JPH0613523Y2 - Electric braking control circuit for electric vehicles - Google Patents

Electric braking control circuit for electric vehicles

Info

Publication number
JPH0613523Y2
JPH0613523Y2 JP1988023640U JP2364088U JPH0613523Y2 JP H0613523 Y2 JPH0613523 Y2 JP H0613523Y2 JP 1988023640 U JP1988023640 U JP 1988023640U JP 2364088 U JP2364088 U JP 2364088U JP H0613523 Y2 JPH0613523 Y2 JP H0613523Y2
Authority
JP
Japan
Prior art keywords
speed
vehicle speed
electric braking
accelerator
circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP1988023640U
Other languages
Japanese (ja)
Other versions
JPH01127302U (en
Inventor
正昭 有▲吉▼
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daihatsu Motor Co Ltd
Original Assignee
Daihatsu Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daihatsu Motor Co Ltd filed Critical Daihatsu Motor Co Ltd
Priority to JP1988023640U priority Critical patent/JPH0613523Y2/en
Publication of JPH01127302U publication Critical patent/JPH01127302U/ja
Application granted granted Critical
Publication of JPH0613523Y2 publication Critical patent/JPH0613523Y2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Description

【考案の詳細な説明】 産業上の利用分野 本考案は、降坂時における電気自動車の電気制動制御回
路に関するものである。DETAILED DESCRIPTION OF THE INVENTION Industrial Field of the Invention The present invention relates to an electric braking control circuit for an electric vehicle when descending a slope.

従来の技術 電気自動車は、車体のバッテリによって動く直流モータ
を駆動源とし、又、制動には機械式ブレーキによる他、
アクセルが戻された場合にガソリン車におけるエンジン
ブレーキに相当する電気制動が作動させるようにしたも
のがある。2. Description of the Related Art Electric vehicles use a DC motor driven by a battery of the vehicle body as a drive source, and mechanical braking for braking.
There is a system in which electric braking, which corresponds to engine braking in a gasoline vehicle, is activated when the accelerator is returned.

考案が解決しようとする課題 ところで、電気自動車は重量上およびスペース上の制約
から搭載可能な蓄電池数が限られ、この限られた蓄電池
による一充電当りの走行距離をいかに延ばすかが大きな
課題となっている。Problems to be solved by the invention By the way, the number of storage batteries that can be installed in an electric vehicle is limited due to restrictions on weight and space, and how to extend the mileage per charge by these limited storage batteries becomes a major issue. ing.

上記従来の電気自動車は走行中にアクセルペダルを戻し
た場合、常に電気制動が作用するため、自動車の持つ惰
性エネルギーが電気エネルギーとして消費され一充電当
りの走行距離延長という観点からは不利なものであっ
た。In the conventional electric vehicle, when the accelerator pedal is released during traveling, electric braking is always applied, so inertia energy of the vehicle is consumed as electric energy, which is disadvantageous from the viewpoint of extending the traveling distance per charge. there were.

