CN103978910A - Power system of electric locomotive - Google Patents

Abstract

A power system of an electric locomotive comprises a battery, a motor, a rectifying unit, an electronic throttle handle, a rotating speed monitoring unit and a motor control unit. The battery provides a supply voltage. The motor provides a shaft position signal. The rectifying unit is coupled with the battery and the motor, provides a motor driving signal to the motor according to the power voltage and the electric driving signal, and provides a motor rotating speed signal. The electronic throttle handle provides a throttle signal. The rotation speed monitoring unit is coupled with the rectifying unit and the electronic throttle handle so as to provide a throttle control signal according to the motor rotation speed signal and the throttle signal. The motor control unit is coupled with the rectifying unit, the rotating speed monitoring unit and the motor so as to provide an electric driving signal according to the rotating shaft position signal and the throttle control signal.

Description

Power system of electric locomotive

technical field

The present invention relates to a power system of an electric locomotive, and in particular to a power system of an electric locomotive using unipolar voltage

Background technique

In recent years, the awareness of environmental protection has been on the rise. Under the trend of energy saving and carbon reduction, the technology of electric locomotives has been rapidly developed. Generally speaking, the accelerator handle of an electric motorcycle generates an accelerator voltage through a Hall element and an iron plate disposed on the handle, and the voltage range of the accelerator voltage is generally 1.2-4.2 volts. Moreover, when the components are aging or the design is wrong, the throttle voltage may be lower than 1.2 volts, so that the speed control of the motor is wrong (for example: sudden rush). Based on the above situation, the power system of the electric vehicle will use a bipolar power supply voltage operational amplifier, so that it can still operate normally when the components are aging or the design is wrong. the

Generally speaking, the battery only provides a unipolar power supply voltage, while the bipolar power supply voltage must be generated by converting the unipolar power supply voltage provided by the battery through a power supply circuit. Although the use of an operational amplifier with bipolar power supply voltage can improve the safety of the power system of the electric vehicle, the configuration of the power supply circuit will increase the hardware cost. Therefore, how to maintain the safety of the power system of the electric locomotive and reduce its hardware cost is an important issue in the design of the electric locomotive. the

China Taiwan Patent No. 499378 discloses that an electric two-wheeled vehicle is provided with: a vehicle rotation sensor, a brake switch, and a load switch. A control box is provided in the space from the partition to the rear side in the battery box, and the control circuit provided therein, the aforementioned wheel rotation sensor, brake switch, etc. constitute a traveling speed control device. The positive side terminal of the battery row is connected in series to the control circuit and the brake switch via the power switch and the load switch. Among the control circuits is a pulse detection circuit, and the pulse signal output from the magnetoelectric element of the wheel rotation sensor will be detected by the pulse detection circuit and output to the calculation circuit. The calculation circuit is composed of a combined theoretical circuit with an integrator and a differentiator, and performs calculation processing on the change of the time interval of the pulse signal input from the pulse detection circuit to calculate the acceleration. If the acceleration is less than "0" When it is large, the acceleration signal corresponding to its value is output to the D/A (digital/analog) conversion circuit. In the D/A conversion circuit, the input acceleration signal is analog-converted into a voltage signal (command voltage) and output to the motor drive amplifier. the

China Taiwan Patent No. 340467 discloses that when the other end of the throttle arm is perforated and connected with the throttle cable, when the throttle handle is operated to drive the throttle cable, the magnetic ring on the throttle arm will move in the circumferential direction on the outer periphery of the pivot column. The magnetic flux in the ring area of the magnetic ring produces a relative displacement relative to the Hall element. The change of the cutting magnetic flux will disturb the current line in the conductor due to the magnetic field, resulting in a voltage in the vertical direction of the current. In a properly controlled voltage Within the range, that is, touch the power device, and automatically start the bicycle to move forward. However, before the voltage starts the bicycle, first, the signal is amplified by the amplifier, and then the analog/digital signal is converted by the central control unit (CPU), which is continuously supplied by the battery. The drive circuit then drives the motor so that the motor drives the bicycle forward. the

Contents of the invention

The invention provides a power system of an electric locomotive, which can accurately control the rotational speed of the motor and prevent the motor from rushing. the

Other purposes and advantages of the present invention can be further understood from the technical features disclosed in the present invention. the

