Control device and control method for an electric vehicle

Abstract

A control device and a control method for an electric vehicle having a motor, a drive wheel, and a shift device that is operated by a driver to selectively set a shift position and a non-shift position, in the shift position, an output torque of the motor is transmitted to the drive wheel to generate a driving force, in the non-shift position, the output torque is not transmitted to the drive wheel to not generate the driving force, wherein, when the driver switches the shift position, a controller outputs a signal torque that makes the driver feel a change in behavior of the vehicle accompanying the switching of the shift position.

Description

[0001] The present application is a divisional application and the parent application thereof has an application date of February 18, 2020 and application number 202010098148.9, and the title of the invention is "Control device and control method for electric vehicle". TECHNICAL FIELD

[0002] The present application relates to a control device and control method for an electric vehicle that uses at least a motor as a driving force source and starts and travels using torque output by the motor. BACKGROUND

[0003] A backlash reduction control device for an electric vehicle that aims to reduce backlash in a drive system from a motor to drive wheels is described in Japanese Patent Application Publication No. 2011-250648. The electric vehicle described in Japanese Patent Application Publication No. 2011-250648 transmits output torque from a motor to drive wheels in accordance with a gear position selected by a shift operation by a driver and travels. In addition, the electric vehicle is able to perform so-called "creep travel" at an extremely low speed using a small output torque (creep torque) from the motor. Furthermore, during a period in which predetermined permission conditions are satisfied, creeping-cut is executed in which the creep torque from the motor is made to be 0. Also, the backlash reduction control device described in Japanese Patent Application Publication No. 2011-250648, during execution of the creeping-cut, in the case where the selected gear position is a travel position such as a D (forward) position or an R (reverse) position, outputs a small torque (backlash reduction torque) in the same direction as the driving direction in the travel position using the motor. Thereby, during execution of the creeping-cut, a state is achieved in which backlash in the drive system is reduced by the backlash reduction torque, and it is possible to suppress the occurrence of rattling or vibration of the gears at the time of resuming creep travel after the creeping-cut ends, or at the time of normal starting or acceleration. SUMMARY

[0004] As described above, the electric vehicle described in Japanese Patent Application Publication No. 2011-250648 performs creep travel using a small creep torque output by the motor. In conjunction with this, for example, in a braking state in which a brake switch is turned on (ON), and in a stopped state in which the vehicle speed is below a predetermined value, the creeping-cut is performed, that is, the output of the creep torque by the motor is stopped. By performing such a creeping-cut, it is possible to reduce the power consumption of the motor. However, in a vehicle in which the creeping-cut as described in Japanese Patent Application Publication No. 2011-250648 is performed, or a vehicle that does not originally output a creep torque, there is a possibility that the driver will feel uncomfortable or uneasy when the driver switches from a non-travel position such as an N (neutral) position or a P (parking) position to a travel position such as a D position or an R position.

[0005] For example, in conventional vehicles powered by an engine and equipped with an automatic transmission, the engine's output torque is transmitted to the drive wheels via a torque converter and the automatic transmission. Therefore, during engine operation, a creeping torque is constantly generated by the torque converter. Thus, when the driver switches from a non-driving position to a driving position, the creeping torque, which was previously interrupted, is transmitted to the drive wheels, causing a change in driving force. The driver can feel this change in driving force and recognize that the gear has been appropriately shifted to the driving position. In contrast, in vehicles that do not output creeping torque, or vehicles with creep cancellation, when the driver switches from a non-driving position to a driving position, there is no change in driving force caused by creeping torque as in the past. Therefore, when switching from a non-driving position to a driving position, the driver cannot perceive the established driving position. Therefore, for example, a driver who is used to driving a vehicle that typically generates creep torque may feel uncomfortable or uneasy about whether the vehicle's behavior is unchanged when switching from a non-driving position to a driving position in a vehicle that does not output creep torque or has creep cancellation, as described above.

[0006] This invention provides a control device and control method for electric vehicles, which will not make the driver feel uncomfortable or uneasy, even for electric vehicles that do not output creep torque or electric vehicles that cancel creep, and the driver can perform gear shifting operations appropriately.

[0007] A first aspect of the present invention provides a control device for an electric vehicle, the electric vehicle comprising: a drive power source, including at least a motor; drive wheels; a shifting device operated by a driver, which selectively sets a dual-system gear position for driving and non-driving positions, wherein in the driving position, the output torque of the drive power source is transmitted to the drive wheels to generate driving force, and in the non-driving position, the output torque is not transmitted to the drive wheels and no driving force is generated; and a sensor for detecting the gear position set by the shifting device. The control device includes a controller that controls the motor based on the gear position detected by the sensor. When the driver shifts the gear, the controller causes the motor to output a signal torque, which allows the driver to perceive a change in vehicle behavior accompanying the gear shift.

[0008] Alternatively, in this scheme, the signal torque can be set to the output torque of the motor, which generates vibrations that the driver can feel while maintaining the electric vehicle in a stopped or moving state.

[0009] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque of the electric vehicle in the switched travel position.

[0010] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque of the electric vehicle in the switched travel position.

[0011] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque of the electric vehicle in the switched travel position.

[0012] Further, in the aspect, it can be configured that the sensor detects an acceleration of the electric vehicle. In the aspect, it can be further configured that, in a case where a disturbance acceleration due to a disturbance applied to the electric vehicle occurs before the shift position is switched to the travel position, the controller causes the motor to output the signal torque that generates the acceleration greater than the disturbance acceleration.

[0013] Further, in the aspect, it can be configured that a brake device that generates a brake torque that brakes the electric vehicle is provided. In the aspect, it can be configured that the controller controls the brake device to cause the brake device to generate the brake torque greater than the signal torque when the motor outputs the signal torque in a state where the electric vehicle is stopped.

[0014] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque when the driver switches the shift position from the travel position to the non-travel position.

[0015] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque of the electric vehicle in the switched travel position.

[0016] Further, in the aspect, it can be configured that the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque of the electric vehicle in the switched travel position.

[0017] In addition, in the aspect, the sensor can be configured to detect a time at which the motor outputs the signal torque. In the aspect, the controller can be configured to end the output of the signal torque when a predetermined time elapses after the output of the signal torque is started.

[0018] Furthermore, in the aspect, the sensor can be configured to detect an acceleration of the electric vehicle. In the aspect, the controller can be configured to end the output of the signal torque when the acceleration of the electric vehicle is generated to be equal to or higher than a predetermined acceleration after the output of the signal torque is started.

[0019] In the control device for an electric vehicle in the aspect, a signal torque for making a driver feel that a gear has been shifted is output when the driver shifts the gear in an electric vehicle that does not output a creep torque or an electric vehicle that cancels the creep. The output torque of the motor is controlled so that a change in behavior of the vehicle that the driver can feel is generated by the signal torque. In a general vehicle in which the output torque of an engine is transmitted to drive wheels via a torque converter and an automatic transmission, a creep torque is inevitably generated, and a change in behavior of the vehicle or a vibration caused by the creep torque is generated when the driver shifts the gear. Therefore, the driver recognizes that the gear has been shifted by feeling such a change in behavior of the vehicle. On the other hand, in an electric vehicle that does not output a creep torque or an electric vehicle that cancels the creep, a change in behavior of the vehicle caused by the creep torque is not generated when the driver shifts the gear. That is, a change in behavior of the vehicle accompanying the shift of the gear is not generated. In contrast, according to the control device for an electric vehicle in the aspect, the driver can feel a change in behavior of the vehicle by the signal torque output by the motor when the driver shifts the gear. Therefore, even in an electric vehicle that does not output a creep torque or an electric vehicle that cancels the creep, the driver does not feel uncomfortable and uneasy, and can appropriately shift the gear with the same feeling as that when the driver drives a conventional vehicle.

[0020] Further, in the control device for the electric vehicle in the aspect, the signal torque is an output torque of the motor that does not change the running state or the stop state of the electric vehicle and generates a vibration of the electric vehicle that the driver can feel. For example, when the driver switches the gear in the state where the electric vehicle is stopped, the electric vehicle does not start and maintains the stop state at that time, and generates a vibration accompanying the gear switching. Or, when the driver switches the gear in the state where the electric vehicle is running, the electric vehicle does not accelerate or decelerate and maintains the running state at that time, and generates a vibration accompanying the gear switching. Therefore, the driver appropriately and reliably feels the vibration accompanying the gear switching as described above in the case where the driver switches the gear. Therefore, according to the control device for the electric vehicle in the aspect, even the electric vehicle that does not output the creep torque or the electric vehicle that cancels the creep, the driver does not feel uncomfortable and uneasy, and can appropriately perform the gear shifting with the same feeling as the feeling of driving the conventional vehicle.

[0021] Further, according to the control device for the electric vehicle in the aspect, when the driver switches the gear from the non-running position such as the N position or the P position to the running position such as the D position or the R position, the driver can feel the change in the behavior of the vehicle or the vibration by the signal torque output by the motor. Therefore, the driver does not feel uncomfortable and uneasy, and can appropriately switch the gear with the same feeling as the feeling of driving the conventional vehicle, for example, when the driver selects the running position and starts the electric vehicle.

