Control device for electric vehicle

Abstract

The invention provides a control device for an electric vehicle. The purpose of the present invention is to enable a driver to appropriately feel the same operation feeling as that of a conventional vehicle equipped with a transmission in real time without compromising the original silence of an electric vehicle. An electric vehicle using a motor as a driving force source is used as a control object and can be manually operated by a driver. A control device for an electric vehicle selectively sets a D range, a P range, an R range, an N range, an M mode in which a simulated manual shift operation can be performed and a simulated engine sound is added, and an M maintenance mode in which a simulated manual shift operation can be performed and a simulated engine sound is added and maintained. The M mode is cancelled by shifting from the M mode to the D range or the M sustain mode (steps S34, S32), and the M sustain mode is cancelled by shifting from the M sustain mode to the M mode (steps S42, S33).

Description

Technical Field

[0001] The present invention relates to a control device for an electric vehicle using a motor as a driving force source. Background Art

[0002] Patent document 1 describes an electric vehicle that uses a motor as a driving force source. The electric vehicle described in patent document 1 is equipped with a paddle switch and a shift lever (gear lever, etc.) electrically connected to an ECU (control device). The ECU uses a plurality of torque maps that define the relationship between the opening degree (operation amount) of the accelerator pedal and the output torque of the motor to control the output torque of the motor according to the opening degree of the accelerator pedal. At the same time, the ECU selectively changes the torque map used in the output torque control of the motor according to the operation of the paddle switch or the shift lever performed by the driver. Since the torque map is changed, the output torque characteristics of the motor will change. As a result, the driving force of the electric vehicle generated by the output torque of the motor changes in stages. That is, the speed change based on the virtual multi-speed transmission is simulated and reproduced.

[0003] In addition, in Patent Document 2, an electric vehicle (electric vehicle) is described for the purpose of simulating and reproducing the shifting action of a vehicle (MT vehicle) equipped with a manual transmission in the past. The electric vehicle described in Patent Document 2 is provided with a shift device and a clutch device operated by a driver. The shift device and the clutch device are virtual devices that are assumed to be mounted on the MT vehicle, respectively, and the clutch device is operated in cooperation with the shift device operated by the driver. In addition, the electric vehicle described in Patent Document 2 is provided with a torque control unit that controls the output torque of the motor of the driving force source. The torque control unit controls the output torque of the motor according to the operation amount of the clutch device. At the same time, the shift device is configured to select any one of a plurality of gears (ranges) (or modes) whose torque characteristics for the rotation speed of the motor are different in stages, and the torque control unit controls the output torque of the motor according to the gear selected by the shift device. Furthermore, in the electric vehicle described in Patent Document 2, a virtual engine sound (simulated engine sound) corresponding to the operation of each of the virtual shift device and the clutch device as described above is added. The torque control unit assumes that the driving force of the electric vehicle is generated by the output torque of the engine, and calculates the engine speed (virtual engine speed) of this situation. Furthermore, a simulated engine sound is generated according to the calculated virtual engine speed.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2022-12205

[0007] Patent Document 2: Japanese Patent No. 6787507 Summary of the invention

[0008] The motor mounted on the electric vehicle as a driving force source can output a large torque from the time of starting and driving at low speed. Therefore, there are also electric vehicles that are not equipped with a transmission for amplifying the driving torque. The electric vehicles described in the above patent documents are not equipped with an actual transmission, but are provided with a shift device, a shift switch, etc. that are the same as before. At the same time, multiple torque maps or modes are set to make the torque characteristics of the motor different. Moreover, in the electric vehicles described in the above patent documents, by configuring such multiple torque maps or gears to be switched and set by the driver's manual operation, the transmission that is the same as that of the previous vehicle is simulated. According to the electric vehicle described in patent document 1, the driver can feel the feeling of manual shifting operation (sequential shifter) using paddle switches, shift levers, etc., which is the same as that of the previous vehicle equipped with a multi-stage transmission. In addition, according to the electric vehicle described in patent document 2, the driver can feel the same driving operation feeling and vehicle behavior as that of the previous MT vehicle equipped with a manual transmission. Furthermore, as described in patent document 2, by adding a simulated engine sound corresponding to the manual shifting operation, the driver can feel the driving feeling closer to the actual engine vehicle.

