WO1998041417A1 - Procede de commande d'un materiel roulant electrique - Google Patents

Procede de commande d'un materiel roulant electrique Download PDF

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Publication number
WO1998041417A1
WO1998041417A1 PCT/JP1997/000918 JP9700918W WO9841417A1 WO 1998041417 A1 WO1998041417 A1 WO 1998041417A1 JP 9700918 W JP9700918 W JP 9700918W WO 9841417 A1 WO9841417 A1 WO 9841417A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
braking torque
vehicle
braking
motor
Prior art date
Application number
PCT/JP1997/000918
Other languages
English (en)
Japanese (ja)
Inventor
Hiroyuki Yamada
Hiroshi Katada
Original Assignee
Hitachi, Ltd.
Hitachi Car Engineering 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 Hitachi, Ltd., Hitachi Car Engineering Co., Ltd. filed Critical Hitachi, Ltd.
Priority to PCT/JP1997/000918 priority Critical patent/WO1998041417A1/fr
Priority to JP54033198A priority patent/JP3608799B2/ja
Publication of WO1998041417A1 publication Critical patent/WO1998041417A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

Definitions

  • the present invention relates to a method for controlling an electric vehicle, and more particularly to a method for preventing a vehicle from retreating on a slope.
  • Japanese Unexamined Patent Publication No. Hei 7-75216 discloses that, in the middle of a hill, when the accelerator is turned off and the gear is in the forward or reverse position of the shift lever one position, it is detected that the motor has rotated in the reverse direction.
  • a method is disclosed in which the current supplied to the electric motor is increased so that a rotational driving torque is generated in a direction to prevent the vehicle from retreating. Disclosure of the invention
  • An object of the present invention is to provide a control method for an electric vehicle having a regression preventing function for preventing the vehicle from retreating (slipping) on a slope without impairing the traveling performance during normal traveling.
  • Another object of the present invention is to provide an electric vehicle that enables a smooth re-start from a retreat-prevented state, and also allows a driver to safely and smoothly descend on a slope when the driver wants to descend. It is to provide a control device.
  • the object of the present invention is to provide a control method for an electric vehicle, which calculates a drive torque based on a signal of an acceleration instruction means, adjusts an amount of power to an electric motor according to the drive torque, and thereby drives a vehicle.
  • Signal indicates that the vehicle is not accelerating, and that the moving speed of the vehicle is equal to or lower than a predetermined value.
  • braking corresponding to the moving distance of the vehicle after the detection is performed.
  • Calculate the torque adjust the amount of current to the electric motor according to the braking torque, and maintain the amount of current at the time when the vehicle stops after the vehicle stops, which is achieved by an electric vehicle control method. Is done.
  • the shift device is switched to the neutral position while the braking torque is being generated, the motor is suppressed to a predetermined rotation speed. This is achieved by controlling electric vehicles.
  • the value of the drive torque calculated based on the signal of the acceleration instruction means is the braking torque.
  • the electric vehicle control method is characterized in that the generation of the braking torque is released after the torque value is exceeded.
  • FIG. 1 shows a basic configuration diagram of an electric vehicle control system according to an embodiment of the present invention.
  • FIG. 2 shows an electrical block diagram of the control device 4 of FIG.
  • FIG. 3 shows the contents of the rotation detection signal 13 generated by the rotation detection means 10 in Fig. 1 when the motor 9 rotates forward and reverse, and the rotor 9 of the motor 9 based on the rotation detection signal 13.
  • FIG. 3 shows a principle diagram for obtaining a position.
  • FIG. 4 shows a timing chart for calculating a braking torque during forward rotation in the control device 4 of FIG.
  • FIG. 5 shows a timing chart of the calculation of the braking torque at the time of reverse rotation in the control device 4 of FIG.
  • FIG. 6 shows a time chart of the signal of the braking device 4 of FIG.
  • FIG. 7 shows a method of generating a braking torque 27 with respect to the position deviation 25 in the position control operation of FIG.
