JP2010004705A - Braking controller and braking control method for motor-driven vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking controller and a braking control method for a motor-driven vehicle that suppress deterioration in the braking feeling. <P>SOLUTION: The braking controller for the motor-driven vehicle that controls a braking torque upon the generation of a creep torque includes a creep torque generating means 20 which generates a creep torque, based on a target creep torque, a braking torque generating means 30 which generates a braking torque based on a target braking torque, and a controlling means 40, which reduces the creep torque as the brake operation force increases a brake operation force increases upon generation of the creep torque; increases the braking torque as the brake operation force increases; reduces the braking torque increment, in proportion to the decrease in the creep torque; and controls the target creep torque and the target braking torque so that the absolute value of the braking torque increment becomes larger than the absolute value of the creep torque decrement. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a braking / driving control device and a braking / driving control method for an electric vehicle.

  Conventionally, an electric vehicle that generates a creep torque by controlling a drive motor in a predetermined driving state is widely known (for example, Patent Document 1). If this creep torque is used, the vehicle can be driven at a low speed without having to step on the accelerator pedal in traffic jams, and the vehicle can be prevented from retreating even when the brake pedal is released when starting on a slope.

The electric vehicle described in Patent Document 1 suppresses an increase in the amount of energy consumption by reducing the creep torque as the brake operation force increases when a brake operation is performed when the creep torque is generated. Furthermore, since the braking torque is reduced by the same amount as the creep torque reduction amount, the vehicle deceleration does not increase against the driver's intention.
JP 2000-69604 A

  However, Patent Document 1 does not clarify the relationship between the decrease amount of the creep torque and the increase amount of the braking torque when the brake operation is performed when the creep torque is generated. Therefore, when the decrease amount of the creep torque becomes larger than the increase amount of the braking torque, the braking feeling as intended by the driver on the uphill road cannot be obtained, and the braking feeling is deteriorated. There is.

  Accordingly, the present invention has been made in view of the above-described problems, and an object thereof is to provide a braking / driving braking device and a braking / driving control method for an electric vehicle that can suppress deterioration of braking feeling.

  The present invention solves the above problems by the following means.

  In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention relates to a braking / driving control device for an electric vehicle that controls braking / driving torque when creep torque is generated, creep torque generating means (20) for generating creep torque based on the target creep torque, and braking based on the target braking torque. Brake torque generating means (30) for generating torque, and when the brake operation force increases when creep torque is generated, the creep torque is decreased as the brake operation force is increased, and the brake torque is increased as the brake operation force is increased The target creep torque and the target braking torque are controlled so that the increase amount of the braking torque is reduced according to the decrease of the creep torque and the absolute amount of the increase of the braking torque is larger than the absolute amount of the decrease of the creep torque. And a control means (40).

  According to the present invention, the control means controls the target creep torque and the target braking torque so that the absolute amount of the increase in braking torque is greater than the absolute amount of the decrease in creep torque. In this case, even if the creep torque is decreased in accordance with the increase in the brake operation force, it is possible to suppress the deterioration of the braking feeling on the uphill road.

(First embodiment)
FIG. 1 is a schematic configuration diagram of an electric vehicle 100.

  The electric vehicle 100 includes a pair of driving wheels 10, a driving device 20 that drives the driving wheels 10, and a braking device 30 that brakes the driving wheels 10.

  The drive device 20 includes a drive motor 21, an inverter 22, a battery 23, a speed reducer 24, a drive shaft 25, and a drive torque control controller 26.

  The electric power charged in the battery 23 is supplied to the drive motor 21 via the inverter 22. The drive motor 21 is a three-phase AC synchronous motor, and generates an output torque corresponding to the AC current from the inverter 22. This output torque is transmitted to the drive wheel 10 via the speed reducer 24 and the drive shaft 25 and becomes a drive torque for driving the electric vehicle 100. The drive torque controller 26 controls the inverter 22 based on a command from the vehicle controller 40.

  On the other hand, the braking device 30 includes a hydraulic pressure source 31, a hydraulic pressure adjusting device 32, a hydraulic brake 33, and a braking torque control controller 34.

  The hydraulic pressure of the hydraulic oil in the hydraulic source 31 is adjusted by a hydraulic pressure adjusting device 32 and transmitted to a hydraulic brake 33 provided for each drive wheel 10. The hydraulic brake 33 generates a braking torque for braking the electric vehicle 100 by pressing the pad as a friction member against the rotor rotating together with the drive wheel 10 by the hydraulic pressure of the transmitted hydraulic oil. The braking torque control controller 34 controls the hydraulic pressure adjusting device 32 based on a command from the vehicle control controller 40.