[0009] On the other hand, when the electric vehicle is driven only by the output torque of the motor, it has the advantages of being able to effectively utilize the characteristics of the motor and smooth driving force without setbacks, and has the advantages of less noise and vibration and excellent quietness compared to previous engine vehicles. In order to maintain such advantages, the simulated engine sound as described above is not required in the normal driving of the electric vehicle. Therefore, it is preferably configured to distinguish between the normal driving mode in which the virtual transmission is not assumed and the driving mode in which the virtual transmission is assumed to be simulated manual shifting, and to add the simulated engine sound as described above. For example, in the D (drive) gear position as the normal driving mode, the simulated engine sound as described above is not added. In contrast, only the M (manual) gear position in which the driving mode for manual shifting operation is set using a shift lever, a paddle switch, etc., is added with the simulated engine sound as described above, the simulated operation sound accompanying the shifting operation, etc. This configuration does not impair the quietness during normal driving, but can add simulated engine sounds and operating sounds corresponding to manual shift operations provided by a virtual transmission, allowing the driver to experience a driving feel close to actual manual shift operations.

[0010] However, if the configuration is such that only the simulated engine sound and the simulated operation sound are added to the M gear as described above, the simulated engine sound and the simulated operation sound suddenly disappear when the M gear is transferred to other gears. As a result, there is a possibility of causing discomfort to the driver who is operating with the same feeling as the previous manual gear shift operation. For example, when the driver performs a manual simulated gear shift operation through the M gear, in a scenario such as stopping and parking the electric vehicle, when the driver switches the gear from the M gear to the R (reverse) gear and the P (parking) gear, the simulated engine sound and the simulated operation sound disappear. In addition, since the simulated engine sound disappears, the state of the so-called idling operation (neutral refueling of the simulated engine) in which the virtual engine speed is increased by pressing the accelerator pedal in the P gear and the N (neutral) gear cannot be reproduced.

[0011] As described above, there is still room for improvement in order to construct an electric vehicle that allows the driver to experience the same driving feeling as a conventional vehicle equipped with a transmission without reducing the inherent quietness of the electric vehicle.

[0012] The present invention has been conceived in view of the above technical problems, and an object of the present invention is to provide a control device for an electric vehicle that allows a driver to appropriately and immediately feel the same operating feeling as a conventional vehicle equipped with a transmission without impairing the inherent quietness of the electric vehicle.

[0013] In order to achieve the above-mentioned object, the present invention provides a control device for an electric vehicle, the electric vehicle at least having a motor as a driving force source, the motor being controlled according to a control target value set corresponding to a requested driving force, the control device for the electric vehicle being characterized in that it is provided with: a shift device manually operated by a driver; a simulated sound generating device generating a simulated driving sound corresponding to the driving state of the electric vehicle; and a controller controlling the output torque of the motor according to the control target value, as a driving mode of the electric vehicle, the shift device can selectively set: a first mode, setting a forward gear position for driving the electric vehicle forward; a second mode, setting any gear position among a reverse gear position for driving the electric vehicle backward, a parking gear position for maintaining the stopped state of the electric vehicle, and a neutral gear position for cutting off the power transmission between the driving force source and the driving wheels; a third mode, transferring from the first mode, selecting any target value among the control target values ​​divided into a plurality of gears having torque characteristics that are different in stages for the rotation speed of the motor by the manual operation, and controlling the output torque of the motor according to the selected control target value torque, and adding the simulated driving sound; and a fourth mode, which is transferred from the first mode or the third mode, controls the output torque according to the control target value selected by the manual operation and adds the simulated driving sound, and maintains the state of adding the simulated driving sound, the shift device selects any one of the first mode, the second mode, the third mode and the fourth mode, and when the third mode or the fourth mode is selected, selects any one of the plurality of gears, the controller controls the output torque according to the control target value set corresponding to any of the driving modes and the gears selected by the shift device, and when the driving mode is set to the third mode, then transfers from the third mode to the first mode or the fourth mode, the driving mode is set to the third mode or the fourth mode, thereby releasing the third mode, and when the driving mode is set to the fourth mode, transfers from the fourth mode to the third mode, the driving mode is set to the third mode, thereby releasing the fourth mode.

[0014] In addition, the present invention can also be constructed such that the shift device is capable of performing at least a commonly used first operation and a dedicated second operation whose operation content and operation feel are different from those of the first operation, and the transition between the first mode and the second mode, the transition between the first mode and the third mode, the transition from the third mode to the second mode, the transition from the fourth mode to the first mode, the transition from the fourth mode to the second mode, and the transition from the fourth mode to the third mode are all performed through the first operation, the transition from the second mode to the third mode and the transition from the second mode to the fourth mode are both set to be impossible, and the transition from the first mode to the fourth mode and the transition from the third mode to the fourth mode are both performed through the second operation.

[0015] Moreover, in the present invention, it can also be configured that the controller assumes that the driving force of the electric vehicle is generated by the output of the engine, and calculates a virtual engine speed of the assumed engine speed according to the driving state of the electric vehicle. In the present invention, it can also be configured that the simulated sound generating device generates a simulated engine sound that changes according to the virtual engine speed as the simulated driving sound.