[0022] Further, according to the control device for the electric vehicle in the aspect, when the driver switches the gear from the non-running position such as the N position or the P position to the running position such as the D position or the R position, the signal torque as described above is output by the motor. In this case, the motor is controlled so as to output the signal torque in the same rotational direction as the drive torque that runs the electric vehicle. For example, in the case where the gear is switched to the D position, the signal torque in the rotational direction that advances the electric vehicle is output. In the case where the gear is switched to the R position, the signal torque in the rotational direction that reverses the electric vehicle is output. Therefore, the driver can feel and recognize the running direction thereafter when the driver selects the running position and runs the electric vehicle. Therefore, the driver does not feel uncomfortable and uneasy, and can appropriately switch the gear with the feeling closer to the feeling of driving the conventional vehicle.

[0023] Further, the "backlash reduction torque" in the backlash reduction control device of the electric vehicle described in Japanese Patent Application Publication No. 2011-250648 is, as with the "signal torque" described above, a torque in the same rotational direction as the drive torque that causes the electric vehicle to travel. However, as described above, the "signal torque" in the aspect of the present application is a torque for causing the driver to feel a change in vehicle behavior or vibration, and in contrast to this, the "backlash reduction torque" described in Japanese Patent Application Publication No. 2011-250648 is a torque for reducing the backlash of the drive train to avoid the driver feeling a jolt or vibration. Therefore, the "backlash reduction torque" described in Japanese Patent Application Publication No. 2011-250648 is a very small torque for reducing the backlash of the drive train without causing a jolt. In other words, the "backlash reduction torque" described in Japanese Patent Application Publication No. 2011-250648 is a torque for avoiding a change in vehicle behavior or vibration that the driver can feel. In contrast to this, the "signal torque" in the aspect of the present application is a torque for causing a change in vehicle behavior or vibration that the driver can feel, without changing the travel state or stop state of the electric vehicle, and is a relatively large torque. Therefore, the "signal torque" in the aspect of the present application and the "backlash reduction torque" described in Japanese Patent Application Publication No. 2011-250648 differ in the properties, magnitude, and the like of the torque.

[0024] Further, according to the control device of the electric vehicle in the aspect, as described above, it is also possible to be configured to output a signal torque in the same rotational direction as the travel direction of the electric vehicle as described above when the driver switches the gear from the non-travel position to the travel position, and then output a signal torque in the opposite rotational direction to the travel direction of the electric vehicle. By this, the signal torque output in this case becomes a so-called alternating load, and easily causes the driver to feel a change in vehicle behavior or vibration due to such a signal torque. Therefore, the driver can reliably feel and recognize the travel direction after selecting the travel position and causing the electric vehicle to travel.

[0025] Further, according to the control device of the electric vehicle in the aspect, for example, it is also possible to be configured to output a signal torque that is larger than the signal torque in the normal state without the disturbance, to generate an acceleration that exceeds the disturbance acceleration generated in the electric vehicle due to the disturbance, in the case where the electric vehicle is stopped on a vibrating bridge, stopped exposed to strong wind, or the like where a disturbance is applied to the electric vehicle. By this, even in the case where a disturbance as described above occurs when the driver switches the gear, the driver can reliably feel a change in vehicle behavior or vibration due to the signal torque output by the motor.

[0026] Further, according to the control device of the electrically driven vehicle in the aspect, the brake device can be controlled to generate a brake torque that exceeds the signal torque when the signal torque is output by the motor. Thus, in a state where the electrically driven vehicle is stopped, when the signal torque for making the driver feel that the gear is switched is output, the stop state of the electrically driven vehicle can be reliably maintained by the braking force generated by the brake device. Therefore, the driver can appropriately feel the change in behavior of the vehicle or the vibration by the signal torque output by the motor.

[0027] Further, according to the control device of the electrically driven vehicle in the aspect, when the driver switches the gear from a travel position such as the D position, the R position, or the like to a non-travel position such as the N position, the P position, or the like, the driver can feel the change in behavior of the vehicle or the vibration by the signal torque output by the motor. Therefore, when the driver selects the N position while driving to make the electrically driven vehicle coast, for example, the driver can feel and recognize that the gear is switched from the travel position to the N position. Thus, the driver can appropriately switch the gear with the same feeling as when the driver drives a conventional vehicle.

[0028] Further, according to the control device of the electrically driven vehicle in the aspect, when the driver switches the gear between a travel position such as the D position, the B (brake) position, or the like, at which the electrically driven vehicle is made to advance, and a travel position such as the R position, at which the electrically driven vehicle is made to retreat, the driver can feel the change in behavior of the vehicle or the vibration by the signal torque output by the motor. In this case, the motor is controlled to output the signal torque in the same rotational direction as the drive torque with which the electrically driven vehicle is made to travel. For example, in a case where the gear is switched to the D position, the signal torque in the rotational direction in which the electrically driven vehicle is made to advance is output. In a case where the gear is switched to the R position, the signal torque in the rotational direction in which the electrically driven vehicle is made to retreat is output. Thus, when the driver selects a travel position to make the electrically driven vehicle travel, the driver can feel and recognize the travel direction thereafter. Therefore, the driver does not feel uncomfortable and uneasy, and can appropriately switch the gear with a feeling closer to the feeling when the driver drives a conventional vehicle.

[0029] Further, according to the control device of the electrically driven vehicle in the aspect, as described above, in a case where the driver switches the gear between the D position and the R position, for example, the signal torque in the rotational direction in which the electrically driven vehicle is made to travel can be output as described above, and then the signal torque in the rotational direction opposite to the travel direction of the electrically driven vehicle can be output. Thus, the signal torque output in this case becomes so-called alternating load (or alternate load), and the driver is easily made to feel the change in behavior of the vehicle or the vibration generated by such a signal torque. Therefore, when the driver selects a travel position to make the electrically driven vehicle travel, the driver can reliably feel and recognize the travel direction thereafter.

[0030] Further, according to the control device for an electrically driven vehicle in the aspect, it is possible to cause the motor to output the signal torque as described above only during a predetermined time. The predetermined time at this time can be set in advance to be the shortest time in which the driver can feel a change in behavior of the vehicle or a vibration caused by the signal torque, for example. Thus, it is possible to suppress the power consumption of the motor when the signal torque is output, and to improve the energy efficiency of the electrically driven vehicle.

[0031] Further, in the control device for an electrically driven vehicle in the aspect, it is possible to set, for example, a minimum acceleration in which the driver can feel a change in behavior of the vehicle or a vibration caused by the signal torque as a threshold value, and to end the output of the signal torque by the motor at a time point at which the acceleration caused by the signal torque exceeds the threshold value. According to the control device for an electrically driven vehicle in the aspect, it is possible to cause the motor to output the signal torque as described above only to the extent that is necessary and minimum. Thus, it is possible to suppress the power consumption of the motor when the signal torque is output, and to improve the energy efficiency of the electrically driven vehicle.

[0032] A second aspect of the present application provides a control method for an electrically driven vehicle including: a drive power source including at least a motor; a drive wheel; a shift device operated by a driver to selectively set a double system of a travel position and a non-travel position, wherein in the travel position, an output torque of the drive power source is transmitted to the drive wheel to generate a drive force, and in the non-travel position, the output torque is not transmitted to the drive wheel to not generate the drive force; a sensor that detects the shift position set by the shift device; and a controller that controls the motor based on the shift position detected by the sensor. The control method includes the step of causing the motor to output a signal torque that makes the driver feel a change in behavior of the vehicle accompanying a shift of the shift position when the driver shifts the shift position. BRIEF DESCRIPTION OF DRAWINGS

[0033] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, wherein the same reference numerals denote the same elements, and wherein:

[0034] Figure 1 is a diagram showing one example of a structure (drive system and control system) of an electrically driven vehicle that is an object in the present application.

[0035] Figure 2 is a flowchart for explaining one example (first embodiment) of control performed by a controller of an electrically driven vehicle in the present application.

[0036] Figure 3 is a timing chart for explaining behavior of a vehicle when the control of the first embodiment shown in the flowchart of Figure 2 is a timing chart for explaining behavior of a vehicle when the control of the first embodiment shown in the flowchart of

[0037] Figure 4 is a flowchart for explaining one example of the control of the first embodiment shown in the flowchart of Figure 2

[0038] Figure 5 is a flowchart for explaining one example of the control by the controller of the electrically driven vehicle in the present application (the second embodiment).

[0039] Figure 6 is a timing chart for explaining the behavior of the vehicle when the control of the second embodiment shown in the flowchart of Figure 5

[0040] Figure 7 is a flowchart for explaining one example of the control by the controller of the electrically driven vehicle in the present application (the third embodiment).

[0041] Figure 8 is a timing chart for explaining the behavior of the vehicle when the control of the third embodiment shown in the flowchart of Figure 7

[0042] Figure 9 is a flowchart for explaining one example of the control by the controller of the electrically driven vehicle in the present application (the fourth embodiment).

[0043] Figure 10 is a timing chart for explaining the behavior of the vehicle when the control of the fourth embodiment shown in the flowchart of Figure 9

[0044] Figure 11 is a timing chart for explaining one example of the control of the fourth embodiment shown in the flowchart of Figure 9 Figure 10

[0045] Figure 12 is a flowchart for explaining one example of the control by the controller of the electrically driven vehicle in the present application (the fifth embodiment).

[0046] Figure 13 is a timing chart for explaining the behavior of the vehicle when the control of the fifth embodiment shown in the flowchart of Figure 12

[0047] Figure 14 is a flowchart for explaining one example of the control of the fifth embodiment shown in the flowchart of Figure 12 Figure 13

[0048] Figure 15 ​​​​​​​​​is a flowchart for explaining one example of control performed by a controller of an electrically driven vehicle in the present application (6thembodiment).

