Control method for generating a virtual shift feeling for an electric vehicle

Abstract

The present invention provides a control method for generating a virtual shift feeling of an electric vehicle. The method includes generating a virtual shift feeling of an electric vehicle, freely changing and adjusting variables related to the generation of the virtual shift feeling directly, thereby providing a preferred virtual shift feeling for a driver. Based on the variable values related to the generation of the shift virtual feeling preset by the driver, the virtual shift feeling is generated according to the driving input values of the driver and the vehicle conditions, thereby simulating the multi-gear shift that the driver can feel when shifting in a vehicle with a multi-gear transmission when driving an electric vehicle without a multi-gear transmission.

Description

TECHNICAL FIELD

[0001] The present invention relates to a control method of an electric vehicle, and more particularly, to a control method of an electric vehicle capable of generating and implementing the same shift feeling as a vehicle equipped with a multi-gear transmission in an electric vehicle having no multi-gear transmission. BACKGROUND

[0002] As is well known, an electric vehicle (EV) is a vehicle driven using an electric motor as a driving power source to drive the vehicle. The powertrain of the electric vehicle includes a battery supplying power to drive an electric motor, an inverter connected to the battery to drive and operate the electric motor, the electric motor connected to the battery through the inverter to charge and discharge by the inverter, and a reduction gear reducing the rotational force of the electric motor and transmitting the rotational force to a driving wheel.

[0003] In particular, when the electric motor is driven, the inverter converts direct current (DC) supplied from the battery into alternating current (AC), and applies the alternating current to the electric motor through a wire, and when the electric motor is regenerated, the inverter converts the alternating current generated by the electric motor operating as a generator into direct current supplied to the battery, so the inverter operates such that the battery is charged. In addition, unlike a conventional internal combustion engine vehicle, a general electric vehicle does not use a multi-gear transmission, but a reduction gear having a fixed transmission ratio is provided between the electric motor and the driving wheel.

[0004] The reason is that the internal combustion engine has a relatively wide energy efficiency distribution range with respect to an operating point, and can only provide high torque in a high speed region, whereas in the case of the electric motor, the efficiency difference with respect to the operating point is relatively small, and low speed high torque is achieved only by the unique characteristics of the electric motor. The obvious advantage is that there is no need for a transmission, and smooth operability can be provided without a driving performance interruption due to shifting. However, for drivers who want to enjoy driving, the absence of a transmission and a shift feeling can give the driver a sense of boredom.

[0005] Therefore, in an electric vehicle having no multi-gear transmission and equipped with a reduction gear, there is a need for a technology that enables a driver to experience the driving feeling, enjoyment, excitement, and direct connection feeling provided by a vehicle equipped with a multi-gear transmission. In addition, if a method of providing a customized virtual shift feeling to a driver who values the driving feeling can be provided, a more distinctive and interesting feature can be highlighted. SUMMARY

[0006] Therefore, the present invention provides a control method of an electric vehicle capable of generating and implementing the same shift feeling as a vehicle equipped with a multi-gear transmission in an electric vehicle having no multi-gear transmission.

[0007] In addition, the present application provides a control method for generating a virtual shift feeling of an electric vehicle, which is capable of freely changing and adjusting a set value of a variable (i.e., some predetermined driver set information) related to generation of a virtual shift feeling, so that a driver can be provided with a virtual shift feeling that the driver personally likes.

[0008] To achieve this object, according to an exemplary embodiment of the present application, a control method for generating a virtual shift feeling of an electric vehicle can include determining, by a controller, a base torque command in real time based on vehicle driving information collected from the vehicle during driving of the electric vehicle, determining, by the controller, a virtual target gear based on the vehicle driving information collected from the vehicle and driver set information input by a driver, determining, by the controller, a shift category according to a virtual current gear and the determined virtual target gear, and selecting, by the controller, a virtual shift intervention torque curve corresponding to the determined current shift category from among virtual shift intervention torque curves of each of preset shift categories, determining, by the controller, a virtual shift intervention torque for generating a virtual shift feeling in real time according to the selected virtual shift intervention torque curve, and generating a final motor torque command using the determined base torque command, the virtual shift intervention torque, and the driver set information input by the driver, and controlling, by the controller, an operation of a motor for driving the vehicle according to the generated final motor torque command.

[0009] Accordingly, according to the electric vehicle control method of the present application, the same shift feeling as that of a vehicle equipped with a multi-gear transmission can be generated and implemented in an electric vehicle having no multi-gear transmission. In addition, variables related to generation of a virtual shift feeling can be directly changed and adjusted, so that a driver can be provided with a virtual shift feeling that the driver himself or herself likes. In other words, a driver can directly change and adjust values of variables related to generation of a virtual shift feeling, and can be provided with a virtual shift feeling generated by the changed and adjusted variable values. BRIEF DESCRIPTION OF DRAWINGS

[0010] The above and other objects, features and advantages of the present application will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0011] Figure 1 is a block diagram illustrating a configuration of an apparatus for controlling an electric vehicle according to the present application.

[0012] Figure 2 is a block diagram illustrating input and output variables of a virtual shift model for implementing a virtual shift function of the present application and virtual shift intermediate variables.

[0013] Figure 3 is a flowchart illustrating a process for implementing a virtual shift function of the present application.

[0014] Figure 4 FIG. 1 is a diagram illustrating a shift schedule map for determining a virtual target gear according to the present application.

[0015] Figure 5 FIG. 2 is a diagram illustrating a shift schedule map usable for upshift and downshift according to the present application.

[0016] Figure 6 FIG. 3 is a diagram illustrating a maximum motor torque curve depending on a motor rotational speed and a limit torque of each virtual gear according to the present application, wherein the limit torque of each virtual gear is calculated by reflecting gear ratio information.

[0017] Figure 7 FIG. 4 is a diagram illustrating an example of a virtual shift intervention torque curve according to the present application.

[0018] Figure 8 FIG. 5 is a diagram illustrating a shift state and a vehicle behavior state in a virtual shift process according to the present application.

[0019] Figure 9 FIG. 6 is a flowchart illustrating an input and a process of using driver set information according to the present application.

[0020] Figure 10 FIG. 7 is a diagram illustrating an example of a virtual shift intervention torque curve depending on a virtual transmission type according to the present application. Figure 11

[0021] FIG. 8 is a diagram illustrating a method of individualizing a form of a virtual shift intervention torque according to a driver's preference for a virtual transmission type according to the present application. Figure 12 Figure 13 FIG. 9 is a diagram illustrating an example of a long gear setting of a virtual final gear ratio according to the present application.

[0022] Figure 14 FIG. 10 is a diagram illustrating an example of a short gear setting of a virtual final gear ratio rFg according to the present application.

[0023] Figure 15 FIG. 11 is a diagram illustrating a predetermined shift schedule map selectable by a driver according to the present application.

[0024] Figures 16 to 18 FIG. 12 is a diagram illustrating an example of a hysteresis setting of a shift schedule map according to the present application.

[0025] Figure 19 Figure 20 FIG. 13 is a diagram illustrating an example of a hysteresis setting of a shift schedule map according to the present application. DETAILED DESCRIPTION

[0026] ​​It should be understood that the terms "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles, such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, including passenger cars, boats, ships, including various watercraft, aircraft, and the like, and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen powered vehicles, and other alternative fuel vehicles (e.g., fuel derived from non-fossil sources). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as a gasoline powered vehicle and an electric powered vehicle.

[0027] Although the exemplary embodiments are described as using a plurality of units to perform exemplary processes, it is understood that the exemplary processes can also be performed by one or more modules. Further, it is understood that the term controller / control unit refers to a hardware device that includes a memory and a processor, and is specifically programmed to perform the processes described herein. The memory is configured to store modules, and the processor is specifically configured to execute the modules to perform one or more of the processes described further below.

[0028] Further, the control logic of the present application can be implemented as non-transitory computer readable medium on a computer readable medium, which includes executable program instructions executed by a processor, controller / control unit, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact discs (CD)-ROM, tape, floppy disks, flash memories, smart cards, and optical data storage devices. The computer readable recording medium can also be distributed over network coupled computer systems so that the computer readable medium is stored in a distributed fashion throughout the

[0029] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0030] The term "about" as used herein is understood as being within the normal tolerances of the art, e.g. within 2 standard deviations of the mean. "About" can be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the indicated value. Unless otherwise clear from context, all numerical values provided herein are modified by the term "about."

[0031] Hereinafter, exemplary embodiments of the present application will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily implement the present application. However, the present application is not limited to the embodiments described herein and can be implemented in other forms.

[0032] An object of the present application is to provide a control method of an electric vehicle which is capable of generating and implementing the same multi-shift gear shift feeling as a vehicle equipped with a multi-shift transmission in an electric vehicle having no multi-shift transmission. In particular, another object of the present application is to provide a control method for generating a virtual gear shift feeling of an electric vehicle which is capable of freely changing and adjusting variable values related to the generation of the virtual gear shift feeling, so that a virtual gear shift feeling preferred by a driver can be provided to the driver.

[0033] In the following description, a motor refers to a drive motor that drives a vehicle, and in the present application, a vehicle to be controlled can be an electric vehicle equipped with a reduction gear without an internal combustion engine (i.e., a general-purpose engine) and a multi-shift transmission. As described above, in the case of a pure electric vehicle (i.e., a motor-driven vehicle) driven by a motor, unlike a conventional internal combustion engine vehicle, the pure electric vehicle does not use a multi-shift transmission, but a reduction gear using a fixed transmission ratio is provided between the motor and the drive wheels.

[0034] However, when there is no multi-shift transmission, the advantage is that the running is smooth at the time of shifting without interrupting the driving performance, but when a driver desires the driving feeling, pleasure, excitement, direct connection feeling, etc. provided by a multi-shift transmission, the driver can feel bored while driving. Therefore, in an electric vehicle equipped with a reduction gear instead of a multi-shift transmission, a technology is required to enable a driver to experience the driving feeling, pleasure, excitement, direct connection feeling, etc. provided by a multi-shift transmission.

