Electric vehicle

Abstract

The present application provides an electric vehicle capable of simulating a manual shifting operation of a manual shifting vehicle. The electric vehicle of the present application includes a rotating machine that transmits torque to a wheel, a clutch device that is operated by a driver, and a torque control unit that controls the torque of the rotating machine. The torque control unit controls the torque of the rotating machine according to an operation amount of the clutch device. Note that the clutch device is operated when a shift device is operated. The shift device selects any one of a plurality of modes in which the torque characteristics of the rotating machine with respect to the rotational speed are different in stages. The torque control unit controls the torque of the rotating machine according to the mode selected by the shift device.

Description

Technical Field

[0001] This invention relates to an electric vehicle having a rotating mechanism that transmits torque to the wheels. Background Technology

[0002] Patent Document 1 discloses a technique for simulating gear shifting in a vehicle driven by a drive motor. In this vehicle, torque variation control is performed by decreasing the torque of the drive motor by a set amount and then increasing it at a predetermined time, determined by vehicle speed, accelerator opening degree, accelerator opening speed, or brake pedal depressor position. This suppresses the jarring sensation experienced by drivers accustomed to vehicles with stepped transmissions.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-166386

[0006] In a so-called manual transmission vehicle (hereinafter referred to as "MT vehicle") equipped with a gear shifting device and a clutch, gear changes are performed by the driver operating the gear shift lever while depressing the clutch. During such manual transmission, the torque transmitted to the wheels undergoes instantaneous changes during clutch engagement and disengagement. Based on the aforementioned technology, the torque fluctuations of the manual transmission operation are simulated and reproduced by controlling the torque variation of the drive motor.

[0007] However, in the aforementioned technologies, the timing of torque variation control, which simulates gear shifting, cannot be determined autonomously by the driver. This is because vehicles using these technologies lack the clutch and shifting mechanisms found in manual transmission (MT) vehicles. Therefore, the simulated gear shifting without driver intervention might create a sense of disharmony for drivers seeking the enjoyment of operating an MT vehicle. Summary of the Invention

[0008] The present invention was made in view of the above-mentioned problems, and its object is to provide an electric vehicle that can simulate the manual shifting action of a manual transmission vehicle.

[0009] Solution for solving the problem

[0010] In the first invention, to achieve the above-mentioned objective, the electric vehicle includes: a rotating mechanism that transmits torque to the wheels; a clutch device operated by the driver; and a torque control unit that controls the torque of the rotating mechanism. The torque control unit is configured to control the torque of the rotating mechanism based on the amount of operation of the clutch device.

[0011] The second invention also has the following features compared to the first invention.

[0012] The electric vehicle also features a gear shifting device that selects from several modes of the rotating machine's torque characteristics relative to its rotational speed, each mode having distinct levels. A clutch mechanism is activated during the operation of the gear shifting device. A torque control unit is configured to control the rotating machine's torque according to the mode selected by the gear shifting device.

[0013] The third invention also has the following features compared to the second invention.

[0014] The torque control unit is configured to cause the torque of the rotating machine to change towards zero as the amount of clutch operation increases.

[0015] The fourth invention also has the following features in the second or third invention.

[0016] The torque control unit is configured to change the torque of the rotating machine to a value corresponding to the mode selected by the shifting device as the amount of clutch operation decreases.

[0017] The fifth invention also has the following features in any one of the second to fourth inventions.

[0018] The torque control unit is configured to allow mode selection by the shifting device when the operating amount of the clutch device is greater than a predetermined operating amount.

[0019] The sixth invention also has the following features in any one of the second to fifth inventions.

[0020] The torque control unit has multiple preset patterns, which are patterns that define multiple modes of torque characteristics. The torque control unit is configured to control the torque of the rotating machine according to the preset pattern selected from the multiple preset patterns.

[0021] The seventh invention also has the following features in any one of the second to sixth inventions.

[0022] The torque control unit is configured to acquire a virtual engine speed based on the driving state of the electric vehicle. This virtual engine speed is a speed that simulates the engine speed when the driving state of the electric vehicle is assumed to be achieved by the driving force of the engine. The engine sound is then added based on the acquired virtual engine speed.

[0023] The eighth invention also has the following features in any one of the second to seventh inventions.

[0024] Electric vehicles also have an input device that can arbitrarily set multiple modes of torque characteristics.