  The electric vehicle 100 includes a vehicle controller 40 for controlling the drive torque controller 26 and the braking torque controller 34. The vehicle controller 40 is configured as a microcomputer including a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).

  The vehicle controller 40 includes an accelerator pedal sensor 41 that detects the amount of depression of the accelerator pedal, a brake pedal sensor 42 that detects the amount of depression of the brake pedal, a shift switch sensor 43 that detects the position of the shift lever, and a vehicle speed sensor that detects the vehicle speed. The signal from 44 is input. The vehicle controller 40 controls the driving torque controller 26 and the braking torque controller 34 based on these signals.

  The drive torque controller 26 controls the inverter 22 based on a command from the vehicle controller 40 so that a drive torque corresponding to the accelerator pedal depression amount is output from the drive motor 21.

  Based on a command from the vehicle controller 40, the braking torque controller 34 controls the hydraulic pressure adjusting device 32 so that a braking torque corresponding to the brake pedal depression amount is output from the hydraulic brake 33.

  In the electric vehicle 100, the vehicle controller 40 controls the drive torque controller 26 to generate creep torque from the drive motor 21 when the vehicle is in a predetermined driving state. Since this creep torque is not necessary when the driver stops the vehicle or the like, if a braking operation is performed when the creep torque is generated, the vehicle controller 40 controls the drive torque controller 26 to perform the creep torque. And the useless energy consumption by the drive motor 21 is avoided. Furthermore, in this embodiment, the vehicle controller 40 controls the braking torque controller 34 to reduce the braking torque so that a braking feeling can be obtained even on an uphill road (so that the braking feeling does not deteriorate).

  With reference to FIG. 2, the creep torque control and braking torque control executed by the vehicle controller 40 when creep torque is generated will be described.

  As shown in FIG. 2, the vehicle controller 40 is configured to calculate a target creep torque and a target braking torque based on the vehicle speed, the shift lever position, and the brake operation force.

  The basic creep torque calculation unit B11 calculates a basic creep torque value based on the vehicle speed and the shift lever position. A method of calculating the basic creep torque value will be described later with reference to FIGS. 5 and 6.

  Decrease creep torque calculation unit B12 calculates a decrease creep torque value based on the basic creep torque value and the brake operation force. The brake operation force is calculated based on the brake pedal depression amount detected by the brake pedal sensor 42.

  As shown in FIG. 3A, the decrease creep torque calculation unit B12 determines a decreaseable braking torque value based on the brake operating force in the decreaseable braking torque calculation unit B121, and the determination unit B122 determines the decreaseable braking torque value. The smaller one of the basic creep torque values is set as the reduced creep torque value. Here, the reducible braking torque value in the reducible braking torque calculation unit B121 is determined according to the brake operation force based on the reducible braking torque map shown in FIG. As shown in FIG. 3B, the decreaseable braking torque value is set larger as the brake operation force increases. The rate of change of the reducible braking torque with respect to the brake operating force, that is, the slope of the reducible braking torque line A is set to be smaller than half of the constant α.

  Returning to FIG. 2, the target creep torque calculation unit B13 calculates the target creep torque value by subtracting the decreased creep torque value from the basic creep torque value. This target creep torque value is output to the drive torque controller 26 as a command value from the vehicle controller 40. The drive torque controller 26 controls the inverter 22 so that the creep torque generated by the drive motor 21 becomes the target creep torque value.

  On the other hand, the basic braking torque calculator B14 calculates a basic braking torque value based on the brake operation force. The basic braking torque value is determined according to the brake operation force based on the basic braking torque map shown in FIG. As shown in FIG. 4, the basic braking torque value is set to increase as the brake operation force increases. Further, the rate of change of the basic braking torque value with respect to the brake operating force, that is, the inclination of the basic braking torque line B is set to be a constant α.

  Returning to FIG. 2, the target braking torque calculation unit B15 calculates the target braking torque value by subtracting the reduced creep torque value from the basic braking torque value. This target braking torque value is output to the braking torque control controller 34 as a command value from the vehicle controller 40. The braking torque control controller 34 controls the hydraulic pressure adjusting device 32 so that the braking torque generated by the hydraulic brake 33 becomes the target braking torque value.

  With reference to FIG.5 and FIG.6, the basic creep torque calculation process which the vehicle controller 40 performs in the basic creep torque calculating part B11 is demonstrated.