[0035] As in the present application, when a driver desires to experience the driving feeling, pleasure, excitement, direct connection feeling, etc. that can be provided only by a transmission, if a function of implementing a virtual gear shift feeling enables the driver to experience the desired feeling and pleasure on the same vehicle without having to change the vehicle, the commercial value of the vehicle can be improved and differentiated.

[0036] Further, in a conventional electric vehicle, it is not possible for the driver to control the gear position, so only the speed and accelerator pedal inputs can be used to adjust the behavior of the vehicle. However, if a virtual shift feel function is implemented in a vehicle capable of high performance sporty driving, it can be helpful in managing turn-in speed, load transfer, etc. when driving.

[0037] Further, if a method of providing a customized virtual shift feel to a driver who values the driving feel can be implemented, a more distinctive and fun feature can be highlighted. In particular, personalization of the shift feel refers to the driver directly changing and adjusting the set value of a variable related to the generation of the virtual shift feel, thereby generating a virtual shift feel corresponding to the changed set value.

[0038] Due to fuel efficiency, exhaust regulations, etc., existing internal combustion engine vehicles are limited in terms of implementing personalization of the powertrain. However, since electric vehicles do not have such exhaust regulations, and the personalization of the drive system has a relatively smaller impact on fuel economy than on internal combustion engine vehicle fuel economy, if the virtual shift feel can be actively personalized, the vehicle quality can be improved from an emotional point of view.

[0039] Therefore, a method of implementing virtual multi-gear shifting in an electric vehicle having no multi-gear transmission, and a method of enabling personalization according to a driver's desire when implementing a virtual shift feel of the electric vehicle powertrain through a virtual shift function that simulates multi-gear shifting are needed. Accordingly, a motor control method is disclosed in which a virtual shift model is established and a multi-gear shift feel can be implemented using the model. Further, a control method is disclosed in which a driver can directly change the set value of a variable related to the generation of the virtual shift feel.

[0040] The present invention is characterized in that a virtual shift intervention torque and a limit torque of each virtual gear can be determined from input variables through a virtual shift model that uses vehicle driving information collected from the vehicle during driving as input, and then the motor can be operated using the determined virtual shift intervention torque, the determined limit torque of each virtual gear, and a motor torque command, thereby implementing virtual multi-gear shifting.

[0041] In the present invention, the virtual shift function can include generating a virtual shift feel according to a driver's driving input value and vehicle conditions based on a variable value related to the generation of the virtual shift feel that the driver presets, thereby simulating the multi-gear shifting that the driver can feel when shifting in a vehicle having a multi-gear transmission when driving an electric vehicle having no multi-gear transmission.

[0042] In the present invention, the virtual shift feeling can be a simulation of the behavior and movement of the vehicle that the driver can feel during the shift process of the multi-gear transmission, and in the present invention, the virtual shift feeling can be generated and realized through the control of the drive motor. In particular, the multi-gear transmission can be one of an automatic transmission (AT), a dual clutch transmission (DCT), and an automated manual transmission (AMT). In the present invention, the virtual shift feeling is provided by generating and simulating the behavior and movement of the vehicle equipped with one of these transmissions during the shift process via the control of the drive motor.

[0043] Figure 1 is a block diagram illustrating the configuration of the device for controlling an electric vehicle according to the present invention, and Figure 2 is a block diagram illustrating the input variables and output variables of the virtual shift model for realizing the virtual shift function of the present invention, and the virtual shift intermediate variables. In addition, Figure 3 is a flowchart illustrating the process for realizing the virtual shift function of the present invention. The control method according to the present invention can include a virtual shift method that generates and realizes a virtual shift feeling that simulates the multi-gear shift of a conventional multi-gear transmission vehicle through the control or operation of the motor during the travel of the vehicle.

[0044] Referring to Figure 3 , the control method according to the present invention can include a step S11 of determining whether the virtual shift function is turned on, a step S12 of calculating a basic torque command in real time when the virtual shift function is turned on, a step S13 of determining a virtual shift intermediate variable value through the input variables in the virtual shift model, and a step S14 of determining the basic torque command limited by the limit torque of each virtual gear (i.e., the limit torque of the current gear).

[0045] In addition, the control method according to the present invention can further include a step S15 of determining whether the virtual red zone has been entered through the virtual engine speed, a step S16 of performing virtual fuel cut control when it is determined that the virtual red zone has been entered, a step S17 of determining a final motor torque command by adding the virtual shift intervention torque to the basic torque command, and a step S18 of performing motor control according to the final motor torque command.

[0046] As Figure 1As shown, the configuration of the device for performing the above-mentioned virtual shift process, the device for control according to the present application can include: an interface section 11, a driving information detector 12 (e.g., a sensor), a first controller 20, and a second controller 30; the interface section 11 allows the driver to select and input one of the opening and closing of the virtual shift function of the vehicle and to input predetermined driver setting information; the driving information detector 12 is configured to detect vehicle driving information; the first controller 20 is configured to generate and output a torque command based on the vehicle driving information detected by the driving information detector 12 and the driver setting information input through the interface section 11; and the second controller 30 is configured to operate the driving device 41 according to the torque command output from the first controller 20.

[0047] In the following description, the controller is divided into the first controller 20 and the second controller 30, but a plurality of controllers or a single integrated control element is collectively referred to as a controller, and it can also be understood that the control process is performed by the controller according to the present application. As the interface section 11, any device can be used as long as the driver can open and close the virtual shift function of the vehicle and input predetermined driver setting information, for example, an operation device (e.g., a button and a switch) provided in the vehicle and other input devices of an AVN (audio, video, navigation) system or a touch screen, etc. can be used.

[0048] The interface section 11 can be connected to the first controller 20, and then, when there is a driver input opening operation or a closing operation and a driver setting information input operation, an opening operation signal and a closing operation signal and an input operation signal from the interface section 11 can be input to the first controller 20. Therefore, the first controller 20 can be configured to recognize the opening operation state or the closing operation state of the virtual shift function by the driver and the input state of the driver setting information.

[0049] In the present application, only in response to receiving the opening input of the virtual shift function by the driver through the interface section 11, the virtual shift function of generating and realizing the virtual shift feeling during the driving of the vehicle is performed (see step S11 in Figure 3 In addition, when the above-mentioned interface section 11 is a vehicle input device provided in the vehicle, although not shown in Figure 1 , the driver can perform the opening operation and the closing operation of the virtual shift function and input the driver setting information through a mobile device (not shown) instead of using the vehicle input device.

[0050] The mobile device must be communicatively connected with the in-vehicle device (e.g., the first controller), and for this, an input / output communication interface (not shown) that establishes communication between the mobile device and the first controller 20 can be utilized. The driving information detector 12 can be configured to detect vehicle driving information necessary to generate a motor torque command in the vehicle, wherein the vehicle driving information can include driver's driving input information and vehicle state information.

[0051] In the exemplary embodiment of the present application, the driving information detector 12 can include an accelerator pedal detector configured to detect accelerator pedal input information according to the driver's accelerator pedal operation, and a brake pedal detector configured to detect brake pedal input information according to the driver's brake pedal operation. In addition, the driving information detector 12 can include a shift paddle and shift lever detector, and a motor speed detector configured to detect a rotational speed of a motor (hereinafter referred to as "motor speed") that is a driving device 41 for driving the vehicle.

[0052] In particular, the accelerator pedal detector can be a general accelerator pedal sensor (i.e., an accelerator pedal position sensor, APS) installed on the accelerator pedal and configured to output an electrical signal based on the driver's accelerator pedal operation state. The brake pedal detector can be a general brake pedal sensor (BPS) installed on the brake pedal and configured to output an electrical signal based on the driver's brake pedal operation state. In addition, the motor speed detector can be a known resolver installed in the motor (i.e., a driving motor) 41.

[0053] At this time, the driver's driving input information can include an accelerator pedal input value (APS value) detected by the accelerator pedal detector and a brake pedal input value (BPS value) detected by the brake pedal detector. In addition, the driver's driving input information can further include shift paddle input information according to the driver's shift paddle operation, and shift lever input information (i.e., information of P range, R range, N range, and D range) according to the driver's shift lever operation.

[0054] The shift lever input information can be detected by the shift lever detector, and the shift paddle input information can be received by the first controller 20 from the shift paddle. In addition, the vehicle state information can include a motor speed detected by the motor speed detector. The driving information used to generate the basic torque command in the torque command generator 21 can further include a vehicle speed as the vehicle state information, and in this case, Figure 1 The driving information detector 12 is not shown in FIG. 1, but can further include a vehicle speed detector configured to detect a current traveling vehicle speed, and the vehicle speed detector can be configured to include a wheel speed sensor installed in a driving wheel of the vehicle.

[0055] Further, the first controller 20 can include a torque command generator 21 configured to generate a basic torque command from vehicle driving information, a virtual shift controller 22 configured to generate a correction torque command (i.e., a virtual shift intervention torque command for implementing a virtual shift feel) for generating and implementing a virtual shift feel from the vehicle driving information according to driver setting information, and a final torque command generator 23 configured to correct the basic torque command with the correction torque command to generate a corrected final torque command.

[0056] The basic torque command can be a motor torque command determined and generated based on driving information collected during ordinary electric vehicle driving (step S12), and the torque command generator 21 can be a vehicle controller (VCU) or a part of a vehicle controller configured to generate a motor torque command based on driving information in an ordinary electric vehicle. Further, in the present application, the virtual shift controller 22 is a new type of component configured to determine, generate, and output a virtual shift intervention torque command (which is a correction torque command separate from the basic torque command and only for implementing a virtual shift feel), and can be added as a part inside a vehicle controller or can be provided as a separate control component separate from the vehicle controller.