In order to achieve one or part or all of the above objectives or other objectives, an embodiment of the present invention provides a power system of an electric locomotive, including a battery, a motor, a rectifier unit, an electronic accelerator handle, a speed monitoring unit and a motor control unit . The battery provides the supply voltage. The motor provides the shaft position signal. The rectification unit is coupled to the battery and the motor, and receives an electric driving signal. The rectification unit provides a motor drive signal to the motor according to the power supply voltage and the electric drive signal, and provides a motor speed signal. The electronic accelerator handle provides the throttle signal, and the throttle signal corresponds to the throttle voltage. The speed monitoring unit is coupled to the rectifier unit and the electronic throttle handle to provide a throttle control signal according to the motor speed signal and the throttle signal, wherein the speed monitoring unit includes a throttle detection unit, and the throttle detection unit includes a first operational amplifier with a first operational input end, the second operation input end and the first operation output end, the first operation input end receives the accelerator voltage, the second operation input end is coupled to the ground voltage, and the accelerator detection unit generates a first comparison voltage according to the accelerator voltage. The motor control unit is coupled to the rectifier unit, the rotational speed monitoring unit and the motor to provide electric driving signals according to the position signal of the rotating shaft and the throttle control signal. the

In an embodiment of the present invention, the above-mentioned rotational speed monitoring unit further includes: a rotational speed detection unit coupled to the rectification unit to receive the motor rotational speed signal, and generates a second comparison voltage according to the motor rotational speed signal; a comparator having a first comparison input terminal, a second comparison input terminal and a comparison output terminal, the first comparison input terminal is coupled to the throttle detection unit to receive the first comparison voltage, the second comparison input terminal is coupled to the rotational speed detection unit to receive the second comparison voltage; the first resistor, It has a first terminal and a second terminal, the first terminal of the first resistor receives the system voltage, and the second terminal of the first resistor provides the throttle control signal; and the switch has a first terminal, a second terminal and a control terminal, and the switch has a first terminal, a second terminal and a control terminal. The first end is coupled to the second end of the first resistor for receiving the throttle control signal, the second end of the switch receives the ground voltage, and the control end is coupled to the comparison output end of the comparator. the

In an embodiment of the present invention, the above throttle detection unit further includes: a first bias voltage coupled between the throttle signal and the ground voltage, the throttle signal corresponding to the throttle voltage; a second resistor having a first terminal and a second terminal, the voltage received by the first terminal of the second resistor is the sum of the throttle voltage and the first bias voltage, the first operation input terminal is coupled to the second terminal of the second resistor; the third resistor is coupled to the second terminal of the second resistor Between the second terminal and the ground voltage; the fourth resistor, coupled between the second operational input terminal of the first operational amplifier and the ground voltage; the fifth resistor, coupled between the second operational input terminal of the first operational amplifier and the ground voltage; Between the first operational output terminals; the sixth resistor has a first terminal and a second terminal, the first terminal of the sixth resistor is coupled to the first operational output terminal of the first operational amplifier, and the second terminal of the sixth resistor outputs the first terminal a comparison voltage; and a capacitor coupled between the second terminal of the sixth resistor and the ground voltage. the

In an embodiment of the present invention, the above-mentioned rotation speed detection unit includes: a reference voltage generation unit coupled to the rectification unit to generate a rotation speed reference voltage according to the motor rotation speed signal; a bias voltage generation unit for generating a rotation speed bias; and The voltage addition circuit is coupled to the reference voltage generation unit and the bias voltage generation unit, and provides a second comparison voltage. the

In an embodiment of the present invention, the above-mentioned reference voltage generating unit includes: a seventh resistor having a first terminal and a second terminal, the first terminal of the seventh resistor receives the motor speed signal, and the second terminal of the seventh resistor is coupled to connected to the ground voltage; the second operational amplifier has a third operational input terminal, a fourth operational input terminal and a second operational output terminal, and the second operational output terminal outputs a speed reference voltage; the eighth resistor has a first terminal and a second terminal , coupled between the first terminal of the seventh resistor and the third computing input terminal; the ninth resistor, coupled between the third computing input terminal and the ground voltage; the tenth resistor, coupled between the ground voltage and the fourth between the computing input terminals; and an eleventh resistor coupled between the fourth computing input terminal and the second computing output terminal. the

In an embodiment of the present invention, the above-mentioned bias voltage generating unit includes: a second bias voltage; a third operational amplifier having a fifth operational input terminal, a sixth operational input terminal and a third operational output terminal, and the third operational output terminal The end outputs the rotational speed bias, the sixth operation input terminal is coupled to the third operation output terminal; the twelfth resistor is coupled between the second bias voltage and the fifth operation input terminal; and the thirteenth resistor is coupled to the third operation input terminal. Between the five arithmetic input terminals and the ground voltage. the