[0025] Invention Effects

[0026] According to the first invention, the electric vehicle is equipped with a clutch device. Furthermore, the torque control unit controls the torque of the rotating mechanism based on the amount of operation of the clutch device. Thus, the torque of the rotating mechanism is controlled in accordance with the driver's operation of the clutch device, thereby simulating the manual transmission action of a manual transmission (MT) vehicle. As a result, it provides an opportunity for people who desire manual transmission and own MT vehicles with internal combustion engines to switch to electric vehicles, thus anticipating CO2 reduction effects from the widespread adoption of electric vehicles.

[0027] According to the second invention, any one of several modes in which the torque characteristics of the gearbox are graded differently relative to the rotational speed can be selected via the shifting device. Thus, the torque of the gearbox is controlled in accordance with the driver's operation of the shifting device, thereby realistically reproducing the manual transmission operation of a manual transmission vehicle.

[0028] According to the third invention, the torque of the rotating machine can approach zero as the amount of clutch operation increases. Therefore, the feeling of torque release to zero can be reproduced by increasing the amount of clutch operation, thus allowing the driver to strongly experience the feeling of manually shifting gears.

[0029] According to the fourth invention, as the amount of clutch operation decreases, the torque of the rotating machine can approach a value corresponding to the mode selected by the shifting device. Therefore, by reducing the amount of clutch operation, the feeling of torque transmission to the wheels can be reproduced, thus allowing the driver to strongly experience the driving feeling of manually shifting gears.

[0030] According to the fifth invention, when the operating amount of the clutch device exceeds a predetermined operating amount, mode selection by the shifting device is permitted. Therefore, the manual transmission operation of an MT vehicle, where the clutch device is operated to control the shifting device, can be faithfully reproduced.

[0031] According to the sixth invention, a torque characteristic pattern corresponding to the change and mode can be established. Therefore, torque characteristics that correspond to the driver's mood can be achieved.

[0032] According to the seventh invention, engine sound is added based on a virtual rotational speed that simulates the engine's rotational speed. This allows the driver to experience the feeling of driving a vehicle with an engine.

[0033] According to the eighth invention, the driver can use an input device to arbitrarily set the torque characteristics of multiple modes according to their preferences. Attached Figure Description

[0034] Figure 1 This is a diagram schematically illustrating the configuration of an electric vehicle according to an embodiment.

[0035] Figure 2 This is a diagram showing the functional blocks of the ECU related to the torque control of the rotating machine.

[0036] Figure 3 It is a graph representing the calculated mapping of the output torque of the virtual engine.

[0037] Figure 4 This is a diagram representing the calculated mapping of torque transmission gain.

[0038] Figure 5 It is a diagram representing the calculated mapping of the transmission ratio.

[0039] Figure 6 It is a flowchart representing the process of a simulated manual gear shifting action performed by the driver.

[0040] Figure 7 The diagram illustrates the torque characteristics of a rotating machine corresponding to multiple modes.

[0041] Figure 8 It is a block diagram showing the structure and functions related to torque characteristic setting processing.

[0042] Figure 9 This is a diagram illustrating an example of torque characteristic setting processing using a touch panel.

[0043] Explanation of reference numerals in the attached figures

[0044] 2: Rotating machine;

[0045] 3: Output shaft;

[0046] 4: Gear mechanism;

[0047] 5: Drive shaft;

[0048] 6: Differential gear;

[0049] 7: Drive shaft;

[0050] 8: Drive wheels;

[0051] 10: Electric vehicles;

[0052] 12: Driven wheel;

[0053] 14: Battery;

[0054] 16: Inverter;

[0055] 22: Accelerator pedal;

[0056] 24: Brake pedal;

[0057] 26: Gear shift lever (gear shifting device);

[0058] 28: Clutch pedal (clutch mechanism);

[0059] 32: Accelerator position sensor;

[0060] 34: Brake position sensor;

[0061] 36: Shift position sensor;

[0062] 38: Clutch position sensor;

[0063] 50: Control unit (ECU);

[0064] 52: Input / output interface;

[0065] 54: Memory;

[0066] 60: Touch panel;

[0067] 62: Input device;

[0068] 64: Output device;

[0069] 500: Virtual engine speed calculation unit;

[0070] 502: Virtual engine output torque calculation unit;

[0071] 504: Torque transmission gain calculation unit;

[0072] 506: Clutch output torque calculation unit;

[0073] 508: Transmission ratio calculation unit;

[0074] 510: Transmission output torque calculation unit. Detailed Implementation

[0075] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Where numerical values ​​such as the number, quantity, amount, and range of each element are mentioned in the embodiments shown below, the present invention is not limited to these mentioned values, unless specifically stated otherwise or clearly determined in principle. Furthermore, regarding the structures and steps described in the embodiments shown below, they are not necessarily essential in the present invention, unless specifically stated otherwise or clearly determined in principle.