課題を解決するための手段 本考案は、アクセルの作動有無を検知して出力するアク
セル信号回路と、車速信号より車速を演算して出力する
車速演算回路と、降坂時の坂の傾斜角を検知して出力す
る下り勾配センサと、下り勾配センサで検知された傾斜
角信号に基づき安全上より電気制動を必要とする安全速
度と、安全速度より低くフィーリング上電気制動を必要
とするフィーリング速度とを設定して出力する電気制動
作動車速設定回路と、上記アクセル信号回路と車速演算
回路と電気制動作動車速設定回路の各出力に接続され、
アクセルの作動有無と車速と上記各設定速度とを比較し
て車速が上記安定速度以上の場合、及び車速が設定のフ
ィーリング速度と安全速度の間で、かつ、アクセルが作
動しない場合において電気制動を作動させると共に、車
速が設定のフィーリング速度と安全速度の間で、かつ、
アクセルを作動させた場合において電気制動を作動させ
ず、かつ、走行電流を流さず、更に車速が上記フィーリ
ング速度以下の場合において電気制動を作動させないよ
うにそれぞれ電気制動を制御する電気制動作動判別回路
とを具備したことを特徴とす。Means for Solving the Problems The present invention is directed to an accelerator signal circuit that detects and outputs an accelerator operation, a vehicle speed calculation circuit that calculates and outputs a vehicle speed from a vehicle speed signal, and a slope angle of a downhill slope. A downhill sensor that detects and outputs, a safe speed that requires more electric braking for safety based on the tilt angle signal detected by the downhill sensor, and a feeling that requires less electric braking than the safe speed. Connected to each output of the electric braking actuation vehicle speed setting circuit for setting and outputting the speed, the accelerator signal circuit, the vehicle speed calculation circuit, and the electric braking actuation vehicle speed setting circuit,
Comparing whether the accelerator is activated or not and the vehicle speed with each of the above set speeds, electric braking is performed when the vehicle speed is above the stable speed, when the vehicle speed is between the set feeling speed and the safe speed, and when the accelerator does not operate. And the vehicle speed is between the set feeling speed and the safe speed, and
Electric braking operation determination that controls electric braking so that when the accelerator is operated, electric braking is not operated, running current is not passed, and when the vehicle speed is less than the above-mentioned feeling speed, electric braking is not operated And a circuit.

作用 電気自動車において予め降坂時における坂の傾斜角に基
づいて安全上より電気制動を必要とする安全速度と、安
全速度より低くフィーリング上電気制動を必要とするフ
ィーリング速度を設定しておき、降坂時において車速と
両設定速度とを比較し、車速が安全速度以上の場合、及
びフィーリング速度と安全速度の間で、かつ、アクセル
が作動しない場合において電気制動を作動させる。そし
て、車速がフィーリング速度以下の場合、及びフィーリ
ング速度と安全速度の間で、かつ、アクセルが作動する
場合において電気制動を作動させず、後者の場合、更に
走行電流を流さず惰行走行させる。Action In an electric vehicle, the safety speed that requires electric braking for safety and the feeling speed that requires electric braking for feeling lower than the safety speed are set in advance based on the slope angle of the downhill. During a downhill, the vehicle speed is compared with both set speeds, and when the vehicle speed is equal to or higher than the safe speed, or between the feeling speed and the safe speed, and when the accelerator does not operate, the electric braking is activated. Then, when the vehicle speed is less than the feeling speed, and between the feeling speed and the safe speed and when the accelerator operates, the electric braking is not activated, and in the latter case, the coasting is performed without further flowing the traveling current. .