[0049] Figure 16 is a timing chart for explaining behavior of a vehicle at the time of control of the 6thembodiment shown in the flowchart of Figure 15

[0050] Figure 17 is a flowchart for explaining one example of control performed by a controller of an electrically driven vehicle in the present application (7thembodiment).

[0051] Figure 18 is a timing chart for explaining behavior of a vehicle at the time of control of the 7thembodiment shown in the flowchart of Figure 17

[0052] Figure 19 is a flowchart for explaining one example of control performed by a controller of an electrically driven vehicle in the present application (8thembodiment).

[0053] Figure 20 is a timing chart for explaining behavior of a vehicle at the time of control of the 8thembodiment shown in the flowchart of Figure 19 DETAILED DESCRIPTION

[0054] Embodiments of the present application will be explained with reference to the drawings. Further, the embodiments shown below are only one example of embodying the present application, and are not intended to limit the present application.

[0055] The vehicle as a control target in the embodiments of the present application is an electrically driven vehicle having at least one motor as a driving force source. The vehicle can also be an electric automobile having one or more motors mounted as a driving force source. Alternatively, the vehicle can also be a so-called hybrid vehicle having an engine and a motor mounted as a driving force source. In any of these electric automobiles or hybrid vehicles, the torque output from the motor of the driving force source is transmitted to the drive wheels to generate driving force. In addition, the electrically driven vehicle as a control target in the embodiments of the present application is provided with a shift device operated by a driver. The shift device selectively sets the gear positions of the two systems of a travel position and a non-travel position, in the travel position, the output torque of the driving force source is transmitted to the drive wheels to generate driving force, and in the non-travel position, the output torque of the driving force source is not transmitted to the drive wheels to not generate driving force. Further, the control device of the electrically driven vehicle in the embodiments of the present application is configured to: take the above-described electrically driven vehicle as a control target, and when the driver operates the shift device to switch the gear positions, temporarily output a signal torque from the motor, the signal torque being used to make the driver feel the change in behavior of the vehicle accompanying the switching of the gear positions, without changing the travel state or the stop state of the electrically driven vehicle.​​​

[0056] Figure 1 A drive system and a control system of an electric vehicle as a control target in an embodiment of the present application are shown. Figure 1 The electric vehicle (hereinafter referred to as "vehicle") Ve shown is an electric vehicle in which a motor 1 is mounted as a drive power source. In the vehicle Ve, as main constituent elements, there are provided a drive wheel 2, a shift device 3, a brake device 4, a sensor 5, and a controller (ECU) 6. Further, as described above, the drive power source in the embodiment of the present application can also be provided with a plurality of motors including the motor 1 and other motors (not shown). In addition, it can also be provided with the motor 1 and an engine (not shown). Alternatively, it can also be a hybrid drive component provided with the motor 1, the engine (not shown), and a transmission (not shown) such as a power split mechanism and a transmission.

[0057] The motor 1 is constituted by, for example, a synchronous motor of a permanent magnet type or an induction motor, and is linked to the drive wheel 2 in a manner capable of transmitting a driving force. The motor 1 has at least a function as a prime mover which is driven by being supplied with electric power and outputs a torque. In addition, the motor 1 can also function as a generator which is driven by receiving a torque from the outside and generates electric power. That is, the motor 1 can also be a so-called motor generator which has both the function as a prime mover and the function as a generator. The motor 1 is connected to a battery (not shown) via an inverter (not shown). Therefore, it is possible to supply the motor 1 with electric power accumulated in the battery, and cause the motor 1 to function as a prime mover to output a driving torque. In addition, it is also possible to cause the motor 1 to function as a generator by a torque transmitted from the drive wheel 2, and accumulate regenerative electric power generated at that time to the battery. The motor 1 is electrically controlled by the controller 6 described later with respect to an output rotational speed and an output torque. In addition, if it is a motor generator, it is electrically controlled with respect to switching between the function as a prime mover and the function as a generator and the like.

[0058] The drive wheel 2 is a wheel which generates a driving force of the vehicle Ve by being transmitted with a driving torque output from the drive power source, that is, a torque output from the motor 1 in the example shown. Figure 1 The drive wheel 2 is a wheel which generates a driving force of the vehicle Ve by being transmitted with a driving torque output from the drive power source, that is, a torque output from the motor 1 in the example shown. Figure 1 In the example shown, the drive wheel 2 is linked to the output shaft la of the motor 1 via a differential 7 and a propeller shaft 8. The vehicle Ve can also be a rear wheel drive vehicle which transmits a driving torque (output torque of the motor 1) to the rear wheels to generate a driving force. In addition, the vehicle Ve in the embodiment of the present application can also be a front wheel drive vehicle which transmits a driving torque to the front wheels to generate a driving force. Alternatively, it can also be a four wheel drive vehicle which transmits a driving torque to both the front wheels and the rear wheels to generate a driving force.

[0059] Further, although in the example shown the vehicle Ve is a front engine rear drive vehicle in which the motor 1 is mounted as a drive power source in the rear of the vehicle Ve, the present application is not limited to this. For example, it can also be a front engine front drive vehicle in which the motor 1 is mounted as a drive power source in the front of the vehicle Ve. Figure 1The vehicle Ve of the embodiment of the present application can also be provided with a predetermined transmission mechanism or a reduction mechanism between the drive power source and the drive wheels 2, as not shown. For example, a structure can also be provided in which an automatic transmission is provided on the output side of the motor 1, the output torque of the motor 1 is increased or decreased, and is transmitted to the drive wheels 2 side. In addition, although not shown in the figure, the vehicle Ve of the embodiment of the present application can also be provided with a start clutch as a starting device instead of the torque converter. For example, if the vehicle Ve is a hybrid vehicle in which the motor 1 and an engine are mounted as drive power sources, a structure can also be provided in which a start clutch is provided between the engine and the drive wheels 2. In this case, as the start clutch, for example, a friction clutch that can continuously change the transmission torque capacity is used. Therefore, when the torque output from the engine is transmitted to the drive wheels 2, the transmission torque capacity is continuously changed by controlling the engagement state of the start clutch, so that smooth power transmission can be performed. Alternatively, smooth starting can be performed. Figure 1 In addition, although not shown in the figure, the vehicle Ve of the embodiment of the present application can also be provided with a start clutch as a starting device instead of the torque converter. For example, if the vehicle Ve is a hybrid vehicle in which the motor 1 and an engine are mounted as drive power sources, a structure can also be provided in which a start clutch is provided between the engine and the drive wheels 2. In this case, as the start clutch, for example, a friction clutch that can continuously change the transmission torque capacity is used. Therefore, when the torque output from the engine is transmitted to the drive wheels 2, the transmission torque capacity is continuously changed by controlling the engagement state of the start clutch, so that smooth power transmission can be performed. Alternatively, smooth starting can be performed.

[0060] The shift device 3 has, for example, a shift lever (not shown) and a shift paddle (not shown) that are operated by the driver. The shift device 3 selectively sets a gear position that is roughly divided into two systems of a travel position and a non-travel position. The travel position is a gear position in which the output torque of the drive power source is transmitted to the drive wheels 2 to generate driving force. For example, a D (forward) position in which the vehicle Ve is caused to travel forward and an R (reverse) position in which the vehicle Ve is caused to travel backward correspond to the travel position. In addition, for example, in the automatic transmission described above, a B (brake) position in which a larger transmission ratio than the D position is set also corresponds to the travel position. On the other hand, the non-travel position is a gear position in which the output torque of the drive power source is not transmitted to the drive wheels 2 to not generate driving force. For example, an N (neutral) position and a P (park) position correspond to the non-travel position. In the N position, for example, the output torque of the motor 1 is controlled to be 0, and the vehicle Ve becomes a state in which it is not driven. Alternatively, the automatic transmission described above is set to neutral, and power transmission between the drive power source and the drive wheels 2 is cut off. Alternatively, the start clutch described above is set to a released state, and power transmission between the drive power source and the drive wheels 2 is cut off. In addition, in the P position, in addition to the state of the N position described above, a parking brake, a parking lock mechanism, or the like operates, and the rotation of the drive wheels 2 is locked.

[0061] The brake device 4 is a device that generates a braking force of the vehicle Ve, and is, for example, a generally conventional structure using a hydraulic disc brake, drum brake, or the like. The brake device 4 is operated by, for example, a depression operation of a brake pedal (not shown) performed by the driver, and generates a braking force (braking torque) of the vehicle Ve. Furthermore, the vehicle Ve of the embodiment of the present application is provided with an electronic control brake system (ECB) 9 for controlling the braking force optimally in accordance with the running state, behavior of the vehicle. Therefore, the operation of the brake device 4 is controlled by the controller 6, and the braking force is generated.

[0062] The sensor 5 is a collective term for various sensors, machines, devices, systems, and the like for acquiring various data and information required for controlling the vehicle Ve. In particular, as will be described later, the sensor 5 of the embodiment of the present application detects data for appropriately performing control of outputting a torque signal by the motor 1 at the time when the driver switches the gear position of the shift device 3. To this end, the sensor 5 has at least a gear position sensor 5a that detects the gear position set by the shift device 3. In addition to this, the sensor 5 has, for example, a throttle pedal position sensor 5b that detects the operation state (operation amount, throttle pedal opening degree, or the like) of a throttle pedal (not shown) performed by the driver, a vehicle speed sensor (or wheel speed sensor) 5c for detecting the vehicle speed of the vehicle Ve, a motor rotation speed sensor (or resolver) 5d that detects the rotation speed of the motor 1, a motor current sensor 5e that detects the input current of the motor 1, an acceleration sensor 5f for detecting the acceleration of the vehicle Ve, and various sensors. In addition, various sensors that operate in conjunction with the above-described electronic control brake system 9 are also provided. Furthermore, the sensor 5 is electrically connected to the controller 6 described later, and outputs an electric signal corresponding to the detection value or calculated value of the various sensors, machines / systems, and the like described above as detection data to the controller 6.