In an embodiment of the present invention, the above-mentioned voltage addition circuit includes: a fourth operational amplifier having a seventh operational input terminal, an eighth operational input terminal and a fourth operational output terminal, and the fourth operational output terminal outputs the second comparison voltage ; the fourteenth resistor is coupled between the seventh operation input terminal and the reference voltage generating unit to receive the speed reference voltage; the fifteenth resistor is coupled between the seventh operation input terminal and the bias voltage generation unit to receiving the rotation speed bias; the sixteenth resistor, coupled between the eighth computing input terminal and the ground voltage; and the seventeenth resistor, coupled between the eighth computing input terminal and the fourth computing output terminal. the

In an embodiment of the present invention, the above-mentioned rotational speed monitoring unit further includes: a feedback resistor coupled between the second end of the first resistor and the second comparison input end. the

In an embodiment of the present invention, the above speed monitoring unit further includes: a diode coupled between the control terminal of the switch and the comparison output terminal of the comparator. the

In an embodiment of the present invention, the above motor speed signal is a current signal. the

Based on the above, in the above-mentioned embodiments of the present invention, the speed monitoring unit of the power system of the electric locomotive provides the throttle control signal according to the motor speed signal and the throttle signal, and the motor control unit generates the electric drive signal according to the throttle control signal, so it can accurately control The speed of the motor corresponds to the throttle signal without rushing. the

In order to make the above-mentioned features and advantages of the present invention more comprehensible, the following specific embodiments are described in detail with reference to the accompanying drawings. the

Description of drawings

Fig. 1 is a system schematic diagram of the power system of an electric locomotive according to an embodiment of the present invention;

Fig. 2 is a schematic circuit diagram of a rotational speed monitoring unit according to an embodiment of the present invention;

Fig. 3 is a schematic circuit diagram of an accelerator detection unit according to an embodiment of the present invention;

Fig. 4 is a system schematic diagram of a rotational speed detection unit according to an embodiment of the present invention;

5 is a schematic circuit diagram of a reference voltage generating unit according to an embodiment of the present invention;

6 is a schematic circuit diagram of a bias generating unit according to an embodiment of the present invention;

7 is a schematic circuit diagram of a voltage adding unit according to an embodiment of the present invention;

Figure 8 is a schematic circuit diagram of a rotational speed monitoring unit according to another embodiment of the present invention; and

FIG. 9 is a simulation diagram of the first comparison voltage, the second comparison voltage and the motor current of the rotation speed monitoring unit according to an embodiment of the present invention. the

Detailed ways

The aforementioned and other technical contents, features and effects of the present invention will be clearly presented in the following detailed descriptions of multiple embodiments in conjunction with the accompanying drawings. The directional terms mentioned in the following embodiments, such as "upper", "lower", "front", "rear", "left", "right", etc., are only referring to the directions of the drawings. Accordingly, the directional terms are used to illustrate, not to limit, the invention. the

FIG. 1 is a system schematic diagram of an electric power system of an electric vehicle according to an embodiment of the present invention. Referring to FIG. 1 , in this embodiment, the power system 100 of an electric vehicle includes a battery 110 , a rectifier unit 120 , a motor 130 , an electronic accelerator handle 140 , a rotational speed monitoring unit 150 and a motor control unit 160 . The battery 110 provides a power voltage VPP to the rectifier unit 120 . The motor 130 provides a shaft position signal SSP. The rectification unit 120 is coupled to the battery 110 and the motor 130 , and receives the power driving signal SPD generated by the motor control unit 160 . The rectification unit 120 provides a motor driving signal SMD to the motor 130 according to the power voltage VPP and the power driving signal SPD to control the speed of the motor 130 , and provides a motor speed signal SMS to the speed monitoring unit 150 according to the speed of the motor 130 . Moreover, the rotational speed of the motor 130 is related to the current provided to the motor 130, that is, the current of the motor driving signal SMD. Therefore, after the rectification unit 120 detects the current of the motor driving signal SMD, the motor rotational speed signal SMS is generated according to the detection result, wherein the motor The speed signal SMS can be a voltage signal or a current signal, which can be determined according to the requirements of the circuit design, and the embodiment of the present invention is not limited thereto. the

The electronic throttle handle 140 provides the throttle signal STH to the speed monitoring unit 150 according to the user's operation. The speed monitoring unit 150 is coupled to the rectifier unit 120 and the electronic throttle handle 140, and provides the throttle control signal according to the motor speed signal SMS and the throttle signal STH. STC to the motor control unit 160, wherein the speed monitoring unit 150 can determine the voltage level corresponding to the throttle control signal STC by comparing the voltage level corresponding to the motor speed signal SMS with the throttle voltage corresponding to the throttle signal STH. The motor control unit 160 is coupled to the rectifier unit 120, the motor 130, and the speed monitoring unit 150, and provides a power drive signal SPD to the rectifier unit 120 according to the shaft position signal SSP representing the running position of the motor shaft and the throttle control signal STC to control the rectifier unit. 120 provides the timing of supplying the power voltage VPP to the motor 130 . the

