JP5371855B2 - Electric vehicle control device and electric vehicle control method - Google Patents

Description

  The present invention relates to control of an automobile including an electric motor as a power source for driving wheels, and more particularly to an electric vehicle control device and an electric vehicle control method for controlling driving by an electric motor and regenerative braking in accordance with a vehicle state and road conditions. .

  Compared to internal combustion engines and hydraulic brakes, braking and driving by an electric motor is easier to adjust and detect the output of braking / driving force. For this reason, various control methods for reducing the driving load on the driver have been devised in an automobile including an electric motor as a power source (see, for example, Patent Documents 1 and 2). Many of such conventional control methods reduce the operating load, particularly, canceling unintended environmental changes called disturbances.

  In patent document 1, the longitudinal gradient in the road surface of a motor vehicle is made into the main object of the disturbance which should be negated. As a specific control method, this gradient is estimated to perform control to apply a braking force corresponding to the slope component force due to the gradient, thereby canceling the influence of disturbance such as a longitudinal gradient. As a result, the driver can obtain the same acceleration / deceleration characteristics as when traveling on a flat road even when traveling on a slope with a slope, and the driving load during traveling on a slope is reduced.

  Moreover, in patent document 2, the increase of a tail wind, a head wind, and a vehicle weight is made into a specific example as a main object of a disturbance, and also the unexpected disturbance is considered. A specific control method is to determine a virtual target acceleration when driving on a flat and undisturbed road surface, and to configure a feedback control system so that the actual acceleration matches this virtual target acceleration. , To cancel any disturbances.

  Furthermore, this patent document 2 points out that when traveling on a slope, canceling all of the slope component force due to this gradient, on the contrary, gives the driver a sense of incongruity. In consideration of this point, in Patent Document 2, only the gradient is estimated separately and not all are canceled out, but only a part of the influence is canceled out.

Japanese Patent No. 3263844 JP 2009-106130 A

However, the prior art has the following problems.
As a result of studying the driver's driving load reduction technology by canceling out disturbances and the uncomfortable feeling given to the driver as a reverse effect, we found that some drivers may feel uncomfortable even in the following situations. The situation is when all of the weight increase is canceled when the load capacity of the luggage and the number of passengers increase or decrease. In other words, when the vehicle weight is heavy, the driver feels a natural feeling when the acceleration feeling when the accelerator is depressed is somewhat slow.

  Therefore, as disclosed in Patent Document 2, when all acceleration / deceleration changes due to changes in vehicle weight are canceled, some drivers may feel uncomfortable.

  On the other hand, as disclosed in Patent Document 1, when the acceleration / deceleration change with respect to the change in the vehicle weight is not suppressed at all, the driver who adjusts the amount of depression of the accelerator or the brake with respect to the change in the vehicle weight. It will not be possible to reduce the driving load.

  The present invention has been made to solve the above-described problems, and aims to reduce the driver's driving load by canceling out disturbances, and to reduce the uncomfortable feeling given to the driver while leaving a natural driving feeling. An object of the present invention is to obtain an electric vehicle control device and an electric vehicle control method that achieve both of the above.

An electric vehicle control device according to the present invention is an electric vehicle control device that performs driving control of a vehicle including an electric motor as a driving power source. Torque detection means that detects a driving torque or a braking torque of the electric motor as a torque detection value; Driving speed detecting means for detecting the traveling speed of the vehicle, braking / driving force control means for generating a torque instruction value based on the accelerator operation amount and the brake operation amount by the driver, and the traveling speed detected by the traveling speed detecting means And an electric motor control means for performing travel control by feedback control so that the torque detection value detected by the torque detection means becomes the torque instruction value generated by the braking / driving force control means, Based on the accelerator operation amount, the brake operation amount, and the traveling speed, the basic torque value corresponding to the assumed basic state is calculated. A torque basic value calculating unit, based on the running speed and the torque detection value, the amount of ride headcount and carrying load, to calculate the all models heavy varying from assumed basic state as the estimated value, the traveling speed and the torque detection value The ratio of the total vehicle weight estimated value calculated by the fluctuation amount estimating unit that further calculates the estimated road gradient according to the condition of the road as an estimated value and the total amount of vehicle weight corresponding to the assumed basic state The vehicle weight increase / decrease amount is calculated from the vehicle weight, and the calculated vehicle weight increase / decrease amount is multiplied by a predetermined vehicle weight correction coefficient to cancel out a part of the acceleration / deceleration fluctuation that varies due to the vehicle weight increase / decrease amount. to calculate the vehicle weight correction torque based on the road gradient estimation value calculated by the fluctuation amount estimation section as the slope from the flat state corresponding to assumed basic state, due to the road grade Calculating a gradient correction torque acting in a direction to cancel the part of the variation in the acceleration of the dynamic torque instruction by adding the vehicle weight correction torque and the gradient correction torque to the torque basic value calculated by the torque basic value calculation unit A torque command value calculation unit for generating a value.