  FIG. 5 is a flowchart for explaining basic creep torque calculation processing. This arithmetic processing is performed at regular intervals during vehicle operation, for example, every 10 milliseconds.

  In step S101, the vehicle controller 40 reads the vehicle speed and the shift position, and the process proceeds to step S102.

  In step S102, the vehicle controller 40 determines whether or not the shift lever position is in the D range (drive range). If the shift lever position is in the D range, the process proceeds to step S103. In other cases, the process proceeds to step S104.

  In step S103, the vehicle controller 40 determines a basic creep torque value corresponding to the vehicle speed based on the D-range basic creep torque map.

FIG. 6A shows a basic creep torque map for the D range. Here, when the electric vehicle 100 is moving forward, the vehicle speed is expressed as a positive value, and the speed in the forward direction increases as the value increases. As shown in FIG. 6 (A), until the vehicle speed V ₁ was decreased as the basic creep torque value vehicle speed increases, the basic creep torque value 0 (zero) in the vehicle speeds V _{1 to} more.

  Returning to FIG. 5, in step S104, the vehicle controller 40 determines whether or not the shift lever position is in the R range (reverse range). If the shift lever position is in the R range, the process proceeds to step S105. In other cases, the process proceeds to step S106.

  In step S105, the vehicle controller 40 calculates a basic creep torque value corresponding to the vehicle speed based on the R range basic creep torque map.

FIG. 6B shows an R range basic creep torque map. Here, when the vehicle is moving backward, the vehicle speed is expressed as a negative value, and the speed in the reverse direction increases as the value decreases. As shown in FIG. 6 (B), until the vehicle speed -V ₁ is lowered as the basic creep torque speed of the backward direction is increased, so the basic creep torque value and 0 (zero) at a vehicle speed -V ₁ below.

  Returning to FIG. 5, in step S106, the vehicle controller 40 sets the basic creep torque value to 0 (zero). Therefore, when the shift lever is in the P range (parking range) or the N range (neutral range), no creep torque is generated.

  As described above, the vehicle controller 40 according to the present embodiment determines the basic creep torque value so that the creep torque is generated when the vehicle speed is within the predetermined range.

  The effects of creep torque control and braking torque control executed by the vehicle controller 40 will be described with reference to FIG. FIG. 7A is a diagram illustrating an electric vehicle 100 that stops on an uphill road. FIG. 7B is a diagram for explaining the increase amount of the target braking torque value and the decrease amount of the target creep torque value when the brake operation is increased. FIG. 7C is a diagram for explaining the braking feeling of the vehicle.

As shown in FIG. 7A, the creep torque F _C is balanced with the reverse force F _R generated in the electric vehicle 100 due to the slope of the uphill road. The creep torque F _C causes the electric vehicle 100 to enter the uphill road. Consider the case where the vehicle is stopped as an example. Assume that the driver depresses the brake pedal when the creep torque F _C is generated, and the brake operation force increases from 0 (zero) to B ₁ as shown in FIG. 7B.

When the brake operation force becomes B ₁ , the basic braking torque value becomes F ₂ based on the basic braking torque line B, and the decreaseable braking torque value becomes F ₁ based on the decreaseable braking torque line A. Decreasing braking torque line A is the same as that described in FIG. 3B, and basic braking torque line B is the same as that described in FIG. If the basis creep torque value is greater than the decrease possible braking torque value F _1, since this reduction can braking torque value F ₁ is reduced creep torque value, the target creep torque value is reduced by F _1. On the other hand, the target braking torque value increases by F ₂ −F ₁ .

Here, assuming that the gradient of the decreaseable braking torque line A is set to be larger than half of the gradient of the basic braking torque line B, the decrease amount F ₁ of the target decrease torque value is the increase amount F _{2 of the} target brake torque value. It becomes larger than the -F _1. In such a case, the sum of the braking torque and the creep torque occurring in the drive wheel 10 is, as indicated by a broken line C in FIG. 7 (C), the smaller than the retracting force F _R. When the brake operating force exceeds B ₂ , the creep torque generated in the drive wheel 10 becomes 0 (zero), so that the sum of the braking torque and the creep torque increases as the brake operating force increases, and the brake operating force B ₃ Then, the braking torque becomes equal to the reverse force F _R. On the uphill road, when the sum of the braking torque and the creep torque is smaller than the reverse force F _R , the electric vehicle 100 is slightly retracted. The ring may get worse.