[0057] In the final torque command generator 23, the basic torque command input from the torque command generator 21 can be corrected by the correction torque command input from the virtual shift controller 22, but the final torque command can be calculated by adding the virtual shift intervention torque command as the correction torque command to the basic torque command. The second controller 30 is a controller configured to receive the torque command transmitted from the first controller 20 (i.e., the final torque command determined by the final torque command generator 23 of the first controller 20 so as to operate the drive device 41). In the present application, the drive device 41 is a motor (i.e., a drive motor) that drives a vehicle, and the second controller 30 is a known motor controller (i.e., a motor control unit, MCU) and is configured to drive the motor with an inverter in an ordinary electric vehicle and operate the motor.

[0058] Meanwhile, in the present application, a virtual shift model that determines and outputs a virtual shift intervention torque command with vehicle driving information collected from a vehicle as input can be set and input to the virtual shift controller 22. In the present application, input variables of the virtual shift model become vehicle driving information detected by the driving information detector 12, and the vehicle driving information includes driver driving input information and vehicle state information as described above.

[0059] In particular, the driver's driving input information can include accelerator pedal input information (i.e., information of an APS value), brake pedal input information (i.e., information of a BPS value), shift paddle input information, and shift lever input information (i.e., information of P range, R range, N range, and D range). In addition, the vehicle state information can include a motor speed. In the virtual shift controller 22, values of intermediate variables can be calculated from model input variables by the virtual shift model, and in addition, a torque instruction for generating and realizing a virtual shift feeling and a limit torque of each virtual gear position reflecting gear ratio information are determined and output from the values of these intermediate variables (see step S13). In particular, the torque instruction for generating and realizing a virtual shift feeling becomes not only a virtual shift intervention torque instruction, but also a correction torque instruction for correcting a basic torque instruction.

[0060] Reference Figure 2 As the vehicle driving information, the input variables of the virtual shift model M can include: accelerator pedal input information (information of an APS value); brake pedal input information (information of a BPS value); shift paddle input information; shift lever input information (information of P range, R range, N range, and D range); and motor speed OmegaM information. In addition, in the virtual shift model M, the intermediate variables for performing the virtual shift function are shown in Figure 2

[0061] In the exemplary embodiment of the present application, the intermediate variables obtained from the input variables can include: a virtual speed SpdVir, a virtual speed for downshift SpdVirDn, a virtual target gear position TarGe, a virtual manual shift mode target gear position TarGeMan, a virtual current gear position CurGe, a virtual engine speed OmegaVir, a gear ratio rG1, rG2,..., rGi of each virtual gear position, a virtual final gear ratio rFg, a target input speed OmegaTar based on the virtual target gear position, a target input speed OmegaCur based on the virtual current gear position, and a virtual shift progress xProgress.

[0062] In particular, when a virtual transmission and a virtual engine are assumed to exist in the vehicle, the "input speed" refers to a virtual engine speed that becomes an input speed of the virtual transmission. Therefore, the "target input speed based on the virtual target gear position" refers to a virtual engine speed of the virtual target gear position, and the "target input speed based on the virtual current gear position" refers to a virtual engine speed of the virtual current gear position. In the present application, the intermediate variables for virtual shift are not related to physical values of actual hardware of the vehicle, and are only used to realize a virtual shift feeling.

[0063] ​In the present application, the physical variables used as actual measurements or interventions in the powertrain of the electric vehicle can be referred to as the above-mentioned input variables (APS value, BPS value, shift paddle input value, and shift lever input value), motor rotational speed OmegaM, virtual shift intervention torque tqltv, and limit torque tqLmt of each virtual gear. Further, in the exemplary embodiment of the present application, the output variables of the virtual shift model M can include a virtual shift intervention torque instruction (i.e., a correction torque instruction) tqltv for providing and realizing a virtual shift feeling.

[0064] In addition, the output variables of the virtual shift model M can further include the limit torque tqLmt of each virtual gear. Further, in the exemplary embodiment of the present application, the output variables of the virtual shift model M can further include at least some virtual shift intermediate variables, for example, can further include a virtual target gear TarGe, a virtual current gear CurGe, and a virtual engine rotational speed OmegaVir among the virtual shift intermediate variables.

[0065] The virtual target gear TarGe, the virtual current gear CurGe, and the virtual engine rotational speed OmegaVir output from the virtual shift model M can be transmitted to an instrument cluster controller (not shown) and can become instrument cluster display information displayed on an instrument cluster (not shown). The virtual shift intervention torque instruction output from the virtual shift controller 22 and the limit torque of each virtual gear, which is the limit torque of the current gear, are input to the final torque instruction generator 23, and then, a final torque instruction can be generated from a basic torque instruction using the final torque instruction generator 23.

[0066] In other words, in the final torque instruction generator 23, the basic torque instruction can be limited to the limit torque of each virtual gear if necessary (step S14), in which, when the basic torque instruction is smaller than the limit torque, the basic torque instruction can be used as it is, and when the basic torque instruction is greater than the limit torque, the basic torque instruction can be limited to the limit torque value. Accordingly, in the final torque instruction generator 23, the basic torque instruction limited to a value within the limit torque of each virtual gear can then be added to the virtual shift intervention torque instruction, and the added torque instruction becomes a final motor torque instruction (step S17).

[0067] When the basic torque instruction is greater than or equal to the limit torque, the final motor torque instruction can be determined by the sum of the limit torque value and the virtual shift intervention torque instruction. In this regard, the final motor torque instruction calculated in the final torque instruction generator 23 can be transmitted to the second controller 30, and the second controller 30 can be configured to operate the motor according to the final motor torque instruction (step S18).

[0068] In the following, the virtual shift intermediate variables of the virtual shift model M in the virtual shift controller 22 will be described in more detail. First, in the virtual shift model M of the virtual shift controller 22, a virtual vehicle speed SpdVir is generated as an input to the shift schedule map, and this virtual vehicle speed SpdVir is used as a reference vehicle speed in the virtual shift function. By using the actual motor speed OmegaM and the virtual final gear ratio rFg, which are some model input variables, the virtual vehicle speed SpdVir can be calculated as a value that is directly proportional to the actual motor speed OmegaM.

[0069] In Figure 2 In the example shown, the virtual final gear ratio is shown to be included in the virtual shift intermediate variables. However, in the example embodiment of the present application, the virtual final gear ratio rFg can be one of the driver set information predetermined by the driver. Further, in the virtual shift model, a virtual vehicle speed SpdVirDn for downshift is generated, which is a variable used as an input to the shift schedule map during downshift, and thus is calculated by applying a preset proportional factor and a compensation value to the virtual vehicle speed SpdVir.

[0070] However, when the shift schedule maps for upshift and downshift are provided and used separately, there is no problem in using only the virtual vehicle speed SpdVir as the reference speed. When a single shift schedule map is used without distinguishing between upshift and downshift, the virtual vehicle speed SpdVirDn for downshift is further used in addition to the virtual vehicle speed SpdVir as the reference vehicle speed, to add a hysteresis effect between upshift and downshift. In order to realize the common hysteresis effect in the present application, after multiplying the virtual vehicle speed SpdVir by a proportional factor greater than 1, the virtual vehicle speed SpdVirDn for downshift can be determined as a value obtained by adding a positive compensation value to the above multiplication value.

[0071] Figure 4 is a graph showing the shift schedule map for determining the virtual target gear TarGe of the present application, and shows the shift schedule map for upshift and the shift schedule map for downshift, which are provided separately. In each of the shift schedule maps shown, the horizontal axis represents the vehicle speed (km / h), and the vertical axis represents the accelerator pedal input value (APS value), at this time the vehicle speed of the horizontal axis is the virtual vehicle speed SpdVir as the reference vehicle speed.

[0072] As described above, the shift schedule map uses the virtual vehicle speed SpdVir and the accelerator pedal input value (APS value) representing the driver's intention, and the virtual target gear TarGe corresponding to the virtual vehicle speed SpdVir and the accelerator pedal input value (APS value) is determined by the shift schedule map. As shown in the combination meter panel, when the shift schedule map for upshift and the shift schedule map for downshift are provided respectively, the virtual vehicle speed is used as the vehicle speed for determining the virtual target gear TarGe, and at this time, the virtual vehicle speed is the virtual vehicle speed SpdVir obtained from the actual motor speed OmegaM and the virtual final gear ratio rFg as the reference speed as described above.

[0073] As described above, when the shift schedule map for upshift and the shift schedule map for downshift are used respectively, the virtual target gear TarGe is determined from the virtual vehicle speed SpdVir as the reference vehicle speed and the accelerator pedal input value (APS value). However, when upshift and downshift use a single shift schedule map, the virtual vehicle speed SpdVir for downshift is used separately from the virtual vehicle speed SpdVir as the reference vehicle speed to determine the virtual target gear TarGe.

[0074] Figure 5 FIG. 1 is a graph showing the shift schedule map of the present application that can be used for upshift and downshift. When the single shift schedule map shown in FIG. 1 is used for upshift and downshift, the virtual vehicle speed SpdVir as the reference vehicle speed is used in the case of upshift, and the virtual vehicle speed SpdVirDn for downshift is used in the case of downshift, thereby determining the virtual target gear TarGe in the shift schedule map. Figure 5

[0075] In other words, by using one shift schedule map, the virtual target gear TarGe is determined from the virtual vehicle speed SpdVir as the reference vehicle speed and the accelerator pedal input value (APS value) at the time of upshift, and the virtual target gear TarGe is determined from the virtual vehicle speed SpdVirDn for downshift and the accelerator pedal input value (APS value) at the time of downshift. In other words, in the shift schedule map of FIG. 1, the vehicle speed of the horizontal axis is the virtual vehicle speed SpdVir as the reference speed at the time of upshift of the vehicle, and the vehicle speed of the horizontal axis is the virtual vehicle speed SpdVirDn for downshift at the time of downshift of the vehicle. Figure 5

[0076] In the above description, although the virtual vehicle speed SpdVirDn for downshift is obtained from the actual motor speed OmegaM and the virtual final gear ratio rFg, the virtual vehicle speed SpdVirDn for downshift can be obtained from the actual vehicle speed V and the virtual final gear ratio rFg. Figure 4 Figure 5 ​​​The longitudinal axis of the shift schedule map is described as an accelerator pedal input value, i.e., an APS value (%), and other vehicle load values can be used instead of the accelerator pedal input value as the longitudinal axis value of the shift schedule map. In other words, the longitudinal axis of the shift schedule map can be a brake pedal input value (BPS value) or a base torque command instead of the accelerator pedal input value.