The electric vehicle control method according to the present invention includes a torque detection step of detecting a drive torque or a braking torque of the electric motor as a torque detection value in an electric vehicle control method for controlling a vehicle equipped with an electric motor as a driving power source. And a braking / driving force that generates a torque instruction value based on a traveling speed detection step for detecting the traveling speed of the vehicle, an accelerator operation amount and a brake operation amount by the driver, and a traveling speed detected by the traveling speed detection step. A control step, and an electric motor control step for performing travel control by feedback control so that the torque detection value detected in the torque detection step becomes the torque instruction value generated in the braking / driving force control step. Was assumed based on the accelerator operation amount, the brake operation amount, and the traveling speed Based on the torque basic value calculation step to calculate the torque basic value corresponding to this state, and the traveling speed and detected torque value, the estimated total vehicle weight that fluctuates from the assumed basic state depending on the number of passengers and the load capacity And a fluctuation amount estimation step for further calculating, as an estimated value, a road gradient that fluctuates depending on the traveling road state based on the traveling speed and the detected torque value, and a fluctuation amount estimation for the total vehicle weight corresponding to the assumed basic state Acceleration / deceleration that fluctuates due to vehicle weight increase / decrease by calculating the vehicle weight increase / decrease amount from the ratio of the total vehicle weight estimated value calculated in step and multiplying the calculated vehicle weight increase / decrease amount by a predetermined vehicle weight correction coefficient to calculate the vehicle weight correction torque acting in a direction to cancel the part of the variation of the fluctuation amount estimation section as the slope from the flat state corresponding to assumed basic state Based on the calculated road gradient estimate torque basics due to road grade calculating the gradient correction torque acting in a direction to cancel the part of the variation in the acceleration and deceleration varying, calculated by the torque basic value calculation step A torque instruction value calculation step of generating a torque instruction value by adding the vehicle weight correction torque and the gradient correction torque to the value.

  According to the electric vehicle control device and the electric vehicle control method according to the present invention, the total vehicle weight estimated value is calculated from the vehicle speed and the detected torque value, and the torque when the automobile and the traveling environment are in the basic state based on the calculated estimated value. By calculating the torque instruction value with the desired correction added to the basic value and performing torque control of the motor, the driver's driving load can be reduced by canceling out disturbances, leaving the driver with a natural driving feeling. It is possible to obtain an electric vehicle control device and an electric vehicle control method that are compatible with reducing the sense of discomfort.

1 is an overall system configuration diagram of an electric vehicle according to Embodiment 1 of the present invention. It is a figure which shows the main functional structures of the braking / driving force controller in Embodiment 1 of this invention. It is a flowchart which shows a series of control processing by the braking / driving force controller in Embodiment 1 of this invention.

  Hereinafter, preferred embodiments of an electric vehicle control device and an electric vehicle control method of the present invention will be described with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is an overall system configuration diagram of an electric vehicle (hereinafter sometimes simply referred to as an automobile) in Embodiment 1 of the present invention, and shows a main part including an electric vehicle control device. The overall configuration shown in FIG. 1 includes a braking / driving force controller 1, an electric motor control circuit 2, an accelerator operation amount detector 3, a brake operation amount detector 4, a vehicle speed detector 5, a battery 6, an electric motor 7, and a drive wheel 8. Show.

  The braking / driving force controller 1 is a key point of the present invention, and is a part that sequentially determines a torque instruction value that is a torque to be output by the electric motor 7 based on the accelerator operation amount, the brake operation amount, and the vehicle speed of the driver. Yes, details will be described later.

  The motor control circuit 2 is a so-called power electronics circuit, and the amount of current to be supplied to the motor 7 by repeatedly turning on and off switching elements (not shown) included in the motor control circuit 2 in accordance with the torque instruction value. Is adjusted so that the torque amount generated from the electric motor matches the torque instruction value output from the braking / driving force controller 1.

