal and the throttle compensation amount, and uses the total result as the new throttle signal. In this embodiment, the new throttle signal is greater than or equal to the original throttle signal.

It is worth mentioning that the throttle compensation calculation module 25 can continuously receive the original throttle signal and the throttle compensation amount to calculate the new throttle signal. If the acceleration compensation calculation module 24 does not output the throttle compensation amount at a certain point in time, or calculates If the throttle compensation amount is zero, the new throttle signal output by the throttle compensation calculation module 25 at this point in time is equal to the original throttle signal output by the throttle unit 21 at this point in time.

The torque control module 26 receives the new throttle signal from the throttle compensation calculation module 25, and calculates and generates the corresponding torque command (TqCmd) based on the new throttle signal. The content of the calculated torque command is recorded based on the new throttle signal. The output torque (that is, the compensated output torque) calculated by the signal (that is, the compensated throttle signal). Finally, the torque control module 26 then outputs the torque command to the motor component 23, so that the motor component 23 performs corresponding operations according to the content of the torque command.

It is worth mentioning that in this embodiment, the torque control module 26 can correspond to the received new throttle signal to a fixed ratio of output torque (for example, the curve shown in FIG. 1B), like an electric vehicle in the related art. However, because the driver operates the throttle unit 21 to calculate the original throttle signal, the torque control module 26 calculates and generates the torque command based on the new throttle signal that has been compensated, that is, the torque control module 26 outputs The torque command will be greater than the torque command calculated based on the original throttle signal, so the driver can get a stronger sense of acceleration.

Please continue to refer to FIG. 3A, which is a first specific embodiment of the schematic diagram of the acceleration curve of the present invention. As shown in FIGS. 2 and 3A, in the related art, if the throttle unit 21 outputs the original throttle signal 31 after being operated by the driver, the processor 22 will calculate the original output torque 32 based on the original throttle signal 31 in proportion. In this way, the power curve of the electric locomotive 2 will be linear, and the driver will not feel the explosive force during rapid acceleration.

In the present invention, if the throttle unit 21 outputs the original throttle signal 31 after being operated by the driver, the processor 22 will first compensate the original throttle signal 31 to generate a new throttle signal 33 (mainly based on the rate of throttle change) , And based on the new throttle signal 33 to calculate the new output torque 34 proportionally. After the compensation action of the processor 22, the new throttle signal 33 and the new output torque 34 can reach the rated upper limit of the electric locomotive 2 one step earlier, so that the driver can feel the obvious instantaneous explosive force when accelerating rapidly (that is, in the acceleration zone) .

In the embodiment of FIG. 3A, the new throttle signal 33 will reach the rated upper limit one step earlier than the original throttle signal 31 (in this embodiment, 100% is taken as an example, that is, the rated upper limit of the throttle unit 21 is 100%), and the new output The torque 34 will also reach the rated upper limit one step earlier than the original output torque 32 (in this embodiment, 300% is taken as an example, that is, the rated upper limit of the motor component 23 is 300%). In other words, the new output torque 34 enables the motor component 23 to operate in the range of 100% to 300% of the rated upper limit. When the new output torque 34 reaches the rated upper limit, regardless of whether the original throttle signal 31/new throttle signal 33 continues to increase, the new torque command 34 will maintain the same ratio and will not increase.

When the driver stops accelerating (that is, leaves the acceleration zone), since the throttle change rate is zero, the processor 22 will no longer compensate the original throttle signal 31 (that is, the throttle compensation amount is zero, so the new throttle signal 33 phase It is equal to the original throttle signal 31), and the new output torque 34 is equal to the original output torque 32.

In FIG. 3A, the time difference between the original output torque 32 and the new output torque 34 is the compensation zone 5 that can be calculated by the technical solution of the present invention. Therefore, it can be seen from FIG. 3A that, through the technical solution of the present invention, the driver can obtain a significant sense of acceleration at the initial stage of acceleration to simulate the acceleration performance of a fuel locomotive achieved by the injection engine.

Generally speaking, the rated upper limit of the output torque does not necessarily refer to the performance limit of the electric locomotive 2, but an upper limit deliberately set to avoid overheating failures of the drivers, batteries and other components of the electric locomotive 2, which is intended for protection. Therefore, under certain circumstances (for example, overclocking or Boost mode), the electric locomotive 2 can still allow the output torque to exceed the rated upper limit in a short time.