[0016] In the present invention, the electric vehicle as the object of control uses at least one motor as a driving force source, and drives by generating a driving force through the output torque of the motor. The output torque of the motor is controlled according to the control target value set corresponding to the requested driving force. In other words, the control target value is a target driving torque or a requested driving torque, for example, it is set by distinguishing a plurality of gears whose torque characteristics of the motor are different in stages in a mapping manner. These multiple gears are selectively set using a shift device manually operated by the driver. The shift device selectively sets: the first mode sets the forward gear; the second mode sets any one of the reverse gear, the parking gear and the neutral gear; the third mode is a so-called manual gear or manual mode, and any one of the multiple gears is selected by the manual operation of the driver imitating the previous manual shift operation; and the fourth mode is transferred from the third mode, and the so-called manual gear or manual mode similar to the third mode continues. In the third mode and the fourth mode, the control target value corresponding to the gear selected by manual operation is determined. Therefore, in the control device of the electric vehicle of the present invention, by switching the mode and the gear using the shift device, the torque characteristics of the motor and the control target value set according to the torque characteristics can be changed. For example, it is possible to switch from a gear with a standard torque characteristic to a gear with a torque characteristic of a low speed and a large torque output. That is, it is possible to perform a simulated manual shift operation of a conventional vehicle equipped with a transmission. Therefore, even an electric vehicle that does not use a transmission can allow the driver to feel the same shift operation as a conventional vehicle equipped with a manual transmission or a multi-stage transmission.

[0017] Furthermore, the electric vehicle as the object of control in the present invention is provided with a simulated sound generating device for generating simulated driving sounds such as simulated engine sounds and emphasized motor sounds. Therefore, by adding simulated driving sounds according to the driving state of the electric vehicle, the driver can feel the driving operation feeling closer to that of the previous vehicle (especially engine vehicles). In the case where the third mode is selected by the shift device, such a simulated driving sound is added. In addition, by transferring from the third mode to the fourth mode, the state of adding the simulated driving sound is maintained or maintained. Moreover, the third mode is released by transferring the driving mode from the third mode to the first mode or the fourth mode. Therefore, in the case of transferring from the third mode to the second mode, since the third mode is not released, the simulated driving sound is added. On the other hand, the fourth mode is released by transferring from the fourth mode to the third mode. Therefore, in the case of transferring from the fourth mode to the second mode or the first mode other than the third mode, since the fourth mode is not released, the simulated driving sound is added. Afterwards, even in the case of transferring from the second mode to other driving modes, since the fourth mode is not released, the simulated driving sound continues to be added. In addition, when the driving mode is shifted from the fourth mode to the first mode, the simulated driving sound is continued to be added, and in the forward gear of the first mode, the state in which the simulated manual shift operation can be performed is maintained. That is, substantially, the fourth mode is continued. In addition, when the driving mode is shifted from the fourth mode to the third mode and the fourth mode is released, during the setting of the third mode, the simulated manual shift operation can be performed, and the simulated driving sound is also added. Thereafter, when the driving mode is shifted from the third mode to the first mode, the state in which the simulated manual shift operation can be performed and the state in which the simulated driving sound is added are respectively released.

[0018] Therefore, in the control device of the electric vehicle of the present invention, it is possible to avoid the simulated driving sound disappearing and causing discomfort to the driver when the driver switches from the third mode or the fourth mode corresponding to the so-called manual mode or manual gear to the second mode in which the reverse gear and the parking gear are set. For example, it is possible to avoid the situation in which the simulated driving sound disappears when the driver switches from the third mode or the fourth mode to the reverse gear and the parking gear in the scenario of stopping and parking the electric vehicle when the driver performs a simulated manual shift operation in the third mode or the fourth mode. In addition, for example, it is also possible to simulate and reproduce the so-called idling operation in which the virtual engine speed is increased by pressing the accelerator pedal in the parking gear or the neutral gear of the second mode.

[0019] In addition, the shift device in the electric vehicle that is the object of control in the present invention is a structure that can perform at least two operations, for example, a commonly used first operation such as a movement operation of the shift lever, a normal pressing operation (short pressing operation) of the paddle switch, and a special second operation such as a long pressing operation of the paddle switch and an ON-OFF operation of the special switch. Moreover, the shift device is configured to transfer from the first mode and the third mode to the fourth mode through the second operation. Therefore, the driver performs the second operation different from the usual one and selects the fourth mode with the intention of maintaining the state of adding the simulated driving sound. That is, the driver can reliably recognize that the simulated driving sound continues to be added. Moreover, only when the driving mode is transferred to the first mode via the third mode, the addition of the simulated driving sound in the fourth mode is released. Moreover, in the first mode, motor driving with excellent quietness is performed. Such driving mode or gear shifting operations performed by the first and second operations follow the operation contents of the shift device of the conventional engine vehicle equipped with a transmission, so the driver can perform manual simulated gear shifting operations without any discomfort through the same operation feeling as before.