According to the above, since the speed monitoring unit 150 provides the throttle control signal STC according to the motor speed signal SMS and the throttle signal STH, and the motor control unit 160 generates the electric drive signal SPD according to the throttle control signal STC, so the speed of the motor 130 can be accurately controlled corresponding to the throttle signal. STH, without bursting. the

FIG. 2 is a schematic circuit diagram of a rotational speed monitoring unit according to an embodiment of the invention. Please refer to FIG. 1 and FIG. 2. In this embodiment, the speed monitoring unit 150a includes an accelerator detection unit 210, a speed detection unit 220, a comparator CMP1, a first resistor R1 and a switch SW1, wherein the comparator CMP1 can be implemented by an operational amplifier. implementation, and the switch SW1 can be implemented by using a transistor, the embodiment of the present invention is not limited thereto. the

The throttle detection unit 210 is coupled to the electronic throttle handle 140 to receive the throttle signal STH, and generates a first comparison voltage VCM1 according to the throttle voltage corresponding to the throttle signal STH. The rotation speed detection unit 220 is coupled to the rectification unit 120 to receive the motor rotation speed signal SMS, and generates a second comparison voltage VCM2 according to the motor rotation speed signal SMS. The comparator CMP1 has a positive input terminal (corresponding to the first comparison input terminal), a negative input terminal (corresponding to the second comparison input terminal) and an output terminal (corresponding to the comparison output terminal). A positive input terminal of the comparator CMP1 is coupled to the throttle detection unit 210 to receive the first comparison voltage VCM1 , and a negative input terminal of the comparator CMP1 is coupled to the speed detection unit 220 to receive the second comparison voltage VCM2 . the

The first end of the first resistor R1 receives the system voltage VDD, and the second end of the first resistor R1 provides the throttle control signal STC, wherein the system voltage VDD can be the power supply voltage VPP provided by the battery 110, or a DC voltage of other levels, But the embodiments of the present invention are not limited thereto. The first terminal of the switch SW1 is coupled to the second terminal of the first resistor R1 for receiving the throttle control signal STC, the second terminal of the switch SW1 receives the ground voltage, and the control terminal of the switch SW1 is coupled to the output terminal of the comparator CMP1. the

According to the above, when the first comparison voltage VCM1 is greater than the second comparison voltage VCM2 , it means that the current provided to the motor 130 is not high enough, and the current provided to the motor 130 needs to be increased to increase the speed of the motor 130 . And the output terminal of the comparator CMP1 is at a high voltage level (such as the system voltage VDD). At this time, the switch SW1 is controlled by the output voltage of the comparator CMP1 to be turned on, so that the throttle control signal STC is at the ground voltage (equivalent to the low voltage level). When the first comparison voltage VCM1 is less than or equal to the second comparison voltage VCM2, it means that the current supplied to the motor 130 is too high, and the current supplied to the motor 130 needs to be reduced to reduce the speed of the motor 130. And the output terminal of the comparator CMP1 is at a low voltage level (such as ground voltage). At this time, the switch SW1 will be controlled by the output voltage of the comparator CMP1 and will not be turned on, so that the accelerator control signal STC is the system voltage VDD (equal to the high voltage level), so the speed monitoring unit 150a is based on the first comparison voltage The voltage level of VCM1 determines the voltage level corresponding to the throttle control signal STC. the

FIG. 3 is a schematic circuit diagram of an accelerator detection unit according to an embodiment of the present invention. Please refer to FIG. 1 to FIG. 3. In this embodiment, the throttle detection unit 210a includes a first bias voltage VB1, a second resistor R2, a third resistor R3, a first operational amplifier OP1, a fourth resistor R4, and a fifth resistor R5. , the sixth resistor R6 and the capacitor C1. The first bias voltage VB1 is coupled between the throttle signal STH and the ground voltage, and the throttle signal STH corresponds to the throttle voltage. The voltage received by the first end of the second resistor R2 is the sum of the accelerator voltage corresponding to the accelerator signal STH and the first bias voltage VB1 . The third resistor is coupled to the second terminal of the second resistor R2 and the ground voltage. the