Refer to FIG. 3B, which is a second specific embodiment of the schematic diagram of the acceleration curve of the present invention. As shown in FIGS. 2 and 3B, if the new output torque 34 calculated by the processor 22 has reached the rated upper limit, but the original throttle signal 31 is still rising (that is, the throttle change rate is still greater than the compensation threshold), the processor 22 The new output torque 34 can be continuously compensated, so that the new output torque 34 can reach the overclocking upper limit (in this embodiment, 330% is taken as an example), that is, the new output torque 34 can make the motor component 23 operate at 330% of the overclocking limit Torque output. And, when the original throttle signal 31 stops rising (that is, the throttle change rate is zero or less than the correction threshold), the new output torque 34 is reduced to the corresponding ratio (for example, when the original throttle signal 31 stays at 100%, the new output torque The output torque 34 returns to 300% of the rated upper limit), that is, the new output torque 34 allows the motor component 23 to operate at a torque output of 300% of the rated upper limit. As shown in the figure, the present invention can compensate the motor component 23 by the output of the new output torque 34, so that the motor component 23 can operate at a torque output of 100% to 300% of the rated upper limit, so that the driver can obtain a similar fuel locomotive Riding feeling compensated by acceleration of jet engine chip.

In the embodiment of FIG. 3B, the time difference between the original output torque 32 and the new output torque 34 includes the above-mentioned compensation zone 5 and the overclocking zone 6 calculated by short overclocking. In this embodiment, the driver's acceleration action (ie, the acceleration zone shown in FIG. 3B) will only last for a relatively short time (for example, 0.1 to 0.2 seconds), so even if the processor 22 is overclocked and the new output torque 34 is If the rated upper limit is exceeded and the overclocking upper limit is reached, it is still not harmful to the driver, battery and other components of the electric locomotive 2. Only through the above-mentioned overclocking action, the processor 22 can provide the driver with a further sense of acceleration.

Please continue to refer to FIG. 4, which is a second specific embodiment of the block diagram of the electric locomotive of the present invention. In this embodiment, the acceleration compensation calculation module 24 can be virtually divided into a plurality of different functional blocks according to the functions performed. In the embodiment of FIG. 4, the acceleration compensation calculation module 24 at least includes a derivative calculator 241 (Derivative Calculator), a moving average program 242 and a control gain 243.

Specifically, after the acceleration compensation calculation module 24 receives the original throttle signal (TPS_Old) from the throttle unit 21, it can first perform a differential calculation program on the original throttle signal through the differential calculator 241 to generate the throttle change rate (ΔTPS), In this way, the corresponding throttle compensation amount (TPS_Comp) can be calculated and generated according to the throttle change rate.

In one embodiment, after the acceleration compensation calculation module 24 calculates the throttle change rate, it further uses a moving average program 242 (Moving Average) to obtain the average value of the throttle change rate, and then according to the throttle change rate The average value is calculated to produce the corresponding throttle compensation amount (TPS_Comp). In this embodiment, the acceleration compensation calculation module 24 mainly builds a trend prediction model of the original throttle signal based on the moving average method, and calculates and generates the throttle compensation amount according to the trend prediction model, thereby responding to the throttle signal early. The moving average method is a commonly used technical means for calculating the average value in the technical field, and will not be repeated here.

In another embodiment, after the acceleration compensation calculation module 24 obtains the average value of the throttle change rate, it further multiplies the average value by the preset control gain 243, thereby calculating and generating the throttle compensation amount (TPS_Comp ). In one embodiment, the control gain 243 can be preset to 1.0 according to actual needs, and can be adjusted according to usage requirements; in another embodiment, the control gain 243 is set in an interval ranging from 0.6 or 0.8. But it is not limited. The above-mentioned gain control is mainly used for the ratio control of signal input and output.

It is worth mentioning that the technical solution of the present invention is to add the original throttle signal to the throttle compensation, so that the final output torque value becomes larger, and then achieves a fast response, and it is directly related to the general acceleration mode (Boost) only through the TN setting curve. The way to increase the output torque value is completely different.

In addition, in this case, when calculating the throttle compensation amount, it will first determine whether the throttle change rate meets the correction conditions, and calculate the throttle compensation amount when the throttle change rate meets the correction conditions. In this way, it is possible to improve the acceleration performance and operation feeling of the electric vehicle 2 without excessively affecting the safety, stability, and energy-saving effect of the electric vehicle 2.