[0077] An input variable for determining the virtual target gear of the shift schedule map can exist together with the virtual vehicle speed. When the virtual vehicle speed SpdVir that is the reference vehicle speed is a virtual vehicle speed for upshift, the virtual vehicle speed SpdVirDn for downshift can be determined by multiplying the virtual vehicle speed SpdVir for upshift by a proportional factor α and then adding a compensation value β, as shown in Equation 1 below.

[0078] SpdVirDn = SpdVir x a + β (1)

[0079] Next, in the virtual shift model M of the virtual shift controller 22, it can be determined whether the manual shift mode is entered, but when the operation of the shift lever or the input of the shift paddle occurs, it can be determined that the manual shift mode that shifts according to the driver's intention is operated, and otherwise, the ordinary automatic shift that automatically shifts according to the preset shift schedule is operated.

[0080] Since the target gear according to the driver's intention can be different from the target gear at the time of automatic shifting, in response to the determination that the manual shift mode is operated, the target gear in the manual shift mode, i.e., the virtual manual shift mode target gear TarGeMan, can be determined in the virtual shift model M of the virtual shift controller 22. The virtual manual shift mode target gear TarGeMan can be determined by the shift lever input information or the shift paddle input information of the driver.

[0081] In addition, the final target gear in the virtual shift function can be calculated from the virtual shift model M of the virtual shift controller 22. As described above, basically, in the automatic shift mode, the target gear determined by the shift schedule map can be determined as the virtual target gear TarGe, but in the manual shift mode, the virtual manual shift mode target gear TarGeMan determined by the shift lever input or the shift paddle input of the driver can be determined as the virtual target gear TarGe.

[0082] To explain how the target gear is determined by the shift schedule map as described above in the automatic shift mode (i.e., when not in the manual shift mode), a shift schedule map with a load value input, such as a virtual vehicle speed (km / h), an accelerator pedal input value (APS value), or the like, is used. In particular, the shift schedule map is a map in which a virtual target gear is set in advance, which corresponds to each combination of input of vehicle load value information including a virtual vehicle speed, an accelerator pedal input value, or the like, and for the vehicle load value information, in addition to the accelerator pedal input value (APS value) as the driver's driving input information, a brake pedal input value (BPS value) or a basic torque command, or the like, can be used.

[0083] For the reference speed used as an input to the shift schedule map as described above, a virtual vehicle speed SpdVir determined by a virtual final drive ratio rFg and an actual motor rotational speed OmegaM can be used, or a virtual vehicle speed SpdVirDn for downshift can be used, which is determined from the virtual vehicle speed. When determining the target gear as described above, at the current time point, there are two target gears, i.e., two target gears determined by the virtual vehicle speed SpdVir and the virtual vehicle speed SpdVirDn for downshift, respectively, as the reference speed.

[0084] At this time, the final target gear can be determined using two values, in which, as a method thereof, only when the value of the target gear determined by the virtual vehicle speed SpdVir is increased compared to the value in the previous step (e.g., from the first gear to the second gear), it is determined as a valid value, the target gear determined by the virtual vehicle speed SpdVir is determined and updated as the final virtual target gear TarGe.

[0085] In the same manner, only when the value of the target gear determined by the virtual vehicle speed SpdVirDn for downshift is decreased compared to the value in the previous step (e.g., from the second gear to the first gear), it is determined as a valid value, so that the target gear determined by the virtual vehicle speed SpdVirDn for downshift can be determined and updated as the final virtual target gear TarGe. However, the finally determined virtual target gear TarGe should be calculated as a value within an optional range of the lowest gear and the highest gear.

[0086] Meanwhile, in the virtual shift model of the virtual shift controller 22, a delayed target gear having a delay value that is delayed from the virtual target gear TarGe by a predetermined delay time can be determined, wherein the delay time uses a preset time that represents a time for which a shift to the target gear but a shift of the virtual engine speed OmegaVir has not yet started. The delay time is a time involved in a state before the start of an inertia phase on the actual transmission. In addition, the virtual shift model M of the virtual shift controller 22 detects a change in the target gear TarGe to calculate a virtual shift progress xProgress.

[0087] In particular, the change in the target gear represents that, in the manual shift mode, a new virtual target gear different from the current gear is determined according to the shift schedule map or the shift paddle input information or the shift lever input information. When the target gear is changed (i.e., when the new virtual target gear is determined), the timing starts from time 0, and the shift progress xProgress can be determined as a percentage of the timing time with respect to the total preset shift time, wherein the shift progress xProgress increases up to 100%.

[0088] The point in time at which the target gear is changed refers to a point in time at which a new virtual target gear is determined through the shift schedule map of the virtual current gear, which is the previous target gear. As described above, the timing can start by setting the point in time at which the target gear is changed as time 0, but the change point in time of the delayed target gear can be used instead as the timing start time.

[0089] In other words, when the changed virtual target gear is determined, the controller can be configured to start the timing from a time at which the delay time has elapsed after the virtual target gear is determined, and the virtual shift progress is determined using the timing time in the same manner. Alternatively, as another method, in the shift process, the value of the current virtual engine speed can be expressed as a percentage that represents a position of the engine speed value obtained in real time between a target input speed based on the virtual current gear (i.e., the virtual engine speed of the virtual current gear) OmegaCur and a target input speed based on the virtual target gear (i.e., the virtual engine speed of the virtual target gear) OmegaTar.

[0090] In determining the virtual target gear position, the virtual shift progress can be determined as a speed difference between the real-time virtual engine speed OmegaVir during the shift process and the target input speed OmegaCur based on the virtual current gear position, as a percentage value with respect to a speed difference between the target input speed OmegaTar based on the virtual target gear position and the target input speed OmegaCur based on the virtual current gear position during the shift process. In addition, in the virtual shift model M of the virtual shift controller 22, the virtual engine speed OmegaCur can be determined using information of the virtual vehicle speed SpdVir (which is essentially a reference speed) and the virtual gear ratio rGi of the virtual current gear position.

[0091] The virtual engine speed OmegaCur can be obtained from a product of the virtual vehicle speed SpdVir and the virtual gear ratio rGi of the virtual current gear position, or the virtual engine speed OmegaCur can be obtained from a product of the powertrain speed (e.g., motor speed) and the virtual gear ratio rGi of the virtual current gear position. In addition, during the shift process starting from when the target gear position is changed (i.e., at the start of the shift), the virtual engine speed OmegaVir can be determined from information of the target input speed based on the virtual current gear position (i.e., the virtual engine speed of the virtual current gear position) OmegaCur and the target input speed based on the virtual target gear position (i.e., the virtual engine speed of the virtual target gear position) OmegaTar.

[0092] In particular, at the time of the target gear position change, the target input speed OmegaCur based on the virtual current gear position CurGe can be obtained using the virtual vehicle speed SpdVir and the virtual gear ratio rGi. In addition, at the time of the target gear position change, the target input speed OmegaTar based on the virtual target gear position TarGe can be obtained using the virtual vehicle speed SpdVir and the virtual gear ratio rGi. Then, during the shift, the virtual engine speed OmegaVir can be obtained by applying a preset rate limit to the target input speed based on the virtual current gear position.

[0093] In the present application, the current virtual engine speed OmegaVir during the shift process can be obtained from the real-time virtual vehicle speed in real time, but can be determined as a value that changes from the virtual speed based on the current gear position (i.e., the target input speed based on the virtual current gear position) to the virtual speed based on the target gear position (i.e., the target input speed based on the virtual target gear position) while maintaining a preset rate limit (i.e., a change rate limit value).

[0094] Further, as the shift proceeds to a certain extent, the virtual engine speed OmegaVir set to the target input speed based on the virtual current gear (i.e., the virtual engine speed of the virtual current gear) OmegaCur can be replaced by the target input speed based on the virtual target gear (i.e., the virtual engine speed of the virtual target gear) OmegaTar. As an alternative method, the virtual engine speed OmegaVir can be obtained by multiplying the virtual gear ratio rGi corresponding to the previously calculated delayed target gear by the virtual vehicle speed SpdVir as the reference vehicle speed and taking the rate limit value thereof.

[0095] Meanwhile, in the virtual shift model M of the virtual shift controller 22, the virtual current gear CurGe essentially indicates the current gear at the previous time step (i.e., the current gear before the shift starts) until the current shift completion condition is satisfied. In other words, the current gear value can be maintained until the shift completion condition is satisfied, and the virtual target gear determined through the shift plan map can be maintained as the target gear after the shift from the state before the shift completion.

[0096] However, when the shift completion condition is satisfied after the shift starts, the previous virtual target gear TarGe is updated to the virtual current gear CurGe, and the previous target gear becomes the current gear from the time point at which the shift completion condition is satisfied. At this time, the shift completion condition can include one or more of the following conditions.