  • FIG. 8 shows the shift device 1 in the control device 4 shown in FIG. -Indicates the operation when selected in a neutral way, that is, when the position is selected to be neither forward nor reverse.
  • FIG. 9 shows the change pattern of the neutral braking torque 36 described in FIG.
  • FIG. 10 is a diagram for explaining the operation of the braking torque release determination means 28 of FIG.
  • FIG. 11 shows a flowchart until the braking torque 27 is output in FIG.
  • FIG. 12 is a flowchart illustrating the selection of the torque command in FIG.
  • FIG. 13 shows a flowchart for releasing the generation of the braking torque in the control device of FIG. BEST MODE FOR CARRYING OUT THE INVENTION
  • FIG. 1 shows a basic configuration diagram of an electric vehicle control system according to an embodiment of the present invention.
  • the control device 4 of the electric car receives signals from an accelerator device 1 as acceleration instruction means, a shift lever device 2 as forward / reverse direction selection means 2 and a brake device 3 as braking instruction means.
  • the calculation means 5 inside the control device 4 calculates the torque to be output by the motor 9 based on the signal of the accelerator device 1 and the like, and outputs the drive signal 14 to the power conversion device 7 based on the calculation result. .
  • the power semiconductor element 8 inside the power converter 7 converts the power of the power source 6 based on the drive signal 14 and supplies the power to the motor 9.
  • Motor 9 is drive transmission
  • the driving force is transmitted to the driving wheels 12 through the device 11.
  • the rotation of the motor 9 is detected by the rotation detecting means 10, converted into a rotation detection signal 13, which is an electric signal, and transmitted to the control device 4.
  • FIG. 2 shows an electrical block diagram of the control device 4 of FIG.
  • the driving torque calculating means 15 calculates the driving torque 19 during normal running based on the signal of the accelerator device 1, the signal of the shift lever device 2, and the value of the motor rotation speed 18.
  • the motor rotation speed 18 is obtained by counting the rotation detection signal 13 detected by the rotation detection means 10 in FIG. 1 by the rotation pulse counting means 16 and calculating the rotation pulse count value 2 4
  • the rotation speed is calculated from the rotation speed by the rotation speed calculation means 17.
  • the braking torque generation determining means 20 determines whether or not to generate a braking torque 27 based on the signal of the accelerator device 1, the signal of the shift lever device 2, and the value of the motor rotation speed 18. When it is determined that the braking torque 27 is generated, the torque mode flag 21 is output to the rotor initial position storage means 22.
  • the rotor initial position storage means 22 obtains the rotation pulse count value 24 from the rotation pulse counting means 16 and uses that value as the reference position. Stored as 2 3. This reference position 23 is matched with the subsequent rotation pulse count value 24, and the result is transmitted to the braking torque calculation means 26 as a position deviation 25.
  • the braking torque calculation means 26 calculates and outputs the braking torque 27 based on the value of the input position deviation 25 by performing a function calculation in proportion to the position deviation 25 or inputting the position deviation 25. .
  • the braking torque release determination means 28 is an accelerator device 1, a shift lever device 2, Brake device 3, Motor speed 18 and Braking torque 27 Based on each signal, it is determined whether or not to cancel the generation of braking torque. The result is transmitted to the torque selection means 30 as a torque switching flag 29.
  • the torque switching flag 29 is also transmitted to the rotor initial position storage means 22 and the braking torque calculating means 26, and when the generation of the braking torque is released, the reference position 23 and the braking torque 27 are reset.
  • the neutral braking command calculating means 31 is based on the signals of the accelerator device 1, the shift lever device 2, the brake device 3, and the motor rotation speed 18, and the signal of the shift lever device 2 is neither forward nor backward. In such a case, the calculation is performed to perform the neutral braking.
  • the calculation result is output as a neutral braking command 33, and the result of matching with the motor rotation speed 18 is output to the limiter 35 as a braking force.
  • the neutral braking limit value calculating means 32 calculates the limit value of the neutral braking control based on the signals of the accelerator device 1, the shift lever device 2, and the brake device 3. The calculation result is output to the limiter 35 as the neutral braking force limit value 3 4.