However, in this embodiment, as shown in FIG. 7 (B), the inclination of the decreaseable braking torque line A is set to be smaller than half of the inclination of the basic braking torque line B. ₂ −F ₁ (absolute amount of increase) is larger than the decrease amount F ₁ (absolute amount of decrease) of the target decrease torque value. For this reason, the sum of the braking torque and the creep torque is always larger than the reverse force F _{R as} indicated by the solid line D in FIG. As described above, in the electric vehicle 100 according to the present embodiment, when the braking operation is performed when the creep torque is generated, the braking feeling on the uphill road is reduced even if the target creep torque value is decreased according to the increase in the braking operation force. Deterioration can be suppressed.

(Second Embodiment)
The basic configuration of the electric vehicle 100 of the second embodiment is substantially the same as that of the first embodiment, but differs in the way of calculation in the reduced creep torque calculation unit B12 of the vehicle controller 40. That is, the decrease creep torque calculation unit B12 determines a decreaseable braking torque value based on the vehicle speed and the shift lever position, and obtains a decrease creep torque value based on the decreaseable braking torque value. The difference will be mainly described below.

  With reference to FIG. 8 (A) and FIG. 8 (B), the reduction creep torque calculating part B12 of this embodiment is demonstrated. FIG. 8A is a diagram illustrating a schematic configuration of the reduced creep torque calculation unit B12. FIG. 8B is a diagram showing a braking torque map that can be reduced at low speed.

  As shown in FIG. 8A, the stop-time decreaseable braking torque calculation unit B121 calculates a stop-time decreaseable braking torque value based on the brake operation force. The calculation of the braking torque value that can be reduced when stopped is the same as in FIG. Therefore, the rate of change of the braking torque that can be reduced at the stop with respect to the brake operating force, that is, the slope of the braking torque line A that can be reduced at the time of stopping is set to be smaller than half the constant α.

  The braking torque calculator B123 that can be reduced at low speeds calculates a braking torque value that can be reduced at low speeds based on the brake operation force. Here, the braking torque value that can be reduced at low speed is determined according to the brake operation force based on the reducing braking torque map shown in FIG. As shown in FIG. 8B, the braking torque value that can be reduced at low speed is set to increase as the brake operating force increases. The change rate of the braking torque that can be reduced at low speed with respect to the brake operation force, that is, the slope of the braking torque line E that can be reduced at low speed is set to be smaller than the constant α and larger than half of the constant α.

The flag setting unit B124 sets the flags f _A and f _B based on the vehicle speed and the shift lever position in order to determine the above-described two decelerable braking torque values by the decrement braking torque determination unit B125. Details of this flag setting will be described later with reference to FIGS.

Decreasing braking torque determination unit B125 determines the decreasing braking torque value based on the flags f _A and f _B , the decreasing braking torque value at the time of stopping, and the decreasing braking torque value at low speed. That is, when the flag f _A is 1 and the flag f _B is 1, the braking torque value that can be reduced at low speed is set as the braking torque value that can be reduced. Further, when the flag f _A is 0 and the flag f _B is 1, the braking torque value that can be decreased at the time of stop is set as the braking torque value that can be decreased. When the flag f _B is 0, the decreaseable braking torque value is set to 0.

  The determination unit B122 sets the smaller one of the basic creep torque value and the decreaseable braking torque value as the decrease creep torque value.

  A flag setting process executed by the vehicle controller 40 in the flag setting unit B124 of the reduced creep torque calculation unit B12 will be described with reference to FIGS.

  FIG. 9 is a flowchart for explaining the flag setting process. This arithmetic processing is performed at regular intervals during vehicle operation, for example, every 10 milliseconds.

  In step S201, the vehicle controller 40 reads the vehicle speed and the shift lever position, and the process proceeds to step S202.

  In step S202, the vehicle controller 40 determines whether or not the shift lever position is in the D range. If the shift lever position is in the D range, the process proceeds to step S203. In other cases, the process proceeds to step S205.

In step S203, the vehicle controller 40 sets the flag f _A on the basis of the flag setting map for the D range.

  FIG. 10A shows a D-range flag setting map. Here, when the electric vehicle 100 is moving forward, the vehicle speed is expressed as a positive value, and the speed in the forward direction increases as the value increases.