The first operational amplifier OP1 has a positive input terminal (corresponding to the first operational input terminal), a negative input terminal (corresponding to the second operational input terminal) and an output terminal (corresponding to the first operational output terminal). The positive input terminal of the first operational amplifier OP1 is coupled to the second terminal of the second resistor R2. The fourth resistor R4 is coupled between the negative input terminal of the first operational amplifier OP1 and the ground voltage. The fifth resistor R5 is coupled between the negative input terminal and the output terminal of the first operational amplifier OP1. A first terminal of the sixth resistor R6 is coupled to the output terminal of the first operational amplifier OP1, and a second terminal of the sixth resistor R6 outputs the first comparison voltage VCM1. The capacitor C1 is coupled between the second terminal of the sixth resistor R6 and the ground voltage. the

According to the above, the amplification factor of the first operational amplifier OP1 is determined by the resistance values of the second resistor R2, the third resistor R3, the fourth resistor R4 and the fifth resistor R5, that is, the output terminal voltage of the first operational amplifier OP1 and the accelerator signal The ratio of the throttle voltage corresponding to STH to the sum of the first bias voltage VB1 is determined by the resistance values of the second resistor R2, the third resistor R3, the fourth resistor R4 and the fifth resistor R5, and the output terminal voltage of the first operational amplifier OP1 The first comparison voltage VCM1 provided by the throttle detection unit 210a is determined. Moreover, the rising and falling speeds of the first comparison voltage VCM1 are determined by the resistance value of the sixth resistor R6 and the capacitance value of the capacitor C1. In this application, the throttle signal STH is coupled to the positive terminal of the first operational amplifier OP1, and the fourth resistor R4 is coupled between the negative input terminal of the first operational amplifier OP1 and the ground voltage, so that the output voltage of the first operational amplifier OP1 It will not be less than zero. Even if the throttle voltage corresponding to the throttle signal is lower than 1.2 volts due to aging or design errors of the throttle handle, the output terminal of the first operational amplifier OP1 will not generate negative pressure, which can avoid motor speed control errors. Rush. the

FIG. 4 is a system diagram of a rotational speed detection unit according to an embodiment of the present invention. Referring to FIG. 1 , FIG. 2 and FIG. 4 , in this embodiment, the rotation speed detection unit 220 a includes a reference voltage generation unit 410 , a bias voltage generation unit 420 , and a voltage addition circuit 430 . The reference voltage generation unit 410 is coupled to the rectification unit 120 and generates a speed reference voltage VSR according to the motor speed signal SMS provided by the rectification unit 120 . The bias generating unit 420 is used to generate a rotational speed bias VBS. The voltage adding circuit 430 is coupled to the reference voltage generation unit 410 and the bias voltage generation unit 420, and provides a second comparison voltage VCM2. the

FIG. 5 is a schematic circuit diagram of a reference voltage generating unit according to an embodiment of the invention. Please refer to FIG. 1 , FIG. 2 , FIG. 4 and FIG. 5 , in this embodiment, the motor speed signal SMS is, for example, a current signal. The reference voltage generating unit 410a includes a seventh resistor R7, an eighth resistor R8, a ninth resistor R9, a tenth resistor R10, an eleventh resistor R11 and a second operational amplifier OP2. A first end of the seventh resistor R7 receives the motor speed signal SMS, and a second end of the seventh resistor R7 is coupled to the ground voltage. the

The second operational amplifier OP2 has a positive input terminal (corresponding to the third operational input terminal), a negative input terminal (corresponding to the fourth operational input terminal) and an output terminal (corresponding to the second operational output terminal), and the output terminal of the second operational amplifier OP2 outputs Speed reference voltage VSR. The eighth resistor R8 is coupled between the first terminal of the seventh resistor R7 and the positive input terminal of the second operational amplifier OP2. The ninth resistor R9 is coupled between the positive input terminal of the second operational amplifier OP2 and the ground voltage. The tenth resistor R10 is coupled between the ground voltage and the negative input terminal of the second operational amplifier OP2. The eleventh resistor R11 is coupled between the negative input terminal of the second operational amplifier OP2 and the output terminal of the second operational amplifier OP2. the

FIG. 6 is a schematic circuit diagram of a bias generating unit according to an embodiment of the invention. Referring to FIG. 1 , FIG. 2 , FIG. 4 and FIG. 6 , in this embodiment, the bias generating unit 420 a includes a second bias voltage VB2 , a third operational amplifier OP3 , a twelfth resistor R12 and a thirteenth resistor R13 . The third operational amplifier OP3 has a positive input terminal (corresponding to the fifth operational input terminal), a negative input terminal (corresponding to the sixth operational input terminal) and an output terminal (corresponding to the third operational output terminal). The output terminal of the third operational amplifier OP3 outputs the rotational speed bias voltage VBS, and the negative input terminal of the third operational amplifier OP3 is coupled to the output terminal of the third operational amplifier OP3. The twelfth resistor R12 is coupled between the second bias voltage VB2 and the positive input terminal of the third operational amplifier OP3. The thirteenth resistor R13 is coupled between the positive input terminal of the third operational amplifier OP3 and the ground voltage. the

