WO1998041417A1

WO1998041417A1 - Method for controlling electric rolling stock

Info

Publication number: WO1998041417A1
Application number: PCT/JP1997/000918
Authority: WO
Inventors: Hiroyuki Yamada; Hiroshi Katada
Original assignee: Hitachi, Ltd.; Hitachi Car Engineering Co., Ltd.
Priority date: 1997-03-19
Filing date: 1997-03-19
Publication date: 1998-09-24
Also published as: JP3608799B2

Abstract

An electric rolling stock is prevented from moving backward on an ascending slope, etc., when the stock goes up the slope and from slipping down when the stock again goes up the slop and, at the same time, to make the stock to safely goes down a slope at the time of neutral braking by adjusting and suppressing the descending speed of the stock. When the number of revolutions of a motor (9) is equal to or smaller than a threshold while an accelerator (1) is turned off, a reference position (23) is stored on the basis of the count value (27) of pulses and braking torque (27) is computed by finding a positional deviation (25). Driving torque (19) for power running and neutral braking torque (36) for neutral braking are computed from the rotation detecting signals (13) of the accelerator (1), a shift lever device (2), brake phase device, and the rotation detecting means (10) of the motor (9) and the torque is selected by means of a torque selecting means (30). Then the selected torque is outputted as a torque command (37) so that the motor (9) can generate the torque.

Description

Specification

Electric vehicle control method

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. Background art

Like electric vehicles, electric vehicles have the problem that the vehicle slips when stopping or starting on a hill.

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

According to the technique described in Japanese Patent Application Laid-Open No. 7-75216, it is determined whether or not to generate a regression preventing torque by using the positions of a shift lever of an accelerator and a gear and a rotation direction of a motor as parameters.

However, for example, if the accelerator is turned off and the shift lever position is switched to forward while the vehicle is moving backward, there is a situation in which the electric motor rotates in the reverse direction after shifting to the gear shift position. Occurs, causing the motor to generate regression-preventing torque.

As a result, the vehicle stops suddenly, causing a strong shock to the passengers and impairing drivability. Now.

Also, in the case where braking is performed by frequently switching the position of the gear shift trepper from the high-speed range to the direction opposite to the rotation direction of the electric motor as in the case of a notch forklift, the shock is large. — It is considered that the technology described in 75216 is not applicable.

Also, in the technology disclosed in Japanese Patent Application Laid-Open No. 7-75216, the regression prevention control on a sloping road is described, but the method of starting from the regression prevention state is not described. The operation when the gear shift lever position is selected to the traveling position, that is, the neutral position that is neither the D range nor the R range, especially the descent operation in the deceleration prevention release state during the neutral operation Not stated.

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. During the movement of the vehicle, 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. In the above invention, preferably, after 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.

In a preferred embodiment of the present invention, when the signal of the acceleration instruction means indicates an acceleration state while the braking torque is being generated, 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. BRIEF DESCRIPTION OF THE FIGURES

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

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

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.

Here, 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.

When the torque mode flag 21 is input 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. As shown in the figure, 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).

By utilizing this relationship, normal rotation and reverse rotation can be determined based on the phase relationship between the two-phase pulse signals.

In addition, 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. Sometimes subtract. Here, when the rotor is reset at the time of rotating by 360 ° in the electrical angle, 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.

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. In this case, 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.

In this case as well, the vehicle stops according to the same flow, and thereafter is held at the stop position. In this case, 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.

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 τm1 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. Further, the motor rotation speed 18 is an arbitrary value calculated by the rotation speed calculation means 17 from the rotation pulse count value 24.

Here, when the driver releases the accelerator, 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.

When the motor rotation speed 18 reaches N min, the torque mode flag 21 is set, and the value of the rotation pulse count value 24 is stored as the reference position 23.

Thereafter, when the vehicle goes uphill by inertia, 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.

At this time, 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.