As mentioned above, the throttle compensation calculation unit 25 of the present invention can receive the original throttle signal (TPS_Old) from the throttle unit 21, the acceleration compensation calculation module 24 obtains the throttle compensation amount (TPS_Comp), and adds the original throttle number to the throttle. The compensation amount is calculated to generate and output a new throttle signal (TPS_New). Then, the torque control unit 26 can calculate and output the corresponding torque command (TqCmd) according to the new throttle signal, so that the motor component 23 can perform corresponding operations according to the content of the torque command. Among them, the content of the torque command output by the torque control unit 26 records the output torque corresponding to the new throttle signal.

Please continue to refer to FIG. 5, which is a first specific embodiment of the block diagram of the acceleration compensation calculation module of the present invention. In this embodiment, the acceleration compensation calculation module 24 may further virtually plan the functional blocks of the environmental factor calculation coefficient 244 and the weight calculator 245 (Weight Calculator) according to the executed function.

Specifically, in this embodiment, the acceleration compensation calculation module 24 uses the weight calculator 245 to calculate a final correction coefficient based on the control gain 243 and one or more environmental factor calculation coefficients. Specifically, the weight calculator 245 continuously multiplies the average value of the multiple throttle change rates (ΔTPS) by the correction coefficient after the program of the differential calculator 241 and the moving average program 242 are executed. The throttle compensation amount (TPS_Comp) is generated by calculation.

In the present invention, the weight calculator 245 will first analyze the current conditions of the throttle change rate (for example, greater than or less than the correction threshold, greater or less than the release threshold, etc., which will be described later), and then comprehensively control the gain 243 based on the analysis results And various environmental factor calculation coefficients 244 to calculate the corresponding throttle compensation amount. In one embodiment, the weight calculator 245 mainly calculates the product of the throttle change rate (the average value), the control gain 243, and one or more environmental factor calculation coefficients 244 when the throttle change rate is greater than or equal to the correction threshold. Value, and use this product value as the throttle compensation amount, but it is not limited.

In the embodiment of FIG. 5, the processor 22 can be connected to the battery management system (Battery Management System, BMS) inside the electric locomotive 2, and the driver status 2441, the vehicle speed 2442, the driving mode 2443, and the battery output of the electric locomotive 2 Data such as the state 2444 and the braking state 2445... are regarded as one or more environmental factors, and the one or more environmental factor calculation coefficients 244 are determined according to these environmental factors.

In one embodiment, the environmental factor of the vehicle speed includes at least a low-medium speed state and a high-speed state. In order to consider safety and maneuverability, the acceleration compensation calculation module 24 can generate a larger calculation coefficient (for example, 1.2 times) when the environmental factor of the electric locomotive 2 is low and medium speed. When the environment factor is high-speed, a smaller calculation coefficient (for example, 0.5 times) is generated. Thereby, it is possible to provide greater power output and acceleration feeling when the electric vehicle 2 just starts, and to take into account safety and handling when the vehicle speed becomes faster.

In another embodiment, the environmental factors of the driving mode include at least an energy-saving mode and a power mode. In order to enable the driver to obtain different power and energy consumption performance in different situations, the acceleration compensation calculation module 24 can generate a larger calculation coefficient (for example, 1.0 times) when the environmental factor of the driving mode of the electric locomotive 2 is the power mode. ), and when the environmental factor of the driving mode of the electric locomotive 2 is the energy-saving mode, a smaller calculation coefficient (for example, 0.6 times) is generated correspondingly. In this way, each driving mode of the electric vehicle 2 can be adapted to its design purpose, that is, acceleration or energy saving.

In another embodiment, the environmental factors of the battery output state at least include a battery power, a battery temperature, and a battery voltage. Since the residual capacity, temperature and voltage of the battery are important indicators that affect the endurance and operational safety of the electric locomotive 2, the acceleration compensation calculation module 24 can intervene in the control when the environmental factor of the battery output state is in any of the following states, for example, When the battery power is less than a preset residual power threshold (for example, 30% of the total power), the battery temperature is higher than an over-temperature protection threshold (for example, higher than 300°C), or the battery voltage is lower than a low voltage protection threshold (for example, low voltage) At 40V), the calculation coefficient corresponding to the environmental factor of the battery output state is set to zero corresponding to the aforementioned conditions, and the correction coefficient after the multiplication calculation is zero (ie, the throttle compensation is cancelled). Through the above technical means, the present invention can achieve the purpose of battery protection and energy saving by making the final output throttle compensation amount zero.

