Control system and control method of electric automobile

Abstract

The invention relates to an electric automobile, in particular to a control system and a control method of the electric automobile. The control method of the electric vehicle according to the embodiment of the invention can be executed by a controller. The control method of the electric automobile can comprise the following steps that a controller obtains virtual gear shifting information based on driving information of the electric automobile; the controller senses an accelerator stepping upshift based on the virtual gear shifting information; the controller responds to the situation that the accelerator stepping upshift is sensed, and whether the set condition for back pushing feeling control is met or not is judged; and the controller executes torque control of a motor of the electric vehicle in one of a general control mode or a back-pushing control mode on the basis of whether the set condition is met or not.

Description

Technical Field

[0001] The present invention relates to an electric vehicle, and more particularly to control of an electric vehicle. Background Art

[0002] Electric vehicles are vehicles driven by electric motors, and in recent years, research and development of electric vehicles has been actively carried out.

[0003] Electric vehicles are equipped with a speed reducer to reduce the speed of the motor. Unlike internal combustion engine vehicles, electric vehicles do not require a multi-speed transmission. Therefore, electric vehicles will not experience the frustration of multi-speed shifting, and can provide a smooth ride, but reduce the driving pleasure brought by multi-speed shifting.

[0004] Prior art literature

[0005] Patent Literature

[0006] Korean Patent Publication No. 10-2022-0077261 (Published on June 9, 2022) Summary of the invention

[0007] 1. Technical issues to be resolved

[0008] The present invention is proposed to solve the above-mentioned problem, and aims to provide a control system and a control method for an electric vehicle, which can provide the electric vehicle with a gear shifting feeling similar to that produced by an internal combustion engine vehicle.

[0009] The present invention aims to provide a control system and a control method for an electric vehicle, which can enable the driver of the electric vehicle to drive in a sporty and dynamic manner like an internal combustion engine vehicle.

[0010] The present invention aims to provide a control system and a control method for an electric vehicle, which can improve the commercial value of the electric vehicle.

[0011] The purpose of the present invention is not limited to the above-mentioned purpose. For a person having ordinary knowledge in the technical field to which the present invention belongs (hereinafter referred to as "ordinary technicians"), other purposes not mentioned will be clearly understood from the following description.

[0012] (II) Technical solution

[0013] In order to achieve the above-mentioned objects of the present invention and realize the characteristic functions of the present invention which will be described below, the present invention has the following features.

[0014] The control method of the electric vehicle according to the embodiment of the present invention can be executed by a controller. The control method of the electric vehicle may include the following steps: the controller obtains virtual shift information based on the driving information of the electric vehicle; the controller senses the accelerator pedal upshift based on the virtual shift information; the controller judges whether the set conditions for the push-back control are met in response to sensing the accelerator pedal upshift; and the controller performs torque control of the motor of the electric vehicle in one of the general control mode and the push-back control mode based on whether the set conditions are met.

[0015] According to some embodiments of the present invention, a control system of an electric vehicle includes: a virtual speed change system configured to obtain virtual shift information of the electric vehicle based on driving information of the electric vehicle; and a controller configured to determine whether to perform a virtual shift based on the virtual shift information. The controller can be programmed to: sense a step-on-accelerator upshift based on the virtual shift information; determine whether a set condition for push-back control is satisfied in response to sensing the step-on-accelerator upshift; and perform torque control of the electric vehicle's motor in one of a general control mode or a push-back control mode based on whether the set condition is satisfied.

[0016] (III) Beneficial effects

[0017] According to the present invention, a control system and a control method of an electric vehicle are provided, which can provide the electric vehicle with a shift feeling similar to that produced in an internal combustion engine vehicle.

[0018] The present invention can enable the driver of the electric vehicle to drive in a sporty and dynamic manner like an internal combustion engine vehicle.

[0019] The control system and control method of the electric vehicle according to the present invention can improve the commercial value of the electric vehicle.

[0020] The effects of the present invention are not limited to the above-mentioned effects, and other effects not mentioned will be clearly understood from the following description for those skilled in the art. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a configuration diagram of a control system of an electric vehicle according to the present invention.