FIG. 7 is a schematic diagram of a voltage adding circuit according to an embodiment of the invention. Please refer to Fig. 1, Fig. 2, Fig. 4 and Fig. 7, in this embodiment, the voltage addition circuit 430a includes the fourteenth resistor R14, the fifteenth resistor R15, the sixteenth resistor R16, the seventeenth resistor R17 and the Four operational amplifiers OP4. The fourth operational amplifier OP4 has a positive input terminal (corresponding to the seventh operational input terminal), a negative input terminal (corresponding to the eighth operational input terminal) and an output terminal (corresponding to the fourth operational output terminal). The output terminal of the fourth operational amplifier OP4 outputs the second comparison voltage VCM2. The fourteenth resistor R14 is coupled between the positive input terminal of the fourth operational amplifier OP4 and the reference voltage generating unit 410 to receive the speed reference voltage VSR. The fifteenth resistor R15 is coupled between the positive input terminal of the fourth operational amplifier OP4 and the bias generating unit 420 to receive the rotational speed bias VBS. The sixteenth resistor R16 is coupled between the negative input terminal of the fourth operational amplifier OP4 and the ground voltage. The seventeenth resistor R17 is coupled between the negative input terminal of the fourth operational amplifier OP4 and the output terminal of the fourth operational amplifier OP4. the

According to the above-mentioned descriptions of FIG. 2 to FIG. 7, the operational amplifiers (such as OP1-OP4) used in the speed monitoring unit 150 of the embodiment of the present invention will not generate negative voltages, so the operational amplifiers used in the speed monitoring unit 150 (such as OP1-OP4) are operational amplifiers with unipolar power supply voltage, and there is no need to use operational amplifiers with bipolar power supply voltage, thereby simplifying the circuit design of the power system 100 of the electric vehicle. the

FIG. 8 is a schematic circuit diagram of a rotational speed monitoring unit according to another embodiment of the present invention. Please refer to FIG. 2 and FIG. 8, in this embodiment, the rotational speed monitoring unit 150b is substantially the same as the rotational speed monitoring unit 150a, the difference is that the rotational speed monitoring unit 150b also includes a feedback resistor RF and a diode D1, wherein the same or similar components are used Same or similar symbols. The feedback resistor RF is coupled between the second terminal of the first resistor R1 and the negative input terminal of the comparator CMP1. Negative feedback is performed through the feedback resistor RF to control the output voltage of the comparator CMP1, thereby adjusting the second comparison voltage VCM2. Ascent speed. The diode D1 is coupled between the control terminal of the switch SW1 and the comparison output terminal of the comparator CMP1. When the first comparison voltage VCM1 is greater than the second comparison voltage VCM2, the output of the comparator CMP1 is a positive value, so the diode D1 is turned on; and When the first comparison voltage VCM1 is less than or equal to the second comparison voltage VCM2, the output of the comparator CMP1 is a negative value, so the diode D1 is equivalent to an open circuit, which can further ensure the normal operation of the motor and avoid overshooting. the

In an embodiment of the present invention, one of the feedback resistor RF and the diode D1 can be selectively configured. In other words, in one embodiment of the present invention, the rotational speed monitoring unit can omit the feedback resistor RF, and in another embodiment of the present invention, the rotational speed monitoring unit can omit the diode D1. The above circuit adjustments can be adjusted according to circuit design requirements and those skilled in the art. the

FIG. 9 is a simulation diagram of the first comparison voltage, the second comparison voltage and the motor current of the rotation speed monitoring unit according to an embodiment of the present invention. Referring to FIG. 1 , FIG. 2 and FIG. 9 , the waveform 910 corresponds to the first comparison voltage VCM1 , the waveform 920 corresponds to the second comparison voltage VCM2 , and the waveform 930 corresponds to the current of the motor 130 . the