Please continue to refer to FIG. 6, which is a first specific embodiment of the flowchart for calculating the throttle change rate of the present invention.

In the present invention, the processor 22 mainly continuously obtains the original throttle signal output by the throttle unit 21 (step S10) during a short period of time (for example, 0.1 to 0.2 seconds) during which the driver is accelerating, and continues to perform a differential calculation program on the original throttle signal to Calculate the generated throttle change rate (step S12), continue to obtain the average value of the throttle change rate through the moving average program 242 (step S14), and output the average value of the throttle change rate (step S16) to further calculate the throttle Compensation value.

Please continue to refer to FIG. 7, which is the first specific embodiment of the acceleration compensation flowchart of the present invention. Fig. 7 mainly discloses the steps of the acceleration compensation method adopted by the acceleration compensation system of the present invention.

The acceleration compensation method of the present invention is mainly applied to the electric locomotive 2 shown in FIGS. 2 to 5 to assist in compensating the output torque when the electric locomotive 2 is accelerating.

As shown in FIG. 7, first, the electric vehicle 2 detects the accelerator change rate through the processor 22 (step S20). Specifically, the processor 22 mainly continuously monitors the throttle unit 21, and calculates the throttle change rate according to the steps shown in FIG. 6 (if step S14 is provided, the average value of the throttle change rate is calculated).

Then, the processor 22 calculates the throttle compensation amount according to the throttle change rate through the acceleration compensation calculation module 24 (step S22), and adds the original throttle signal and the throttle compensation through the throttle compensation calculation module 25 The amount is calculated to generate a new throttle signal (step S24).

Then, the processor 22 receives the new accelerator signal through the torque control module 26, and calculates and generates a corresponding torque command according to the new accelerator signal (step S26). Finally, the processor 22 outputs the torque command to the motor component 23 of the electric locomotive 2 (step S28), so that the motor component 23 can perform corresponding operations according to the content of the torque command (step S30).

After step 30, the processor 22 determines whether the power of the electric locomotive 2 is turned off (step S32), and repeats steps S20 to S30 until the power of the electric locomotive 2 is turned off before the power supply of the power locomotive 2 is turned off for driving During this period, the original throttle signal and the rate of change of the throttle unit operation range are continuously monitored, the generated throttle compensation amount is continuously calculated, the new throttle signal is continuously calculated, and the output torque is continuously judged to provide a good driving feeling.

It is worth mentioning that the present invention calculates and generates the throttle compensation value to compensate the output torque when the throttle change rate of the electric locomotive 2 meets a specific condition (for example, greater than or equal to a preset correction threshold). Therefore, if the driver accelerates slowly, the processor 22 will not calculate the throttle compensation value because the instantaneous throttle change rate continues to be less than the correction threshold, that is, the output torque will not be compensated. As a result, The driver can still obtain the safety and operational stability of an electric locomotive.

Refer to FIG. 8, which is a second specific embodiment of the acceleration compensation flowchart of the present invention. In this embodiment, the processor 22 can continuously detect the throttle change rate of the electric vehicle 2 according to the steps shown in FIG. 6 (step S40). Then, the acceleration compensation calculation module 24 compares the throttle change rate (or the average value of the throttle change rate) with the preset correction threshold through the weight calculator 245 to determine whether the throttle change rate is greater than or equal to the correction threshold (step S42). In one embodiment, the correction threshold may be set to 5% of the rated upper limit of the throttle signal, but is not limited.

If it is found after judgment that the current throttle change rate is greater than or equal to the correction threshold, the weight calculator 245 can be based on the throttle change rate (or the average value of the throttle change rate), the control gain 243, and one or more as described above. An environmental factor calculation coefficient 244 is used to calculate the throttle compensation amount (step S44). In one embodiment, the weight calculator 245 mainly multiplies the throttle change rate, the control gain 243, and one or more environmental factor calculation coefficients 244 to calculate the throttle compensation amount.

After step S44, the throttle compensation calculation unit 25 of the processor 22 can add the original throttle signal and the throttle compensation amount to calculate and generate a new throttle signal (step S46). In addition, the torque control unit 26 of the processor 22 can calculate and generate a corresponding torque command according to the new throttle signal (step S48), and output the torque command to the motor component 23 (step S50), so that the motor component 23 performs corresponding operations. In this embodiment, if the new throttle signal is greater than the original throttle signal, the output torque recorded by the torque command has been compensated; otherwise, if the new throttle signal is equal to the original throttle signal, the output torque recorded by the torque command will be equal to the basis The output torque generated by the direct calculation of the original throttle signal.