[0097] 1) Condition in which the virtual shift progress xProgress value is 100%

[0098] 2) Condition in which the virtual shift progress xProgress value is reset to 0%

[0099] 3) Condition in which the virtual shift progress xProgress value is greater than a certain value

[0100] 4) Condition in which the difference between the virtual engine speed OmegaVir and the virtual engine speed of the virtual target gear (i.e., the target input speed based on the virtual target gear) OmegaTar is less than a certain value

[0101] 5) Condition in which the value obtained by multiplying the virtual gear ratio rGi corresponding to the delayed target gear by the virtual vehicle speed SpdVir as the reference vehicle speed is equal to the virtual engine speed OmegaVir obtained by taking the rate limit value of the multiplied value, or the difference between the two values is equal to a certain value or less than or equal to a certain value.

[0102] When the condition in which the virtual shift progress xProgress value is reset to 0% is described, in the case where the control logic is programmed to reset to 0% immediately after the state in which the virtual shift progress reaches 100%, it can be determined that the point in time at which the reset to 0% is made as described above is the point in time at which the shift is completed. That is, the shift progress is maintained at 0% until the shift event is started again, but it can be determined that the point in time at which the shift progress first reaches 0% is determined as the point in time at which the shift is completed.

[0103] As described above, the completion of the shift can be determined based on the virtual shift progress xProgress, but can also be determined based on the virtual engine speed. Even if the virtual engine speed converges such that the difference is less than or equal to the virtual engine speed of the virtual target gear, it can be determined that the shift completion condition is satisfied.

[0104] Next, in a vehicle having a real transmission, since the transmission ratio decreases as the upshift occurs, the torque multiplication effect between the front and rear of the transmission decreases, and ultimately, even if the engine generates the same torque, the final acceleration decreases. In order to imitate this effect, the present application can calculate the limit torque tqLmt of each virtual gear and limit the torque command using the limit torque. At this time, in the virtual shift model of the virtual shift controller 22, the limit torque tqLmt of each virtual gear, which is the limit torque of the current gear, can be calculated by multiplying all of the virtual transmission ratio rGi corresponding to the virtual current gear CurGe, the virtual final transmission ratio rFg, and the limit torque setting parameter.

[0105] In addition, the limit torque tqLmt of each virtual gear can be binarized and set in the drive direction and the regeneration direction of the motor, which can be achieved by binarizing the limit torque setting parameter. In order to adjust the motor torque by applying the limit torque, the motor torque in the drive direction can be limited to the limit torque tqLmt value in the drive direction, and the motor torque in the regeneration direction can be limited to the limit torque tqLmt value in the regeneration direction.

[0106] In yet another method, after the basic torque command is calculated by generating three types of motor torque commands (regeneration, coasting, and drive) and adding them, the torque command can be limited to the limit torque tqLmt value in the drive direction at the time of drive, and the torque command can be limited to the limit torque tqLmt value in the regeneration direction during coasting and regeneration (during which the vehicle travels in the coasting mode). Needless to say, the regeneration torque command and the coasting torque command can be 0 at the time of drive, and the drive torque command can be 0 at the time of regeneration or coasting.

[0107] To simulate the effect of the gear ratio of each gear applied in proportion and limit the maximum value of the torque, when determining the value between the accelerator pedal input value (APS value) and the drive torque, the ratio of the accelerator pedal input value to the limit torque tqLmt value of the current drive direction can be utilized, rather than the ratio of the accelerator pedal input value (APS value) to the maximum motor torque.

[0108] In addition to the method of determining the torque command by the ratio of the simple accelerator pedal input value (APS value) to the limit torque tqLmt of each virtual gear, the torque command can be determined by the following torque ratio, which is a function of the preset accelerator pedal input value of the limit torque tqLmt. For example, when the accelerator pedal input values are 20%, 50%, and 80%, respectively, the basic torque command can be determined as the torque of 20%, 50%, and 80% of the limit torque tqLmt, but when the APS values are 20%, 50%, and 80% and the torque ratio mapped to each APS value is 40%, 70%, and 85%, respectively, the basic torque command can be determined as the torque of 40%, 70%, and 85% of the limit torque tqLmt, respectively.

[0109] Figure 6 is a graph showing the maximum motor torque curve depending on the motor speed and the limit torque of each virtual gear (1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, …). Referring to Figure 6 As can be seen, the greater the motor speed, the greater the number of gears (i.e., the number of gears), and the greater the number of gears (i.e., the higher the gear), the smaller the maximum motor torque.

[0110] In addition, at a high gear, as the number of gears increases, the gear ratio decreases, and the final wheel transmission torque decreases, compared to a low gear. The maximum motor torque curve is a curve representing the maximum allowable torque preset for each motor speed, and the limit torque of each virtual gear can be calculated by applying the gear ratio information of each gear.

[0111] Figure 6 Various examples are shown in which the limit torque of each virtual gear is determined, and as described above, the limit torque of each virtual gear (i.e., the limit torque of the current gear) can be calculated by multiplying all of the virtual gear ratio rGi corresponding to the virtual current gear CurGe, the virtual final gear ratio rFg, and the limit torque setting parameter.

[0112] Accordingly, the magnitude of the limit torque of each virtual gear can be set according to the value of the limit torque setting parameter, and referring to Figure 6 which shows that the limit torque of each virtual gear can be adjusted to a value higher or lower than the maximum motor torque curve. For example, the limit torque of each virtual gear can be set to a value greater than the maximum motor torque curve to include all of its values, as inFigure 6 is shown, and in this case, the maximum performance of the motor can be utilized.

[0113] Alternatively, the limit torque curve of each virtual gear can be set in a form intersecting with the maximum motor torque curve, in which the limit torque of each virtual gear is set to a value higher than the maximum motor torque curve in some regions of the motor rotational speed of each virtual gear, while the limit torque can be set to a value lower than or equal to the maximum motor torque curve in the remaining regions. Thus, the maximum performance of the motor can be utilized in some regions of the motor rotational speed of each virtual gear, and the effect of the gear ratio difference between gears can also be achieved in some regions.

[0114] In addition, the limit torque of each virtual gear can be set to a value smaller than the maximum motor torque curve throughout the range of the motor rotational speed, and in this case, the maximum performance of the motor can not be utilized, but the effect of the gear ratio difference between gears can be maximized. Meanwhile, the final torque command generator 23 of the first controller 20 can be configured to receive the summed basic torque command from the torque command generator 21 and the virtual shift intervention torque command from the virtual shift controller 22.

[0115] The final torque command generator 23 can then be configured to correct the basic torque command generated by the torque command generator 21 with the virtual shift intervention torque command generated by the virtual shift controller 22, and at this time, the virtual shift intervention torque command, which is a correction torque command for generating a virtual shift feeling, can be further added to the summed basic torque command to generate a final torque command.

[0116] Figure 7 is a graph showing an example of a virtual shift intervention torque curve of the present application. Thus, the second controller 30 can be configured to receive the final torque command generated and output by the final torque command generator 23 of the first controller 20, and then operate the inverter to operate the drive motor 41 according to the received final torque command. Thus, a vehicle jerk phenomenon due to a shift effect similar to the shift effect when a real transmission is shifted can be achieved during virtual shifting.

[0117] In the virtual shift model of the virtual shift controller 22, the virtual shift intervention torque tqItv can be provided in the form of a torque curve that uses the virtual shift progress xProgress as an independent variable. Alternatively, the virtual shift intervention torque tqItv can be provided by a model based on physical values reflecting the virtual engine speed OmegaVir information, a target input speed based on the virtual current gear (i.e., the virtual engine speed of the virtual current gear) OmegaCur, and a target input speed based on the virtual target gear (i.e., the virtual engine speed of the virtual target gear) OmegaTar.

[0118] In addition, in calculating the virtual shift intervention torque command, the form of the virtual shift intervention torque should be changed according to the type of the transmission and the shift category, and the type of the transmission can be divided into an automatic transmission (AT), a dual clutch transmission (DCT), and an automated manual transmission (AMT). The shift category can be divided into power-on upshift, power-off upshift (lift-foot-up), power-on downshift (kick-down), power-off downshift, near-stop downshift, etc.

[0119] To calculate the virtual shift intervention torque command, the current shift category can be determined by the virtual shift controller 22, and in the determination method, when the virtual target gear TarGe is higher than the virtual current gear CurGe (i.e., virtual target gear > virtual current gear), the current shift category is upshift, and when the virtual target gear is less than the virtual current gear (i.e., virtual target gear < virtual current gear), the current shift category is downshift. In addition, when the basic torque command is greater than a preset reference torque value, it is in a power-on state, and when the basic torque command is less than the preset reference torque value, it is in a power-off state.

[0120] Finally, in the present application, when the current shift category is determined based on the virtual current gear and the virtual target gear, etc., in the virtual shift intervention torque curve of each shift category, the virtual shift intervention torque curve corresponding to the current shift category can be selected, and the virtual shift intervention torque for generating the virtual shift feeling can be determined in real time according to the selected virtual shift intervention torque curve.

[0121] At this time, a virtual shift intervention torque value corresponding to the current virtual shift progress can be determined from the selected virtual shift intervention torque curve. The virtual shift intervention torque curve is information that is preset in the virtual shift model M of the virtual shift controller 22 for each shift category. In addition to the shift category, a differentiated virtual shift intervention torque curve can also be preset according to the gear type. The magnitude of the virtual shift intervention torque can be adjusted by using at least one or more of the virtual engine speed OmegaVir, the accelerator pedal input value (APS value), the actual motor torque (i.e., the motor basic torque command generated by the torque command generator), and a combination of one or both of the virtual current gear CurGe and the virtual target gear TarGe as a torque magnitude setting variable.

[0122] Generally, as the magnitude of the motor torque (i.e., the basic torque command) increases, the magnitude of the virtual shift intervention torque increases; as the gear becomes higher, the magnitude of the virtual shift intervention torque decreases due to the transmission ratio between the gears; and as the virtual engine speed increases, the degree of decrease and the degree of increase in the speed at the time of shifting increase, so the magnitude of the virtual shift intervention torque naturally increases.