  • the limiter 35 outputs a neutral braking torque 36 based on the braking force and the neutral braking force limit value 34.
  • the selecting means 30 outputs which torque of the driving torque 19, the braking torque 27 described above, and the neutral braking torque 36 as the torque command 37 output by the power conversion means 7 to the electric motor 9. Or switch based on torque switch flag 29.
  • FIG. 3 shows the contents of the rotation detection signal 13 generated by the rotation detection means 10 in Fig. 1 when the motor 9 rotates forward and reverse, and the rotor 9 of the motor 9 based on the rotation detection signal 13.
  • FIG. 3 shows a principle diagram for obtaining a position.
  • the rotation detection signal 13 consists of two-phase pulse signals, A-phase and B-phase. The phase relationship is as shown in (a) during normal rotation when the A-phase signal rises, as shown in (a). Is low level, and the reverse phase is such that the A-phase signal is at the mouth level when the B-phase signal rises as shown in (b).
  • normal rotation and reverse rotation can be determined based on the phase relationship between the two-phase pulse signals.
  • the rotation pulse counting means 16 shown in FIG. 2 counts the pulses of the rotation detection signal 13 as shown in (a) the lower stage and (b) the lower stage.
  • the pulse count value appears in a sawtooth waveform having a cycle of the electrical angle of 360 ° as shown in (a) and (b). By obtaining this value, the position of the rotor can be obtained.
  • FIG. 4 shows a timing chart of the calculation of the braking torque during forward rotation in the control device 4 of FIG.
  • the torque mode flag 21 When the torque mode flag 21 is set, the value of the rotation pulse meter value 24 at that time is stored and held in the reference position 23 (Ph). Thereafter, as the vehicle moves forward, the rotor continues to rotate, and the rotation pulse count value 24 increases. The value obtained by subtracting the reference position 23 from the rotation pulse count value is calculated as the position deviation 25 ( ⁇ P).
  • the braking torque calculation means 26 calculates a braking torque 27 corresponding to the position deviation 25.
  • the braking torque 27 is a negative torque, and generates a force for suppressing the forward rotation of the electric motor 9.
  • the absolute value of the braking torque 27 increases to the value of h because the rotation of the rotor of the electric motor 9 is completely suppressed, and the vehicle stops. After stopping, hold h and keep the vehicle in the stop position.
  • FIG. 5 is a diagram showing the calculation of the braking torque at the time of reverse rotation in the control device 4 of FIG. This shows an imitation.
  • the vehicle stops according to the same flow, and thereafter is held at the stop position.
  • the braking torque 27 is a positive torque, and generates a force for suppressing the rotation of the motor 9 that rotates in the reverse direction.
  • FIG. 6 shows a time chart of the signal of the braking device 4 of FIG.
  • the accelerator SW When the vehicle is climbing the hill, the accelerator SW is on and the accelerator opening A CO maintains an arbitrary AC 01.
  • the brake SW is off because the vehicle is climbing a hill, and the drive torque 19 (m) is an arbitrary value ⁇ m1 corresponding to the accelerator opening AC ⁇ , and the motor 9 is driven based on this value. Torque 19 is being generated.
  • the rotation pulse count value 24 draws a sawtooth waveform according to the rotation of the rotor, and the torque mode flag 21 is not set.
  • the motor rotation speed 18 is an arbitrary value calculated by the rotation speed calculation means 17 from the rotation pulse count value 24.
  • the accelerator SW is turned off, and the driving torque 19 decreases at a predetermined slope and eventually becomes zero.
  • the motor speed 18 likewise decreases, eventually reaching Nniin, a very low speed level near stopping.
  • the position deviation 25 becomes a positive value, and the braking torque 27 acts to cancel the inertia with negative torque as described in FIG.
  • the vehicle whose inertia has been canceled, temporarily stops on the slope and then tries to go backward, that is, start to go down the slope in reverse.