[0063] The controller 6 is an electronic control device that is configured, for example, with a microcomputer as the main body, and performs various calculations and operations on the basis of various data and information acquired by the sensor 5 described above. Figure 1 In the example shown, the controller 6 mainly controls the motor 1, the brake device 4, the electronic control brake system 9, and the like, respectively. In addition, if the vehicle Ve is provided with an automatic transmission, a start clutch, or the like, the controller 6 controls these automatic transmission, start clutch, and the like, respectively. Various data detected or calculated by the sensor 5 described above are input to the controller 6. The controller 6 performs calculations using the input various data and data, calculation formulae, and the like stored in advance. Furthermore, the controller 6 is configured to output the operation result as a control command signal, and controls the operation of the motor 1, the brake device 4, and the like described above, respectively. In addition, the controller 6 is configured to output a control command signal to the electronic control brake system 9 described above, and controls the operation of the electronic control brake system 9. Figure 1 An example in which one controller 6 is provided is shown in FIG. 1, but the controller 6 may, for example, be provided in multiple numbers for each device, machine to be controlled, or for each control content.

[0064] As described above, in the embodiments of the present invention, the vehicle Ve, which is the object of control, is an electric vehicle driven by motor 1, and does not have a torque converter, such as that of conventional vehicles that transmit the output torque of the engine to the drive wheels via an automatic transmission. Therefore, the creeping torque that occurs in conventional vehicles equipped with a torque converter is not generated. Although a virtual creeping torque can be generated by the torque output by motor 1, there are also cases where creep cancellation is implemented to reduce power consumption, as disclosed in Japanese Patent Application Publication No. 2011-250648. As described above, in conventional electric vehicles that do not output creeping torque or electric vehicles that perform creep cancellation, no change in vehicle behavior or vibration caused by creeping torque occurs when the driver shifts gears. Therefore, drivers accustomed to driving conventional vehicles that generate creeping torque may feel uncomfortable or uneasy when shifting gears. Therefore, the control device for the electric vehicle in the embodiments of the present invention is configured such that when the driver shifts the gear of the shifting device 3, motor 1 outputs a signal torque to generate a change in vehicle behavior associated with the gear shift. Therefore, the following shows a specific example of the control performed by the controller 6 of vehicle Ve.

[0065] [First Embodiment]

[0066] exist Figure 2 Flowchart and Figure 3 The timing diagram illustrates a first embodiment of control executed by controller 6. In this first embodiment, in Figure 2 In the flowchart, firstly, in step S11, it is determined whether the driver has switched the gear of the gear shifting device 3 from a non-driving position to a driving position. For example, it is determined whether the gear has been switched from N position to D position, B position, or R position. Alternatively, it is determined whether the gear has been switched from P position to D position, B position, or R position.

[0067] If the gear position is not switched from the non-driving position to the driving position, and the determination in step S11 is negative, then subsequent control is not executed, and the process is temporarily terminated. Figure 2 The flowchart shows the routine. In contrast, if the determination in step S11 is positive because the gear has switched from the non-driving position to the driving position, then proceed to step S12.

[0068] In step S12, a signal torque is assigned. Specifically, motor 1 is controlled to output drive torque as the signal torque. For example, as... Figure 3 As shown in the timing diagram, when shifting gears from the non-driving position to the driving position at time t11, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 3In the example shown, the gear is switched from the non-running position to the running position in the forward direction of the D position or the B position. Both the D position and the B position are running positions in which the vehicle Ve runs in the forward direction. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque in which the vehicle Ve runs in the forward direction is output. By outputting the signal torque Ts in the rotational direction in which the vehicle Ve runs in the forward direction, an acceleration in the direction in which the vehicle Ve accelerates in the forward direction is generated. The change in the acceleration at this time becomes a change in the behavior of the vehicle or a vibration that accompanies the switching of the gear, and the driver feels such a change in the behavior of the vehicle or a vibration when the gear is switched as described above.

[0069] Further, in the time chart for explaining the embodiment of the application below, the "motor output torque" of the vertical axis indicates that the farther up from the origin 0, the greater the drive torque in the rotational direction in which the vehicle Ve runs in the forward direction, and the farther down from the origin 0, the greater the drive torque in the rotational direction in which the vehicle Ve runs in the backward direction. In addition, the "vehicle acceleration" of the vertical axis indicates that the farther up from the origin 0, the greater the acceleration in the direction in which the vehicle Ve accelerates in the forward direction, and the farther down from the origin 0, the greater the acceleration in the direction in which the vehicle Ve accelerates in the backward direction.

[0070] As shown in the time chart of FIG. 6, Figure 3 The above signal torque Ts is a torque that is smaller than the torque Tdrvl needed to start the vehicle Ve in the forward direction and greater than the minimum torque Tminl at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is a torque that does not drive the vehicle Ve and generates a change in the behavior of the vehicle that the driver can feel. Here, the torque Tdrvl and the torque Tminl are each set in advance based on, for example, the results of running experiments or simulations. Alternatively, regarding the torque Tdrvl and the torque Tminl, the conditions under which the vehicle Ve stops can be calculated based on various data detected by the sensor 5, and appropriate values corresponding to the conditions can be set in real time based on the results. The torque Tdrvl and the torque Tminl are values that differ depending on the vehicle class and the vehicle type of the vehicle Ve. In addition, the torque Tminl differs depending on the person who feels the change in the behavior of the vehicle due to the signal torque Ts. For example, the torque Tminl is a value of approximately several N-m to several tens of N-m or so.

[0071] Further, as described later, in the case of switching from the non-running position to the R position, the signal torque Ts in the same direction as the rotational direction of the drive torque in which the vehicle Ve runs in the backward direction is output. That is, in this case, Figure 2In step S12 of the flowchart, when the driver switches the gear from the non-driving position to the driving position, firstly, the motor 1 is controlled to output a signal torque Ts in the same direction as the rotational direction of the driving torque of the driving vehicle Ve in the switched driving position.

[0072] Furthermore, in Figure 3 In the example shown, when a signal torque Ts is output in the same direction as the rotational direction of the drive torque that propels vehicle Ve forward, then at time t12, a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve backward is output. That is, motor 1 is controlled to output a signal torque Ts in the same direction as the rotational direction of the drive torque that drives vehicle Ve in the driving position, as described above, and then output a signal torque Ts in the opposite direction to the rotational direction of that drive torque. Figure 3 As shown in the timing diagram, the signal torque Ts at this time is less than the torque Tdrv2 required for vehicle Ve to start in the reverse direction, and greater than the minimum torque Tmin2 that the driver can perceive as a change in vehicle behavior. In short, the signal torque Ts is the torque that does not drive vehicle Ve but produces a change in vehicle behavior that the driver can perceive. Therefore, torques Tdrv2 and Tmin2, like torques Tdrv1 and Tmin1 mentioned above, are preset based on results such as driving experiments or simulations. Alternatively, the stopping condition of vehicle Ve can be estimated based on various data detected by sensor 5, and appropriate values ​​corresponding to the condition can be set in real time based on the results. Torques Tdrv2 and Tmin2, like torques Tdrv1 and Tmin1 mentioned above, are values ​​that vary depending on the vehicle class and type of vehicle Ve. Furthermore, torque Tmin2 varies from person to person depending on who perceives the change in vehicle behavior caused by the signal torque Ts. For example, the torque Tmin2 is also similar to the torque Tmin1 mentioned above, and is approximately a few N·m to a dozen N·m.

[0073] In step S12, after the output signal torque Ts, the process is temporarily terminated. Figure 2 The flowchart shows the routine.

[0074] As described above, in the first embodiment, the vehicle Ve that does not output the crawling torque or the vehicle Ve that cancels the crawling is targeted, and the motor 1 outputs the signal torque Ts when the driver switches the gear from the non-running position such as the N position or the P position to the running position such as the D position or the R position. In this case, the motor 1 is controlled to output the signal torque Ts of the same rotational direction as the drive torque that runs the vehicle Ve. For example, in the case where the gear is switched to the D position, the signal torque of the rotational direction that runs the vehicle Ve forward is output. Therefore, the driver can feel and recognize the running direction thereafter when the running position is selected to run the vehicle Ve. Thus, the driver does not feel uncomfortable and uneasy, and can appropriately switch the gear with a feeling closer to the feeling of driving the past vehicle.

[0075] Further, when the driver switches the gear from the non-running position to the running position, first, the signal torque Ts of the same rotational direction as the running direction of the vehicle Ve is output as described above, and then the signal torque Ts of the rotational direction opposite to the running direction of the vehicle Ve is output. Therefore, the signal torque Ts output in this case is so-called alternating load (or alternate load), and the driver is easily made to feel the change in the behavior of the vehicle and the vibration generated by such a signal torque Ts. Therefore, the driver can reliably feel and recognize the running direction thereafter when the running position is selected to run the vehicle Ve.