[0076] Implementation method.

[0077] 1. Composition of the electric vehicle according to the implementation method

[0078] Figure 1 This is a diagram schematically illustrating the configuration of an electric vehicle according to an embodiment. (As shown...) Figure 1As shown, the electric vehicle 10 includes a rotary machine (electric motor) 2 as a drive source. The rotary machine 2 is, for example, a three-phase AC motor. The output shaft 3 of the rotary machine 2 is connected to one end of a drive shaft 5 via a gear mechanism 4. The other end of the drive shaft 5 is connected to a drive shaft 7 at the front of the vehicle via a differential gear 6. The electric vehicle 10 includes drive wheels 8 as front wheels and driven wheels 12 as rear wheels. The drive wheels 8 are respectively located at both ends of the drive shaft 7. A speed sensor 40 for detecting the shaft speed Np is arranged on the drive shaft 5.

[0079] The electric vehicle 10 includes a battery 14 and an inverter 16. The battery 14 stores electrical energy for driving the rotating machine 2. The inverter 16 converts the DC current stored in the battery 14 into three-phase AC current, for example, by performing pulse width modulation (PWM) processing. Furthermore, the inverter 16 has the function of controlling the drive torque of the rotating machine 2 based on a target drive torque input from the ECU 50 (described later).

[0080] The electric vehicle 10 includes an accelerator pedal 22 for inputting acceleration requests and a brake pedal 24 for inputting braking requests, serving as an action request input device for the driver to input actions requested by the electric vehicle 10. An accelerator position sensor 32 for detecting the accelerator opening degree (Pap) is provided on the accelerator pedal 22. Furthermore, a brake position sensor 34 for sensing the amount of pedal pressure is provided on the brake pedal 24. The signals sensed by the accelerator position sensor 32 and the brake position sensor 34 are respectively output to the ECU 50, described later.

[0081] The electric vehicle 10 also includes a gear shift lever 26 and a clutch pedal 28 as operation request input devices. However, the electric vehicle 10 of this embodiment is a vehicle driven by the rotary machine 2 and does not have an engine, therefore it does not have the transmission and clutch mechanism of a manual transmission (MT) vehicle. Therefore, the gear shift lever 26 and clutch pedal 28 are given the following functions as simulated gear shift levers and simulated clutch pedals to replace the function of mechanically operating the actual transmission and clutch mechanism.

[0082] The shift lever 26 functions as a shifting device, allowing the driver to select from multiple modes that define the torque characteristics of the rotating machine 2 relative to its rotational speed. These multiple modes simulate the gear stages of a manual transmission (MT) vehicle, including, for example, 1st, 2nd, 3rd, 4th, 5th, 6th gears, and neutral. The torque characteristics of each mode are preset to simulate the torque characteristics of a MT vehicle's gear stages. However, since these modes only simulate the gear stages of a MT vehicle, there are no constraints on the torque characteristics corresponding to an actual fixed gear ratio. That is, the torque characteristics of each of the multiple modes can be freely preset as long as they are within the output range of the rotating machine 2.

[0083] The shift lever 26 has a structure that simulates the shift lever of a manual transmission (MT) vehicle. The configuration and operation of the shift lever 26 are equivalent to those of an actual MT vehicle. The shift lever 26 has various positions corresponding to multiple modes with different torque characteristics. A shift position sensor 36 is provided in the shift lever 26 to sense the shift position Gp indicating the mode position. The signal sensed by the shift position sensor 36 is output to the ECU 50, described later.

[0084] The clutch pedal 28 functions as a clutch assembly, which has a structure that simulates the clutch pedal found in a manual transmission (MT) vehicle. The clutch pedal 28 is depressed when the driver operates the gear shift lever 26. The configuration and operating feel of the clutch pedal 28 are equivalent to those of an actual MT vehicle. A clutch position sensor 38 is provided on the clutch pedal 28 to detect the clutch pedal depressance Pc (%), which represents the amount of clutch pedal operation. The signal sensed by the clutch position sensor 38 is output to the ECU 50, described later.