As shown in FIG. 10A, when the electric vehicle 100 is decelerating, the flag f _A is set to 1 until the vehicle speed drops to V ₂ , and when the vehicle speed becomes lower than V ₂ , the flag f _A Is set to 0. On the contrary, when the electric vehicle 100 is in acceleration, until the vehicle speed becomes larger V ₃ than V ₂ is the flag f _A is set to 0, the vehicle speed is greater than V ₃ flag f _A is Set to 1. The vehicle speeds V ₂ and V ₃ are values close to the vehicle speed 0 and are set to values smaller than V ₁ shown in FIG.

In this way, the D-range flag setting map, is closer to the vehicle speed is 0, the vehicle flag f _A is set to 0 when it is likely to stop, sets the flag f _A 1 in other cases Is done. Further, since the vehicle speed at which the flag f _A is changed according to the acceleration / deceleration of the vehicle and the hysteresis is given, the hunting of the command value from the vehicle controller 40 is suppressed, and the controllability is improved.

Returning to FIG. 9, in step S204, the vehicle controller 40 sets the flag f _B to 1 and ends the process.

  On the other hand, in step S205, the vehicle controller 40 determines whether or not the shift lever position is in the R range. If the shift lever position is in the R range, the process proceeds to step S206. In other cases, the process proceeds to step S207.

In step S206, the vehicle controller 40 sets the flag f _A on the basis of the flag setting map for the R-range, the flow goes to step S204.

  FIG. 10B shows an R range flag setting map. Here, when the vehicle is moving backward, the vehicle speed is expressed as a negative value, and the speed in the reverse direction increases as the value decreases.

As shown in FIG. 10 (B), when the electric vehicle 100 is decelerating, the vehicle speed until greater than -V ₂ flag f _A is set to 1, when the vehicle speed is greater than -V ₂ The flag f _A is set to 0. On the contrary, when the electric vehicle 100 is in acceleration, the vehicle speed until the smaller smaller -V ₃ than -V ₂ flag f _A is set to 0, smaller than vehicle speed -V ₃ Then, the flag f _A is set to 1. The vehicle speeds −V ₂ and −V ₃ are values close to the vehicle speed 0 and are set to values larger than −V ₁ shown in FIG.

In this way, the R-range flag setting map, is closer to the vehicle speed is 0, the vehicle flag f _A is set to 0 when it is likely to stop, sets the flag f _A 1 in other cases Is done. Also in the R range flag setting map, the vehicle speed at which the flag f _A is changed according to the acceleration / deceleration of the vehicle and the hysteresis is given, so that the hunting of the command value from the vehicle controller 40 is suppressed, and the controllability Will improve.

Returning to FIG. 9, in step S207, the vehicle controller 40 sets the flag f _B to 0 and ends the process. That is, when the shift lever is in the P range or N range where the basic creep torque value is 0, the flag f _B is set to 0.

  As described above, the electric vehicle 100 of this embodiment can obtain the following effects.

  In the electric vehicle 100, when the possibility that the vehicle stops is high, the braking torque value that can be reduced at the time of stopping becomes the braking torque value that can be reduced. As shown in FIG. 3B, since the slope of the braking torque line A that can be decreased at the time of stop is set to be smaller than half of the constant α, the amount of increase (increase of the target braking torque value) is set. (Absolute amount) is larger than the reduction amount (absolute amount of reduction) of the target reduction torque value. Therefore, even if the target creep torque value is decreased in response to an increase in the brake operation force when the brake operation is performed when the creep torque is generated, the braking feeling on the uphill road is deteriorated as in the first embodiment. It becomes possible to suppress.

  Further, when the vehicle is traveling at a low speed, the braking torque value that can be reduced at a low speed becomes the braking torque value that can be reduced. Here, the slope of the braking torque line E that can be reduced at low speed is set to be smaller than the constant α and larger than half of the constant α as shown in FIG. Therefore, as shown in FIG. 11, the decrease amount F3 of the target decrease torque value is larger than the increase amount F2-F3 of the target braking torque value. When driving at low speed, deterioration of braking feeling on the uphill road is not a problem, so driving the vehicle while braking the vehicle by making the decrease amount of the target decrease torque value larger than the increase amount of the target brake torque value. The energy saving effect in the motor 21 can be enhanced.

  The present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

  The technical idea of the present invention is applied to an electric vehicle in which creep torque is generated by a drive motor. In addition to the electric vehicle 100, the technical idea is applied to a hybrid vehicle driven by a drive motor and an engine.