実施例 本考案の一実施例を第１図乃至第６図を参照して以下説
明する。まず第１図において（１）はアクセル信号回
路、（２）は車速演算回路、（３）は下り勾配センサ、
（４）は電気制動作動車速設定回路、（５）は電気制動
作動判別回路である。上記アクセル信号回路（１）はア
クセル（図示せず）の作動有無を検知して作動又は非作
動のアクセル信号（ａ）を出力する。車速演算回路
（２）は車速信号回路（６）から送出された車速信号よ
り車速（Ｖ）を演算して出力する。下り勾配センサ
（３）は降坂時の坂の傾斜角を検知して出力する。電気
制動作動車速設定回路（４）は、第２図に示すように、
下り勾配センサ（３）で検知された傾斜角（ｂ）に基づ
き安全上及びフィーリング上より電気制動をそれぞれ必
要とする安全速度（Vs）とフィーリング速度（Vf）を設
定して出力する。この時、安全速度（Vs）はフィーリン
グ速度（Vf）よりも大きく設定される。電気制動作動判
別回路（５）はアクセル信号回路（１）と車速演算回路
（２）と電気制動作動車速設定回路（４）の各出力に接
続され、アクセル信号（ａ）と車速（Ｖ）と設定の安全
及びフィーリング速度（Vs）（Vf）とを比較し、車速
（Ｖ）が設定速度（Vs）（Vf）以上の場合（Ａ）におい
てアクセル信号（ａ）によらず電気制動を作動させ、車
速（Ｖ）が設定速度（Vs）（Vf）の間にある場合（Ｂ）
においてアクセル信号（ａ）が非作動信号の場合
（Ｂ１）に電気制動を作動させると共に、アクセル信号
（ａ）が作動信号の場合（Ｂ２）に電気制動を作動させ
ず、かつ、走行電流を流さずに惰行走行させ、更に車速
（Ｖ）が設定速度（Vs）（Vf）以下の場合（ｃ）におい
てアクセル信号（ａ）が非作動信号であってもよらず電
気制動を作動させないようにそれぞれ電気制動の作動有
無を制御する。Embodiment An embodiment of the present invention will be described below with reference to FIGS. 1 to 6. First, in FIG. 1, (1) is an accelerator signal circuit, (2) is a vehicle speed calculation circuit, (3) is a downslope sensor,
(4) is an electric braking operation vehicle speed setting circuit, and (5) is an electric braking operation determination circuit. The accelerator signal circuit (1) detects the actuation of an accelerator (not shown) and outputs an actuation or non-actuation accelerator signal (a). The vehicle speed calculation circuit (2) calculates the vehicle speed (V) from the vehicle speed signal sent from the vehicle speed signal circuit (6) and outputs it. The downslope sensor (3) detects and outputs the slope angle of the slope when descending. As shown in FIG. 2, the electric braking actuation vehicle speed setting circuit (4)
Based on the inclination angle (b) detected by the downslope sensor (3), a safety speed (Vs) and a feeling speed (Vf) that require electric braking are set and output for safety and feeling, respectively. At this time, the safe speed (Vs) is set to be higher than the feeling speed (Vf). The electric braking actuation determination circuit (5) is connected to each output of the accelerator signal circuit (1), the vehicle speed calculation circuit (2) and the electric braking actuation vehicle speed setting circuit (4), and outputs the accelerator signal (a) and the vehicle speed (V). Compared with the set safety and feeling speed (Vs) (Vf), when the vehicle speed (V) is higher than the set speed (Vs) (Vf) (A), electric braking is activated regardless of the accelerator signal (a) When the vehicle speed (V) is between the set speed (Vs) (Vf) (B)
When the accelerator signal (a) is a non-actuating signal (B 1 ), electric braking is activated, and when the accelerator signal (a) is an actuating signal (B 2 ), electric braking is not activated, and the running current is If the vehicle speed (V) is equal to or lower than the set speed (Vs) (Vf) without coasting, the electric braking will not be activated regardless of whether the accelerator signal (a) is a non-operation signal in (c). Controls whether or not electric braking is activated.

そこで、例えば第３図に示す駆動回路（７）においてそ
の電気制動を上記電気制動作動判別回路（５）の出力よ
り制御すればよい。上記駆動回路（７）は、直流直巻モ
ータの界磁コイル（8a）と電機子コイル（8b）と車載の
バッテリ（９）等の直流電源とをスイッチ（10）とトラ
ンジスタ（Tr）の並列スイッチ、及び切換スイッチ回路
（11）を介して直列接続したものである。ここで、バッ
テリ（９）には温度ヒューズ（12）が直列に挿入され、
切換スイッチ回路（11）は前進スイッチ（11ａ）と後進
スイッチ（11ｂ）と走行スイッチ（11ｃ）とからなり、
走行スイッチ（11ｃ）を介して発電抵抗（Ｒ）が界磁コ
イル（8a）に直列接続される。更に、発電電流流過用ダ
イオード（Ｄ１）（Ｄ３）およびフリーホイールダイオ
ード（Ｄ２）が図示の位置に接続される。Therefore, for example, in the drive circuit (7) shown in FIG. 3, the electric braking may be controlled by the output of the electric braking operation determination circuit (5). The drive circuit (7) includes a field coil (8a) of a DC series-wound motor, an armature coil (8b), a DC power source such as a vehicle battery (9), and a switch (10) and a transistor (Tr) connected in parallel. It is connected in series via a switch and a changeover switch circuit (11). Here, the thermal fuse (12) is inserted in series in the battery (9),
The changeover switch circuit (11) includes a forward switch (11a), a reverse switch (11b) and a traveling switch (11c),
The power generation resistor (R) is connected in series to the field coil (8a) via the traveling switch (11c). Further, the generated current passing diodes (D 1 ) (D 3 ) and the freewheeling diode (D 2 ) are connected to the illustrated positions.