If it is determined in step S42 that the current throttle change rate is less than the correction threshold, the weight calculator 245 further compares the throttle change rate (or the average value of the throttle change rate) with the preset release threshold to determine the throttle change rate Whether it is greater than or equal to the release threshold (step S54). In one embodiment, the cancellation threshold is smaller than the correction threshold, and can be set to, for example, 0% of the rated upper limit of the throttle signal, but is not limited.

If it is determined in step S54 that the current throttle change rate is less than the release threshold (ie, the throttle change rate is less than 0%, for example, the driver actively returns fuel), it means that the processor 22 does not need to compensate the output torque. However, if the throttle change rate is less than the lift threshold, all the compensations previously provided are directly cancelled, which may cause the driver to feel a stall due to the instantaneous speed drop. In order to prevent the driver from having a sense of stall, the weight calculator 245 may decrement the last calculated throttle compensation amount to zero in a stepwise manner (step S56) to ease the load reduction of the electric vehicle 2.

In the above step S56, the weight calculator 245 mainly slowly decreases the throttle compensation amount to zero within a period of time. During this period, the throttle compensation calculation unit 25 continues to base on the original throttle signal and the decreasing throttle compensation amount. To calculate a new throttle signal (step S46), and the torque control unit 26 continuously calculates and generates a corresponding torque command based on the new throttle signal (step S48), and outputs the torque command to the motor component 23 (step S50).

If it is determined in step S54 that the current throttle change rate is greater than or equal to the cancellation threshold (but less than the correction threshold), it means that the driver's acceleration behavior has begun to slow down. In this embodiment, the weight calculator 245 stops updating the throttle compensation amount, and maintains the last calculated throttle compensation amount for a period of maintenance time (for example, 0.5 seconds), and after the maintenance time elapses, the The throttle compensation amount is decreased to zero in a stepwise manner (step S58). During this period, the throttle compensation calculation unit 25 continues to calculate the new throttle signal based on the original throttle signal and the maintained or decremented throttle compensation amount (step S46), and the torque control unit 26 continues to calculate and generate the corresponding torque based on the new throttle signal Command (step S48), and output a torque command to the motor member 23 (step S50).

In this embodiment, the processor 22 continuously monitors whether the power of the electric locomotive 2 is turned off (step S52), and continuously executes steps S40 to S58 before the power of the electric locomotive 2 is turned off, so as to correspond to the acceleration of the driver during continuous operation The behavior immediately determines whether to compensate the output torque accordingly, so that the driver can get a better sense of acceleration.

Please continue to refer to FIG. 9, which is a first specific embodiment of the signal change diagram of the present invention.

Fig. 9 reveals the change process of the original throttle signal 31 rising from 0% to 100%, that is, the change process of the electric locomotive 2 accelerating from a stationary state to the rated upper limit of the throttle signal. In the embodiment of FIG. 9, the correction threshold is 5% of the rated upper limit of the throttle signal, and the release threshold is 0% of the rated upper limit of the throttle signal, but it is not limited thereto.

As shown in FIG. 9, when the throttle change rate 41 is greater than or equal to the correction threshold, the weight calculator 245 will start to calculate the throttle compensation amount 42, and the throttle compensation calculation unit 25 will add the original throttle signal 31 to the throttle compensation amount 42 Generate a new throttle signal 33 by calculation.

Please continue to refer to FIG. 10, which is a second specific embodiment of the signal change diagram of the present invention.

Figure 10 reveals the process of the original throttle signal 31 rising from 0% to 100% and then decreasing to 0%, that is, the electric locomotive 2 accelerates from a stationary state to the rated upper limit of the throttle signal, and then returns to a stationary state. . In the embodiment of FIG. 10, the correction threshold is 5% of the rated upper limit of the throttle signal, and the cancellation threshold is 0% of the rated upper limit of the throttle signal, but not limited to this.

As shown in FIG. 10, when the throttle change rate 41 is greater than or equal to the correction threshold, the weight calculator 245 will start to calculate the throttle compensation amount 42, and the throttle compensation calculation unit 25 will add the original throttle signal 31 to the throttle compensation amount 42 Generate a new throttle signal 33 by calculation. When the throttle change rate 41 is less than the release threshold, the weight calculator 245 starts to decrease the calculated last throttle compensation amount 42 stepwise. In this way, the weight calculator 245 will make the new throttle signal 33 calculated and generated by the throttle compensation calculation unit 25 gradually the same as the original throttle signal 31, and finally the compensation ends.