[0022] Figure 2 The TN (torque-speed) curve of the motor is shown.

[0023] Figure 3 is a control flow chart of an electric vehicle according to an embodiment of the present invention.

[0024] Figure 4The changes of virtual shift information and driving information of an electric vehicle over time in a general control mode according to an embodiment of the present invention are shown.

[0025] Figure 5 is a control flow chart of an electric vehicle according to an embodiment of the present invention.

[0026] Figure 6 The graph shows the changes of virtual shift information and driving information of an electric vehicle over time in a push-back control mode according to an embodiment of the present invention.

[0027] Figure 7 The changes of virtual shift information and driving information of the electric vehicle according to the embodiment of the present invention are shown.

[0028] Description of reference numerals:

[0029] V: Car

[0030] 100: Controller

[0031] 110: Vehicle speed sensor

[0032] 120: Accelerator pedal sensor

[0033] 130: Motor DETAILED DESCRIPTION

[0034] The description of the specific structure or function proposed in the embodiments of the present invention is only for describing the embodiments of the concepts according to the present invention, and the embodiments according to the concepts of the present invention can be implemented in various forms. In addition, the technical ideas of the present invention should not be interpreted as being limited to the embodiments described in this specification, but should be understood to include all modifications, equivalents or substitutes within the scope of the ideas and techniques of the present invention.

[0035] On the other hand, in the present invention, terms such as first and / or second can be used to describe various components, but the components are not limited by the terms. The terms are only used to distinguish one component from another component, for example, a first component can be named a second component, and similarly, a second component can be named a first component, without departing from the scope of rights of the concept according to the present invention.

[0036] When a component is described as being "connected" or "coupled" to another component, it should be understood that one component can be directly connected or coupled to another component, but other components may exist in between. On the other hand, when a component is described as being "directly connected" or "directly in contact with" another component, it should be understood that no other components exist in between. Other expressions used to describe the relationship between components, namely, "between" and "directly between" or "adjacent to" and "directly adjacent to" should also be interpreted similarly.

[0037] Throughout the specification, the same reference numerals represent the same components. On the other hand, the terms used in this specification are intended to describe embodiments of the present invention rather than to limit the present invention. In this specification, unless otherwise specifically stated, the singular includes the plural. "Comprises" and / or "comprising" used in this specification refers to the presence of the described components, steps, operations and / or elements, without excluding the presence or addition of one or more other components, steps, operations and / or elements.

[0038] The present invention will be described in detail below with reference to the accompanying drawings.

[0039] like Figure 1 As shown, the electric vehicle V includes a motor 130. The electric vehicle V can be driven by the motor. In one example, the electric vehicle V can be a pure electric vehicle. The electric vehicle V can be driven at least in part by the motor 130. In one example, the electric vehicle V can be a hybrid electric vehicle.

[0040] The electric vehicle V driven by the motor 130 includes a speed reducer, but does not need a transmission like an internal combustion engine vehicle. Therefore, the electric vehicle V may lack the shifting feeling of the transmission of the internal combustion engine vehicle. Therefore, the electric vehicle V according to the present invention includes a virtual shifting system. The virtual shifting system can obtain virtual shifting information, provide the electric vehicle V with a shifting feeling like the shifting feeling produced by the internal combustion engine vehicle, thereby increasing the driving pleasure of the electric vehicle V.

[0041] In one embodiment, the virtual shift system can generate torque and virtual shift feeling corresponding to the virtual gear position through the torque of the motor 130. In one embodiment, the virtual shift system can provide the driver with the calculated virtual engine speed and virtual gear position. For example, the virtual shift system can display the virtual engine speed and virtual gear position on a cluster equipped in the interior of the electric vehicle V. In one embodiment, the virtual shift system can output a virtual engine sound corresponding to the virtual engine speed and virtual gear position through a speaker inside and / or outside the vehicle.