上記駆動回路（７）において前進走行時にはモード切換
スイッチ（図示せず）により前進を選択することにより
後進スイッチ（11ｂ）を常閉スイッチ（11ｂ２）、走行
スイッチ（11ｃ）を常開接点（11ｃ１）前進スイッチ
（11ａ）を常開接点（11ａ１）に切換えてアクセルを作
動させると、トランジスタ（Tr）がアクセルの操作両に
応じた通流率で導通し、電流（Ｉ１）が矢印の方向に流
れ、電機子コイル（8b）が正方向に回転する。又、後退
走行時には、第４図に示すように、モード切換スイッチ
により後進を選択することにより前進スイッチ（11ａ）
を常閉接点（11ａ２）、走行スイッチ（11ｃ）を常開接
点（11ｃ１）後進スイッチ（11ｂ）を常開接点（11
ｂ１）に切換えてアクセルを作動させると、トランジス
タ（Tr）アクセル操作両に応じた通流率で導通し電流
（Ｉ２）が流れ、界磁コイル（8a）に流れる電流が逆方
向となって電機子コイル（8b）が逆方向に回転する。In the drive circuit (7), when the vehicle is traveling forward, the mode switch (not shown) is used to select forward, so that the reverse switch (11b) is normally closed (11b 2 ) and the traveling switch (11c) is normally open (11c). 1 ) When the forward switch (11a) is switched to the normally open contact (11a 1 ) to activate the accelerator, the transistor (Tr) conducts at a conduction ratio corresponding to the operation of the accelerator, and the current (I 1 ) changes to the arrow mark. , And the armature coil (8b) rotates in the positive direction. Further, when traveling backward, as shown in FIG. 4, the backward switch is selected by the mode changeover switch to move the forward switch (11a).
Is a normally closed contact (11a 2 ), the travel switch (11 c) is a normally open contact (11 c 1 ), the reverse switch (11 b) is a normally open contact (11 a 2).
When the accelerator is operated by switching to b 1 ), the transistor (Tr) conducts at a conduction ratio corresponding to the accelerator operation and a current (I 2 ) flows, and the current flowing in the field coil (8a) is in the opposite direction. Armature coil (8b) rotates in the opposite direction.

