Controller determines an output limit value that defines an upper limit of a current or power recommended for suppressing cell deterioration based on a voltage, a current, and a temperature of each cell, and notifies host controller in electric vehicle of the determined output limit value. When electric vehicle climbs a hill, controller calculates a current value or power value to be discharged from power storage unit, the current value or power value being required for electric vehicle to climb the hill at a speed not less than a set minimum speed, while suppressing an amount of deterioration of cells within an allowable range, and when the calculated current value or power value is larger than the output limit value, replaces the output limit value with the calculated current value or power value.

This disclosure generally relates to an electric vehicle. More specifically, this disclosure describes a motor control system for an electric vehicle that activates and deactivates a hill hold assist mode and a hill start assist mode for the electric vehicle. The hill hold assist mode is used to help ensure the electric vehicle remains stationary while stopped on an uphill incline. Likewise, the hill start assist mode is used to help a rider of the electric vehicle start the electric vehicle moving again once it is stopped on the uphill slope.

A drive unit includes a motor, a torque converter, a brake sensor, and a controller. A torque outputted from the motor is inputted to the torque converter. The brake sensor is configured to detect a braking operation amount. The controller is configured to execute a first control to control the torque outputted from the motor based on the braking operation amount.

Pre-loading drivetrain to minimize electric vehicle rollback and increase drive responsiveness. In an exemplary embodiment, a method includes (a) detecting that an electric vehicle is stationary, a brake is engaged, and an accelerator is not engaged, and (b) controlling a vehicle motor to transition from a first mode to a second mode in response to (a). In the first mode, the motor is controlled to output torque in response to the accelerator position, and in the second mode, the motor is controlled to output torque sufficient to preload the electric vehicle. The method also includes (c) detecting the brake is transitioning away from being engaged and the accelerator is not engaged, and (d) controlling the motor to operate in a third mode in response to (c). In the third mode the motor is controlled to output torque sufficient to maintain the electric vehicle stationary.

A method for controlling an electric motor is described herein. The method comprises setting a current limit, a speed limit and a torque limit. The method also comprises sensing a DC link current, comparing the sensed DC link current with the current limit and adjusting the torque limit based on the comparison with the current limit to provide an adjusted torque limit. The method also comprises sensing the speed of the electric motor, comparing the speed with the speed limit and further adjusting the adjusted torque limit based on the comparison with the speed limit.

A method for operating a motor vehicle. The motor vehicle has an electric traction machine. In a first kind of operation of the motor vehicle, before or during a release of a parking brake of the motor vehicle when the motor vehicle is at a standstill, a desired rotational speed for a rotational speed regulation of the traction machine is set to a value corresponding to the standstill of the motor vehicle, and an actual rotational speed of the traction machine is adjusted to the desired rotational speed.

System and method configured to determine a direction of movement of a vehicle in response to a brake being released or in response to initiating movement of the vehicle from a stopped position along a route. The direction of movement is determined based on a selected travel direction of the vehicle, a grade of the route, and at least one of applied tractive efforts or applied braking efforts.

A trailer can be configured to selectively provide powered wheels, energy recovery, and/or parasitic power source charging. A trailer-related trigger (drive activation trigger, an energy recovery trigger, or a parasitic charging trigger) can be detected. When a drive activation trigger is detected, one or more motors can be activated to power one or more wheels of the trailer, thereby providing extra pushing power. When an energy recovery trigger is detected, one or more power sources of the trailer can be charged by recovering energy from the trailer. When a parasitic charging trigger is detected, one or more power sources of the trailer can be charged using a portion of the power generated by a main vehicle operatively connected to the trailer.

An electric drive system includes an energy storage system (ESS), a power conversion system, and an alternating current (AC) traction system. The ESS provides or receives electric power. The ESS includes a first energy storage unit and a second energy storage unit. The power conversion system is electrically coupled to the ESS for converting an input power to an output power. The AC traction system is electrically coupled to the power conversion system for converting the output power of the power conversion system to mechanical torques. The AC traction system includes a first AC drive device and a second AC drive device. An energy management system (EMS) is in electrical communication with the ESS, the AC traction system, and the power conversion system for providing control signals.

An energy management system for a towed vehicle includes an energy harvesting system for harvesting electrical energy from the energy of the towed vehicle, an energy storage system for storing the harvested electrical energy, and a computer controller for controlling the release of the stored electrical energy to one or more components of the towed vehicle for operating the towed vehicle.