[0076] Further, the control shown in the above first embodiment can also be executed in a state where the vehicle Ve runs at a predetermined vehicle speed. That is, it is also possible to execute when the driver switches the gear from the non-running position to the running position during running. In this case, when the signal torque Ts is imparted in a state where the vehicle speed is high to a certain extent or more, there is a possibility that the behavior of the vehicle is disturbed. Therefore, for example, it is also possible to control as shown in the flowchart of FIG. 10. Further, in the flowchart of FIG. 10, the same steps as the control contents shown in the above flowchart of FIG. 9 are added with the same step numbers. Figure 4 Figure 4 Further, in the flowchart of FIG. 10, the same steps as the control contents shown in the above flowchart of FIG. 9 are added with the same step numbers. Figure 2 Figure 2 Specifically, in the flowchart of FIG. 10, in a case where it is determined affirmative in step S11 because the gear is switched from the non-running position to the running position (D position or B position), it proceeds to step S101.

[0077] In step S101, it is determined whether the vehicle speed is equal to or lower than a predetermined vehicle speed Vt. The predetermined vehicle speed Vt is a threshold value for determining whether the behavior of the vehicle is disturbed when the signal torque Ts is imparted during running as described above. The predetermined vehicle speed Vt is set in advance based on, for example, the results of running experiments or simulations. Figure 4

[0078] In step S101, it is determined whether the vehicle speed is equal to or lower than a predetermined vehicle speed Vt. The predetermined vehicle speed Vt is a threshold value for determining whether the behavior of the vehicle is disturbed when the signal torque Ts is imparted during running as described above. The predetermined vehicle speed Vt is set in advance based on, for example, the results of running experiments or simulations. ​​​

[0079] If the vehicle speed is higher than the predetermined speed Vt, and the determination in step S101 is negative, then subsequent control will not be executed, and the process will be temporarily terminated. Figure 4 The flowchart shows the routine. That is, in this case, there is a possibility that the vehicle behavior will become erratic if the signal torque Ts is applied while driving due to the high vehicle speed, so the control of applying the signal torque Ts is not executed. In contrast, if it is determined to be true in step S101 because the vehicle speed is lower than the predetermined vehicle speed Vt, the process proceeds to step S12. In step S12, the signal torque Ts is applied in the same way as in the first embodiment described above.

[0080] In this way, when shifting gears while driving, the vehicle speed at that point in time is taken into account to determine whether to apply a signal torque Ts, thereby avoiding unnecessary disruptions to vehicle behavior.

[0081] [Second Embodiment]

[0082] exist Figure 5 Flowchart and Figure 6 The timing diagram illustrates a second embodiment of control executed by controller 6. In this second embodiment, in Figure 5 In the flowchart, firstly, in step S21, it is determined whether the driver has switched the gear position of the gear shifting device 3 from a non-driving position to a driving position. In this second embodiment, it is determined whether the gear position has been switched from a non-driving position to the R position.

[0083] If the decision in step S21 is negative because the gear position was not switched from the non-driving position to the driving position (R position), subsequent control is not executed, and the process is temporarily terminated. Figure 5 The flowchart shows the routine. In contrast, if the determination in step S21 is positive because the gear has been switched from the non-driving position to the driving position (R position), then proceed to step S22.

[0084] In step S22, a signal torque is assigned. Specifically, motor 1 is controlled to output drive torque as the signal torque. In this second embodiment, as... Figure 6As shown in the timing diagram, at time t21, when the gear is switched from the non-driving position to the R position, a signal torque Ts is output by motor 1 in conjunction with this. In this case, firstly, a signal torque Ts is output in the same direction as the rotational direction of the drive torque that causes vehicle Ve to move in the reverse direction. This generates an acceleration in the direction that causes vehicle Ve to accelerate in the reverse direction. The change in acceleration at this time becomes a change or vibration in vehicle behavior accompanying the gear shift. When the driver switches the gear from the non-driving position to the R position as described above, they feel the change or vibration in vehicle behavior corresponding to the switched R position. Therefore, the driver recognizes that the gear has been switched to the R position, and then vehicle Ve will move in the reverse direction.

[0085] like Figure 6 As shown in the timing diagram, the aforementioned signal torque Ts is less than the torque Tdrv2 required for vehicle Ve to start in the reverse direction, and greater than the minimum torque Tmin2 that the driver can perceive as a change in vehicle behavior. That is, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining the stationary state of vehicle Ve.

[0086] Furthermore, in Figure 6 In the example shown, after outputting a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve in the reverse direction, at time t22, a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve in the forward direction is then output. That is, motor 1 is controlled to output a signal torque Ts in the opposite direction to the rotational direction of the drive torque that propels vehicle Ve in the driving position (R position), as described above. Figure 6 As shown in the timing diagram, the signal torque Ts at this point is less than the torque Tdrv1 required to start the vehicle Ve in the forward direction, and greater than the minimum torque Tmin1 that the driver can perceive as a change in vehicle behavior. In summary, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining the vehicle Ve in a stationary state.

[0087] In step S22, after the signal torque Ts is applied, the process is temporarily terminated. Figure 5 The flowchart shows the routine.

[0088] As described above, in this second embodiment, when the driver shifts the gear from a non-driving position such as N or P to R, a signal torque Ts is output through motor 1. In this case, motor 1 is controlled to output a signal torque Ts in the same direction of rotation as the driving torque that propels vehicle Ve. That is, a signal torque in the direction of rotation that propels vehicle Ve backward is output. Therefore, when the driver selects the R position to drive vehicle Ve, they can feel and recognize that the subsequent driving direction is backward. As a result, the driver will not feel uncomfortable or uneasy, and can appropriately shift gears with a feeling closer to that of driving a vehicle previously driven.

[0089] [Third Embodiment]

[0090] exist Figure 7 Flowchart and Figure 8 The timing diagram illustrates a third embodiment of control executed by controller 6. In this third embodiment, in Figure 7 In the flowchart, firstly, in step S31, it is determined whether the driver has switched the gear of the gear shifting device 3 from a non-driving position to a driving position. For example, it is determined whether the gear has been switched from N position to D position, B position, or R position. Alternatively, it is determined whether the gear has been switched from P position to D position, B position, or R position.

[0091] If the gear position is not switched from the non-driving position to the driving position, and the judgment in step S31 is negative, then subsequent control is not executed, and the process is temporarily terminated. Figure 7 The flowchart shows the routine. In contrast, if the determination in step S31 is positive because the gear has switched from the non-driving position to the driving position, then proceed to step S32.

[0092] In step S32, a signal torque is assigned. Simultaneously, a braking torque is assigned. Specifically, motor 1 is controlled to output a drive torque as the signal torque. Simultaneously, braking device 4 is controlled to generate braking force (braking torque). For example, as... Figure 8 As shown in the timing diagram, at time t31, when the gear shifts from the non-driving position to the driving position, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 8 In the example shown, the gear is switched from a non-driving position to a driving position, either D or B. Therefore, in this case, firstly, a signal torque Ts is output in the same direction of rotation as the drive torque that propels the vehicle Ve forward. This generates acceleration in the direction that accelerates the vehicle Ve forward. This change in acceleration becomes a change or vibration in the vehicle's behavior accompanying the gear shift, which the driver experiences when shifting gears as described above.

[0093] Furthermore, in this third embodiment, as described above, a signal torque Ts is output at time t31, and simultaneously, the braking device 4 is activated to generate a braking torque Tb (braking force). Specifically, at time t31, the braking pressure acting on the braking device 4 is increased, causing the braking device 4 to activate. When the motor 1 outputs the signal torque Ts as described above while the vehicle Ve is stationary, the braking torque Tb generated at this time is a torque with an absolute value greater than the signal torque Ts. Therefore, even when the signal torque Ts is output as described above, the vehicle Ve can maintain its stationary state through the braking torque Tb generated by the braking device 4.

[0094] like Figure 8 As shown in the timing diagram, the aforementioned signal torque Ts is less than the torque Tdrv1 required to start the vehicle Ve in the forward direction, and greater than the minimum torque Tmin1 that the driver can perceive as a change in vehicle behavior. That is, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining the vehicle Ve in a stationary state. Furthermore, the signal torque Ts in the rotational direction that causes the vehicle Ve to move forward is a torque whose absolute value is less than the braking torque Tb.

[0095] Furthermore, in Figure 8 In the example shown, after outputting a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve forward, at time t32, a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve backward is then output. That is, motor 1 is controlled to output a signal torque Ts in the opposite direction to the rotational direction of the drive torque that propels vehicle Ve in the driving position, after outputting a signal torque Ts in the same direction as the rotational direction of the drive torque as described above. Figure 8 As shown in the timing diagram, the signal torque Ts at this point is less than the torque Tdrv2 required to start the vehicle Ve in the reverse direction, and greater than the minimum torque Tmin2 that the driver can perceive as a change in vehicle behavior. In short, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining the vehicle Ve in a stationary state. Furthermore, the signal torque Ts in the direction of rotation that causes the vehicle Ve to move in the reverse direction is also less than the braking torque Tb in absolute value.

[0096] In step S32, when the signal torque Ts is applied, the process is temporarily terminated. Figure 7 The flowchart shows the routine.

[0097] As described above, in the third embodiment of the present invention, when the motor 1 outputs a signal torque Ts, the braking device 4 is controlled to generate a braking torque Tb exceeding the signal torque Ts. Therefore, when the vehicle Ve is stopped, and a signal torque Ts is output to allow the driver to feel that the gear has been shifted, the braking force generated by the braking device 4 can reliably maintain the stopped state of the vehicle Ve. Therefore, the signal torque Ts output by the motor 1 allows the driver to appropriately feel changes or vibrations in vehicle behavior.