Please continue to refer to FIG. 11, which is a third embodiment of the signal change diagram of the present invention.

Figure 11 reveals the process of repeated changes of the original throttle signal 31 from 50% to 100%, that is, the driver repeatedly accelerates/returns fuel. In the embodiment of FIG. 11, the correction threshold is 5% of the rated upper limit of the throttle signal, and the cancellation threshold is 0% of the rated upper limit of the throttle signal, but not limited to this.

As shown in Figure 11, even if the throttle change rate 41 is less than the release threshold (the throttle compensation amount 42 begins to decrease in a stepwise manner), when the throttle change rate 41 is suddenly greater than the correction threshold, the weight calculator 245 will restart and update The throttle compensation amount is 42 so that the electric locomotive 2 once again obtains a larger output torque, thereby allowing the driver to obtain an obvious sense of acceleration.

In the present invention, the driver can choose to open or close the correction function of the present invention through the man-machine interface of the electric locomotive 2 (not shown in the figure). If the driver chooses to turn off the correction function, the electric locomotive 2 can provide a linear power curve as shown in FIG. 1B, thereby providing better safety and operability, and making the electric locomotive 2 more power-saving overall. If the driver chooses to enable the correction function, the electric locomotive 2 can provide acceleration performance similar to that of a jet engine through the technical solution of the present invention.

Please continue to refer to FIG. 12, which is a fourth embodiment of the signal change diagram of the present invention. Fig. 12 discloses a comparison of the output torque of the electric locomotive 2 when the correction function is turned off and when the correction function is turned on.

It can be seen from the left part of FIG. 12 that when the correction function of the electric locomotive 2 is turned off, the output torque (original output torque 32) changes directly in proportion to the original accelerator signal 31. In the embodiment of FIG. 12, the original output torque 32 can reach 100% of the rated upper limit within 150 ms.

When the correction function of the electric locomotive 2 is turned on, the output torque (new output torque 34) changes with the compensated new accelerator signal 33. In the embodiment illustrated in the right part of FIG. 12, the new output torque 34 can quickly reach 100% of the rated upper limit within 50ms, and can continue to 200% of the rated upper limit with the rate of throttle change (ie, the aforementioned Overclocking action). And, when the throttle change rate is zero, that is, when the original throttle signal 31 is level, the electric locomotive 2 can use the weight calculator 245 to reduce the load (that is, the last throttle compensation amount is stepped down), To prevent the driver from having an immediate sense of stall when returning fuel.

In summary, the present invention compensates the output torque according to the throttle change rate, which can effectively enable the electric locomotive to achieve acceleration performance similar to that of a fuel engine with chip compensation. Furthermore, the present invention comprehensively considers the control gain and multiple environmental factors to adjust the throttle compensation amount, thereby compensating the output torque while having the effects of comfort, safety and energy saving.

1, 2: Electric locomotive

11, 21: Throttle unit

12: Torque control unit

13, 23: Motor components

22: processor

24: acceleration compensation calculation module

241: Differential calculator

242: Moving Average Program

243: control gain

244: Environmental factor calculation coefficient

2441: Drive status

2442: vehicle speed

2443: Driving Mode

2444: battery output

2445: Brake status

245: Weight calculator

25: Throttle compensation calculation module

26: Torque control module

31: Original throttle signal

32: Original output torque

33: New throttle signal

34: New output torque

41: Throttle change rate

42: Throttle compensation

5: Compensation area

6: Overclocking zone

S10~S16: Calculation steps

S20~S32, S40~S58: Compensation steps

TPS: Throttle signal

TPS_Old: Original throttle signal

TPS_New: New throttle signal

TPS_Comp: Throttle compensation amount

TqCmd: Torque command

ΔTPS: Throttle change rate

Fig. 1A is a block diagram of a related art electric locomotive.

FIG. 1B is a schematic diagram of the acceleration curve of the related technology.

Fig. 2 is a first specific embodiment of the block diagram of the electric locomotive of the present invention.

FIG. 3A is a first specific embodiment of the schematic diagram of the acceleration curve of the present invention.

FIG. 3B is a second specific embodiment of the schematic diagram of the acceleration curve of the present invention.

Fig. 4 is a second specific embodiment of the block diagram of the electric locomotive of the present invention.