[0085] The rotating mechanism 2 of the electric vehicle 10 is controlled by a control device 50. The control device 50 is an ECU (Electronic Control Unit). The processing circuit of the ECU 50 includes at least an input / output interface 52, at least one memory 54, and at least one CPU (processor) 56. The input / output interface 52 is configured to receive sensor signals from various sensors mounted on the electric vehicle 10 and output operating signals to various actuators of the electric vehicle 10. Among the sensors receiving signals from the ECU 50 are, in addition to the aforementioned sensors, various sensors required for the control of the electric vehicle 10. Among the actuators from which the ECU 50 issues operating signals are various actuators such as the rotating mechanism 2. The memory 54 stores various control programs for controlling the electric vehicle 10, the latest shift position Gp, mapping diagrams, etc. The CPU (processor) 56 reads the control programs from the memory and executes them, generating operating signals based on the received sensor signals.

[0086] It should be noted that the various functions of ECU50 are implemented through software, firmware, or a combination of software and firmware. Furthermore, when the processing circuitry of ECU50 has at least one dedicated hardware component, the processing circuitry may be, for example, a single circuit, a composite circuit, a programmable processor, a parallel programmable processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. The functions of each part of ECU50 can be implemented separately by the processing circuitry. Alternatively, the functions of each part of ECU50 can also be implemented together by the processing circuitry. Furthermore, for each function of ECU50, some may be implemented through dedicated hardware, while others may be implemented through software or firmware. Thus, the processing circuitry implements the various functions of ECU50 through hardware, software, firmware, or a combination thereof.

[0087] 2. Functions of the ECU

[0088] The control of the electric vehicle 10 by the ECU 50 includes torque control, which controls the torque transmitted to the drive wheel 8. In this torque control, the drive torque of the rotating machine 2 is controlled such that the rotating machine drive torque Tp transmitted to the drive shaft 5 becomes the rotating machine requested drive torque Tpreq. That is, the ECU 50 functions as the torque control unit of the electric vehicle 10.

[0089] Here, in the torque control of the rotating machine 2, the ECU 50 performs calculations assuming that the driving state of the electric vehicle 10 is achieved by a manual transmission (MT) vehicle equipped with a virtual engine and transmission. Furthermore, the ECU 50 calculates the transmission output torque Tgout from the transmission and uses the calculated transmission output torque Tgout as the rotating machine's requested drive torque Tpreq. In the following description, the engine virtually mounted on the electric vehicle 10 is referred to as the "virtual engine," the engine output torque of the virtual engine is referred to as the "virtual engine output torque Teout," and the rotational speed of the virtual engine is referred to as the "virtual engine speed Ne."

[0090] Figure 2 This diagram illustrates the function blocks of the ECU 50 related to the torque control of the rotating machine. The ECU 50 includes a virtual engine speed calculation unit 500, a virtual engine output torque calculation unit 502, a torque transmission gain calculation unit 504, a clutch output torque calculation unit 506, a gear ratio calculation unit 508, and a transmission output torque calculation unit 510 as function blocks associated with the torque control of the rotating machine 2. Each function block will be described in detail below.

[0091] 2-1. Virtual Engine Speed ​​Calculation Unit 500

[0092] During the driving of the electric vehicle 10, the ECU 50 dynamically calculates the virtual engine speed Ne based on the driving state. For example, the ECU 50 performs the inverse calculation of the virtual engine speed Ne during driving based on the following formula (1) using the shaft speed Np of the drive shaft 5, the gear ratio r corresponding to the shift position Gp, and the slip ratio slip of the clutch mechanism calculated based on the clutch pedal depressing amount Pc.

[0093] Ne=Np×(1 / r)×slip··· (1)

[0094] It should be noted that the kinetic energy from the engine output that is not used for torque transmission to drive shaft 5 can be assumed to contribute to the increase of the virtual engine speed Ne. Therefore, the calculation of the virtual engine speed Ne can also be based on a dynamic calculation method using the kinetic energy-based equation of motion.

[0095] Furthermore, during idling in the MT vehicle, Idle Speed ​​Control (ISC) is performed to maintain the engine speed at a constant speed. Therefore, considering the ISC control in the virtual engine, for example, when the shaft speed Np is 0 (zero) and the accelerator opening Pap is 0%, the ECU 50 assumes the virtual engine is idling and outputs the virtual engine speed Ne as a specified idle speed (e.g., 1000 rpm). The calculated virtual engine speed Ne is output to the virtual engine output torque calculation unit 502.