  The accelerator operation amount detector 3 is a detector for detecting an accelerator operation amount corresponding to the amount of depression of the accelerator pedal by the driver. The brake operation amount detector 4 is a detector for detecting a brake pedal operation amount corresponding to an amount by which the driver depresses the brake pedal.

  The vehicle speed detector 5 is a detector for detecting the vehicle speed that is the traveling speed of the automobile. This vehicle speed detector 5 does not necessarily have a substance as a sensor, and may be a substitute for the detected value having a value calculated from the rotational speed of the electric motor.

  The battery 6 is a storage battery that stores energy as a power source of the electric motor 7, and supplies electric power to the electric motor 7 through the electric motor control circuit 2. Further, during regenerative braking, the regenerative current from the motor 7 is received as regenerative power via the motor control circuit 2.

  Torque generated by the electric motor 7 as a driving power source is transmitted to the drive wheels 8 through a drive shaft (not shown) and a transmission (not shown), and the driving or braking force is applied to the vehicle. Occurs with the road surface. In addition, although the case where there are two drive wheels 8 is illustrated in FIG. 1, a total of four wheels including the front wheels and the rear wheels may be drive wheels.

  Next, a more detailed function of the braking / driving force controller 1 will be described with reference to FIG. FIG. 2 is a diagram showing a main functional configuration of the braking / driving force controller 1 according to Embodiment 1 of the present invention. These functions do not need to be implemented as hardware, but can be realized by implementing the functions as a microcomputer software program. The braking / driving force controller 1 shown in FIG. 2 includes a torque basic value calculation unit 11, a fluctuation amount estimation unit 12, and a torque instruction value calculation unit 13.

  Based on the vehicle speed and the driver's accelerator and brake operations, the torque basic value calculation unit 11 calculates a torque (hereinafter referred to as a torque basic value) to be output by the motor 7 when the vehicle and the driving environment are in the basic state. It is a part to do.

  Here, “the automobile is in the basic state” means the total weight assumed at the time of design, which is the sum of the passengers, loading load, and the weight of the automobile itself that were assumed when the automobile was designed. The total vehicle weight (details will be described later) is equal. The total vehicle weight assumed at the time of designing is referred to as “basic total vehicle weight” in comparison with “actual total vehicle weight”. This basic total vehicle weight is a value determined at the time of designing an automobile.

  In addition, “the driving environment is in a basic state” refers to a state where there is no tailwind or headwind and the road surface is flat.

  The fluctuation amount estimation unit 12 is a part for estimating a fluctuation element (fluctuation amount) during actual traveling, and estimates a longitudinal gradient of a road surface on which the automobile travels and also estimates “actual total vehicle weight”. Here, the actual total vehicle weight refers to the sum of the actual vehicle weight of the automobile, the actual number of passengers, and the actual loaded load. Hereinafter, the estimated value of the longitudinal gradient and the estimated value of the actual total vehicle weight output from the fluctuation amount estimation unit 12 will be referred to as the estimated gradient value and the estimated total vehicle weight, respectively.

  The torque instruction value calculation unit 13 is a part that calculates a torque instruction value using the torque basic value calculated by the torque basic value calculation unit 11, the estimated gradient value and the total vehicle weight estimation value estimated by the fluctuation amount estimation unit 12. is there. That is, as described above, the torque instruction value calculation unit 13 corrects the torque basic value, which is a suitable torque when the automobile is in the basic state, by adding the actual gradient and the actual total vehicle weight, This is a part that performs a calculation to convert to a torque instruction value that is a suitable torque in the actual traveling environment and the actual total vehicle weight.

  Next, the control process of the braking / driving force controller 1 having the above functional configuration will be described in detail with reference to the flowchart shown in FIG. FIG. 3 is a flowchart showing a series of control processes by the braking / driving force controller 1 according to Embodiment 1 of the present invention. The braking / driving force controller 1 executes the flowchart shown in FIG. 3 at a predetermined calculation cycle, and transmits a torque instruction value to the motor control circuit. Hereinafter, the contents of a series of processes for one cycle by the braking / driving force controller 1 will be described.