  • the motor speed 18 is a positive value, that is, it passes through zero speed from forward. Then, it changes to the negative speed which is the reverse.
  • the vehicle stops when the braking torque 27 and the vehicle's retreating force on the sloping road are balanced, and the operation of preventing the vehicle from retreating on the sloping road is performed.
  • the braking torque 27 may be generated in proportion to the position deviation 25, or may be given by calculation using a function using the position deviation 25 as an input value. By doing so, the position of the rotor at the time when the speed of the vehicle is reduced by releasing the accelerator device 1, that is, when the motor rotation speed 18 becomes equal to or less than a certain threshold value N min is determined.
  • N min a certain threshold value
  • FIG. 7 shows a method of generating a braking torque 27 with respect to the position deviation 25 in the position control operation of FIG.
  • the braking torque 27 Since the electric motor 9 has a limit on the torque that can be physically generated, the braking torque 27 must also have an upper limit determined according to the maximum torque. In addition, a pattern is set so that the position deviation 25 becomes the maximum value at 360 ° (corresponding to one electrical angle rotation). The braking torque 27 becomes the maximum value hma X just before reaching the maximum value. If this is done, a large amount of braking torque can be generated with a very small amount of rotation of the electric motor 9, which has the effect of reducing the deviation of the position control and, in the case of a vehicle, reducing the retreat distance on a slope. Contribute.
  • the braking torque 27 is generated by a non-linear characteristic, and various position control can be performed by setting such a pattern.
  • the characteristics can be obtained, and position control characteristics suitable for various vehicles can be realized.
  • FIG. 8 shows the operation of the control device 4 of FIG. 2 when the shift lever device 2 is selected in a neutral manner, that is, when the shift lever device 2 is selected at a position that is neither forward nor reverse.
  • the accelerator device 1 Since the vehicle is stopped on the uphill by the braking torque 27, the accelerator device 1 is not depressed, the accelerator opening A C ⁇ is zero, and the accelerator SW is also in the off state.
  • the brake device 3 is not depressed, and the brake depression amount B R S and the brake SW are also in the off state. Since the accelerator device 1 is not depressed, the driving torque 19 remains zero.
  • the shift is selected as D.
  • the torque mode flag 21 is in the set state. This The vehicle is held in a state where the reversing force and the braking torque 27 are balanced by the braking torque ⁇ h, and the motor rotation speed 18 is zero and the stopped state is maintained.
  • the controller 4 determines that the neutral state is established, and resets the torque mode flag 21 to apply the braking torque. 2 Release 7.
  • the vehicle stopped on the ascending road in proportion to the reversing force by 27 starts losing the stopping power and starts retreating.
  • the motor rotation speed 18 increases with a negative value.
  • the driver does not perform any operation such as adjusting the descent speed by depressing the brake device 3, the motor rotation speed 18 will continue to increase, but the torque mode flag 21 will be set. If it becomes neutral while running, set the neutral braking flag.If this neutral braking flag is set, the neutral braking flag is set according to the motor speed 18. Natural braking torque
  • the neutral braking torque 36 increases as the motor rotation speed 18 increases, and operates so as to limit the torque when reaching an arbitrary value ⁇ 1. With this neutral braking torque 36, the vehicle descending speed is suppressed, and the vehicle does not descend at an unnecessarily high speed.
  • This operation has the effect that when the driver's brake pedaling force is small or the braking force of the mechanical brake is low, the vehicle can safely go downhill without excessively increasing the downhill speed.
  • FIG. 9 shows the change pattern of the neutral braking torque 36 described in FIG.
  • the natural braking torque 36 can be changed according to the amount of depression of the brake device 3, as described in FIG. During the time the brake depression amount reaches 0% to 100%, the limit value of the neutral braking torque is changed so that the depression amount becomes n1 when STR1 and n2 when STR2. To make it work.
  • the brake device 3 when the stepping amount of the brake device 3 is small, the natural braking torque is small, and when the stepping force is large, the brake device 3 can be operated so as to strongly brake.