[0042] The operation of the virtual shifting system can be controlled and supervised by a controller 100 equipped in the vehicle. In some examples, the electric vehicle V can be equipped with one or more controllers for the virtual shifting system. In some examples, the controller 100 can be configured to communicate with the vehicle controller 100. In other examples, the controller 100 can be integrated into the vehicle controller 100. The controller 100 is configured to communicate with various components of the electric vehicle V, such as a vehicle speed sensor 110, an accelerator pedal sensor 120, a steering angle sensor, etc. In addition, the controller 100 can control the motor 130. For example, the controller 100 is configured to control the torque of the motor 130.

[0043] The controller 100 can determine the virtual gear position (a gear, a ≥ 0) of the electric vehicle V. The virtual gear position can be determined based on the vehicle speed of the electric vehicle V and the opening amount of the accelerator pedal. The controller 100 can obtain the opening amount of the accelerator pedal input by the driver in real time from the accelerator pedal sensor (APS) 120 equipped in the electric vehicle V. In addition, the controller 100 can obtain the vehicle speed of the electric vehicle V in real time from the vehicle speed sensor 110 equipped in the electric vehicle V. In some embodiments, the vehicle speed of the electric vehicle V can be determined by the wheel speed sensor of the electric vehicle V. For example, the vehicle speed can be obtained as the average speed of the left drive wheel and the right drive wheel.

[0044] The controller 100 may obtain a virtual engine speed (RPM) of each virtual gear (gear a, a≥0) of the electric vehicle V. The virtual engine speed may be determined based on the average vehicle speed, tire dynamic radius, and virtual gear ratio of the electric vehicle V. The average vehicle speed may be determined based on the average speed of the left and right driving wheels of the electric vehicle V, and the virtual gear ratio may be determined based on the virtual gear.

[0045] Power on Upshift in the vehicle shifting state refers to upshifting with the accelerator pedal depressed. If the upshift torque curve control of an internal combustion engine vehicle is similarly applied to the virtual shift system of an electric vehicle V, there are limitations in the push-feel shifting feeling when the throttle is fully open (WOT) due to the hardware characteristics of the motor. Here, the push-feel refers to the shifting feeling that provides a sense of being pushed from behind the vehicle while the vehicle is moving.

[0046] like Figure 2As shown, the maximum torque of the motor tends to decrease sharply at a predetermined speed (corresponding to a speed of 60 kilometers per hour in the illustrated embodiment) due to its hardware characteristics. In order to achieve the push-back shifting that is unique to high-performance vehicles in internal combustion engine vehicles, a torque margin (TQ margin area) is ensured. However, the above-mentioned hardware inherent characteristics of the motor will affect the acceleration performance starting from the torque break portion of the illustrated curve, so there is a limit to ensuring a sufficient torque margin.

[0047] In order to overcome this limitation, in the present invention, unlike general gear shifting, the existing torque curve is corrected, torque control is performed during the gear shifting process, and the torque is intentionally deviated from the torque area before or after the gear shifting to simulate the push-back gear shifting feeling at WOT.

[0048] Reference Figure 3 and Figure 4 According to an embodiment of the present invention, the controller 100 may perform control for generating a push-back feeling at the time of WOT.

[0049] The controller 100 performs torque control of the motor 130 of the electric vehicle V at step S300 .

[0050] In step S310, the controller 100 is configured to sense whether a throttle-on upshift occurs. The controller 100 may determine whether a throttle-on upshift occurs based on the opening amount of the accelerator pedal and the virtual shift information of the virtual shift system. Specifically, if the virtual gear of the virtual shift system is upshifted when the accelerator pedal is depressed, the controller 100 may determine that a throttle-on upshift occurs. When a throttle-on upshift is sensed, the controller 100 may control the torque curve of the motor 130 in a control mode including a general control mode or a push-back control mode.

[0051] When the accelerator pedal is pressed to shift up, the controller 100 determines whether the set conditions for the push-back control are met (S320). When the set conditions are not met, the controller 100 controls the torque of the motor 130 according to the general control mode (steps S330 to S390). On the contrary, when the set conditions are met, the controller 100 can control the torque of the motor 130 according to the push-back control mode (moving to Figure 5 in the menu).