[0096] 2-2. Virtual Engine Output Torque Calculation Unit 502

[0097] The virtual engine output torque calculation unit 502 is a function block that performs the processing of calculating the virtual engine output torque Teout. The accelerator opening Pap and the virtual engine speed Ne are input to the virtual engine output torque calculation unit 502. The memory 54 of the ECU 50 stores a mapping diagram that specifies the virtual engine output torque Teout relative to the virtual engine speed Ne for each accelerator opening Pap. Figure 3 This is a diagram representing the calculation mapping of the virtual engine's output torque. In the virtual engine output torque calculation unit 502, it uses... Figure 3 The mapping diagram shown is used to calculate the virtual engine output torque Teout corresponding to the input accelerator opening Pap and virtual engine speed Ne. The calculated virtual engine output torque Teout is output to the clutch output torque calculation unit 506.

[0098] 2-3. Torque Transmission Gain Calculation Unit 504

[0099] The torque transmission gain calculation unit 504 is a function block that performs the processing of calculating the torque transmission gain k. The torque transmission gain k is a gain used to calculate the degree of torque transmission corresponding to the clutch pedal depressing amount of the virtual engine. The clutch pedal depressing amount Pc is input to the torque transmission gain calculation unit 504. The memory 54 of the ECU 50 stores a mapping diagram that specifies the torque transmission gain k relative to the clutch pedal depressing amount Pc. Figure 4 This is a graph representing the calculated torque transmission gain. For example... Figure 4 As shown, the torque transmission gain k is defined as follows: within the range of clutch pedal depressing distance Pc from Pc0 to Pc1, the torque transmission gain k is 1; within the range of clutch pedal depressing distance Pc from Pc1 to Pc2, the torque transmission gain k gradually decreases towards 0 as the clutch pedal depressing distance Pc increases; within the range of clutch pedal depressing distance Pc from Pc2 to Pc3, the torque transmission gain k is 0. Here, Pc0 corresponds to the position where the clutch pedal depressing distance Pc is 0%, Pc1 corresponds to the position of the clearance limit when depressing from Pc0, Pc3 corresponds to the position where the clutch pedal depressing distance Pc is 100%, and Pc2 corresponds to the position of the clearance limit when resetting from Pc3. In the torque transmission gain calculation unit 504, using... Figure 4 The mapping diagram shown is used to calculate the torque transmission gain k corresponding to the input clutch pedal depress amount Pc. The calculated torque transmission gain k is output to the clutch output torque calculation unit 506.

[0100] It should be noted that, Figure 4 The change in torque transmission gain k relative to the increase in clutch pedal depressor Pc can be a generalized monotonically decreasing (monotonically non-increasing) curve approaching 0, and there are no restrictions on its curve. For example, the change in torque transmission gain k in the range of Pc1 to Pc2 is not limited to a linear monotonically decreasing curve; it can also be an upwardly convex monotonically decreasing curve, or even a downwardly convex monotonically decreasing curve.

[0101] 2-4. Clutch Output Torque Calculation Unit 506

[0102] The clutch output torque calculation unit 506 is a function block that performs the processing of calculating the clutch output torque Tcout. The clutch output torque Tcout is the torque output from the clutch mechanism connected to the virtual engine. The virtual engine output torque Teout and the torque transmission gain k are input to the torque transmission gain calculation unit 504. In the clutch output torque calculation unit 506, the clutch output torque Tcout is calculated by multiplying the virtual engine output torque Teout by the torque transmission gain k using the following equation (2). The calculated clutch output torque Tcout is output to the transmission output torque calculation unit 510.

[0103] Tcout=Teout×k··· (2)

[0104] It should be noted that most actual clutch mechanisms include damping devices such as springs and dampers. Therefore, the clutch output torque Tcout can also be calculated dynamically by considering the characteristics of each component.

[0105] 2-5. Transmission ratio calculation unit 508

[0106] The transmission ratio calculation unit 508 is a function block that performs the calculation of the transmission ratio r. The transmission ratio r is the torque characteristic of the rotating machine 2 corresponding to multiple modes, simulating the transmission ratio of a gearbox. The shift position Gp is ​​input to the transmission ratio calculation unit 508. The memory 54 of the ECU 50 stores a mapping diagram that specifies the transmission ratio r relative to the shift position Gp. Figure 5 This is a diagram representing the calculated transmission ratio. For example... Figure 5 As shown, the gear ratio r is defined as follows: the higher the shift position Gp, the lower the gear ratio r. In the gear ratio calculation unit 508, the following is used: Figure 5 The mapping diagram shown is used to calculate the gear ratio corresponding to the input shift position Gp. The calculated gear ratio r is output to the transmission output torque calculation unit 510.