  The torque basic value calculator 11 in the braking / driving force controller 1 first obtains the torque basic value Tb in the time period (step S301). This torque basic value Tb is uniquely determined by three detected values of an accelerator operation amount detection value, a brake operation amount detection value, and a vehicle speed. Specifically, a three-dimensional map with these three detected values as axes is programmed in a memory in the microcomputer, and the torque basic value calculation unit 11 performs a torque basic value by a look-up process and an interpolation process as necessary. A value Tb is calculated.

  In general, the setting value of this map is such that the greater the accelerator operation amount, the greater the torque basic amount, and the greater the brake operation amount, the smaller the torque basic amount (usually a negative value). , Its absolute value becomes larger). However, with regard to the positive and negative numbers, the driving torque for accelerating the vehicle forward is defined as positive, and the braking torque for decelerating is defined as negative.

Next, the fluctuation amount estimating unit 12 in the braking / driving force controller 1 determines the total vehicle weight estimated value Mest and the gradient estimated value θest in the time period (step S302). The fluctuation amount estimation unit 12 uses a known method as a specific method for obtaining these estimated values. For example, the following documents can be cited.
・ "Vehicle Mass Estimation Method for Chassis Control System" Japan Society of Automotive Engineers 2008 Spring Academic Lecture Preprint No.57-08
・ Vahidi, A .; Druzhinina, M .; Stefanopoulou, A .; Huei Peng, "Simultaneous mass and time-varying grade estimation for heavy-duty vehicles," American Control Conference, 2003. Proceedings of the 2003, vol.6, no., pp. 4951-4956 vol.6, 4-6 June 2003

  Next, the torque command value calculator 13 in the braking / driving force controller 1 determines the torque command value Tc in the time period (step S303). The main part of the processing content of the method for determining the torque instruction value Tc is composed of vehicle weight correction and gradient correction, and will be described in detail below.

[About vehicle weight correction processing]
In this vehicle weight correction process, the torque instruction value calculation unit 13 first obtains a vehicle weight increase / decrease coefficient Δm. The vehicle weight increase / decrease coefficient Δm is calculated by the following equation (1).
Δm = (estimated total vehicle weight Mest) / (basic total vehicle weight) −1 (1)
The vehicle weight increase / decrease coefficient Δm corresponds to a ratio indicating how much the actual vehicle weight is increased or decreased compared to the basic total vehicle weight.

Next, the torque instruction value calculation unit 13 obtains the vehicle weight correction torque ΔTm. This vehicle weight correction torque ΔTm is calculated by the following equation (2).
ΔTm
= (Vehicle weight correction coefficient αm) × (vehicle weight increase / decrease coefficient Δm) × (torque basic value Tb) (2)

  Here, the vehicle weight correction coefficient αm is a coefficient that quantitatively indicates how much the vehicle weight correction is performed. The value of the vehicle weight correction coefficient αm may be set by the driver so that the driver feels suitable, or may be written in the flash memory of the microcomputer at the manufacturing process stage of the apparatus. The coefficient setting method itself does not matter. However, a value of 0 or more and 1 or less is usually set as the vehicle weight correction coefficient αm.

  When the driver operates the accelerator or brake to obtain a certain acceleration / deceleration, if the total vehicle weight fluctuates from the basic value due to the number of passengers and the load, the required accelerator operation The amount and the brake operation amount also vary according to the variation of the total vehicle weight. For this reason, the driving load of the driver has become large.

  On the other hand, by calculating the vehicle weight correction torque ΔTm as in the above equation (2), based on the estimation result of the total vehicle weight, the braking / driving torque of the motor in the direction to cancel the vehicle weight fluctuation amount with respect to the basic total vehicle weight. Can be corrected. As a result, it is possible to reduce the driving load on the driver with respect to fluctuations in the total vehicle weight.

  Furthermore, by appropriately setting the weight based on the vehicle weight correction coefficient αm, it is possible to give a desired acceleration / deceleration that cancels only a part of the increase / decrease amount of the total vehicle weight. In other words, while the load of the driver adjusting the amount of accelerator or brake depression is reduced by changing the vehicle weight, the heavier the vehicle weight, the slower the acceleration / deceleration (that is, the greater the accelerator or brake depression amount). It is possible to achieve both of the two points of leaving a natural driving interval.

[About gradient correction processing]
In this gradient correction process, the torque instruction value calculation unit 13 first obtains a torque converted value Tgrad of the slope component force. This Tgrad is calculated by the following equation (3).