[0020] Therefore, according to the control device for an electric vehicle of the present invention, the inherent quietness of the electric vehicle can be prevented and the driver can appropriately and immediately feel the same operating feeling as that of a conventional vehicle equipped with a transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a block diagram schematically showing the structure (drive system and control system) of an electric vehicle that is a control target in the present invention.

[0022] Figure 2 This is a diagram showing torque characteristics of a general motor.

[0023] Figure 3 The diagram shows an image of a map for calculating the required driving torque of the motor corresponding to the vehicle speed (or the rotation speed of the motor) and the operation amount of the accelerator pedal.

[0024] Figure 4 1 is a diagram showing an image of a map for calculating a requested driving torque corresponding to a case where the operation amount of the accelerator pedal is 50%.

[0025] Figure 5 The diagram shows an image of a shift device having a manual operation portion including a shift lever and a shift gate.

[0026] Figure 6 It is a diagram showing a manual operation portion (paddle switch) provided on a steering wheel.

[0027] Figure 7The diagram is an image showing the transition of the gear position and the driving mode in a conventional engine vehicle equipped with a transmission.

[0028] Figure 8 1 is a diagram showing images of the transition of the gear shift position and the driving mode in the electric vehicle that is the control target in the present invention.

[0029] Fig. 9 This is a first flowchart for explaining an example of control executed by the control device for an electric vehicle according to the present invention.

[0030] Fig.10 This is a second flowchart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0031] Fig.11 This is a third flow chart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0032] Fig.12 This is a fourth flow chart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0033] Fig.13 This is a fifth flow chart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0034] (Explanation of symbols)

[0035] 1: Motor (driving force source); 2: Shift device; 2a: Manual operation part (of shift device); 2b: Shift lever (of manual operation part); 2c, 2d: Shift slide (of manual operation part); 2e, 2f: Paddle switch (of manual operation part); 3: Simulated sound generating device; 4: Detection part; 4a: Vehicle speed sensor (of detection part); 4b: Acceleration pedal sensor (of detection part); 4c: Shift gear position sensor (of detection part); 4d: Motor speed sensor (or resolver) (of detection part); 4e: Acceleration sensor (of detection part); 4f: SOC sensor (of detection part); 5: Controller (ECU); 6: Differential gear; 7: Driving wheel (front wheel); 8: Rear wheel; 9: Steering wheel; 9a: Spoke part (of steering wheel); Ve: Vehicle (electric vehicle). DETAILED DESCRIPTION

[0036] Embodiments of the present invention will be described with reference to the drawings. The embodiments described below are merely examples of embodiments of the present invention and do not limit the present invention.

[0037] Figure 1An example of a drive system and a control system of an electric vehicle that is a control target in the embodiment of the present invention is schematically shown. Figure 1 The electric vehicle (hereinafter referred to as vehicle) Ve shown is an electric vehicle equipped with a motor (Motor) 1 as a driving force source. Furthermore, the vehicle Ve includes a shift device 2, a pseudo sound generating device 3, a detection unit 4, and a controller (ECU) 5.

[0038] In addition, in the embodiment of the present invention, the vehicle Ve as the control object may also have one or more motors (not shown) as a driving force source in addition to the motor 1. Alternatively, it may be a "hybrid vehicle" that uses the motor 1 and an engine (not shown) as driving force sources. Figure 1 As shown, the output torque of the motor 1 is transmitted to the front wheel (drive wheel) 7 via a speed reduction mechanism (not shown), a differential gear 6, etc., and a driving force is generated in the front wheel 7. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle (not shown) that transmits the output torque of the motor 1 to the rear wheel 8 via a transmission shaft (not shown), etc., and a driving force is generated in the rear wheel 8. Alternatively, the vehicle Ve may be a four-wheel drive vehicle (not shown) that is provided with a conversion mechanism (not shown) to transmit the output torque of the motor 1 to both the front wheel 7 and the rear wheel 8, and a driving force is generated in both the front wheel 7 and the rear wheel 8.

[0039] The motor 1 is composed of, for example, a permanent magnet synchronous motor or an induction motor. The motor 1 has at least the function of being a prime mover that is driven by being supplied with electric power and outputs torque. In addition, the motor 1 can also function as a generator that generates electric power by receiving torque from the outside and is driven. That is, the motor 1 can also be a so-called electric generator that has both the function of a prime mover and the function of a generator. A battery (not shown) is connected to the motor 1 via an inverter (not shown). Therefore, the power stored in the battery can be supplied to the motor 1, so that the motor 1 functions as a prime mover and outputs a driving torque. In addition, the motor 1 can also function as a generator by the torque transmitted from the drive wheel 7, and the regenerative power generated at this time is accumulated in the battery. Moreover, the output speed and output torque of the motor 1 are electrically controlled by the controller 5 described later. For example, the requested driving force is calculated based on the operation amount of the accelerator pedal (not shown) operated by the driver and the vehicle speed, and the output torque of the motor 1 is controlled according to the requested driving torque (i.e., the control target value of the motor 1) set corresponding to the requested driving force. As described later, for example, the required driving torque is set by distinguishing a plurality of gears having stepwise different torque characteristics of the motor 1 by mapping. Then, any one of the gear shift positions is selected by the gear shift device 2 described later, and the required driving torque corresponding to the selected gear shift position is set.