[0123] Furthermore, even if the actual motor speed OmegaM is low, the virtual engine speed OmegaVir can be high. At this time, in order to simulate the behavior of a vehicle equipped with a transmission, a virtual red zone can be determined when the virtual engine speed OmegaVir is greater than or equal to a preset threshold speed value. In particular, the threshold speed refers to the maximum allowable speed (rpm) of the engine, which is predetermined in a conventional internal combustion engine vehicle, and when the virtual engine speed exceeds the threshold speed, it can be determined that the red zone has been entered (see Figure 3 step S15 of FIG. 7).

[0124] In the automatic shift mode, the shift schedule can be preset so that upshift is performed before entering the red zone, so that it is not necessary to determine the virtual red zone, but when the manual shift mode is entered, the virtual gear is maintained until the driver's intention is input, so the virtual red zone can be entered. In response to determining that the virtual red zone has been entered, the fuel cut condition of the engine can be simulated by performing virtual fuel cut control, and the simulation can be performed by generating a motor torque command targeting the threshold speed at which the virtual red zone begins, so as to control the motor (see Figure 3 step S15 of FIG. 7).

[0125] For example, proportional torque reduction control or PID torque control can be performed using the error between the current virtual engine speed OmegaVir and a threshold speed. In another approach, when the speed exceeds a threshold, the torque command can be set to a predetermined value for deceleration, and when the speed decreases below the threshold, the desired torque can be restored. Furthermore, in response to determining that the virtual red zone has been entered to simulate a fuel cutoff, additional torque fluctuations can be added to the base torque command.

[0126] At this time, when fuel is cut off, a torque fluctuation with a predetermined size and period can be added to the basic torque command, thereby enabling vibration under virtual fuel cut-off conditions. Furthermore, in all cases, when the basic torque command according to the driver's intention is less than the torque command of the control target that sets the threshold speed at the start of the virtual red zone as the virtual engine speed, the red zone control torque can be ignored, and only the basic torque command according to the driver's intention can be applied. In this way, a control method according to the invention for generating a virtual shifting feel for an electric vehicle has been described. Figure 8 This is a diagram illustrating the shifting state and vehicle behavior state during the virtual shifting process according to the present invention.

[0127] refer to Figure 8 When the virtual vehicle speed is obtained based on the actual motor speed OmegaM detected by the motor speed detector, the virtual target gear can be determined based on the accelerator pedal input information and the virtual vehicle speed, and a simulated shift to the virtual target gear can be performed. Furthermore, during each virtual shift, an acceleration state representing the same vehicle behavior as the actual shift can be detected.

[0128] Meanwhile, in this invention, when the virtual gear shifting function is implemented in an electric vehicle, driver setting variables involved in generating virtual gear shifting are defined, and in order to generate a virtual gear shifting feeling while driving, the variable values ​​preset by the driver (i.e., the aforementioned driver setting information) can be reflected, thus providing a personalized and differentiated virtual gear shifting feeling for each driver.

[0129] The driver-defined variables can be the same as or different from the aforementioned virtual shift intermediate variables. For example, in Figure 2 Among the virtual shift intermediate variables shown, the virtual final gear ratio rFg can be a driver setting information that is pre-inputted and set by the driver, and the remaining virtual shift intermediate variables other than the virtual final gear ratio are variables obtained from the input variables (which are predetermined vehicle driving information) and are used to generate virtual shift feel in the virtual shift model.

[0130] The driver setting information is information that the driver can set, change, and adjust through a device connected to the vehicle (for example, a mobile device capable of communicating with the first controller 20 or an interface portion 11 connected to the first controller 20) for generating a desired virtual shift feeling to individualize the virtual shift feeling. In the present application, the driver setting information can be input and set in the virtual shift controller 22 of the first controller 20 and used to generate the virtual shift feeling from the vehicle driving information in the virtual shift model M. In the present application, even when the values of the input variables are the same as those in the virtual shift model M of the virtual shift controller 22, the values of the output variables (for example, the virtual shift intervention torque) can be changed according to the driver setting information (that is, the values of the driver setting variables).

[0131] The virtual shift intermediate variables and the driver setting variables described above are all variables used for virtual shift control that are obtained or used in the virtual shift model M of the virtual shift controller 22, and the virtual shift intervention torque that is the correction torque for generating the virtual shift feeling is a variable used for calculating or generating the torque command. In the present application, the driver setting information (that is, the variables related to generating the virtual shift) provided so that the driver can set and adjust the individualized virtual shift feeling is as follows:

[0132] - the number of gears

[0133] - the total shift time (that is, the shift speed)

[0134] - the magnitude of the virtual shift intervention torque

[0135] - the form of the virtual shift intervention torque

[0136] - the virtual final drive ratio rFg

[0137] - the hysteresis between upshift and downshift

[0138] - the shift schedule map

[0139] - the limit torque for each virtual gear

[0140] - the virtual idle speed

[0141] - the virtual idle vibration

[0142] - the virtual engine speed scale

[0143] - the fuel cut threshold speed

[0144] - the magnitude of the torque fluctuation during fuel cut

[0145] - the period of the torque fluctuation during fuel cut

[0146] In the present application, at least one or more pieces of information in the above-described driver setting information can be inputted and set to the controller (specifically, the virtual shift controller 22 of the first controller 20) in advance, and used for generating the virtual shift feeling.

[0147] Figure 9 is a flowchart showing the process of inputting and using the driver setting information of the present application. The method described below can be executed by the controller. As shown in Figure 9 The process of changing the driver setting information can include, as shown in the flowchart, a step S1 of determining whether the driver changes the personalized setting of the virtual shift function by inputting changed driver setting information through the interface section 11 or the mobile device, a step S2 of changing the driver setting information to the inputted information when there is a setting change, steps S3 and S4 of applying the stored information to the virtual shift function when the changed setting information is stored, and a step S5 of reverting to the previously stored value when the changed setting information is not stored.

[0148] Hereinafter, each driver setting variable provided in the present application as being settable and adjustable will be described in more detail.

[0149] Number of gears

[0150] The driver can set the number of gears of the virtual transmission to be used. For example, one of the multi-gear transmissions, for example, a 4-gear transmission to an 8-gear transmission, can be selected. The setting of the number of gears of the virtual transmission can be achieved by equipping the virtual shift model and the shift schedule map respectively based on the type of each transmission, and then selecting and applying the virtual shift model M and the shift schedule map of the corresponding transmission when the driver selects the type of gear and the number of gears that the driver wants.

[0151] Alternatively, after being provided with the virtual gear model and the gear schedule map having the maximum number of gears selectable by the driver, it can also be achieved in such a way that the entry into a higher level than the highest gear of the number of gears selected by the driver in the virtual shift model M and the shift schedule map is prevented. For example, when the maximum number of gears selectable by the driver is 8 gears, after being equipped with the virtual shift model and the shift schedule map of the 8-gear virtual transmission, when the driver selects a 6-gear transmission, the entry into 7 gears and 8 gears can be prevented.

[0152] In particular, since the number of gears is generally reduced, the virtual final gear ratio rFg should be reduced compared to when selecting 8 gears. At this time, the adjustment value of the virtual final gear ratio rFg can be reflected in the value of the virtual vehicle speed SpdVir (km / h), which is an input to the shift schedule map, so that the entire virtual shift function can be implemented. The virtual vehicle speed SpdVir can be calculated as a value proportional to a value obtained by multiplying the actual motor speed OmegaM measured by the motor speed detector by the virtual gear ratio rFg.

[0153] Total shift time (shift speed)

[0154] The driver can set and adjust the total shift time required when shifting. The shift process has a torque phase in which the torque magnitude fluctuates and an inertia phase in which the virtual engine speed appears to slip and actually changes (inertia phase), and the total shift time required when shifting refers to the sum of the times of all phases.

[0155] When adjusting the shift speed, a function of individually adjusting the times of the torque phase and the inertia phase can be provided. Alternatively, the total time required, that is, the total shift time itself, can be adjusted. When setting and adjusting the total time required as described above, the ratio between the time of the torque phase and the time of the inertia phase can be maintained at a preset value.

[0156] In addition, when the driver increases the set value of the required time, the rate of change of the virtual engine speed, that is, the rate limit value, decreases. In other words, when a faster shift speed is desired, the required time is set to be shorter, and thus the rate of change of the virtual engine speed increases (that is, the engine speed sharply increases), and when a slower shift speed is desired, the required time is set to be longer, and thus the rate of change of the virtual engine speed decreases (that is, the engine speed gradually increases).

[0157] Size of virtual shift intervention torque

[0158] The driver can be allowed to set the size of the torque that intervenes when shifting, that is, the size of the virtual shift intervention torque. In particular, the virtual shift intervention torque refers to a torque that intervenes only to generate a virtual shift feeling, not a torque that is used to drive the vehicle. In other words, as described above, the virtual shift intervention torque is a correction torque added to the basic torque command to generate a virtual shift feeling.

[0159] When determining the size of the virtual shift intervention torque, a batch personalization method in which the relative size of the virtual shift intervention torque for each case can be preset and can be set to be larger or smaller based on the ratio can be applied. In particular, only one set value that controls the size of the virtual shift intervention torque is changed.

[0160] In addition, a function can be provided that changes the magnitude of the shift intervention torque for each case without changing in a batch adjustment manner. In particular, in conjunction with the magnitude of the virtual shift intervention torque, a torque magnitude map can be selected or adjusted that utilizes a combination of the accelerator pedal input value (APS value), the virtual engine speed, and the virtual target gear (or virtual current gear), or a combination of one or more variables selected therefrom.

[0161] Alternatively, a torque magnitude map can be selected or adjusted for each known shift category (e.g., power-up upshift, power-down upshift (lift-foot-up), power-up downshift (kick-down), power-down downshift, near-stop downshift, etc.), and any combination of the above cases can also be adjusted with a composite input.