Tgrad = (Total vehicle weight estimated value Mest)
× (Gravity acceleration g)
X (tangent value of estimated gradient value θest)
× (Transmission coefficient Gtrans) (3)

Next, the torque instruction value calculation unit 13 obtains the gradient correction torque ΔTg. This gradient correction torque ΔTg is calculated by the following equation (4).
ΔTg = (gradient correction coefficient αg) × (torque component torque converted value Tgrad) (4)

  Here, the gradient correction coefficient αg is a coefficient that quantitatively indicates how much gradient correction is performed. The method for setting the value of the gradient correction coefficient αg does not matter as in the method for setting the vehicle weight correction coefficient described above. Also, as the gradient correction coefficient αg, a value of 0 or more and 1 or less is usually set.

  In the situation where the driver operates the accelerator and brakes to obtain a certain acceleration / deceleration, the amount of accelerator operation required is necessary when the road slope changes from a flat and undisturbed road surface. And the amount of brake operation will also change according to the change of the road gradient. For this reason, the driving load of the driver has become large.

  On the other hand, by obtaining the gradient correction torque ΔTg as shown in the above equation (4), based on the estimation result of the gradient, the motor control is controlled in a direction to cancel the fluctuation amount of the slope component force according to the condition of the traveling road. The driving torque can be corrected. As a result, the amount of the driver's operation of the accelerator and the brake according to the road gradient can be reduced, and the driving load on the driver with respect to the gradient change can be reduced.

  Furthermore, by appropriately setting the weight based on the gradient correction coefficient αg, a desired acceleration / deceleration that cancels only a part of the increase / decrease amount of the slope component force can be given. In other words, while reducing the load that the driver adjusts the amount of depression of the accelerator and brake by changing the road gradient, for example, if the uphill is steep, the suddenly the acceleration becomes dull and the deceleration becomes faster (that is, It is possible to achieve both of the two points of leaving a natural driving interval of increasing or decreasing the amount of depression of the accelerator or the brake.

Finally, the torque instruction value calculation unit 13 adds the vehicle weight correction torque ΔTm and the gradient correction torque ΔTg calculated as described above to the torque basic value Tb to obtain the torque instruction value Tc.
Tc = torque basic value Tb + vehicle weight correction torque ΔTm + gradient correction torque ΔTg (5)

  As described above, according to the first embodiment, the total vehicle weight estimated value and the gradient estimated value are calculated from the vehicle speed and the detected torque value, and the vehicle and the traveling environment are in the basic state based on the calculated estimated values. A torque instruction value obtained by correcting the basic torque value with a desired weight can be calculated to control the torque of the electric motor. As a result, an electric vehicle control device and an electric vehicle control method that achieve both the reduction of the driver's driving load by canceling disturbance and the reduction of the uncomfortable feeling given to the driver while leaving a natural driving feeling are realized. it can.

  In the above formula (5), the torque instruction value Tc is calculated by adding both the vehicle weight correction torque ΔTm and the gradient correction torque ΔTg. However, the above-described equation can be obtained by adding only one of them. It is possible to obtain a compatible effect.

  Further, in calculating the torque correction values (vehicle weight correction torque ΔTm and gradient correction torque ΔTg), the estimated accuracy is calculated by taking into account the longitudinal acceleration detected by the longitudinal acceleration detecting means (not shown in FIG. 1). Can be improved.

  In addition, when braking / driving is not performed only by an electric motor but other braking / driving force sources are also used (for example, when operating a hydraulic brake), braking / driving force by other braking / driving force sources is also reduced. By calculating the total vehicle weight estimated value or the gradient estimated value in consideration, it is possible to improve the estimation accuracy. As a result, the driving load on the driver can be further reduced.

  1 braking / driving force controller (braking / driving force control means), 2 motor control circuit (motor control means), 3 accelerator operation amount detector, 4 brake operation amount detector, 5 vehicle speed detector (traveling speed detection means), 6 Battery, 7 Electric motor, 8 Drive wheel, 11 Torque basic value calculation part, 12 Fluctuation amount estimation part, 13 Torque instruction value calculation part.