When the vehicle is in the reverse state, the rotation direction of the electric motor 9 is also reversed this time, so that the rotation pulse count value 24 now counts down in the subtraction direction. As the rotation pulse count value 24 changes, the position deviation 25 also changes accordingly, and the value of the position deviation 25 passes through zero, and is now smaller than the reference position 23, and the position deviation 25 becomes It shows a negative value.

In this state, the position of the rotor of the electric motor 9 is moving in the reverse direction from the reference position stored in advance, that is, the vehicle is moving backward. A positive braking torque 27 is generated as a forward force.

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. By memorizing, when the vehicle moves from the reference position 23, when the rotor position of the trimmer motor 9 moves, the position control that generates torque in accordance with the “deviation” from the reference position 23 is performed. It can be realized, and when it operates on an uphill road, it will operate to prevent the vehicle from retreating.

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.

When the position deviation 25 changes to a positive or negative value, (a) shows a pattern that generates the braking torque 27 in a relation proportional to the change. ing.

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.

In the pattern (b), when the position deviation 25 is a negative value, 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.

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〇 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. Here, the shift is selected as D.

In the area of the state category (a), since the braking torque 27 is being generated at a certain value τh, 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 τ h, and the motor rotation speed 18 is zero and the stopped state is maintained.

Here, when the shift D signal is turned off and neither the shift D signal nor the shift R signal is selected, 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.

By resetting the torque mode flag 21, the reference position 23, the position deviation 25, and the braking torque 27 are all reset to the opening, and the braking torque

The vehicle stopped on the ascending road in proportion to the reversing force by 27 starts losing the stopping power and starts retreating.

Here, since the vehicle moves backward on the uphill road, the motor rotation speed 18 increases with a negative value. At this time, if 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

So that 6 occurs.

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 τη 1. With this neutral braking torque 36, the vehicle descending speed is suppressed, and the vehicle does not descend at an unnecessarily high speed.

If the driver feels that the downhill speed is high, the driver depresses the brake.However, this brake depression amount BRS is detected, and η 1 is set to the limit value of the neutral braking torque 36 and η 1 Change to η2 according to BRS. As a result, the neutral braking torque 36 increases, The motive rotation speed 18, that is, the vehicle downhill speed is suppressed.

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.

It is also effective to prevent the neutral braking torque 36 from being generated when the motor rotation speed 18 is zero. When the vehicle is held in the neutral state on level ground, or when the vehicle is switched to the neutral state while driving, the reset state of the torque mode flag 21 is maintained, and the condition for setting the dual braking flag is not satisfied. As a result, normal driving can be performed without dual-neutral braking.

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.

As a result, 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. In 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.

In the state category (b), when the driver depresses the accelerator device 1 to start on a slope, the accelerator SW is turned on, and the driving torque 19 increases according to the accelerator opening A C〇. At this point, the torque mode flag 21 is still set, and the braking torque 27 is still generated. When the accelerator device 1 is further depressed, the drive torque 19 increases and approaches a predetermined value m1. In this case, m 1 is set to a value equal to the braking torque 27, and when] = m 1 is reached, the torque mode flag 21 is reset and the torque generated by the electric motor 9 is reduced from the braking torque 27. Switch to drive torque 19.

At the time of switching, 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.

When the accelerator device 1 is further depressed in the state category (c) and the driving torque 19 increases, the torque of the electric motor 9 overcomes the climbing force, and the vehicle starts climbing the slope.

If 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.

First, determine 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.

If the initial position is stored, 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.

When the torque mode flag 21 is not set, it is determined whether or not the accelerator is depressed and whether or not the motor rotation speed 18 is lower than a predetermined threshold N1.

If the accelerator is off and the motor speed 18 is N1 or less, 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.

If the accelerator is off and the motor speed 18 is not lower than N1, the torque mode flag 21 is reset.

FIG. 12 is a flowchart illustrating the selection of the torque command in FIG.

During normal running, a drive torque command 19 is calculated based on the accelerator device 1 and the motor rotation speed 18.