As shown in FIG. 9, when the second comparison voltage VCM2 is lower than the first comparison voltage VCM1, the motor control unit 160 will control the rectification unit 120 to supply current to the motor 130 according to the accelerator control signal STC, which means that the current provided to the motor 130 is not enough at this time. High, it is necessary to increase the current supplied to the motor 130 to increase the speed of the motor 130 . When the second comparison voltage VCM2 is equal to the first comparison voltage VCM1, the motor control unit 160 will control the rectification unit 120 to stop supplying current to the motor 130 according to the throttle control signal STC, wherein the time for the rectification unit 120 to stop supplying current to the motor 130 can be determined according to Shaft position signal SSP to determine. The motor 130 can generally be regarded as an inductor and has the effect of storing energy. Therefore, when the rectifying unit 120 stops providing current to the motor 130 , the current of the motor 130 will decrease along time. the

When the first comparison voltage VCM1 is gradually increased, that is, the throttle voltage corresponding to the throttle signal STH is gradually increased, the time required for the second comparison voltage VCM2 to rise to the same as the gradually increased first comparison voltage VCM1 is longer, so that the flow to The electric current of the motor 130 increases. According to the above, when the throttle voltage corresponding to the throttle signal STH rises, the current flowing to the motor 130 will increase, so the speed of the motor 130 will be increased, and the speed of the motor 130 will be monitored through the motor speed signal SMS to ensure that the motor 130 does not Will storm. the

In summary, in the power system of the electric locomotive according to the embodiment of the present invention, the speed monitoring unit provides the throttle control signal according to the motor speed signal and the throttle signal, and the motor control unit generates the electric drive signal according to the throttle control signal, so the motor can be accurately controlled. The speed corresponds to the throttle signal without rushing. Moreover, the operational amplifier used by the rotational speed monitoring unit may be an operational amplifier using a unipolar power supply voltage, thereby simplifying the circuit design of the power system of the electric vehicle. the

The foregoing is only a preferred embodiment of the present invention, and should not limit the scope of the present invention, that is, all simple equivalent changes and modifications made according to the claims of the present invention and the description of the invention are still within the scope of this invention. within the scope of invention patents. In addition, any embodiment or claims of the present invention need not achieve all the objects or advantages or features disclosed in the present invention. In addition, the abstract and the title of the invention are only used to assist in the retrieval of patent documents, and are not used to limit the scope of rights of the present invention. In addition, the abstract and the title of the invention are only used to assist in the retrieval of patent documents, and are not used to limit the scope of rights of the present invention. In addition, terms such as "first" and "second" mentioned in the specification or claims are only used to name elements or to distinguish different embodiments or ranges, and are not used to limit the upper limit of the number of elements. or lower limit. the

【Symbol Description】

100: Power System

110: battery

120: rectifier unit

130: motor

140: Electronic accelerator handle

150, 150a, 150b: speed monitoring unit

160: Motor Control Unit

210, 210a: Throttle detection unit

220, 220a: speed detection unit

410, 410a: reference voltage generation unit

420, 420a: Bias generating unit

430, 430a: voltage addition circuit

910, 920, 930: waveform

C1: capacitance

CMP1: Comparator

D1: Diode

OP1～OP4: operational amplifier

R1～R17: resistance

RF: feedback resistance

SMD: motor drive signal

SMS: motor speed signal

SPD: electric drive signal

SSP: shaft position signal

STC: throttle control signal

SW1: switch

VB1, VB2: bias voltage

VBS: speed bias voltage

VCM1: the first comparison voltage

VCM2: the second comparison voltage

VDD: system voltage

VPP: power supply voltage

VSR: speed reference voltage

STH: Throttle signal. the

Claims (10)

1. a power system for electric locomotive, comprising:

One battery, provides a power line voltage;

One motor, provides a rotating shaft position signal;

One rectification unit, couples described battery and described motor, and receives an electrical drive signal, and described rectification unit provides a motor drive signal to described motor according to described power line voltage and described electrical drive signal, and a motor rotary speed signal is provided;

One electronic type accelerator handle, provides a throttle signal, the corresponding throttle voltage of wherein said throttle signal;

One monitor speed unit, couple described rectification unit and described electronic type accelerator handle, to provide a throttle control signal according to described motor rotary speed signal and described throttle signal, wherein said monitor speed unit comprises a throttle detecting unit, described throttle detecting unit comprises one first op amp, there is one first computing input end, one second computing input end and one first computing mouth, described the first computing input end receives described throttle voltage, described the second computing input end couples a ground voltage, described throttle detecting unit produces one first comparative voltage according to described throttle voltage, and

One motor control unit, couples described rectification unit, described monitor speed unit and described motor, to provide described electrical drive signal according to described rotating shaft position signal and described throttle control signal.