次に、前進モードの状態で車速（Ｖ）が設定速度（Vs）
以上になった場合（Ａ）、アクセルの作動、不作動とは
無関係に電気制動作動判別回路（５）の出力より、走行
スイッチ（11ｃ）を常閉接点（11ｃ２）に切換えると共
にトランジスタ（Tr）を瞬時導通させる。これにより駆
動回路（７）は、第５図に示すようにバッテリ（９）→
接点（11ａ１）→界磁コイル（8a）→接点（11ｃ２）→
発電抵抗（Ｒ）→トランジスタ（TR）→バッテリ（９）
のループで界磁コイル（8a）に電流が流れる。この後ト
ランジスタ（TR）を非導通することにより、電機子（8
b）→ダイオード（Ｄ１）→接点（11ａ１）→界磁コイ
ル（8a）→接点（11ｃ２）→発電抵抗（Ｒ）のループで
電流が流れモータが発電機として作動する。これによ
り、電機制動が作動し、車速（Ｖ）が設定速度（Vs）を
超えて加速することが防止される。なお、このとき、高
速域では電機子（8b）の起電力がバッテリ（９）の電圧
以上になるため、電機子（8b）→ダイオード（Ｄ１）→
バッテリ（９）→ダイオード（Ｄ３）→電機子（8b）の
ループが成立し、制動エネルギーの一部がバッテリ
（９）に回生される。Next, the vehicle speed (V) is the set speed (Vs) in the forward mode.
In the case above (A), the travel switch (11c) is switched to the normally closed contact (11c 2 ) and the transistor (Tr) is turned on from the output of the electric braking operation determination circuit (5) regardless of whether the accelerator is operated or not. ) Instantly conducted. As a result, the drive circuit (7) is moved to the battery (9) →
Contact (11a 1 ) → Field coil (8a) → Contact (11c 2 ) →
Power generation resistance (R) → transistor (TR) → battery (9)
A current flows through the field coil (8a) in the loop. After that, by turning off the transistor (TR), the armature (8
b) → diode (D 1 ) → contact (11a 1 ) → field coil (8a) → contact (11c 2 ) → generation resistance (R) A current flows in a loop and the motor operates as a generator. As a result, the electric braking is activated, and the vehicle speed (V) is prevented from accelerating beyond the set speed (Vs). At this time, since the electromotive force of the armature (8b) becomes higher than the voltage of the battery (9) in the high speed range, the armature (8b) → diode (D 1 ) →
A loop of battery (9) → diode (D 3 ) → armature (8b) is established, and a part of the braking energy is regenerated in the battery (9).

次に、車速（Ｖ）が設定速度（Vs）（Vf）の間でアクセ
ル信号（ａ）が非作動信号の場合（Ｂ１）は、電気制動
判別回路（５）は前記と同様に走行スイッチ（11ｃ）を
常閉接点（11ｃ２）に切換えると共にトランジスタ（T
r）を開又は閉にしておくと、駆動回路（７）は、第５
図と同様になって電機子コイル（8b）に電気制動が作動
する。又、車速（Ｖ）が設定速度（Vs）（Vf）の間でア
クセル信号（ａ）が作動信号の場合（Ｂ２）、走行スイ
ッチ（11ｃ）を常開接点（11ｃ１）に切換えると共にト
ランジスタ（Tr）を瞬時導通させた後、非導通にするこ
とにより駆動回路（７）は、界磁及び電機子コイル（8
a）（8b）がバッテリ（９）と切り離され、かつ、閉ル
ープを形成せず、電気制動が作動しないと共に走行電流
も流れなくなって車体は惰性走行する。Next, when the vehicle speed (V) is between the set speeds (Vs) and (Vf) and the accelerator signal (a) is a non-operation signal (B 1 ), the electric braking determination circuit (5) causes the traveling switch to operate in the same manner as above. (11c) is switched to the normally closed contact (11c 2 ) and the transistor (T
If r) is opened or closed, the drive circuit (7) will
Similar to the figure, electric braking is applied to the armature coil (8b). When the vehicle speed (V) is between the set speeds (Vs) and (Vf) and the accelerator signal (a) is an operation signal (B 2 ), the traveling switch (11c) is switched to the normally open contact (11c 1 ) and the transistor is turned on. The drive circuit (7) turns on the field and armature coil (8) by turning on (Tr) for a moment.
The a) and (8b) are separated from the battery (9), do not form a closed loop, the electric braking does not operate, and the running current stops flowing, so that the vehicle body coasts.