[0098] [4th Embodiment]

[0099] exist Figure 9 Flowchart and Figure 10 , Figure 11 The timing diagram illustrates a fourth embodiment of control executed by controller 6. In this fourth embodiment, in Figure 9 In the flowchart, firstly, in step S41, the change in vehicle Ve's acceleration due to the disturbance is calculated. Specifically, the disturbance acting on vehicle Ve is calculated based on the detection value of the acceleration sensor 5f. For example, in Figure 10 In the timing diagram, as shown during the period from time t41 to time t42, in the stationary vehicle Ve, if an acceleration exceeding a predetermined acceleration Gd (i.e., disturbance acceleration) is detected, it is determined that there is a non-negligible disturbance to the action of vehicle Ve, and this is reflected in the output of the signal torque Ts, which will be described later. The acceleration Gd is a threshold used to determine whether the disturbance acting on vehicle Ve affects the control, and it is preset based on results such as driving experiments and simulations.

[0100] Next, in step S42, it is determined whether the driver has switched the gear shift device 3 from a non-driving position to a driving position. For example, it is determined whether the gear has been switched from N position to D position, B position, or R position. Alternatively, it is determined whether the gear has been switched from P position to D position, B position, or R position.

[0101] If the gear position has not shifted from a non-driving position to a driving position, and the determination in step S41 is negative, then subsequent control is not executed, and the process is temporarily terminated. Figure 9 The flowchart shows the routine. In contrast, if the determination in step S41 is positive because the gear has switched from the non-driving position to the driving position, then proceed to step S43.

[0102] In step S43, a signal torque reflecting the acceleration change caused by the disturbance is assigned. For example, such as Figure 10 As shown in the timing diagram, at time t42, when the gear shifts from the non-driving position to the driving position, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 10In the example shown, the gear is switched from a non-driving position to a driving position, either D or B. Therefore, in this case, firstly, a signal torque Ts is output in the same direction of rotation as the drive torque that propels the vehicle Ve forward. This generates acceleration in the direction that accelerates the vehicle Ve forward. This change in acceleration becomes a change or vibration in the vehicle's behavior accompanying the gear shift, which the driver experiences when shifting gears as described above.

[0103] The aforementioned signal torque Ts, similar to the other embodiments described above, is a torque that generates a change in vehicle behavior that the driver can perceive while maintaining the vehicle Ve in a stationary state. Specifically, in this fourth embodiment, as... Figure 10 As shown in the timing diagram, the signal torque Ts is a torque less than the torque Tdrv1 required for the vehicle Ve to start in the forward direction, and greater than the minimum torque Tmin3 that the driver can perceive as a change in vehicle behavior. In this fourth embodiment, as described above, the effect of interference acting on the vehicle Ve is taken into account when outputting the signal torque Ts. Therefore, in this fourth embodiment, the torque Tmin3, which reflects the effect of interference acceleration, is set to a value larger than the normal torque Tmin1, which does not reflect interference acceleration.

[0104] Therefore, in step S43, if there is a disturbance acceleration caused by the disturbance applied to the vehicle Ve before the gear is switched from the non-driving position to the driving position, the motor 1 is controlled to output a signal torque Ts that generates an acceleration greater than the disturbance acceleration.

[0105] Furthermore, in Figure 10 In the example shown, as described above, after outputting a signal torque Ts that reflects the effect of the disturbance acceleration and is in the same direction of rotation as the drive torque that propels vehicle Ve forward, then at time t43, outputting a signal torque Ts in the same direction of rotation as the drive torque that propels vehicle Ve backward. That is, motor 1 is controlled to output a signal torque Ts in the opposite direction of rotation to the drive torque that propels vehicle Ve in the driving position, as described above. Figure 10As shown in the timing diagram, the signal torque Ts at this point is less than the torque Tdrv2 required for vehicle Ve to start in the reverse direction, and greater than the minimum torque Tmin4 that the driver can perceive as a change in vehicle behavior. Similarly, the torque Tmin4 at this point, like the torque Tmin3 mentioned above, reflects the effect of disturbance acceleration and is set to a value larger than the normal torque Tmin2, which does not reflect disturbance acceleration. Therefore, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining the stationary state of vehicle Ve; it is the torque that generates acceleration greater than the disturbance acceleration.

[0106] In step S43, when the signal torque Ts is applied, the process is temporarily terminated. Figure 9 The flowchart shows the routine.

[0107] As described above, in this fourth embodiment, for example, when the vehicle Ve is disturbed by factors such as stopping on a vibrating bridge or stopping due to strong winds, a signal torque Ts larger than that under normal conditions without disturbance is output to generate an acceleration exceeding the disturbance acceleration generated in the vehicle Ve due to the disturbance. Therefore, even in situations with disturbances as described above, when the driver shifts gears, the signal torque Ts output by the motor 1 allows the driver to reliably perceive changes in vehicle behavior or vibrations.

[0108] Furthermore, in this fourth embodiment, a signal torque Ts reflecting the effect of the disturbance acceleration can also be output as described above, and in conjunction with this, the braking device 4 can be activated to generate a braking torque Tb (braking force). For example, as Figure 11 As shown in the timing diagram, at time t42, the output signal torque Ts is applied, and the braking pressure acting on the braking device 4 is increased, causing the braking device 4 to operate. When the motor 1 outputs the signal torque Ts reflecting the effect of the disturbance acceleration as described above while the vehicle Ve is stationary, the braking torque Tb generated at this time is a torque with an absolute value greater than that signal torque Ts. Therefore, even when the output signal torque Ts, which reflects the effect of the disturbance acceleration, is larger than usual, the vehicle Ve can reliably maintain its stationary state through the braking torque Tb generated by the braking device 4.

[0109] [Version 5]

[0110] exist Figure 12 Flowchart and Figure 13 The timing diagram illustrates a fifth embodiment of control executed by controller 6. In this fifth embodiment, in... Figure 12In the flowchart, firstly, in step S51, it is determined whether the driver has switched the gear of the gear shifting device 3 from a driving position to a non-driving position. For example, it is determined whether the gear has been switched from D, B, or R position to N or P position.

[0111] If the gear position has not shifted from the driving position to the non-driving position, and the determination in step S51 is negative, then subsequent control is not executed, and the process is temporarily terminated. Figure 12 The flowchart shows the routine. In contrast, if the determination in step S51 is positive because the gear has switched from the driving position to the non-driving position, then proceed to step S52.

[0112] In step S52, a torque is applied to the signal. For example, as... Figure 13 As shown in the timing diagram, at time t51, when the gear shifts from the driving position to the non-driving position, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 13 In the example shown, a signal torque Ts is output in the same direction as the rotational direction of the drive torque that propels vehicle Ve forward. This generates acceleration in the direction that causes vehicle Ve to accelerate forward. This change in acceleration becomes a change or vibration in vehicle behavior accompanying gear shifting, which the driver experiences when shifting gears as described above.

[0113] like Figure 13The signal torque Ts is a torque smaller than the torque Tdrvl required to start the vehicle Ve in the forward direction and larger than the minimum torque Tminl at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is a torque that produces a change in the behavior of the vehicle that the driver can feel while maintaining the stopped state or the running state of the vehicle Ve. For example, in the state where the vehicle Ve is stopped, the driver can feel and recognize the change in the behavior of the vehicle or the vibration accompanying the shift range switching while the vehicle Ve is not started (i.e., while the stopped state of the vehicle Ve is maintained) in the case where the signal torque Ts as described above is applied. Also, in the state where the vehicle Ve is running at a predetermined vehicle speed, the driver can feel and recognize the change in the behavior of the vehicle or the vibration accompanying the shift range switching while the vehicle Ve is not accelerated and is not decelerated (i.e., while the running state of the vehicle Ve is maintained) in the case where the signal torque Ts as described above is applied. Or, in the state where the vehicle Ve is running at a constant acceleration or the state where the vehicle Ve is running at a constant deceleration, the driver can feel and recognize the change in the behavior of the vehicle or the vibration accompanying the shift range switching while the acceleration or the deceleration of the vehicle Ve is not unnecessarily varied (i.e., while the running state of the vehicle Ve is maintained) in the case where the signal torque Ts as described above is applied. Or, in the state where the vehicle Ve is running with the driver not particularly performing the acceleration operation and the brake operation, the driver can feel and recognize the change in the behavior of the vehicle or the vibration accompanying the shift range switching while the vehicle Ve is not unnaturally accelerated or decelerated (i.e., while the running state of the vehicle Ve is maintained) in the case where the signal torque Ts as described above is applied.

[0114] In step S52, the routine is temporarily ended when the signal torque Ts is applied. Figure 12 The routine shown in the flowchart.

[0115] As described above, in the fifth embodiment, the driver can feel the change in the behavior of the vehicle or the vibration using the signal torque Ts output by the motor 1 when the driver switches the shift range from the running position such as the D position or the B position to the non-running position such as the N position or the P position. For example, when the N position is selected in the running to make the vehicle Ve run with the engine stopped, the driver can feel and recognize the shift range switching from the running position to the N position. Therefore, the shift range can be appropriately switched with the same feeling as the feeling of driving the past vehicle.

[0116] Furthermore, the control described in the fifth embodiment above can also be executed, for example, when the vehicle Ve is stationary on a flat surface. That is, it can also be executed while the vehicle is parked, when the driver shifts the gear from a driving position to a non-driving position. In this case, although the vehicle is switched to a non-driving position where no driving force is generated, the driver may still experience discomfort when a signal torque Ts is applied to make the driver feel the change or vibration of the vehicle's behavior. Therefore, for example, it is also possible to... Figure 14 Control is performed as shown in the flowchart. Figure 14 In the flowchart, for the above Figure 12 The same steps as the control content shown in the flowchart are added to... Figure 12 The flowchart has the same step numbers.