When the drive torque command 19 is calculated, it is determined whether the torque mode flag 2 1 (^ f) is set, and when it is off, whether the signal of the shift lever device 2 is neutral which is neither D range nor R range, and braking Check the braking torque generation flag, which is information on whether or not torque generation was performed in the past.If the neutral and braking torque generation flag are on, it is determined that the condition for performing the neutral braking is satisfied. Calculate the neutral braking torque 36 based on the motor rotation speed 18 and set the result to the torque command 37.

If the shift lever device 2 is in D or R, or if the signal of the shift lever device 2 is neutral and the braking torque generation flag is cleared, for example, the neutral When switching or the like, since the neutral braking is not performed, the driving torque command 19 is set to the torque command 37, and the torque of the electric motor 9 is controlled based on the value. In this case, no braking torque is generated, so the braking torque generation flag is turned off. When the torque mode flag 21 is on, the braking torque 27 is set in the torque command 37, and the motor 9 operates so as to generate the braking torque. FIG. 13 shows a flowchart for releasing the generation of the braking torque in the control device of FIG.

Here, first, 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.

If the signal selected by the shift lever device 2 is in the D range or the R range, 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.

Next, it is checked whether the accelerator device 1 is depressed and the absolute value τ abs of the driving torque 19 is greater than the absolute value of the braking torque h abs. If the result is yes, the driver is depressing the accelerator and going uphill, and the generation of braking torque is canceled by turning off the torque mode flag 21 and the initial position storage flag.

As described above, according to the present invention, it is possible to prevent the vehicle from retreating (slipping) on a slope. ,

In addition, it is possible to restart from a regression-prevented state without a shock or a temporary drop.

In addition, when the vehicle is required to go downhill when the vehicle is going downhill, 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.

In addition, it has a regression prevention function, but it does not retract when traveling on a normal flat road. Functions and operations equivalent to those without a line blocking function can be performed, improving usability.

Claims

The scope of the claims

1. A method for controlling an electric vehicle that calculates a drive torque based on a signal of an acceleration instruction means, adjusts an amount of power to an electric motor in accordance with the drive torque, and thereby drives a vehicle. Indicates that the vehicle is in a non-acceleration state, and that the moving speed of the vehicle is equal to or lower than a predetermined value. A method for controlling an electric vehicle, comprising: calculating and adjusting the amount of current supplied to an electric motor according to the braking torque, and maintaining the amount of current supplied when the vehicle stops after the vehicle stops.

2. The electric vehicle control method according to claim 1, wherein the moving distance is calculated from a rotation angle of the electric motor.

3. The control method for an electric vehicle according to claim 1, wherein the braking torque is calculated according to a rotation pulse count value of the electric motor from the time when the detection is performed.

4. The electric vehicle control method according to claim 1, wherein the braking torque is calculated by using a function having the moving distance as a parameter.

5. The control method for an electric vehicle according to claim 1, wherein the braking torque is calculated using a proportional function having the moving distance as a parameter.

6. In claim 1, the value of the drive torque calculated based on the signal of the acceleration instruction means, when the signal of the acceleration instruction means indicates an acceleration state while the braking torque is being generated. Releasing the generation of the braking torque after the vehicle exceeds the value of the braking torque.

7. The electric motor according to claim 1, wherein, after the shift device is switched to a neutral state while the braking torque is being generated, the rotational speed of the electric motor is suppressed to a predetermined rotational speed. Car control method.

8. The vehicle according to claim 1, wherein after the shift device is switched to neutral while the braking torque is being generated, a braking torque corresponding to the vehicle moving speed is calculated, and the vehicle moving speed is calculated. And controlling the electric vehicle at a predetermined speed.

9. The control method for an electric vehicle according to claim 1, wherein the occurrence of the braking torque is released when a brake signal is applied.

10. The method for controlling an electric vehicle according to claim 9, wherein after the generation of the control torque is released, the electric motor is suppressed to a predetermined rotation speed.