2. the power system of electric locomotive as claimed in claim 1, wherein said monitor speed unit also comprises:

One rotation speed detection unit, couples described rectification unit to receive described motor rotary speed signal, and produces one second comparative voltage according to described motor rotary speed signal;

One comparator, have one first and compare relatively relatively mouth of input end and of input end, one second, described first compares input end couples described throttle detecting unit to receive described the first comparative voltage, and described second compares input end couples described rotation speed detection unit to receive described the second comparative voltage;

One first resistance, has a first end and one second end, the described first end receiving system voltage of described the first resistance, and described second end of described the first resistance provides described throttle control signal; And

One switch, there is a first end, one second end and a control end, described first end couples described second end of described the first resistance, in order to receive described throttle control signal, described second termination of described switch is received a ground voltage, and described control end couples the described relatively mouth of described comparator.

3. the power system of electric locomotive as claimed in claim 2, wherein said throttle detecting unit also comprises:

One first bias voltage, is coupled between described throttle voltage and described ground voltage;

One second resistance, has a first end and one second end, and the voltage that the described first end of described the second resistance receives is the summation of described throttle voltage and described the first bias voltage, and described the first computing input end couples described second end of described the second resistance;

One the 3rd resistance, is coupled between one second end and described ground voltage of described the second resistance;

One the 4th resistance, is coupled between the described second computing input end and described ground voltage of described the first op amp;

One the 5th resistance, is coupled between the described second computing input end and described the first computing mouth of described the first op amp;

One the 6th resistance, has a first end and one second end, and the described first end of described the 6th resistance couples the described first computing mouth of described the first op amp, and described second end of described the 6th resistance is exported described the first comparative voltage; And

One electric capacity, is coupled between described second end and described ground voltage of described the 6th resistance.

4. the power system of electric locomotive as claimed in claim 2, wherein said rotation speed detection unit comprises:

One VREF (Voltage Reference) generation unit, couples described rectification unit, to produce a rotating speed VREF (Voltage Reference) according to described motor rotary speed signal;

One bias voltage generation unit, in order to produce a rotating speed bias voltage; And

One voltage adder circuit, couples described VREF (Voltage Reference) generation unit and described bias voltage generation unit, and described the second comparative voltage is provided.

5. the power system of electric locomotive as claimed in claim 4, wherein said VREF (Voltage Reference) generation unit comprises:

One the 7th resistance, has a first end and one second end, and the described first end of described the 7th resistance receives described motor rotary speed signal, and described second end of described the 7th resistance couples described ground voltage;

One second op amp, has one the 3rd computing input end, one the 4th computing input end and one second computing mouth, and described the second computing mouth is exported described rotating speed VREF (Voltage Reference);

One the 8th resistance, has a first end and one second end, is coupled between the described first end and described the 3rd computing input end of described the 7th resistance;

One the 9th resistance, is coupled between described the 3rd computing input end and described ground voltage;

1 the tenth resistance, is coupled between described ground voltage and described the 4th computing input end; And

1 the 11 resistance, is coupled between described the 4th computing input end and described the second computing mouth.

6. the power system of electric locomotive as claimed in claim 4, wherein said bias voltage generation unit comprises:

One second bias voltage;

One the 3rd op amp, has one the 5th computing input end, one the 6th computing input end and one the 3rd computing mouth, and described the 3rd computing mouth is exported described rotating speed bias voltage, and described the 6th computing input end couples described the 3rd computing mouth;

1 the 12 resistance, is coupled between described the second bias voltage and described the 5th computing input end; And

1 the 13 resistance, is coupled between described the 5th computing input end and described ground voltage.

7. the power system of electric locomotive as claimed in claim 4, wherein said voltage adder circuit comprises:

One four-operational amplifier, has one the 7th computing input end, one the 8th computing input end and one the 4th computing mouth, and described the 4th computing mouth is exported described the second comparative voltage;

1 the 14 resistance, is coupled between described the 7th computing input end and described VREF (Voltage Reference) generation unit, to receive described rotating speed VREF (Voltage Reference);

1 the 15 resistance, is coupled between described the 7th computing input end and described bias voltage generation unit, to receive described rotating speed bias voltage;

1 the 16 resistance, is coupled between described the 8th computing input end and described ground voltage; And

1 the 17 resistance, is coupled between described the 8th computing input end and described the 4th computing mouth.

8. the power system of electric locomotive as claimed in claim 2, wherein said monitor speed unit also comprises:

One feedback resistance, is coupled to described second end and described second of described the first resistance relatively between input end.

9. the power system of electric locomotive as claimed in claim 2, wherein said monitor speed unit also comprises:

One diode, the described control end and the described of described comparator that are coupled to described switch are compared between mouth.

10. the power system of electric locomotive as claimed in claim 1, wherein said motor rotary speed signal is a current signal.