[0117] Specifically, in Figure 14 In the flowchart, if the gear is switched from the driving position to the non-driving position (N position or P position) and the determination in step S51 is positive, then the process proceeds to step S501.

[0118] In step S501, the signal torque Ts is not applied. That is, in this case, subsequent control is not executed, and the process is temporarily terminated. Figure 14 The routine is shown in the flowchart above. Alternatively, it can be done as described above. Figure 4 As shown in the flowchart, the vehicle speed during gear shifting is detected, and based on that speed, a decision is made as to whether to apply a signal torque Ts. For example, motor 1 can also be controlled so that, if the vehicle speed when the driver shifts gears from a driving position to a non-driving position is lower than a predetermined speed, the signal torque Ts is not applied, as described above.

[0119] In this way, when the gear is shifted while the vehicle is parked, the vehicle speed at that point in time is taken into account to determine whether to apply a signal torque Ts, thereby avoiding situations that may cause discomfort to the driver.

[0120] [Sixth Embodiment]

[0121] exist Figure 15 Flowchart and Figure 16 The timing diagram illustrates a sixth embodiment of control executed by controller 6. In this sixth embodiment, in Figure 15 In the flowchart, firstly, in step S61, it is determined whether the driver switched the gear of the gear shift device 3 between a forward driving position and a reverse driving position. That is, it is determined whether the gear shifted from D or B position to R position, or from R position to D or B position.

[0122] In the case where the step S61 is not affirmative because the shift position is not switched between the forward travel position and the reverse travel position, and the control in the subsequent step is not executed, the routine shown in the flowchart of Fig. 6 is temporarily ended. In contrast, in the case where the step S61 is affirmative because the shift position is switched between the forward travel position and the reverse travel position, for example, from the D position or the B position to the R position, the step S62 is entered. Figure 15

[0123] In the step S62, the signal torque is imparted. For example, as shown in the timing chart of Fig. 7, at the time t61 when the shift position is switched from the D position or the B position to the R position, the signal torque Ts is output in conjunction therewith by the motor 1. In the example shown in Fig. 7, because the shift position is switched to the R position, the signal torque Ts is output in the same direction as the rotational direction of the drive torque that causes the vehicle Ve to travel in the reverse direction. Thus, an acceleration in the direction that causes the vehicle Ve to accelerate in the reverse direction is generated. The change in the acceleration at this time becomes a change in the behavior of the vehicle or a vibration that accompanies the shift position switching, and the driver feels such a change in the behavior of the vehicle or a vibration when the shift position is switched as described above. Figure 16 Figure 16

[0124] In the step S62, in the case where the signal torque Ts is imparted, the routine shown in the flowchart of Fig. 6 is temporarily ended. Figure 16

[0125] In the step S62, in the case where the signal torque Ts is imparted, the routine shown in the flowchart of Fig. 6 is temporarily ended. Figure 15

[0126] ​​​​​As described above, in this sixth embodiment, when the driver shifts gears between driving positions such as D and B (for forward movement of vehicle Ve) and R (for reverse movement of vehicle Ve), the signal torque Ts output by motor 1 allows the driver to perceive changes in vehicle behavior or vibrations. In this case, motor 1 is controlled to output a signal torque Ts in the same direction of rotation as the driving torque that moves vehicle Ve. For example, when the gear is shifted to D, a signal torque Ts in the direction of rotation that moves vehicle Ve forward is output. When the gear is shifted to R, a signal torque Ts in the direction of rotation that moves vehicle Ve backward is output. Therefore, when the driver selects a driving position to move vehicle Ve, they can sense and identify the subsequent driving direction. Thus, the driver will not feel uncomfortable or uneasy, and can shift gears appropriately with a feeling closer to driving a vehicle previously driven.

[0127] [Seventh Embodiment]

[0128] exist Figure 17 Flowchart and Figure 18 The timing diagram illustrates a seventh embodiment of control executed by controller 6. In this seventh embodiment, in Figure 17 In the flowchart, firstly, in step S71, it is determined whether the driver has switched the gear of the gear shifting device 3 from a non-driving position to a driving position. For example, it is determined whether the gear has been switched from N position to D position, B position, or R position. Alternatively, it is determined whether the gear has been switched from P position to D position, B position, or R position.

[0129] If the gear position is not switched from the non-driving position to the driving position, and the result is negative in step S71, then subsequent control is not executed, and the process is temporarily terminated. Figure 17 The flowchart shows the routine. In contrast, if the determination in step S71 is positive because the gear has switched from the non-driving position to the driving position, then proceed to step S72.

[0130] In step S72, a signal torque is assigned. Specifically, motor 1 is controlled to output drive torque as the signal torque. For example, as... Figure 18 As shown in the timing diagram, at time t71, when the gear shifts from the non-driving position to the driving position, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 18In the example shown, the gear is switched from the non-running position to the running position in the forward direction of the D position or the B position. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the forward direction is output. Thereby, an acceleration in the direction of accelerating the vehicle Ve in the forward direction is generated. The change in the acceleration at this time becomes a change in the behavior of the vehicle or a vibration accompanying the switching of the gear, and the driver feels such a change in the behavior of the vehicle or a vibration at the time of switching the gear as described above.

[0131] As shown in the timing chart of FIG. 6, the signal torque Ts is a torque smaller than the torque Tdrvl required for starting the vehicle Ve in the forward direction and larger than the minimum torque Tminl at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is a torque that generates a change in the behavior of the vehicle that the driver can feel while maintaining the stopped state of the vehicle Ve. Figure 18 Further, in the example shown, when the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the forward direction is output, thereafter, at time t72, the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the backward direction is output. That is, the motor 1 is controlled to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque for running the vehicle Ve in the running position after outputting the signal torque Ts in the same direction as the rotational direction of the drive torque as described above. As shown in the timing chart of FIG. 7, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the backward direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that generates a change in the behavior of the vehicle that the driver can feel while maintaining the stopped state of the vehicle Ve.

[0132] Figure 18 Figure 18

[0133] Next, in step S73, it is determined whether a predetermined time t has elapsed after the start of outputting the signal torque Ts. Specifically, as shown in the timing chart of FIG. 8, the gear is switched by the driver, and a timer is started at time t71 at which the signal torque Ts is output. Then, it is determined whether the elapsed time of the timer (not shown) reaches the predetermined time t. The predetermined time t is a time for appropriately outputting the signal torque Ts. For example, the predetermined time t is set in advance as the shortest time at which the driver can feel a change in the behavior of the vehicle or a vibration due to the signal torque Ts based on the results of running experiments or simulations. Figure 18

[0134] ​​​​If the determination in step S73 is negative because a predetermined time t has not elapsed since the start of outputting the signal torque Ts, the process returns to step S72 and continues to output the signal torque Ts using motor 1. Conversely, if the determination in step S73 is positive because a predetermined time t has elapsed since the start of outputting the signal torque Ts, the process proceeds to step S74.

[0135] In step S74, the assignment of the signal torque Ts is terminated. That is, the output signal torque Ts from motor 1 is terminated. Figure 18 In the example shown, when the elapsed time of the timer reaches a predetermined time t at time t72, the output of the rotational torque Ts that causes vehicle Ve to move forward is stopped. Afterwards, from time t72 to time t73, similarly to the first embodiment described above, the output of the rotational torque Ts that causes vehicle Ve to move backward is also performed. In embodiments of the present invention, it is also possible to... Figure 17 As shown in the example, a predetermined time t is set as described above for the initially output signal torque Ts in the same direction as the rotation of the driving torque. Alternatively, the predetermined time t can be set as described above for the initially output signal torque Ts in the same direction as the rotation of the driving torque, and for the signal torque Ts output in the opposite direction to the rotation of the driving torque following the initially output signal torque Ts in the same direction as the rotation of the driving torque. Alternatively, a predetermined time other than the predetermined time t described above can be set for the subsequent output signal torque Ts in the opposite direction to the rotation of the driving torque.

[0136] In step S74, the process is temporarily terminated when the signal torque Ts is applied. Figure 19 The flowchart shows the routine.

[0137] As described above, in this seventh embodiment, the motor 1 can output a signal torque Ts for the driver to perceive changes in vehicle behavior and vibrations for a predetermined time period t. Therefore, the signal torque Ts can be output precisely. Consequently, the power consumption of the motor 1 when outputting the signal torque Ts can be suppressed, and even the energy efficiency of the vehicle Ve can be improved.

[0138] [Embodiment 8]

[0139] exist Figure 20 Flowchart and Figure 19 The timing diagram illustrates an eighth embodiment of control executed by controller 6. In this eighth embodiment, in Figure 19In the flowchart, firstly, in step S81, it is determined whether the driver has switched the gear of the gear shifting device 3 from a non-driving position to a driving position. For example, it is determined whether the gear has been switched from N position to D position, B position, or R position. Alternatively, it is determined whether the gear has been switched from P position to D position, B position, or R position.

[0140] If the gear position is not switched from the non-driving position to the driving position, and the result is negative in step S81, then subsequent control is not executed, and the process is temporarily terminated. Figure 20 The flowchart shows the routine. In contrast, if the determination in step S81 is positive because the gear has switched from the non-driving position to the driving position, then proceed to step S82.