[0107] 2-6. Transmission Output Torque Calculation Unit 510

[0108] The transmission output torque calculation unit 510 is a function block that performs the processing of calculating the transmission output torque Tgout. The transmission output torque Tgout is the torque output from the transmission. The clutch output torque Tcout and the gear ratio r are input to the transmission output torque calculation unit 510. In the transmission output torque calculation unit 510, the transmission output torque Tgout is calculated using the following formula (3) by multiplying the clutch output torque Tcout by the gear ratio r.

[0109] Tgout=Tcout×r··· (3)

[0110] 2-7. Torque Control of Rotating Machines

[0111] In torque control, ECU 50 sequentially executes the processing in the virtual engine output torque calculation unit 502, torque transmission gain calculation unit 504, clutch output torque calculation unit 506, gear ratio calculation unit 508, and transmission output torque calculation unit 510. The calculated transmission output torque Tgout is output to inverter 16 as the rotating machine request drive torque Tpreq. In inverter 16, the command value to the rotating machine is controlled so that the rotating machine drive torque Tp is close to the calculated rotating machine request drive torque Tpreq. In torque control, this processing is repeated according to a predetermined control cycle, thereby controlling the rotating machine drive torque Tp to be the rotating machine request drive torque Tpreq.

[0112] 3. The specific procedure for manual shifting.

[0113] The driver of electric vehicle 10 can manually shift gears at any time during driving. Figure 6 This is a flowchart illustrating the simulated manual gear shifting actions performed by the driver. For example... Figure 6 As shown, in the electric vehicle 10 of this embodiment, when the driver performs a simulated manual transmission operation, the driver first depresses the clutch pedal 28 (step S100). When the clutch pedal depress amount Pc exceeds Pc1, the clutch output torque Tcout changes towards 0 as the clutch pedal depress amount Pc increases. Then, when the clutch pedal depress amount Pc exceeds Pc2, the clutch output torque Tcout becomes 0. According to this depressing action of the clutch pedal 28, the rotary drive torque Tp changes towards 0 correspondingly to the depressing action of the clutch pedal 28, so the driver can actually feel the torque release when depressing the clutch pedal of the MT vehicle.

[0114] Next, the driver operates the gear shift lever 26 while the clutch pedal 28 is depressed (step S102). Here, for example, the mode of the gear shift lever 26 is operated from 1st gear to 2nd gear. Based on this operation of the gear shift lever 26 accompanied by the depressing of the clutch pedal 28, the driver can obtain a feeling close to the manual transmission action of a manual transmission vehicle.

[0115] Next, the driver resets the clutch pedal 28 (step S104). When the clutch pedal depress amount Pc is lower than Pc3, as the clutch pedal depress amount Pc decreases, the clutch output torque Tcout changes to the virtual engine output torque Teout. Then, when the clutch pedal depress amount Pc is lower than Pc1, the clutch output torque Tcout becomes the virtual engine output torque Teout. Based on this reset action of the clutch pedal 28, the rotary engine drive torque Tp changes accordingly to the rotary engine drive torque Tp reflecting the current mode, so the driver can actually feel the torque connection when resetting the clutch pedal of the MT vehicle.

[0116] Thus, in the electric vehicle 10 according to this embodiment, the torque changes according to the operation of the clutch pedal 28, so the driver can simulate the unique behavior of an MT vehicle achieved by manual transmission.

[0117] 4. Variations of the electric vehicle according to the implementation method

[0118] The electric vehicle 10 of the embodiment can also adopt the modified scheme described below. It should be noted that several modified examples are described below, but a construction formed by appropriately combining these modified examples can also be adopted.

[0119] 4-1. Variation Example 1:

[0120] The electric vehicle 10 can also be configured to switch between MT (Manual Transmission) and EV (Electric Vehicle) driving modes. The MT mode involves driving with simulated manual transmission, while the EV mode is a standard EV driving mode without simulated manual transmission. In this case, the electric vehicle 10 simply needs a switch or similar mechanism to allow switching between the MT and EV modes.

[0121] Furthermore, when the electric vehicle 10 possesses autonomous driving capabilities to reach its destination, in addition to MT and EV driving modes, it can also have an autonomous driving mode. Based on this configuration of switching driving modes, it is possible to switch between driving modes corresponding to the purpose of use, thus accommodating diverse usage scenarios. For example, when the electric vehicle 10 is used by a father, mother, and child, the father can select MT driving mode, the mother can select EV driving mode, and the child can select autonomous driving mode.