Claims (4)

In the electric vehicle control device that performs the traveling control of the vehicle including the electric motor as the driving power source,
Torque detecting means for detecting the driving torque or braking torque of the electric motor as a torque detection value;
Traveling speed detection means for detecting the traveling speed of the vehicle;
Braking / driving force control means for generating a torque instruction value based on the accelerator operation amount and brake operation amount by the driver, and the travel speed detected by the travel speed detection means;
Electric motor control means for performing travel control by feedback control so that the torque detection value detected by the torque detection means becomes the torque instruction value generated by the braking / driving force control means,
The braking / driving force control means includes:
A basic torque calculation unit that calculates a basic torque value corresponding to an assumed basic state based on the accelerator operation amount, the brake operation amount, and the travel speed;
Based on the travel speed and the detected torque value, the total vehicle weight that fluctuates from the assumed basic state is calculated as an estimated value based on the number of passengers and the loaded load, and based on the travel speed and the detected torque value. A fluctuation amount estimating unit that further calculates a road gradient that fluctuates depending on the state of the traveling road as an estimated value ;
The vehicle weight increase / decrease amount is calculated from the ratio of the total vehicle weight estimated value calculated by the fluctuation amount estimating unit to the total vehicle weight corresponding to the assumed basic state, and the calculated vehicle weight increase / decrease amount is multiplied by a predetermined vehicle weight correction coefficient. As a gradient from the flat state corresponding to the assumed basic state, the vehicle weight correction torque that works in a direction to cancel a part of the fluctuation of the acceleration / deceleration that fluctuates due to the vehicle weight increase / decrease amount is calculated. Based on the estimated road gradient value calculated by the fluctuation amount estimation unit, a gradient correction torque that works in a direction to cancel a part of the acceleration / deceleration fluctuation that varies due to the road gradient is calculated, and the basic torque calculation A torque command value calculation unit that generates the torque command value by adding the vehicle weight correction torque and the gradient correction torque to the basic torque value calculated by a motor. apparatus. In the electric vehicle control device according to claim 1 ,
It further comprises longitudinal acceleration detection means for detecting longitudinal acceleration,
The electric vehicle control apparatus, wherein the fluctuation amount estimation unit calculates the estimated value using information on the longitudinal acceleration detected by the longitudinal acceleration detecting means. In the electric vehicle control device according to claim 1 or 2 ,
The fluctuation amount estimation unit includes another braking / driving force source. When the other braking / driving force source is in an operating state, the estimation is performed in consideration of the braking / driving force by the other braking / driving force source. An electric vehicle control device characterized by calculating a value. In an electric vehicle control method for performing a travel control of a vehicle equipped with an electric motor as a travel power source,
A torque detection step of detecting the drive torque or braking torque of the electric motor as a torque detection value;
A travel speed detection step for detecting the travel speed of the vehicle;
A braking / driving force control step for generating a torque instruction value based on the accelerator operation amount and the brake operation amount by the driver and the travel speed detected by the travel speed detection step;
An electric motor control step that performs travel control by feedback control so that the torque detection value detected by the torque detection step becomes the torque instruction value generated by the braking / driving force control step, and
The braking / driving force control step includes:
A basic torque calculation step for calculating a basic torque value corresponding to an assumed basic state based on the accelerator operation amount, the brake operation amount, and the travel speed;
Based on the travel speed and the detected torque value, the total vehicle weight that fluctuates from the assumed basic state is calculated as an estimated value based on the number of passengers and the loaded load, and based on the travel speed and the detected torque value. A fluctuation amount estimating step for further calculating a road gradient that fluctuates depending on the state of the traveling road as an estimated value ;
The vehicle weight increase / decrease amount is calculated from the ratio of the total vehicle weight estimated value calculated in the fluctuation amount estimation step to the total vehicle weight corresponding to the assumed basic state, and the calculated vehicle weight increase / decrease amount is multiplied by a predetermined vehicle weight correction coefficient. As a gradient from the flat state corresponding to the assumed basic state, the vehicle weight correction torque that works in a direction to cancel a part of the fluctuation of the acceleration / deceleration that fluctuates due to the vehicle weight increase / decrease amount is calculated. Based on the estimated road gradient value calculated by the fluctuation amount estimation unit, a gradient correction torque that works in a direction to cancel a part of the acceleration / deceleration fluctuation that varies due to the road gradient is calculated, and the basic torque calculation A torque instruction value calculation step of generating the torque instruction value by adding the vehicle weight correction torque and the gradient correction torque to the torque basic value calculated in the step. An electric vehicle control method.

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