更に、車速（Ｖ）が設定速度（Vs）（Vf）以下の場合
（Ｃ）この場合はアクセルが作動しているときは通常の
前進モードであり、先述したとおりアクセルの操作量に
応じた通流率でトランジスタ（TR）が導通し、よってア
クセル操作量に応じた速度で電機自動車が前進する。こ
の状態でアクセルを開放した場合はトランジスタ（TR）
が非導通となり車体は惰性走行する。Further, when the vehicle speed (V) is equal to or lower than the set speed (Vs) (Vf) (C), in this case, when the accelerator is operating, the normal forward mode is set, and as described above, the vehicle travels in accordance with the accelerator operation amount. The transistor (TR) conducts at the flow rate, so the electric vehicle moves forward at a speed corresponding to the accelerator operation amount. Transistor (TR) when the accelerator is opened in this state
Becomes non-conducting and the vehicle body coasts.

考案の効果 本考案によれば、電気自動車の電気制動の作動制御を路
面の傾斜角と車速とアクセル信号によって行うようにし
たから、電機制動の作動範囲をフィーリング上必要な高
速域のみに限定し、電気制動の必要性の少ない低速域で
は惰性走行を積極的に採り入れたため一充電走行距離の
延長に大きく寄与することができる。Effect of the Invention According to the present invention, since the operation control of the electric braking of the electric vehicle is performed by the inclination angle of the road surface, the vehicle speed and the accelerator signal, the operation range of the electric braking is limited to the high speed range necessary for the feeling. However, in the low speed range where the need for electric braking is low, coasting is actively adopted, so that it can greatly contribute to the extension of the one-charge traveling distance.

【図面の簡単な説明】[Brief description of drawings]

第１図は本考案に係る電気自動車の電気制動制御回路の
一実施例を示すブロック図、第２図は本考案に係る電気
制動を必要とする安全速度とフィーリング速度を坂の傾
斜角に対して設定したグラフ、第３図と第４図は電気自
動車の駆動回路の一具体例で、その前進及び後進の各走
行状態を示す回路図、第５図は第３図及び第４図に示す
駆動回路に本考案を適用した時の電気制動の一作動状態
を示す回路図である。 （１）……アクセル信号回路、 （２）……車速演算回路、 （３）……下り勾配センサ、 （４）……電気制動作動車速設定回路、 （５）……電気制動作動判別回路。FIG. 1 is a block diagram showing an embodiment of an electric braking control circuit for an electric vehicle according to the present invention, and FIG. 2 is a diagram showing a safety speed and a feeling speed which require electric braking according to the present invention as slope inclination angles. 3 and 4 are graphs set for the electric motor drive circuit, and FIG. 5 and FIG. 5 are circuit diagrams showing respective forward and reverse traveling states of the electric vehicle drive circuit. It is a circuit diagram which shows one operation state of electric braking when this invention is applied to the drive circuit shown. (1) ... Accelerator signal circuit, (2) ... Vehicle speed calculation circuit, (3) ... Down slope sensor, (4) ... Electric braking operation vehicle speed setting circuit, (5) ... Electric braking operation determination circuit.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項１】アクセルの作動有無を検知して出力するア
クセル信号回路と、車速信号より車速を演算して出力す
る車速演算回路と、降坂時の坂の傾斜角を検知して出力
する下り勾配センサと、下り勾配センサで検知された傾
斜角信号に基づき安全上より電気制動を必要とする安全
速度と、安全速度より低くフィーリング上電気制動を必
要とするフィーリング速度とを設定して出力する電気制
動作動車速設定回路と、上記アクセル信号回路と車速演
算回路と電気制動作動車速設定回路の各出力に接続さ
れ、アクセルの作動有無と車速と上記各設定速度とを比
較して車速が上記安定速度以上の場合、及び車速が設定
のフィーリング速度と安全速度の間で、かつ、アクセル
が作動しない場合において電気制動を作動させると共
に、車速が設定のフィーリング速度と安全速度の間で、
かつ、アクセルを作動させた場合において電気制動を作
動させず、かつ、走行電流を流さず、更に車速が上記フ
ィーリング速度以下の場合において電気制動を作動させ
ないようにそれぞれ電気制動を制御する電気制動作動判
別回路とを具備したことを特徴とする電気自動車の電気
制動制御回路。1. An accelerator signal circuit for detecting and outputting the presence or absence of an accelerator operation, a vehicle speed calculating circuit for calculating and outputting a vehicle speed from a vehicle speed signal, and a downhill for detecting and outputting a slope angle of a slope when descending. Based on the gradient sensor and the inclination angle signal detected by the descending gradient sensor, set the safe speed that requires more electric braking for safety and the feeling speed that is lower than the safe speed and requires electric braking for feeling. It is connected to each output of the electric braking operation vehicle speed setting circuit to output, the accelerator signal circuit, the vehicle speed calculation circuit, and the electric braking operation vehicle speed setting circuit, and the vehicle speed is compared by comparing the presence or absence of accelerator operation and the vehicle speed with each of the above set speeds. When the vehicle speed is equal to or higher than the stable speed, the vehicle speed is between the set feeling speed and the safe speed, and the accelerator does not operate, the electric braking is activated and the vehicle speed is set to the preset speed. Between the ring speed and safe speed,
Also, the electric braking is controlled so that the electric braking is not activated when the accelerator is operated, the running current is not supplied, and the electric braking is not activated when the vehicle speed is less than the above-mentioned feeling speed. An electric braking control circuit for an electric vehicle, comprising: an operation determination circuit.
JP1988023640U 1988-02-23 1988-02-23 Electric braking control circuit for electric vehicles Expired - Lifetime JPH0613523Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1988023640U JPH0613523Y2 (en) 1988-02-23 1988-02-23 Electric braking control circuit for electric vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1988023640U JPH0613523Y2 (en) 1988-02-23 1988-02-23 Electric braking control circuit for electric vehicles