[0052] Whether the set condition is met can be determined based on the actual or virtual driving information of the vehicle. In one embodiment, the set condition can be determined based on at least a portion of the current driving mode of the electric vehicle V, the opening amount of the accelerator pedal, the steering angle, or the virtual engine speed. For example, when the current driving mode of the electric vehicle V is a high-performance driving mode such as a sports mode, the opening amount of the accelerator pedal is greater than or equal to a preset value (for example, greater than or equal to 95%), the steering angle is a value within a predetermined range, and the virtual engine speed is less than or equal to a predetermined value, the controller 100 can be judged to meet the set condition for the push-back control. That is, in one embodiment, when all of the above four conditions are met, the controller 100 can be judged to meet the set condition for the push-back control. Here, the driving mode is a driving control system installed in the vehicle that automatically changes the vehicle performance according to the driver's personality. Such driving modes may include an economic (eco) mode, a sports (sport) mode, a normal (normal) driving mode, etc., which are well known in the art, so their description is omitted.

[0053] When the set condition is not satisfied, the controller 100 performs the general mode control according to steps S330 to S390. In the general control mode, the torque curve control based on the accelerator upshift is performed instead of the push-back control.

[0054] According to an embodiment of the present invention, each of the general control mode and the push-back control mode may include four stages.

[0055] The first stage is the gear shift preparation interval, and the controller 100 maintains the torque at the initial torque during the first stage in response to the gear shift instruction. Here, the initial torque refers to the torque required before the gear shift, that is, the current virtual gear. The second stage is the torque transition interval, and the controller 100 can perform control to reduce the torque from the initial torque to the final torque. Here, the final torque refers to the torque required after the gear shift, that is, the target virtual gear. The third stage is the virtual engine speed transition interval, and the controller 100 performs control to increase the torque from the final torque to at least partially the set torque, and performs torque control based on the virtual engine speed. The fourth stage is the gear shift termination interval, and the torque is maintained at the final torque.

[0056] Further references Figure 4 In step S330, the controller 100 enters the general control mode in response to the setting condition not being met.

[0057] In the first stage, a shift command from the current virtual gear to the target virtual gear is issued to the controller 100. In response to the shift command, the controller 100 maintains the torque at the initial torque TQ required for the current virtual gear during the first stage. n (S330). The virtual gear is referred to as the gear below.

[0058] The controller 100 determines whether a preset time has passed after entering the first stage (S340). After executing the first stage for the preset time, the controller 100 terminates the first stage.

[0059] In step S350, the controller 100 enters the second stage. In the second stage, the controller 100 performs control to reduce the torque of the motor 130 from the initial torque TQ n Reduce to final torque TQ n+1 As mentioned above, the initial torque TQ n is the torque required for the current gear, and the final torque TQ n+1 is the torque required for the target gear.

[0060] As shown in the figure, the torque TQ of the second stage decreases approximately in proportion to the ramp 2 (Ramp2) over time. The torque TQ that changes according to the slope of the ramp 2 becomes the reference torque. The ramp 2 can be determined according to Formula 1.

[0061] [Formula 1]

[0062] Ramp 2=(TQ n+1 -TQ n ) / t TOT

[0063] Among them, t TOT Indicates the total control time of the second stage.

[0064] However, for a detailed shift feeling over time according to a preset map, reflecting the first mapping factor F1, in the second stage, the torque of the motor 130 may be controlled according to the following Formula 2.

[0065] [Formula 2]

[0066] TQ={TQ n +(Ramp 2)·t}+TQ1·F1

[0067] Wherein, t represents the time after entering the second stage, and TQ1 represents the absolute value of the torque of the second stage added to the reference torque. In addition, TQ1 here refers to the value of reducing the torque to a value below the maximum torque of the target gear, i.e., the gear after upshifting. The maximum torque of the target gear is a value pre-set in consideration of the virtual gear ratio and the hardware specifications of the motor. The first mapping factor F1 refers to a preset factor multiplied by TQ1 according to the correlation between the gear and the virtual engine speed.