  • the pattern of the generation of the neutral braking torque 36 with respect to the brake depression amount may be generated in proportion to the brake depression amount, or may be generated by a function using the brake depression amount as an input. good.
  • FIG. 10 is a diagram for explaining the operation of the braking torque release determination means 28 of FIG.
  • the state category (a) the braking torque 27 is being generated, and both the accelerator device 1 and the brake device 3 are off.
  • the braking torque 27 holds the value of h, and the vehicle on the ascending road is in the holding state, and the motor rotation speed 18 is zero.
  • the driving torque 19 enough to prevent the vehicle from retreating on the slope is secured, the vehicle does not slip down, and the motor rotation speed 18 is maintained at zero.
  • the braking torque 27 is released when the accelerator SW is turned on, the torque for climbing the hill will be insufficient until the torque reaches m1 from the start of the stepping on the accelerator device 1, You have to retreat on the slope. In order to start the vehicle smoothly, it is necessary to operate the accelerator so as not to suddenly exceed m 1 when stepping on the accelerator device 1. However, if the braking torque generation is released by the method shown in FIG. In the trimming, it is possible to maintain the torque enough to stop and hold the vehicle on the slope at all times, so that the vehicle can restart on the uphill without retreating and smoothly without requiring the driver to perform subtle operations. Enables transmission on slopes.
  • FIG. 11 shows a flowchart until the braking torque 27 is output in FIG.
  • the torque mode flag 21 determines the value of the torque mode flag 21. If it is set, set the braking torque generation flag. Thereafter, when the braking torque is generated, that is, when the torque mode flag 21 is set, the braking torque generation flag is set to leave information that the braking torque is generated. Next, it is determined whether or not the initial position for braking torque control has already been stored and held by the initial position storage flag. If the initial position has not been stored and held, the rotation detection signal 13 is used as a rotation pulse counting means. The rotation pulse count value 24 counted in 16 is taken in and stored as a reference position 23 for position control. When storage is completed, the initial position storage flag is set.
  • the position deviation 25 which is the deviation from the rotation pulse count value 24, is obtained based on the stored reference position 23. If it does not move from 25, the position deviation 25 will also be zero.
  • the braking torque 27 is calculated based on the position deviation 25.
  • the condition that the accelerator is off and the motor speed 18 is N1 or less holds.
  • the time spent is measured by a timer counter. Determine whether the measured time has elapsed t1, and if it has elapsed, set the torque mode flag 21 and clear the timer counter. If the time t 1 has not elapsed, the torque mode flag 21 is reset, and the processing ends.
  • the torque mode flag 21 is reset.
  • FIG. 12 is a flowchart illustrating the selection of the torque command in FIG.
  • a drive torque command 19 is calculated based on the accelerator device 1 and the motor rotation speed 18.
  • FIG. 13 shows a flowchart for releasing the generation of the braking torque in the control device of FIG.
  • the signal selected by the shift lever device 2 is checked, and if it is not in the D range or the R range, it is determined that the condition for canceling the generation of the braking torque is satisfied, and the torque mode flag 21 is turned off. And set the initial position storage flag to off.
  • the absolute value of the driving torque 19 at that time is calculated and set to abs, and the absolute value of the braking torque is calculated. And set it in habs.
  • the downhill speed can be adjusted by the braking torque in accordance with the vehicle speed and the brake operation, so that the vehicle can go down safely and smoothly. it can.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un matériel roulant électrique est empêché de reculer sur une pente montante, etc..., lorsque ce matériel monte la pente, et de glisser vers le bas lorsque ce matériel, de nouveau, monte la pente et ce, néanmoins, afin que ce matériel puisse descendre en sécurité une pente au moment du freinage neutre en réglant et en annulant la vitesse de descente du matériel. Lorsque le nombre de tours d'un moteur (9) est égal ou inférieur à un seuil pendant qu'un accélérateur (1) est coupé, une position de référence (23) est mémorisée sur la base de la valeur du nombre (27) d'impulsions. On calcule alors le couple de freinage (27) en trouvant un écart de position (25). On calcule ensuite le couple moteur (19) pour délivrer la puissance d'entraînement et le couple de freinage neutre (36) pour le freinage neutre à partir des signaux de détection de rotation (13) de l'accélérateur (1), du levier de boîte de vitesse (2), et du compte-tours (10) du moteur (9), le choix du couple étant réalisé au moyen d'un sélecteur de couple (30). C'est alors que le couple choisi est donné en sortie sous forme de commande de couple (37) de façon que le moteur (9) puisse générer le couple.