[0040] like Figure 2As shown, the motor 1 has a unique torque characteristic. Figure 2 In FIG. 1 , the vertical axis is set to the required driving torque and the horizontal axis is set to the vehicle speed, showing the torque characteristics of the motor 1. When considering the gear ratio between the motor 1 and the drive wheel 7, the vehicle speed on the horizontal axis can also be considered as the rotation speed of the motor 1. In addition, for example, according to the following example, Figure 3 The requested driving torque is set according to the mapping shown in FIG. Figure 2 The torque characteristics of the motor 1 are shown in FIG. Figure 3 The map shown shows the requested drive torque corresponding to the vehicle speed (or the rotation speed of the motor 1) and the operation amount of the accelerator pedal. Figure 3 For example, the requested driving torque calculated when the speed shift position selected by the shift device 2 described later is the "D range" is shown.

[0041] For example, Figure 4 In the mapping method shown, the torque characteristics of the motor 1 are differentiated into a plurality of stages that are different in stages, and the requested driving torque of the motor 1 is set as described above. Figure 4 For example, a plurality of gears of the requested drive torque corresponding to a 50% operation amount of the accelerator pedal are shown. Figure 4 In the example shown, the requested drive torques set in "D gear", "3rd gear", "2nd gear" and "L gear", or "1st gear" are shown in order from the bottom. "D gear" is a gear for setting a standard requested drive torque during normal forward driving. "3rd gear" is a gear for setting a requested drive torque that is one level higher than "D gear". "2nd gear" is a gear for setting a requested drive torque that is one level higher than "3rd gear". Moreover, "L gear" is a gear for setting a requested drive torque that is one level higher than "2nd gear".

[0042] The shift device 2 selects any one gear from the gears of the torque characteristics of the motor 1 that are manually operated by the driver and set in multiple stages as described above. The vehicle Ve in the embodiment of the present invention is not actually equipped with a transmission as set in previous engine vehicles. Therefore, the vehicle Ve does not need a "shift device" that is originally used to perform the speed change operation of the transmission. The shift device 2 and the gears of the torque characteristics that are distinguished in multiple stages as described above are not devices and gears for performing actual speed change operations of the transmission, but are simulated so that even an electric vehicle Ve can allow the driver to feel the same feeling of speed change performed by manual operation as in the past. In addition, the shift device 2 in the embodiment of the present invention is also used for the switching operation of forward and reverse, that is, the switching operation of the driving gears of the D (drive) gear and the R (reverse) gear, and the setting of the P (parking) gear and the N (neutral) gear when parking, during normal driving without performing the simulated speed change operation as described above.

[0043] Specifically, the shift device 2 includes a manual operation unit 2a. The manual operation unit 2a is operated by a driver's manual operation to select any one of a plurality of gears. The shift device 2 outputs a switch signal corresponding to the gear selected by the manual operation unit 2a. The switch signal is sent to a controller 5 described later.

[0044] The manual operation unit 2a is composed of, for example, Figure 5 The shift lever 2b and the shift gates 2c and 2d are shown. Figure 5 The shift device 2 shown in the figure has the same structure as an existing "shift device" used in a conventional vehicle equipped with an automatic transmission (multi-speed transmission). Figure 5 The shifting device 2 moves in the shifting chute 2c shown on the left side of the D gear, respectively selecting the D gear, N gear, R gear and P gear. Figure 5 The gear shifting chute 2d shown on the right side of the gear shifting chute 2d is moved to select the M (manual) gear position or the M (manual) mode. Moreover, in the M mode, by moving the gear shifting lever 2b to the plus (+) side in the gear shifting chute 2d, the gear shifting to the direction in which the requested driving torque decreases by one stage. That is, the gear switching is performed in a direction corresponding to the upshift in the conventional transmission. On the other hand, by moving the gear shifting lever 2b to the minus (-) side, the gear shifting to the direction in which the requested driving torque increases by one stage. That is, the gear switching is performed in a direction corresponding to the downshift in the conventional transmission.