[0122] 4-2. Variation Example 2:

[0123] In a manual transmission (MT) vehicle, gear shifting is impossible without depressing the clutch pedal. Therefore, in the electric vehicle 10 of this embodiment, to approximate the actual operating feel of a MT vehicle, a configuration can be adopted that allows selection of a mode by operating the gear shift lever 26 only when the driver depresses the clutch pedal 28. Such a configuration could be, for example, such that the ECU 50 allows the input shift position Gp, which is only input when the clutch pedal depress amount Pc is greater than a predetermined depress amount Pcth, to be written into the memory 54 as the latest shift position.

[0124] It should be noted that in manual transmission (MT) vehicles, shifting to neutral is typically possible even without depressing the clutch pedal. Therefore, in the electric vehicle 10 of this embodiment, similar to MT vehicles, a configuration that allows shifting to neutral regardless of whether the clutch pedal 28 is depressed can be adopted. This provides an operating feel closer to that of a manual transmission in an MT vehicle.

[0125] 4-3. Variation Example 3:

[0126] In the electric vehicle 10, the torque characteristics can be freely set as long as they are within the output range of the rotating machine 2. Therefore, in the electric vehicle 10 of this embodiment, a preset pattern with multiple types of torque characteristics corresponding to multiple modes can be adopted, and the driver can select the preset pattern preferred from the preset pattern.

[0127] Figure 7 This diagram illustrates the torque characteristics of a rotating machine corresponding to multiple modes. The diagram shows a first preset torque characteristic and a second preset torque characteristic set to a closer gear ratio than the first preset characteristic. The memory 54 of the ECU 50 stores calculation maps of the gear ratios corresponding to the first preset characteristic and the second preset characteristic, respectively. The driver operates a mode switch inside the vehicle to select the desired mode. The mode selection result is output to the ECU 50. It should be noted that there is no limitation on the number or content of the preset torque characteristic modes.

[0128] In addition to inputting the shift position Gp to the gear ratio calculation unit 508, the pattern selection result is also input to the gear ratio calculation unit 508. In the gear ratio calculation unit 508, a calculation mapping diagram of the gear ratio corresponding to the pattern selection result is used to calculate the gear ratio corresponding to the input shift position Gp. Based on this configuration, the driver can select the torque characteristic pattern according to their mood for the day. Thus, a driving feel that matches the driver's mood can be achieved.

[0129] 4-4. Variation Example 4:

[0130] The torque characteristics corresponding to multiple modes can also be configured to be set arbitrarily by the driver. In the following description, the process of setting the torque characteristics by the driver is referred to as "torque characteristic setting process", and the style of the set torque characteristics is referred to as "user preset style". Figure 8 This is a block diagram illustrating the components and functions related to torque characteristic setting processing. For example... Figure 8 As shown, a user preset pattern can be set, for example, using a touch panel 60. The touch panel 60 includes an input device 62 that receives touch operations on the display as input information, and an output device 64 that displays output information on the display. The ECU 50 includes a torque characteristic setting unit 512 as a function block for performing torque characteristic setting processing. The torque characteristic setting unit 512 sets a user preset pattern based on the input information input by the driver from the input device 62 and outputs the result to the output device 64.

[0131] Figure 9 This diagram illustrates an example of torque characteristic setting processing using a touch panel. In the torque characteristic setting process, the torque characteristic setting unit 512 sets the torque characteristic setting unit to... Figure 9 The basic pattern of the torque characteristic curve shown is displayed on the output device 64 of the touch panel 60. The basic pattern can be selected by the driver from the stored preset patterns, or the torque characteristic setting unit 512 can display any basic pattern.

[0132] When the driver touches and drags the basic torque curve displayed on the touch panel 60, this information is input to the torque characteristic setting unit 512. The torque characteristic setting unit 512 deforms the torque curve in the direction the driver drags based on the input information. The torque characteristic setting unit 512 then displays the deformed torque curve on the output device 64. Figure 9 The example illustrates a scenario where the driver shifts the high-speed rotation range of gear 6 in the direction that increases the driving force of the rotating mechanism. Based on this torque characteristic setting process, the driver can set any user-preset pattern to their liking.

[0133] It should be noted that the above-described variation example illustrates how the driver can transform the basic pattern into any pattern. However, it is also possible for the driver to set the pattern from scratch using the input device 62 of the touch panel 60. Furthermore, the input device 62 is not limited to the touch panel 60; it can also be configured to use other input methods such as button input or voice input.