[0162] Form of the virtual shift intervention torque

[0163] The driver can be allowed to select or set the form of the torque that intervenes at the time of shifting (i.e., the virtual shift intervention torque). In fact, in vehicles equipped with a transmission, there are differences in the shift feeling based on the type of transmission. In order to simulate this phenomenon, the driver can select the type of virtual transmission to determine the form of the virtual shift intervention torque for simulating the shift feeling of the corresponding transmission. In the present invention, setting the magnitude and form of the virtual shift intervention torque means including selecting the type of transmission.

[0164] For example, among the types of transmissions such as automatic transmission (AT), dual clutch transmission (DCT), and automated manual transmission (AMT), the desired type of virtual shift intervention torque can be selected. In addition, the present invention can further guide the driver to enable visualization of the form of the torque.

[0165] Figure 7 、 Figure 10 and Figure 11 are graphs showing examples of the virtual shift feeling depending on the type of virtual transmission of the present invention, with the horizontal axis representing time and the vertical axis representing torque. The form of the shift torque represents the form of the virtual shift intervention torque for each shift category based on the type of virtual transmission, and examples thereof are shown in Figure 7 、 Figure 10 and Figure 11 . Figure 7 shows the power-up upshift time of a DCT, Figure 10 shows the power-up upshift time of an automated manual transmission (AMT), and Figure 11 shows the power-up upshift time of an automatic transmission (AT).

[0166] Figure 12 and Figure 13is a diagram showing a method of the present application that individualizes the form of the virtual shift intervention torque in accordance with the virtual transmission type desired by the driver, and shows an example of power-on upshift (i.e., shift category) of an automatic manual transmission (i.e., transmission type). Figure 12 An example of detailed items that can be adjusted by the driver is shown.

[0167] In the present application, the detailed items that can be adjusted by the driver for setting the form of the shift torque can include a torque reduction amount A, a torque reduction time B, a torque recovery ratio C, a push-in degree D, and a torque oscillation E, and the present application allows the driver to adjust the values of these detailed items. Thus, a basic curve of the virtual shift intervention torque for each shift category can be provided by being input in advance to the virtual shift controller 22 based on the virtual transmission type. The above detailed items are listed as A to E above, and thus the driver can adjust each of the detailed items in the basic curve. In other words, the form of the virtual shift intervention torque can be set by re-inputting or adjusting the values of each of the detailed items displayed on the screen of the interface section 11 or the mobile device.

[0168] As another method, as shown in Figure 13 After displaying and providing a plurality of characteristic points for determining the form of the virtual shift intervention torque on the display screen of the interface section 11 or the mobile device, the present application guides the driver to adjust the positions of the characteristic points within the allowable area (i.e., the hatched square area), and thus allows the driver to directly adjust the form of the virtual shift intervention torque.

[0169] Virtual final drive ratio rFg

[0170] The driver can change the virtual final drive ratio rFg, and at this time, the virtual final drive ratio is adjusted within its upper and lower limits. When the value of the virtual final drive ratio rFg decreases, a long gear is set, and when the value of the virtual final drive ratio increases, a short gear is set.

[0171] Figure 14 An example of long gear setting of the virtual final drive ratio rFg is shown, Figure 15 An example of short gear setting thereof is shown, in which each shift schedule map, the virtual engine speed, the maximum motor torque curve depending on the motor speed, and the limit torque tqLmt of each virtual gear are shown.

[0172] In the case of long gear setting as shown in Figure 14 Due to the effect of an increase in the ratio between gearshifts, it is necessary to simulate sparse shifting in the case of long gear setting as shown in Figure 15In the case of the short shift setting shown, the close shift needs to be simulated. This simulation can be implemented using the value of the virtual final gear ratio rFg when the virtual vehicle speed, which is input to the shift schedule map, is obtained.

[0173] In addition, in order to simulate the difference in the output torque size due to the change in the gear ratio, when the limit torque tqLmt of each virtual gear position, which will be described later, is a short shift setting, it should be increased in proportion to the increased virtual final gear ratio rFg, and when it is a long shift setting, it should be decreased in proportion to the decreased virtual final gear ratio rFg. When calculating the limit torque tqLmt of each virtual gear position, this simulation can be implemented by obtaining a value by multiplying the virtual gear ratio rGi corresponding to the virtual current gear position CurGe and the limit torque setting parameter by the virtual final gear ratio rFg.

[0174] Shift schedule map

[0175] The shift schedule map allows the driver to select a shift schedule map (i.e., a shift map). When selecting the shift schedule map, a function of adjusting the individual shift schedule curves of the shift schedule map can be provided, but since there are many complicated components in providing the entire function, it is preferable to provide a limited adjustment function. One method is to select one from several preset shift schedule maps: a comfort mode, a normal mode, and a sport mode.

[0176] Figures 16 to 18 FIG. 1 is a graph showing predetermined shift schedule maps selectable by the driver according to the present application. Figure 16 FIG. 2 shows a shift schedule map in the normal mode, Figure 17 FIG. 3 shows a shift schedule map in the comfort mode, and Figure 18 FIG. 4 shows a shift schedule map in the sport mode. As shown in the figures, the horizontal axis of the shift schedule map indicates the virtual vehicle speed (km / h), and the vertical axis of the shift schedule map can indicate the accelerator pedal input value (APS value) (%) or the acceleration load.

[0177] The shift schedule map in the comfort mode is a shift schedule map set to use high gears at as low a speed as possible, thereby guiding the virtual engine speed OmegaVir to remain as low as possible. In contrast, the shift schedule map in the sport mode uses low gears as much as possible, thereby making the virtual engine speed remain as high as possible, thereby guiding responsiveness and using the maximum torque when driving in the sport mode. The reason why the shift schedule map in the sport mode can guide the use of the maximum torque even with the virtual shift function is that the limit torque of each virtual gear position is applied as described below.

[0178] Hysteresis between upshift and downshift

[0179] The hysteresis variation between upshift and downshift can be generated by adjusting the shift schedule map for upshift and the shift schedule map for downshift (i.e., shift schedule curves), or can be implemented by fixing the shift schedule map and shifting the input shaft (i.e., the values of the longitudinal and lateral axes of the map) used in the shift schedule map.

[0180] Figure 19 is a graph showing an example of hysteresis setting of the shift schedule map of the present application, Figure 19 shows an example of low hysteresis, and Figure 20 shows an example of high hysteresis. The solid line in each graph indicates the upshift schedule curve, and the dotted line in each graph indicates the downshift schedule curve. In addition, in the shift schedule map, the lateral axis indicates the virtual vehicle speed (km / h), and in the shift schedule map, the longitudinal axis indicates the accelerator pedal input value (APS value) (%), or the acceleration load.

[0181] As Figure 19 shown, when low hysteresis with a relatively small hysteresis offset value is applied, busy shifting can occur, and as Figure 20 shown, when high hysteresis with a relatively large hysteresis offset value is applied, sparse shifting can occur.

[0182] Hysteresis reduction (i.e., low hysteresis in Figure 19 ) allows immediate shifting according to the speed or load, thereby improving the responsiveness of vehicle acceleration / deceleration, enabling the driver to experience busy shifting, and being suitable for a sport mode due to an increase in the shift frequency. In contrast, hysteresis increase (i.e., high hysteresis in Figure 20 ) can prevent busy shifting due to slight fluctuations in the vehicle speed or load, and is suitable for a comfort mode since sparse shifting is achieved by reducing the shift frequency.

[0183] Since adjusting the hysteresis by adjusting the values of the shift schedule map can be complex and can result in many objects being adjusted, a virtual vehicle speed binarization method can be applied as one of the shift methods of the input shaft. In other words, when upshifting, the virtual vehicle speed (which becomes the virtual vehicle speed for upshift) is directly used in the shift schedule map, and when downshifting, a separate virtual vehicle speed for downshift is used in the shift schedule map. At this time, the virtual vehicle speed for downshift can be calculated by applying a preset scale factor and a compensation value to the virtual vehicle speed (i.e., the virtual vehicle speed for upshift). Specifically, the virtual vehicle speed for downshift can be obtained by multiplying the virtual vehicle speed (i.e., the virtual vehicle speed for upshift) by a scale factor greater than 1 and adding a positive compensation value. In particular, hysteresis between gears can be given when a single map is utilized.

[0184] In the above, the shift has been described by binarizing the virtual vehicle speed, which is a horizontal axis value among variables used as inputs of a shift schedule map (i.e., a shift map), but instead of the virtual vehicle speed, the shift can also be made by binarizing the accelerator pedal input value (APS value) or the acceleration load value (i.e., a vertical axis value) in the same manner. Alternatively, the shift can be made by binarizing both the vertical axis value and the horizontal axis value, which are two input variable values of the shift schedule map.

[0185] Alternatively, shift schedule maps for upshift and downshift can be provided for use, respectively, and in this case, it is no problem to use only the virtual vehicle speed as a reference speed.

[0186] Limit torque of each virtual gear

[0187] Next, in a vehicle having a real transmission, when upshift is made, the torque multiplication effect between the front and rear of the transmission decreases due to the reduction of the transmission ratio. Finally, even when the engine generates the same torque, the final acceleration decreases. To simulate this effect, the present application applies the limit torque tqLmt of each virtual gear in the virtual shift function, and the torque command under the corresponding virtual gear can be limited with the limit torque of each virtual gear.

[0188] However, the limit of each gear needs to be made clear to reliably produce this effect. Since the value of the limit torque of each virtual gear should be applied within the range of the maximum torque curve and the maximum constant power curve of the motor, there is a limitation that the maximum performance of the motor cannot be utilized. Therefore, the present application provides a function that can adapt this part to the driver's selection.