1 is a schematic configuration diagram of an electric vehicle according to a first embodiment. It is a block diagram which shows the creep torque control and braking torque control which a vehicle control controller performs at the time of creep torque generation | occurrence | production. It is a block diagram which shows schematic structure of a reduction creep torque calculating part. It is a figure explaining a basic braking torque map. It is a flowchart explaining the basic creep torque calculation process which a vehicle control controller performs. It is a figure explaining a basic creep torque map. It is a figure explaining the effect by creep torque control and braking torque control. It is a block diagram which shows schematic structure of the reduction | decrease creep torque calculating part in the electric vehicle of 2nd Embodiment. It is a flowchart explaining the flag setting process which a vehicle control controller performs. It is a figure explaining a flag setting map. It is a figure explaining the effect by creep torque control and braking torque control.

Explanation of symbols

100 Electric vehicle (electric vehicle)
DESCRIPTION OF SYMBOLS 10 Drive wheel 20 Drive apparatus 26 Drive torque control controller 30 Braking apparatus 34 Braking torque control controller 40 Vehicle control controller (control means)
B11 Basic creep torque calculation unit B12 Decrease creep torque calculation unit (creep torque decrease amount calculation unit)
B121 (during stop) Decreasing braking torque calculation unit B122 Determination unit B123 Decreasing braking torque calculation unit B124 at low speed Flag setting unit B125 Decreasing braking torque determination unit B13 Target creep torque calculation unit B14 Basic braking torque calculation unit B15 Target braking torque calculation Part

Claims (6)

In a braking / driving control device for an electric vehicle that controls braking / driving torque when creep torque is generated,
A creep torque generating means for generating a creep torque based on the target creep torque;
Braking torque generating means for generating a braking torque based on the target braking torque;
When the brake operation force increases when creep torque is generated, the creep torque decreases as the brake operation force increases, and the braking torque increases as the brake operation force increases and increases as the creep torque decreases. Control means for controlling the target creep torque and the target braking torque so that the absolute amount of the increase in the braking torque is larger than the absolute amount of the decrease in the creep torque;
A braking / driving control device for an electric vehicle, comprising: The control means controls the target creep torque and the target braking torque so that the absolute amount of the increase in braking torque is larger than the absolute amount of the decrease in creep torque when the vehicle speed is smaller than a predetermined value, and the vehicle speed is predetermined. If the value is larger than the value, the target creep torque and the target braking torque are controlled so that the absolute amount of the increase in braking torque is smaller than the absolute amount of the decrease in creep torque.
The braking / driving control device for an electric vehicle according to claim 1. The control means includes
A basic creep torque calculation unit for calculating a basic creep torque based on the vehicle speed and the shift lever position;
A creep torque reduction amount calculation unit for calculating a creep torque reduction amount based on the brake operation force;
A target creep torque calculation unit for calculating a target creep torque by subtracting the creep torque reduction amount from the basic creep torque;
A basic braking torque calculator for calculating a basic braking torque based on a brake operation force;
A target braking torque calculation unit that calculates the target braking torque by subtracting the creep torque reduction amount from the basic braking torque,
The creep torque reduction amount in the creep torque reduction amount calculation unit is calculated to be smaller than half of the basic braking torque in the basic braking torque calculation unit.
The braking / driving control device for an electric vehicle according to claim 1. The creep torque reduction amount calculation unit calculates a first creep torque reduction amount that is smaller than half of the basic braking torque based on the brake operation force, and is smaller than the basic braking torque and less than half of the basic braking torque. When the vehicle speed is smaller than a predetermined value, the second creep torque decrease amount that is increased is calculated, and the first creep torque decrease amount is output as the creep torque decrease amount, and when the vehicle speed is greater than the predetermined value, the second creep torque decrease amount is output. Configured to output the creep torque reduction amount as the creep torque reduction amount,
The braking / driving control device for an electric vehicle according to claim 3. The predetermined value of the vehicle speed has hysteresis by making the predetermined value during vehicle acceleration different from the predetermined value during vehicle deceleration.
The braking / driving control device for an electric vehicle according to claim 4. In a braking / driving control method for an electric vehicle, comprising: creep torque generating means for generating creep torque based on the target creep torque; and braking torque generating means for generating braking torque based on the target braking torque.
When the brake operation force increases when creep torque is generated, the creep torque decreases as the brake operation force increases, and the braking torque increases as the brake operation force increases and increases as the creep torque decreases. A control step of controlling the target creep torque and the target braking torque so that the absolute amount of the increase in the braking torque is larger than the absolute amount of the decrease in the creep torque.
A braking / driving control method for an electric vehicle.

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