[0134] 4-5. Variation Example 5:

[0135] It can also be configured to add engine sounds to further enhance the feeling of driving an engine-equipped manual transmission (MT) vehicle. For example, this configuration could be such that the ECU 50 generates an engine sound corresponding to the virtual engine speed Ne and outputs that sound through a speaker. It should be noted that the engine sound can be configured to allow the driver to select a preferred engine sound from several categories corresponding to the engine model. In this case, the ECU 50 generates an engine sound that mimics the sound of the selected engine model (e.g., V8) based on the engine model (e.g., V8) and the virtual engine speed Ne. With this configuration, various usage scenarios can be achieved, such as the driver enjoying the V8 sound while driving the electric vehicle 10. Furthermore, since the engine sound is generated based on the virtual engine speed Ne, the engine sounds during idling, clutch engagement, and other similar situations in a manual transmission (MT) vehicle can also be reproduced.

[0136] 4-6. Variation Example 6:

[0137] The electric vehicle 10 of this embodiment is not limited to a four-wheeled manual transmission (MT) vehicle, but can also be configured as a two-wheeled MT vehicle. A typical two-wheeled MT vehicle has a clutch lever operated by hand and a gear shift pedal operated by foot. Therefore, in the two-wheeled vehicle as the electric vehicle 10, the gear shift pedal is configured to function as a gear shifting device instead of the gear shift lever 26 of a four-wheeled vehicle, and the clutch lever is configured to function as a clutch device instead of the clutch pedal 28 of a four-wheeled vehicle. Thus, the manual transmission operation of an MT vehicle can be simulated and reproduced in the electric automatic two-wheeled vehicle.

[0138] 5. Other

[0139] The electric vehicle of the present invention can also be configured as described below.

[0140] An electric vehicle comprising a rotating machine for transmitting torque to wheels, but without an engine and a transmission and clutch mechanism connected to the engine, characterized in that it comprises:

[0141] The shifting device, operated by the driver, is used to simulate the operation of the transmission;

[0142] The clutch device, operated by the driver during the operation of the shifting device, is used to simulate the operation of the clutch mechanism; and

[0143] The torque control unit controls the torque of the rotating machine.

[0144] The shifting device is configured to select a mode from a plurality of modes with progressively different torque characteristics relative to the rotational speed of the rotary machine, and output a signal containing the selected mode to the torque control unit.

[0145] The clutch device is configured to output a signal containing the operating quantity of the clutch device to the torque control unit.

[0146] The torque control unit controls the torque of the rotary machine based on a signal containing the operating amount of the clutch device and a signal containing the mode selected by the shifting device.

Claims

1. An electric vehicle, characterized by comprising: Possessing: a rotating machine that transmits torque to a wheel; a clutch device that is operated by a driver; and a torque control section that controls the torque of the rotating machine, the torque control section is configured to control the torque of the rotating machine in accordance with the operation amount of the clutch device, the electric automobile possesses a shift device that selects any one of a plurality of modes in which the torque characteristics of the rotating machine with respect to rotational speed are different in stages, the clutch device is operated at the time of operation of the shift device, the torque control section is configured to control the torque of the rotating machine in accordance with the mode selected by the shift device, the torque control section is configured to permit selection of the mode by the shift device only when the operation amount of the clutch device is greater than a prescribed operation amount, the electric automobile further possesses an input device that arbitrarily sets the torque characteristics of the plurality of modes, the torque characteristics are set by operating a torque curve displayed on the input device.

2. The electric automobile according to claim 1, characterized in that the torque control section is configured to change the torque of the rotating machine toward zero as the operation amount of the clutch device becomes greater.

3. The electric automobile according to claim 1 or 2, characterized in that the torque control section is configured to change the torque of the rotating machine toward a value corresponding to the mode selected by the shift device as the operation amount of the clutch device becomes smaller.

4. The electric automobile according to claim 1 or 2, characterized in that the torque control section has a plurality of kinds of preset patterns that are patterns in which the torque characteristics of the plurality of modes are prescribed, the torque control section is configured to control the torque of the rotating machine in accordance with a preset pattern selected from among the plurality of kinds of preset patterns.

5. The electric automobile according to claim 1 or 2, characterized in that the torque control section is configured to: acquire a virtual engine rotational speed that is a rotational speed that simulates an engine rotational speed assuming that the driving state of the electric automobile is realized by the driving force of an engine, on the basis of the driving state of the electric automobile, add engine sound in accordance with the virtual engine rotational speed that is acquired.

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