[0189] In other words, to experience the effect of changing the transmission ratio through the virtual shift function in all cases, the limit torque of each virtual gear can be set to be below the maximum motor torque curve. All values of the limit torque of each virtual gear can be set to values smaller than the maximum motor torque curve value. Conversely, to utilize the maximum performance of the motor in all cases, the limit torque of each virtual gear can be set to be above the maximum motor torque curve. All values of the limit torque of each virtual gear can be set to values greater than the maximum motor torque curve value.

[0190] Alternatively, adjustment can be made between the above two methods, and the limit torque curve of each virtual gear can be set in a form that intersects with the maximum motor torque curve. In certain regions of the motor rotation speed of each virtual gear, the limit torque of the corresponding gear can be set to be greater than the maximum motor torque curve, while in the remaining regions, the limit torque can be set to be less than or equal to the value of the maximum motor torque curve. Thus, the maximum performance of the motor can be utilized in certain regions of the motor rotation speed of each virtual gear, and the effect of the gear-to-gear transmission ratio difference can also be achieved in certain regions.

[0191] In the present application, since the limit torque tqLmt of each virtual gear, which is the limit torque of the current gear, can be calculated by multiplying the virtual transmission ratio rGi corresponding to the virtual current gear CurGg, the virtual final transmission ratio rFg, and the limit torque setting parameter all together, as for the limit torque of each virtual gear as the driver setting information, the limit torque value of each virtual gear itself can be the driver setting information, can be set and adjusted by the driver, and the limit torque setting parameter together with the virtual final transmission ratio rFg can be the driver setting information.

[0192] Virtual idle speed

[0193] The virtual idle speed allows the driver to adjust and set the engine rotation speed (rpm) during virtual idling. In an electric vehicle, the motor rotation speed (rpm) is zero when the vehicle is parked. However, when the engine is on, the actual engine maintains a rotation speed greater than the idle speed. To achieve this effect, a virtual idle speed, which serves as a lower limit value of the virtual engine rotation speed, can be set to display the virtual idle speed in the combination panel or output a virtual engine sound together with the virtual idle speed when idling. In the present application, the virtual idle speed can be adjusted by the driver in the on-board interface part 11 or the mobile device.

[0194] In addition, the following function can be additionally applied: allowing the driver to adjust the separate virtual idle speed when the accelerator pedal is depressed in the case of parking the brake pedal or when the driver wants to start the start-up by other inputs.

[0195] Virtual idle vibration

[0196] When virtual idling, the actual motor 41 is stopped, but a vibration torque can be additionally applied to the motor, thereby transmitting an idling feeling to the driver. Thus, in the present application, a function can be provided that allows the driver to set the magnitude and period of the vibration torque by using the interface part 11 in the vehicle or the mobile device, thereby achieving individualization.

[0197] During virtual idling, the first controller 20 can be configured to generate and output a vibration torque command according to the magnitude and period set by the driver, and the second controller 30 can be configured to respond to the vibration torque command input from the first controller 20, so the driving of the motor 41 can be controlled accordingly.

[0198] Virtual engine speed scale

[0199] In the present application, the virtual engine speed determined by the virtual shift controller 22 can be displayed on the combination panel. At this time, the virtual engine speed can be displayed in the combination panel for sensibility, and does not need to reflect the physical value of the actual motor. Therefore, in the present application, the driver can be allowed to adjust the scale of the virtual engine speed.

[0200] As an exemplary embodiment, the virtual engine speed between 0 and 100% can be displayed in the combination panel using a percentage. In addition, the virtual engine speed can be displayed as a value within a virtual value range having the actual motor limit speed as the highest value. In addition, in a general internal combustion engine vehicle, the virtual engine speed can be displayed with a scale of about 0 to 6500 rpm, which is the range of engine speed. In addition, a function of being able to select one of predetermined custom scales can be provided.

[0201] Fuel cut threshold speed

[0202] The driver can designate the fuel cut threshold speed as the upper limit value of the virtual engine speed, that is, the threshold speed at which the virtual fuel cut begins. The fuel cut threshold speed is designated based on a value within a range selected from the above virtual engine speed scale. For example, when the driver selects the percentage notation as the combination panel notation of the virtual engine speed, a speed corresponding to about 95% of the virtual engine speed can be designated and used as the fuel cut threshold speed.

[0203] Magnitude and period of torque fluctuation during fuel cut

[0204] When the virtual fuel cut function is activated, the torque command desired by the driver is not applied, but a torque command not exceeding the fuel cut threshold speed is applied. At this time, a vibration torque can be added to simulate the feeling of an internal combustion engine vehicle, thereby allowing the driver to adjust the magnitude and period of the vibration torque fluctuation. In particular, when the period frequency is 2 Hz or less, an analog emotion can be simulated and added, and when the period frequency is 2 Hz or more, a digital emotion or a future emotion can be simulated and added.

[0205] Although the exemplary embodiments of the present application have been described in detail above, the scope of the present application is not limited to the above examples and various modifications and improvements of the present application, which are made by those skilled in the art with the basic concept of the present application defined in the following claims, fall within the scope of the present application.

Claims

1. A control method for generating a virtual gear shifting feel in an electric vehicle, comprising: Based on the vehicle driving information collected from the vehicle during electric vehicle operation, the basic torque command is determined in real time by the controller. Based on the vehicle driving information collected from the vehicle and the driver setting information input by the driver, the virtual target gear is determined by the controller; Based on the virtual current gear and the determined virtual target gear, the controller determines the shift category and selects the virtual shift intervention torque curve corresponding to the determined current shift category from the virtual shift intervention torque curves of each preset shift category. Based on the selected virtual shift intervention torque curve, the controller determines in real time the virtual shift intervention torque used to generate the virtual shift feel, and uses the determined basic torque command, virtual shift intervention torque and driver setting information input by the driver to generate the final motor torque command. Based on the generated final motor torque command, the controller adjusts the operation of the motor used to drive the vehicle.

2. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, The first driver setting information includes at least one of the following: the number of gears, a shift plan mapping map for determining the virtual target gear from vehicle driving information, and the lag between shifting up and down.

3. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, The second driver setting information includes at least one of the following: total shift time, the magnitude and form of the virtual shift intervention torque of the virtual shift intervention torque curve for each shift category, and the limit torque for each virtual gear used to limit the basic torque command.

4. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, further comprising: Based on the virtual gear ratio corresponding to the current virtual gear, the preset virtual final drive ratio, and the limit torque setting parameters, the controller calculates the limit torque for the current gear. Specifically, when generating the final motor torque command, if the basic torque command is greater than or equal to the calculated limit torque value, the final motor torque command is generated using the basic torque command with a value limited by the limit torque.

5. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 4, wherein, When generating the final motor torque command, the second driver setting information includes at least one of the following: a virtual final gear ratio and a limit torque setting parameter, wherein the limit torque setting parameter is used to calculate the limit torque for each virtual gear to limit the basic torque command.

6. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, When determining the virtual target gear, the first driver setting information includes the virtual final gear ratio and the shift plan mapping; the virtual vehicle speed, which serves as the reference speed, is determined based on the actual motor speed detected by the motor speed detector as vehicle driving information and the virtual final gear ratio in the driver setting information; and the virtual target gear is determined based on the virtual vehicle speed and the vehicle load value determined by the shift plan mapping in the driver setting information.

7. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 6, wherein, The shift plan mapping includes: The shift plan map used during upshifting; and The shift plan mapping used during downshifting.

8. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, further comprising: The virtual vehicle speed is determined by the controller based on the actual motor speed detected by the motor speed detector and the preset virtual final transmission ratio. Using the determined virtual vehicle speed and the virtual transmission ratio information of the current virtual gear, the virtual engine speed is determined by the controller; The controller displays the determined virtual engine speed on the integrated instrument panel.

9. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 8, wherein, The virtual final drive ratio is driver setting information that the driver pre-inputs and sets for the controller.

10. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 8, wherein, The value of the virtual engine speed scale used to display the determined virtual engine speed on the instrument cluster is driver setting information that the driver pre-inputs and sets for the controller.

11. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, One or both of the information regarding the virtual idling speed and the magnitude and period of the vibration torque command are driver settings that are pre-inputted and set by the driver for the controller. The virtual idling speed is determined as the minimum virtual engine speed used to simulate the idling of an internal combustion engine vehicle. The vibration torque command is a motor torque command that causes the motor to generate vibration torque during virtual idling.

12. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, further comprising: The virtual vehicle speed is determined by the controller using the actual motor speed detected by the motor speed detector and the preset virtual final reduction gear ratio; Using the information of the determined virtual vehicle speed and the virtual transmission ratio of the current virtual gear, the virtual engine speed is determined by the controller; The controller compares the determined virtual engine speed with the set threshold speed, and when the virtual engine speed is greater than or equal to the threshold speed, the controller determines that the virtual engine has entered the virtual red zone. Once the virtual red zone is identified, the controller generates a torque command to reduce the virtual engine speed to a threshold speed, thereby controlling the virtual fuel cut-off and adjusting the motor's operation.

13. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 12, wherein, The controller is configured to adjust the operation of the motor during virtual fuel cut-off control by using a torque command that sums the torque fluctuations at the time of fuel cut-off, the torque fluctuations having a magnitude and period set in the torque command to reduce the virtual engine speed.

14. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 13, wherein, At least one of the magnitude and cycle of torque fluctuations during fuel cut-off is driver setting information that the driver pre-inputs and sets for the controller.

15. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 12, wherein, At least one of the virtual final gear ratio and threshold speed is driver setting information that the driver pre-inputs and sets for the controller.

16. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, The virtual shift intervention torque curve for each shift category is a piece of information from the driver settings that the driver pre-inputs and sets for the controller. The magnitude and form of the virtual shift intervention torque corresponding to each shift category are set by the driver.

17. The control method for generating a virtual gear shifting feel for an electric vehicle according to claim 1, wherein, The driver's settings are input via an onboard interface connected to the controller or a mobile device that is connected to the controller via communication.

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