[0068] In step S360, the controller 100 determines whether a preset time has passed after entering the second stage. After executing the second stage for a preset time, the controller 100 terminates the second stage.

[0069] In step S370, the controller 100 enters the third stage. In the third stage, the controller 100 may perform control to increase the torque from the final torque portion of the second stage by the set torque.

[0070] The third stage is the interval in which the virtual engine speed Ne decreases. During the third stage, the virtual engine speed Ne can be reduced roughly in proportion to the preset ramp 1 (Ramp 1). The controller 100 converts the time when the virtual engine speed Ne changes into a gear shift schedule. The controller 100 performs torque control based on the converted gear shift schedule. The detailed gear shift feel that changes over time is generated by the displayed TQ2 value. TQ2 refers to the absolute value of the torque in the third stage, which corresponds to the value of increasing the torque to above the maximum torque of the current gear, i.e., the current gear shift. The maximum torque of the current gear can be pre-set in consideration of the virtual gear ratio and the hardware specifications of the motor. The torque TQ of the third stage can be obtained according to Formula 3.

[0071] [Formula 3]

[0072] TQ=TQ n+1 +TQ2·F2

[0073] Here, F2 refers to a factor that is multiplied by TQ2 according to the correlation between the gear position and the virtual engine speed.

[0074] In step S380, the controller 100 determines whether the virtual engine speed Ne reaches the virtual engine speed Ne of the target gear. n+1 When it is determined that the virtual engine speed Ne reaches the virtual engine speed Ne of the target gear n+1 , the controller 100 terminates the third stage.

[0075] In step S390, the controller 100 enters the fourth stage. In the fourth stage, the controller 100 synchronizes the torque to the torque TQ required for the target gear. n+1 , and terminate the general control mode.

[0076] Reference Figure 5 to Figure 6 According to the present invention, the first to fourth stages of the general control mode are also similarly performed in the push-back feeling control mode. However, the torque control of the second and third stages is performed in different ways, so that a push-back feeling can be provided in the push-back feeling control mode, and a differentiated shift feeling can be provided according to the opening amount of the accelerator pedal and the gear position.

[0077] In step S320 , the controller 100 enters the push-back control mode in response to the set conditions being met.

[0078] In the first stage, a shift command from the current virtual gear to the target virtual gear is issued to the controller 100. In response to the shift command, the controller 100 maintains the torque at the initial torque TQ required for the current gear during the first stage. n (S510).

[0079] The controller 100 determines whether a preset time has passed after entering the first stage (S520). After executing the first stage for the preset time, the controller 100 terminates the first stage.

[0080] In step S530, the controller 100 enters the second stage. The second stage is a torque transition interval, in which the controller 100 performs control to change the torque of the motor 130 from the initial torque TQ n Reduce to final torque TQ n+1 As mentioned above, the initial torque TQ n is the torque required for the current gear, and the final torque TQ n+1 is the torque required for the target gear.

[0081] As shown in the figure, the torque TQ of the second stage decreases approximately in proportion to the ramp 2 (Ramp2) over time. The torque TQ that changes according to the slope of the ramp 2 becomes the reference torque. Even in the push-back control mode, the ramp 2 can be determined according to the formula 1.

[0082] However, for a detailed shift feel over time according to a preset mapping, reflecting the first correction mapping factor A1, the torque of the motor 130 may be controlled according to Equation 4.

[0083] [Formula 4]

[0084] TQ={TQ n +(Ramp 2)·t}+TQ1·A1

[0085] In the push-back control mode, the controller 100 performs torque control, intentionally reducing the torque in the second stage to the final torque TQ n+1 Below, in order to ensure the torque margin for producing the push-back shift feeling.

[0086] In step S540, the controller 100 determines whether a preset time has passed after entering the second stage. After executing the second stage for the preset time, the controller 100 terminates the second stage.

[0087] In step S550, the controller 100 enters the third stage. The third stage is the transition interval of the virtual engine speed, and the virtual engine speed changes from the virtual engine speed Ne of the current gear according to the set slope. n The virtual engine speed Ne at the target gear n+1The third stage is a period in which the virtual engine speed Ne decreases, and during the third stage, the virtual engine speed Ne may decrease approximately in proportion to Ramp 1. The controller 100 may convert the time when the virtual engine speed Ne changes into a shift schedule, and perform torque control based on the converted shift schedule.