[0045] In addition, the manual operation unit 2a is composed of, for example, Figure 6 The structure includes paddle switches 2e, 2f and the like provided on the steering wheel 9 shown in the figure. Figure 6 The shift device 2 shown has the same structure as the existing "paddle switch" used in a conventional vehicle equipped with an automatic transmission (multi-speed transmission). Figure 6 The paddle switch (UP switch) 2e shown in FIG. 1 is operated once (turned ON), and the gear is switched to a gear in a direction in which the requested drive torque decreases by one stage. That is, the gear is switched to a gear equivalent to an upshift in a conventional transmission. In addition, when the M mode is selected by the shift device 2, by turning ON Figure 6 The paddle switch (DOWN switch) 2f shown is operated once (turned ON), and the gear is switched to a direction in which the required driving torque increases by one step. That is, the gear is switched to a gear equivalent to downshifting in a conventional transmission.

[0046] In the above Figure 5 , Figure 6In the shift device 2 having the manual operation unit 2a shown, the same switching operation as the so-called sequential shifter when operating the automatic transmission (multi-speed transmission) in the manual mode is performed. For example, when the four-stage gears of "D range", "3rd range", "2nd range" and "L range (or 1st range)" are set, from the "D range", by operating the paddle switch (DOWN switch) 2f once, the "3rd range" in which the requested drive torque increases by one stage is selected, by operating the paddle switch 2f twice, the "2nd range" in which the requested drive torque increases by two stages is selected, and by operating the paddle switch 2f three times, the "L range" in which the requested drive torque increases by three stages is selected. Conversely, from the "L range", by operating the paddle switch (UP switch) 2e once, the "2nd range" in which the requested drive torque decreases by one stage is selected, by operating the paddle switch 2e twice, the "3rd range" in which the requested drive torque decreases by two stages is selected, and by operating the paddle switch 2e three times, the "D range" in which the requested drive torque decreases by three stages is selected.

[0047] In addition, the manual operation part 2a in the embodiment of the present invention is not limited to the above-mentioned shift lever 2b, paddle switches 2e, 2f, etc. For example, it may be a shift switch (not shown) provided on the spoke portion 9a of the steering wheel 9. Alternatively, it may be a dedicated switch (not shown) provided for switching gears or shifting gears.

[0048] In addition, the shift device 2 in the embodiment of the present invention is a structure capable of performing at least two manual operations, namely, a "first operation" that is usually used and a "second operation" that is different from the "first operation" in terms of operation content, operation feel, etc. For example, an operation of moving the shift lever 2b in the shift gates 2c and 2d to switch between the driving range and the P range, and an operation of pressing the paddle switches 2e and 2f for a normal length of time to switch between the ranges (UP-DOWN) for setting the requested drive torque correspond to the "first operation". On the other hand, for example, an operation of pressing the paddle switches 2e and 2f for a longer time than usual (so-called long pressing) to set the M hold mode described later, or an operation of turning on and off a dedicated switch mechanism (not shown) independently provided with the shift lever 2b and the paddle switches 2e and 2f as described above to set the M hold mode described later, etc. correspond to the "second operation".

[0049] The simulated sound generating device 3 generates simulated driving sounds such as simulated engine sounds and emphasized motor sounds. Specifically, the simulated sound generating device 3 generates simulated driving sounds according to the driving state of the vehicle Ve, such as the vehicle speed, motor speed, or virtual engine speed. The simulated sound generating device 3 has, for example, a dedicated speaker (not shown) or a speaker (not shown) used in conjunction with other audio devices (not shown), and outputs the simulated driving sound generated by the controller 5 described later from the speaker. Alternatively, the simulated sound generating device 3 has a speaker and a computing device (not shown) for generating the simulated driving sound as described above, and outputs the simulated driving sound generated by the computing device from the speaker. The vehicle Ve is provided with such a simulated sound generating device 3, and by adding the simulated driving sound according to the driving state of the vehicle Ve, the driver can feel the driving operation closer to the conventional vehicle equipped with a transmission.

[0050] In particular, the controller 5 or the computing device of the simulated sound generating device 3 assumes that the driving force of the vehicle Ve is generated by the output of the "engine", and calculates the virtual engine speed of the assumed "engine" according to the driving state of the vehicle Ve. Moreover, the simulated sound generating device 3 generates a simulated engine sound that changes according to the above-mentioned virtual engine speed as a simulated driving sound. In this way, the vehicle Ve can make the driver feel the driving operation closer to the previous "engine vehicle" by generating the simulated engine sound of the "engine" as the assumed driving force source. In addition, for example, the so-called idling operation (or neutral refueling of the "engine") in which the virtual engine speed is increased by the driver stepping on the accelerator pedal in the parking gear or neutral gear of the second mode can be simulated and reproduced.