PCT/JP1997/000918 1997-03-19 1997-03-19 Procede de commande d'un materiel roulant electrique WO1998041417A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/JP1997/000918 WO1998041417A1 (fr) 1997-03-19 1997-03-19 Procede de commande d'un materiel roulant electrique
JP54033198A JP3608799B2 (ja) 1997-03-19 1997-03-19 電気車の制御方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP1997/000918 WO1998041417A1 (fr) 1997-03-19 1997-03-19 Procede de commande d'un materiel roulant electrique

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WO1998041417A1 true WO1998041417A1 (fr) 1998-09-24

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8478467B2 (en) 2006-12-26 2013-07-02 Byd Co. Ltd. Method and apparatus for controlling output torque of a motor for an electric vehicle in uphill mode
JP2014075869A (ja) * 2012-10-03 2014-04-24 Ntn Corp 電気自動車のロールバック抑制制御装置
JP2014187779A (ja) * 2013-03-22 2014-10-02 Mazda Motor Corp 車両の走行制御装置
CN110091715A (zh) * 2018-01-29 2019-08-06 丰田自动车株式会社 电动车辆和用于电动车辆的控制方法

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CN101209681B (zh) * 2006-12-26 2010-09-29 比亚迪股份有限公司 电动汽车下坡状态下电机输出转矩控制系统及控制方法
CN111890949B (zh) * 2020-07-23 2023-02-03 奇瑞商用车（安徽）有限公司 一种新能源汽车防溜坡控制方法
CN112590561B (zh) * 2020-12-19 2022-08-30 浙江阿尔法汽车技术有限公司 一种基于扭矩前馈的电动汽车防溜坡控制方法

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JPH0775216A (ja) * 1993-09-02 1995-03-17 Mitsubishi Motors Corp 登坂路逆進阻止制御付き電気自動車
JPH07184304A (ja) * 1993-12-24 1995-07-21 Nippondenso Co Ltd 電気自動車の走行制御装置
JPH09130909A (ja) * 1995-10-31 1997-05-16 Sanyo Electric Co Ltd 電気自動車の駆動制御装置

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JPH0595107U (ja) * 1992-05-29 1993-12-24 三菱自動車工業株式会社 電気自動車用直流電動機の停止時制御
JPH06261418A (ja) * 1993-03-05 1994-09-16 Toyota Motor Corp 電気自動車の駆動力制御装置
JPH06276607A (ja) * 1993-03-18 1994-09-30 Toyota Motor Corp 電気自動車の駆動力制御装置
JPH06292302A (ja) * 1993-04-05 1994-10-18 Mitsubishi Electric Corp 電気自動車の制御装置
JPH0775216A (ja) * 1993-09-02 1995-03-17 Mitsubishi Motors Corp 登坂路逆進阻止制御付き電気自動車
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8478467B2 (en) 2006-12-26 2013-07-02 Byd Co. Ltd. Method and apparatus for controlling output torque of a motor for an electric vehicle in uphill mode
JP2014075869A (ja) * 2012-10-03 2014-04-24 Ntn Corp 電気自動車のロールバック抑制制御装置
JP2014187779A (ja) * 2013-03-22 2014-10-02 Mazda Motor Corp 車両の走行制御装置
CN110091715A (zh) * 2018-01-29 2019-08-06 丰田自动车株式会社 电动车辆和用于电动车辆的控制方法
CN110091715B (zh) * 2018-01-29 2022-06-24 丰田自动车株式会社 电动车辆和用于电动车辆的控制方法

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