[0088] A detailed shift feeling over time can be generated by displaying the TQ2 value. Here, TQ2 refers to the absolute value of the torque in the third phase. The torque TQ in the third phase can be obtained according to Formula 5.

[0089] [Formula 5]

[0090] TQ=TQ n+1 +TQ2·A2

[0091] A2 is a factor multiplied by TQ2 according to the correlation between the gear and the virtual engine speed. According to the present invention, in order to generate a push-back shifting feeling, the controller 100 performs control to intentionally increase the torque of the third stage to above the initial torque TQn, i.e., the torque required by the current virtual gear.

[0092] In step S560, the controller 100 determines whether the virtual engine speed Ne reaches the virtual engine speed Ne of the target gear. n+1 When it is determined that the virtual engine speed Ne reaches the virtual engine speed Ne of the target gear n+1 , the controller 100 terminates the third stage.

[0093] In step S570, the controller 100 enters the fourth stage. In the fourth stage, the controller 100 synchronizes the torque to the final torque TQ required for the target gear. n+1 , and terminate the push-back control mode.

[0094] Reference Figure 7 According to the present invention, the correction mapping factors A1 and A2 can be changed according to the current gear position and the virtual engine speed. In the prior art, regardless of the current virtual gear position or the opening amount of the accelerator pedal, if the torque change before and after the gear shift is the same, the same TQ1 and TQ2 values ​​are applied. Therefore, there are limitations in the differentiation of the gear shift feeling.

[0095] However, according to the present invention, differentiated shift feeling can be provided according to the current gear and the virtual engine speed by the correction mapping factors applied to TQ1 of the second stage and TQ2 of the third stage as the absolute value of the torque for generating the shift feeling.

[0096] As shown in the example, each mapping for TQ1 and TQ2 is determined for each virtual gear and virtual engine speed. According to the present invention, the shift feeling can be differentiated by multiplying TQ1 by a correction mapping factor corresponding to the gear and virtual engine speed at the time point when the shift command is issued to reduce or increase the values ​​of TQ1 and TQ2.

[0097] For example, assuming that the torque variation before and after the shift is the same in the first case where the virtual gear is shifted from the 2nd gear to the 3rd gear and the accelerator pedal opening is 30% and the second case where the virtual gear is shifted from the 6th gear to the 7th gear and the accelerator pedal opening is 70%, as shown in the example in the figure, the shift feeling can be differentiated by changing the correction mapping factor.

[0098] The present invention can provide differentiated shifting sensations according to the driving conditions of the electric vehicle. Therefore, the present invention can enable the driver of the electric vehicle to drive in a sporty and dynamic manner like an internal combustion engine vehicle.

[0099] The present invention described above is not limited to the above embodiments and drawings, and it is obvious to those skilled in the art that various substitutions, modifications and changes may be made without departing from the technical concept of the present invention.

Claims

1. A control method for an electric vehicle, comprising the following steps: The controller obtains virtual shift information based on driving information of the electric vehicle; The controller senses the accelerator pedal to shift up based on the virtual shift information; In response to sensing the accelerator pedal-down upshift, the controller determines whether a set condition for push-back control is satisfied; as well as The controller performs torque control of the motor of the electric vehicle in one of a general control mode and a push-back control mode based on whether the setting condition is satisfied.

2. The control method of the electric vehicle according to claim 1, wherein: The setting condition is determined based on the driving information and the virtual shift information.

3. The control method of the electric vehicle according to claim 1, wherein: The setting condition is determined based on a driving mode selected by a driver of the electric vehicle, an opening amount of an accelerator pedal of the electric vehicle, a steering angle of the electric vehicle, and a virtual engine speed of the electric vehicle.

4. The control method of the electric vehicle according to claim 1, wherein: The virtual gear shift information includes a virtual gear position of the electric vehicle and a virtual engine speed of the virtual gear position.