[0051] The detection unit 4 is a device or apparatus for obtaining various data and information required when controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, and an input / output interface. In particular, the detection unit 4 in the embodiment of the present invention detects the driving state of the vehicle Ve, the driving state of the motor 1, and the operating state of the shift device 2, and detects various data for controlling the motor 1 and the simulated sound generating device 3. Specifically, the detection unit 4 includes a vehicle speed sensor 4a for detecting the vehicle speed of the vehicle Ve, an accelerator pedal sensor 4b for detecting the amount of operation (depression amount, depression angle, etc.) of the accelerator pedal operated by the driver, a gear position sensor 4c for detecting the operation position (gear position) of the shift device 2 operated by the driver, and a motor speed sensor (or resolver) 4d for detecting the rotation speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4e for detecting the acceleration of the vehicle Ve, an SOC sensor 4f for detecting the state of charge (SOC) of a battery (not shown), and the like. The detection unit 4 is electrically connected to a controller 5 to be described later, and outputs an electrical signal corresponding to the detection values ​​or calculated values ​​of the various sensors, devices, and apparatuses described above to the controller 5 as detection data.

[0052] The controller 5 is, for example, an electronic control device mainly composed of a microcomputer. The controller 5 in the embodiment of the present invention controls the vehicle Ve, and in particular controls the output torque of the motor 1 as a driving force source. Various data detected or calculated by the above-mentioned detection unit 4 are input to the controller 5. The controller 5 uses the various input data and pre-stored data, calculation formulas, etc. to perform calculations. Moreover, the controller 5 is configured to output its calculation results as a control command signal to control the output torque of the motor 1 as described above. In addition, as described above, the vehicle Ve in the embodiment of the present invention is equipped with a simulated sound generating device 3, and the controller 5 generates a simulated driving sound output from the speaker of the simulated sound generating device 3. Alternatively, a control command signal is output to the calculation device of the simulated sound generating device 3 to control the simulated driving sound generated by the simulated sound generating device 3. In addition, in Figure 1 Although an example in which one controller 5 is provided is shown, a plurality of controllers 5 may be provided for each device or apparatus to be controlled or for each control content, for example.

[0053] The control device of the electric vehicle in the embodiment of the present invention is configured to allow the driver to feel the same feeling of manual gear shifting as in a conventional "engine vehicle" equipped with a transmission. Figure 7 As shown in FIG. 1 , by the driver selecting the M mode (or M gear) using the “shift device”, the gear shift can be performed by manual operation. In the M mode, for example, by Figure 5 The shift lever 2b shown in the figure is manually operated to shift up or down. Figure 6 The paddle switches 2e and 2f shown are manually operated to shift up or down. Usually, the "engine vehicle" can turn the start switch on (ON (READYON)) when the gear position of the "shift device" is the P gear position. Moreover, the "shift device" is a structure that cannot be directly transferred from the P gear position, the N gear position, etc. to the M mode. The M mode must be transferred from the D gear position. For example, the M mode is set by moving the shift lever 2b from the D gear position to the M mode (M gear position). Alternatively, in the state where the D gear position is set, the M mode is set by operating any one of the paddle switches 2e and 2f using a predetermined method. The M mode is canceled by manually operating the gear position from the state where the M mode is set to another gear position.

[0054] As described above, there is a problem that when a manual shift operation in a conventional "engine vehicle" is simulated for an electric vehicle, when the gear is shifted from the M mode to another gear position, the simulated engine sound and the simulated operation sound disappear, causing discomfort to the driver. Therefore, in the control device for an electric vehicle in an embodiment of the present invention, for example, Figure 8As shown, in addition to the M mode, an M hold (M hold) mode is set to perform a simulated manual shift operation imitating a conventional "engine vehicle" and maintain a state in which a simulated engine sound is added. H )model.

[0055] The M mode is a driving mode that controls the output torque of the motor 1 according to a control target value set by distinguishing a plurality of gears with torque characteristics that are different in stages with respect to the rotation speed of the motor 1. That is, the M mode is a driving mode that can perform a simulated manual shift operation that imitates a conventional "engine vehicle". At the same time, the M mode is a driving mode that adds a simulated engine sound (simulated driving sound) as described above. Therefore, the M mode is equivalent to the "third mode" in the embodiment of the present invention.

[0056] On the other hand, the M-maintaining mode is a driving mode that maintains the state of controlling the output torque of the motor 1 according to the control target value set by distinguishing a plurality of gears with torque characteristics that are different in stages with respect to the rotation speed of the motor 1 in the same manner as in the M-mode. That is, the M-maintaining mode is a driving mode that can perform a simulated manual shift operation that imitates a conventional "engine vehicle". At the same time, the M-maintaining mode is a driving mode that adds the simulated engine sound (simulated driving sound) as described above and maintains the state. Therefore, the M-maintaining mode is equivalent to the "fourth mode" in the embodiment of the present invention.