Publications (2)

Publication Number Publication Date
JPH01127302U JPH01127302U (en) 1989-08-31
JPH0613523Y2 true JPH0613523Y2 (en) 1994-04-06

Family

ID=31242803

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1988023640U Expired - Lifetime JPH0613523Y2 (en) 1988-02-23 1988-02-23 Electric braking control circuit for electric vehicles

Country Status (1)

Country Link
JP (1) JPH0613523Y2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6033041A (en) * 1995-09-20 2000-03-07 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Regenerative braking control system for electric vehicle

Also Published As

Publication number Publication date
JPH01127302U (en) 1989-08-31

Similar Documents

Publication Publication Date Title
US3190387A (en) Electric drive mechanism and method of operating same
JPS6243403B2 (en)
JPH03289304A (en) Controller for electric vehicle
JPH08340604A (en) Regenerative braking method and power control system for electrically driven vehicle
JPH08140212A (en) Regenerative controller
US4471277A (en) Vehicle propulsion motor control apparatus
JPH0613523Y2 (en) Electric braking control circuit for electric vehicles
US3980934A (en) Control circuits for electrically driven vehicles
US3944898A (en) Control circuits for electrically driven vehicles
US3944899A (en) Control circuit for electrically driven vehicles
JP2819621B2 (en) Travel control device for electric vehicles
JPH058729Y2 (en)
KR0152301B1 (en) Brake revival control of an industrial car
JP3114342B2 (en) Travel control device for electric vehicles
JPH09163508A (en) Electric car driver
JP2523679Y2 (en) Braking control device in electric vehicle running speed control device
KR19980057892A (en) Charge control device for deceleration of tandem hybrid electric vehicle
US3792328A (en) D.c. motor speed control
JPH0833115A (en) Travel controller for battery-powered vehicle
JP3669049B2 (en) DC motor drive control device
JP3161543B2 (en) Bicycle with electric motor
JPH11266505A (en) Driving control method of electric vehicle
KR0183465B1 (en) A regenerating control method for an industrial motor car
JPH05115105A (en) Brake system for motor loading/unloading vehicle
JPH0632721Y2 (en) Brake lamp lighting device for electric vehicles