5. The control method of the electric vehicle according to claim 1, wherein: The step of sensing the accelerator pedal being pressed to shift up comprises the step of determining whether the virtual gear in the virtual shift information needs to be shifted up from the current gear to the target gear when the accelerator pedal of the electric vehicle is pressed down.

6. The control method of the electric vehicle according to claim 5, wherein: The control modes include: In the first stage, the torque is maintained at an initial torque, where the initial torque is the torque required by the current gear; In the second stage, the torque is reduced from the initial torque to a final torque, where the final torque is the torque required for the target gear; In a third stage, the torque is increased at least partially from the final torque to the set torque; and In the fourth stage, the torque is maintained at the final torque.

7. The control method of the electric vehicle according to claim 6, wherein: In the second stage of the general control mode, the torque is linearly reduced from the initial torque to the final torque, and a mapping factor based on the amount of change of the torque is reflected in the reduction process.

8. The control method of the electric vehicle according to claim 6, wherein: In the second stage of the push-back control mode, the torque is reduced from the initial torque to the final torque, including a portion in which the torque is reduced to a value smaller than the final torque.

9. The control method of the electric vehicle according to claim 6, wherein: In the second stage of the push-back control mode, the torque is reduced from the initial torque to the final torque, and a correction mapping factor based on the change from the initial torque to the final torque and the current gear and virtual engine speed in the virtual gear shift information is reflected during the reduction process.

10. The control method of the electric vehicle according to claim 6, wherein: In the third stage of the general control mode, the torque is controlled based on the virtual engine speed in the virtual shift information, and a mapping factor determined based on the amount of change from the initial torque to the final torque is reflected.

11. The control method of the electric vehicle according to claim 6, wherein: In the third stage of the push-back control mode, the torque is controlled based on the virtual engine speed in the virtual shift information, and a correction mapping factor based on the change from the initial torque to the final torque and the current gear and virtual engine speed in the virtual shift information is reflected.

12. The control method of the electric vehicle according to claim 6, wherein: The third stage of the push-back control mode includes increasing the torque to a portion greater than the initial torque.

13. The control method of the electric vehicle according to claim 6, wherein: When the virtual engine speed in the virtual gear shift information reaches the virtual engine speed of the target gear, the third stage is terminated.

14. An electric vehicle comprising a motor controlled by the control method of the electric vehicle according to claim 1.

15. A control system for an electric vehicle, comprising: a virtual gear shifting system configured to obtain virtual gear shifting information of the electric vehicle based on driving information of the electric vehicle; as well as a controller configured to determine whether to perform a virtual shift based on the virtual shift information, The controller is programmed to: sensing the accelerator pedal to shift up based on the virtual shift information; In response to sensing the accelerator pedal-down upshift, determining whether a set condition for push-back control is satisfied; as well as Based on whether the setting condition is satisfied, torque control of the motor of the electric vehicle is performed in one of a general control mode and a push-back control mode.

16. The control system of the electric vehicle according to claim 15, wherein: The accelerator pedal-sensing upshift is determined according to whether the virtual gear in the virtual shift information needs to be upshifted from the current gear to the target gear when the accelerator pedal of the electric vehicle is depressed.

17. The control system of the electric vehicle according to claim 15, wherein: The setting condition is determined based on a driving mode selected by a driver of the electric vehicle, an opening amount of an accelerator pedal of the electric vehicle, a steering angle of the electric vehicle, and a virtual engine speed of the electric vehicle.

18. The control system of the electric vehicle according to claim 15, wherein: The virtual gear shift information includes a virtual gear position of the electric vehicle and a virtual engine speed of the virtual gear position.

19. The control system of the electric vehicle according to claim 18, wherein: In the push-back control mode, the torque of the motor is corrected based on the current virtual gear position and the virtual engine speed in the virtual gear shift information.

20. The control system of the electric vehicle according to claim 18, wherein: In the push-back control mode, the torque of the motor is corrected based on the current virtual gear position in the virtual gear shift information and the opening amount of the accelerator pedal of the electric vehicle.

Images