FIG. 5 is a first specific embodiment of the block diagram of the acceleration compensation calculation module of the present invention.

Fig. 6 is a first specific embodiment of the flowchart for calculating the throttle change rate of the present invention.

Fig. 7 is a first specific embodiment of the acceleration compensation flowchart of the present invention.

Fig. 8 is a second specific embodiment of the acceleration compensation flowchart of the present invention.

FIG. 9 is a first specific embodiment of the signal change schematic diagram of the present invention.

FIG. 10 is a second specific embodiment of the signal change schematic diagram of the present invention.

FIG. 11 is a third embodiment of the signal change diagram of the present invention.

FIG. 12 is a fourth specific embodiment of the signal change schematic diagram of the present invention.

2: Electric locomotive

21: Throttle unit

22: processor

23: Motor components

24: acceleration compensation calculation module

25: Throttle compensation calculation module

26: Torque control module

TPS_Old: Original throttle signal

TPS_New: New throttle signal

TPS_Comp: Throttle compensation amount

TqCmd: Torque command

Claims (20)

An acceleration compensation system for electric locomotives, including: A throttle unit that accepts external operations and generates a corresponding original throttle signal according to the operating range; A processor electrically connected to the throttle unit, including an acceleration compensation calculation module, a throttle compensation calculation module, and a torque control module, wherein the acceleration compensation calculation module receives the original throttle signal and operates according to the throttle unit The amplitude change calculates a throttle change rate, and calculates a throttle compensation amount based on the throttle change rate; the throttle compensation calculation module sums the original throttle signal and the throttle compensation amount to generate a new throttle signal; the torque control module Generate a corresponding torque command according to the new throttle signal; and A motor component electrically connected to the processor, receives the torque command from the processor, and performs corresponding operations according to the torque command; Wherein, the acceleration compensation calculation module continuously monitors the change of the operating range of the throttle unit, and the acceleration compensation calculation module compares the throttle change rate with a correction threshold after calculating the throttle change rate, and compares the throttle change rate When it is greater than or equal to the correction threshold, start acceleration compensation and calculate the throttle compensation amount. The acceleration compensation system for an electric locomotive according to claim 1, wherein the motor component can operate at a torque output between 100% and 300% of a rated upper limit according to the torque command. The acceleration compensation system for an electric locomotive according to claim 1, wherein the acceleration compensation calculation module compares the throttle change rate with a release threshold when the throttle change rate is less than the correction threshold, and compares the throttle change rate with a release threshold when the throttle change rate is less than When the threshold is lifted, the calculated last amount of the throttle compensation is stepped down to zero; and when the rate of change of the throttle is greater than or equal to the lift threshold, the last calculated amount of the throttle compensation is maintained for a maintenance time; and After the maintenance time has elapsed, the throttle compensation amount is gradually reduced to zero, wherein the release threshold is smaller than the correction threshold. The acceleration compensation system of an electric locomotive according to claim 1, wherein the acceleration compensation calculation module receives the original throttle signal from the throttle unit, and executes a differential calculation program on the original throttle signal to generate the throttle change rate. The acceleration compensation system for an electric vehicle according to claim 4, wherein the acceleration compensation calculation module obtains an average value of the throttle change rate through a moving average program, and calculates and generates the throttle compensation amount according to the average value. The acceleration compensation system for an electric vehicle according to claim 5, wherein the acceleration compensation calculation module multiplies the average value of the throttle change rate by a control gain to generate the throttle compensation amount. The acceleration compensation system for an electric vehicle according to claim 6, wherein the preset value of the control gain is 0.6 to 1.0. The acceleration compensation system of an electric locomotive according to claim 5, wherein the acceleration compensation calculation module uses a weight calculator to calculate a correction coefficient according to a calculation coefficient of a control gain and at least one environmental factor, and the accelerator The average value of the rate of change is multiplied by the correction coefficient to calculate the throttle compensation amount. The acceleration compensation system for an electric vehicle according to claim 8, wherein the at least one environmental factor includes at least a driver state, a vehicle speed, a traveling mode, a battery output state, or a braking state. The acceleration compensation system for an electric vehicle according to claim 9, wherein the environmental factor of the vehicle speed includes a low-medium speed state and a high-speed state, and the calculation corresponding to the environmental factor of the vehicle speed is the low-medium speed state The environmental factor whose coefficient is greater than the vehicle speed corresponds to the calculation coefficient in the high-speed state; wherein the environmental factor of the driving mode includes an energy-saving mode and a