[0141] In step S82, a signal torque is assigned. Specifically, motor 1 is controlled to output drive torque as the signal torque. For example, as... Figure 20 As shown in the timing diagram, at time t81, when the gear shifts from the non-driving position to the driving position, the motor 1 outputs a torque signal Ts in conjunction with this. Figure 20 In the example shown, the gear is switched from a non-driving position to a driving position, either D or B. Therefore, in this case, firstly, a signal torque Ts is output in the same direction of rotation as the drive torque that propels the vehicle Ve forward. This generates acceleration in the direction that accelerates the vehicle Ve forward. This change in acceleration becomes a change or vibration in the vehicle's behavior accompanying the gear shift, which the driver experiences when shifting gears as described above.

[0142] like Figure 20 As shown in the timing diagram, the aforementioned signal torque Ts is less than the torque Tdrv1 required for vehicle Ve to start moving forward, and greater than the minimum torque Tmin1 that the driver can perceive as a change in vehicle behavior. In other words, the signal torque Ts is the torque that generates a change in vehicle behavior that the driver can perceive while maintaining vehicle Ve in a stationary state.

[0143] Furthermore, in Figure 20 In the example shown, after outputting a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve forward, at time t82, a signal torque Ts in the same direction as the rotational direction of the drive torque that propels vehicle Ve backward is then output. That is, motor 1 is controlled to output a signal torque Ts in the opposite direction to the rotational direction of the drive torque that propels vehicle Ve in the driving position, after outputting a signal torque Ts in the same direction as the rotational direction of the drive torque as described above. Figure 20The signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the backward direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that produces a change in the behavior of the vehicle that the driver can feel while maintaining the stopped state of the vehicle Ve.

[0144] Next, in step S83, it is determined whether the driver can feel the vibration. Specifically, as shown in the timing chart of FIG. 8, it is determined whether the acceleration of the vehicle Ve of the predetermined acceleration Gt or more is produced by outputting the signal torque Ts. That is, after starting the output of the signal torque Ts, it is determined whether the acceleration of the vehicle Ve of the predetermined acceleration Gt or more is detected by the sensor 5. The predetermined acceleration Gt is a threshold value for the acceleration of the vehicle Ve for appropriately outputting the signal torque Ts. For example, the predetermined acceleration Gt is set in advance as the minimum acceleration at which the driver can feel a change in the behavior of the vehicle due to the signal torque Ts, vibration, based on the results of running experiments, simulations, and the like. Figure 20

[0145] In the case where the acceleration of the predetermined acceleration Gt or more is not detected after starting the output of the signal torque Ts, and the determination in step S83 is negative, the process returns to step S82, and the output of the signal torque Ts by the motor 1 is continued. In contrast, in the case where the acceleration of the predetermined acceleration Gt or more is detected, and the determination in step S83 is affirmative, the process proceeds to step S84.

[0146] In step S84, the application of the signal torque Ts is ended. That is, the output of the signal torque Ts by the motor 1 is ended. In the example shown in FIG. 8, the acceleration of the predetermined acceleration Gt or more is produced at time t82, and at this time t82, the output of the signal torque Ts in the rotational direction that causes the vehicle Ve to travel in the forward direction is ended. Thereafter, from time t82 to time t83, the signal torque Ts in the rotational direction that causes the vehicle Ve to travel in the backward direction is output as in the first embodiment described above. In the embodiments of the present application, as shown in FIG. 9, the signal torque Ts in the rotational direction that causes the vehicle Ve to travel in the forward direction can be output from time t82 to time t83. Figure 20 Figure 19 ​​As in the example shown, the predetermined acceleration Gt as described above is set with respect to the acceleration generated by the signal torque Ts output in the same direction as the rotation direction of the drive torque at the initial output. Alternatively, the predetermined acceleration Gt as described above can be set with respect to the acceleration generated by the signal torque Ts output in the same direction as the rotation direction of the drive torque at the initial output and the acceleration generated by the signal torque Ts output in the opposite direction to the rotation direction of the drive torque at the output following the initial output. Alternatively, a different predetermined acceleration from the predetermined acceleration Gt as described above can be set with respect to the acceleration generated by the signal torque Ts output in the opposite direction to the rotation direction of the drive torque at the subsequent output.

[0147] In step S84, when the application of the signal torque Ts is ended, the application of the signal torque Ts is temporarily ended, and the routine shown in the flowchart is ended. ​

[0148] As described above, in the eighth embodiment, the motor 1 is caused to output the signal torque Ts for making the driver feel the change in the behavior of the vehicle or the vibration only to the extent necessary and for the period necessary. Therefore, the signal torque Ts can be output appropriately. Therefore, the power consumption of the motor 1 at the time of outputting the signal torque Ts can be suppressed, and the energy efficiency of the vehicle Ve can be improved.

[0149] As described above, in the control device for an electric vehicle in the embodiments of the present application, the vehicle Ve that does not output the creep torque or the vehicle Ve that is subjected to the cancellation of the creep is targeted, and the signal torque Ts for making the driver feel that the gear has been shifted is output when the driver shifts the gear. The output torque of the motor 1 is controlled so that the stop state or the running state of the vehicle Ve is not changed by the signal torque Ts, and the change in the behavior of the vehicle or the vibration that the driver can feel is generated by the signal torque Ts. Therefore, when the driver shifts the gear, the signal torque Ts output by the motor 1 is used, so that the driver can feel the change in the behavior of the vehicle or the vibration. Therefore, even the vehicle Ve that does not output the creep torque or the vehicle Ve that is subjected to the cancellation of the creep, the driver does not feel uncomfortable or uneasy, and can shift the gear appropriately with the same feeling as the feeling of driving a conventional vehicle.​

Claims

1. A control device of an electrically driven vehicle, the electrically driven vehicle being provided with: a drive power source having at least a motor; a drive wheel; and a shift device that is operated by a driver to selectively set a travel position and a non-travel position of a two-system gear position, wherein, transmits an output torque of the drive power source to the drive wheels to generate a driving force in the traveling position, and does not transmit the output torque to the drive wheels to not generate the driving force in the non-traveling position, and a sensor that detects the shift position set by the shift device, The control device of the electric vehicle is characterized by including a controller that controls the motor in accordance with the shift position detected by the sensor, in the case where the electric vehicle is executing the creep cancel, when the driver switches the shift position, the controller outputs a signal torque from the motor in conjunction with the switching of the shift position, the signal torque making the driver feel a change in behavior of the vehicle accompanying the switching of the shift position, and when the driver switches the shift position from the non-traveling position to the traveling position, the controller outputs the signal torque from the motor in the same direction as the rotational direction of a driving torque that drives the electric vehicle in the traveling position after the switching.

2. The control device of the electric vehicle according to claim 1, characterized in that the signal torque is an output torque of the motor that generates a vibration that the driver can feel while maintaining a stopped state or a traveling state of the electric vehicle.

3. The control device of the electric vehicle according to claim 1, characterized in that the controller outputs the signal torque from the motor in the opposite direction to the rotational direction of the driving torque after outputting the signal torque from the motor in the same direction as the rotational direction of the driving torque.

4. The control device of the electric vehicle according to any one of claims 1 to 3, characterized in that the sensor detects an acceleration of the electric vehicle, in the case where a disturbance acceleration due to a disturbance applied to the electric vehicle is generated before the shift position is switched to the traveling position, the controller outputs the signal torque from the motor that generates the acceleration that is greater than the disturbance acceleration.

5. The control device of the electric vehicle according to any one of claims 1 to 3, characterized in that the control device of the electric vehicle is provided with a brake device that generates a braking torque that brakes the electric vehicle, the controller controls the brake device to generate the braking torque that is greater than the signal torque when the controller causes the motor to output the signal torque in a state where the electric vehicle is stopped.

6. The control device of the electric vehicle according to claim 1 or 2, characterized in that when the driver switches the shift position from the traveling position to the non-traveling position, the controller outputs the signal torque from the motor.

7. The control device of the electric vehicle according to any one of claims 1 to 3, characterized in that the sensor detects a time at which the signal torque is output from the motor, in the case where a predetermined time elapses after the output of the signal torque is started, the controller ends the output of the signal torque.

8. The control device of an electrically driven vehicle according to any one of claims 1 to 3, characterized in that, the sensor detects an acceleration of the electrically driven vehicle, in a case where the acceleration of the electrically driven vehicle detected by the sensor is equal to or higher than a predetermined acceleration after the output of the signal torque is started, the controller ends the output of the signal torque.

9. A control method of an electrically driven vehicle, the electrically driven vehicle being provided with: a drive power source having at least a motor; a drive wheel; and a shift device that is operated by a driver to selectively set a travel position and a non-travel position of a two-system gear position, wherein in the traveling position, an output torque of the drive power source is transmitted to the drive wheels to generate a driving force, and in the non-traveling position, the output torque is not transmitted to the drive wheels to not generate the driving force; a sensor that detects the shift position set by the shift device; and a controller that controls the motor in accordance with the shift position detected by the sensor, the control method of an electrically driven vehicle is characterized in that, in a case where the electrically driven vehicle performs a creep cancel, when the driver switches the shift position, the motor is caused to output a signal torque in conjunction with the switching of the shift position, the signal torque causing the driver to feel a change in behavior of the vehicle accompanying the switching of the shift position, when the driver switches the shift position from the non-traveling position to the traveling position, the motor is caused to output the signal torque in the same direction as a rotational direction of a driving torque that drives the electrically driven vehicle in the traveling position after the switching.

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