power mode, and the environmental factor of the driving mode corresponds to the power mode The calculation coefficient is greater than the calculation coefficient when the environmental factor of the driving mode is the energy-saving mode; wherein the environmental factor of the battery output state includes at least a battery power, a battery temperature, and a battery voltage, and when the battery When the power is less than a residual power threshold, the battery temperature is higher than an over-temperature protection threshold, or the battery voltage is lower than a low-voltage protection threshold, the calculation coefficient corresponding to the environmental factor of the battery output state is set to zero. An acceleration compensation method for an electric locomotive is applied to an electric locomotive having a throttle unit, a processor, and a motor component, and includes the following steps: a) Accept external operations through the throttle unit, and generate a corresponding original throttle signal according to the operating range; b) An acceleration compensation calculation module of the processor receives the original throttle signal and calculates a throttle change rate based on the change in the operating range of the throttle unit; c) Compare the throttle change rate with a correction threshold; d) When the throttle change rate is greater than or equal to the correction threshold, the acceleration compensation calculation module calculates a throttle compensation amount according to the throttle change rate; e) A throttle compensation calculation module of the processor sums the original throttle signal and the throttle compensation amount to generate a new throttle signal; f) A torque control module of the processor generates a corresponding torque command according to the new throttle signal; g) The motor component receives the torque command from the processor, and performs corresponding operations according to the torque command; and h) Repeat steps a) to g) until the electric locomotive is turned off. The acceleration compensation method for an electric locomotive according to claim 11, wherein the motor component has a rated upper limit of torque output, and the torque command can make the motor component operate at a torque output between 100% and 300% of the rated upper limit. The acceleration compensation method of electric locomotive as described in claim 11 further includes the following steps: c1) After the step c), when the throttle change rate is less than the correction threshold, compare the throttle change rate with a cancellation threshold, where the cancellation threshold is less than the correction threshold; c2) Decrease the last calculated amount of the throttle compensation stepwise to zero when the rate of throttle change is less than the release threshold, during which step e) is executed with the decreased throttle compensation amount; and c3) When the throttle change rate is greater than or equal to the release threshold, the last calculated throttle compensation amount is maintained for a maintenance time. After the maintenance time, the throttle compensation amount is gradually reduced to zero. The step e) is executed for the throttle compensation amount after maintaining or decreasing. The acceleration compensation method for an electric vehicle according to claim 11, wherein the step b) is to perform a differential calculation program on the original throttle signal to generate the throttle change rate. The acceleration compensation method for an electric vehicle according to claim 14, wherein the step b) is to obtain an average value of the throttle change rate by a moving average program, and the step d) is based on the average of the throttle change rate The value calculation produces the throttle compensation amount. The acceleration compensation method for an electric vehicle according to claim 15, wherein the step d) is to multiply the average value of the throttle change rate by a control gain to generate the throttle compensation amount. According to claim 16, the acceleration compensation method of an electric vehicle, wherein the preset value of the control gain is 0.6 to 1.0. The acceleration compensation method for an electric locomotive according to claim 15, wherein the step d) is to generate a correction coefficient according to a calculation coefficient of a control gain and at least one environmental factor by a weight calculator, and change the throttle The average value of the rate is multiplied by the correction coefficient to calculate the throttle compensation amount. The acceleration compensation method for an electric vehicle according to claim 18, wherein the at least one environmental factor includes at least a driver state, a vehicle speed, a traveling mode, a battery output state, or a braking state. The acceleration compensation method of an electric vehicle according to claim 19, wherein the environmental factor of the vehicle speed includes a low-medium speed state and a high-speed state, and the calculation corresponding to the environmental factor of the vehicle speed is the low-medium speed state The environmental factor with a coefficient greater than the vehicle speed is the calculation coefficient corresponding to the high-speed state; the environmental factor of the driving mode includes an energy-saving mode and a power mode, and the environmental factor of the driving mode corresponds to the power mode The calculation coefficient is greater than the calculation coefficient when the environmental factor of the driving mode is the energy-saving mode; the environmental factor of the battery output state includes at least a battery power, a battery temperature, and a battery voltage, and when the battery power is less than When a residual power threshold, the battery temperature is higher than an over-temperature protection threshold, or the battery voltage is lower than a low-voltage protection threshold, the calculation coefficient corresponding to the environmental factor of the battery output state is set to zero.

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