[0057] In addition, in this Figure 8 In the example shown, the D position is a driving mode for driving the vehicle Ve forward by using the output torque of the motor 1 as a normal electric vehicle. Therefore, the D position is equivalent to the "first mode" in the embodiment of the present invention. Moreover, the R position, the P position, and the N position are respectively a driving mode for driving the vehicle Ve backward, a driving mode for keeping the vehicle Ve in a stopped state (or braked state), and a driving mode for cutting off the power transmission between the motor 1 and the drive wheel 7. Therefore, the R position, the P position, and the N position are equivalent to the "second mode" in the embodiment of the present invention.

[0058] The driver manually operates the shift device 2 to implement the above-mentioned transitions between the driving modes and the selection and setting of each driving mode. Similar to the above-mentioned conventional "engine vehicle", the vehicle Ve can turn on (ON (READY ON)) the power switch (or main switch, start switch) when the gear shift position of the shift device 2 is the P gear position. Moreover, the shift device 2 is a structure that cannot be directly shifted from the P gear position, the N gear position, etc. to the M mode and the M holding mode.

[0059] The M mode is always set from the D position. That is, the "third mode" is set from the "first mode". For example, the M mode is set by moving the shift lever 2b from the D position to the M mode (M position). Alternatively, the M mode is set by operating any one of the paddle switches 2e and 2f in a usual predetermined method in the state where the D position is set. The M mode is canceled by performing a manual operation to shift from the state where the M mode is set to the M holding mode or the D position, i.e., the "first mode".

[0060] Then, the driver manually operates Figure 5 The shift lever 2b shown in FIG. Figure 6 The paddle switches 2e and 2f shown in the figure perform the transfer between the above-mentioned D gear and the P gear, N gear, R gear and M mode, that is, the transfer between the "first mode" and the "second mode" and the "third mode". The manual operation in this case is the operation of moving the shift lever 2b to the usual position and time, and the operation of pressing the paddle switches 2e and 2f for the usual length of time (short press operation). These operations are all commonly used operations, which are equivalent to the "first operation" in the embodiment of the present invention. In addition, the transfer from the M mode to the P gear, N gear, or R gear, that is, the transfer from the "third mode" to the "second mode" is also performed by the commonly used "first operation" as described above.

[0061] On the other hand, the M hold mode is always set from the D position or the M mode. That is, the "fourth mode" is set from the "first mode" or the "third mode". For example, the M hold mode is set by moving the shift lever 2b from the D position to the M mode (M position) position and operating it in a different method than usual. Alternatively, in the state where the D position is set, the M hold mode is set by operating any one of the paddle switches 2e and 2f in a different method than usual.

[0062] Specifically, for example, by moving the shift lever 2b from the D position to the position of the M mode (M position) and maintaining it for a longer time than the normal time when the M mode is set, the M maintenance mode, i.e., the "fourth mode", is set. Alternatively, by moving the shift lever 2b from the D position to a position set exclusively for the M maintenance mode (M maintenance position), the M maintenance mode is set. Alternatively, by pressing any one of the paddle switches 2e and 2f for a longer time than the normal time when the M mode is set (long press operation), the M maintenance mode is set. Alternatively, by turning on a switch (not shown) that is independently and exclusively provided with the shift lever 2b and the paddle switches 2e and 2f, the M maintenance mode is set. The operations for setting the M maintenance mode as described above are all dedicated operations whose operation contents and operation feelings are different from the above-mentioned commonly used "first operation", and are equivalent to the "second operation" in the embodiment of the present invention.

[0063] The M maintain mode is canceled by performing a manual operation of transferring from the state in which the M maintain mode is set to the M mode. The manual operation in this case is performed by the above-mentioned commonly used "first operation". Therefore, the cancellation of the M maintain mode, that is, the transfer from the "fourth mode" to the "first mode", "second mode" and "third mode" are all performed by the "first operation". In addition, the operation when canceling the M maintain mode is not limited to the "first operation", for example, it can also be performed by the "second operation" such as the long press operation mentioned above. In the case of transferring from the M maintain mode to the M mode, even if the M maintain mode is canceled, the simulated engine sound is still added during the period in which the M mode is set. Following the M maintain mode, the M mode is canceled, thereby ending the addition of the simulated engine sound.

[0064] Thus, in the control device of the electric vehicle in the embodiment of the present invention, it is a structure capable of performing the two operations of the commonly used "first operation" and the dedicated "second operation" as described above. Moreover, the shift device 2 is configured to transfer from the "first mode" and the "third mode" to the "fourth mode", that is, the M maintenance mode, through the "second operation" as described above. Therefore, the driver performs the "second operation" different from the usual one and selects the M maintenance mode for the intention of maintaining the state of adding the simulated engine sound. As a result, the driver can reliably recognize that the simulated engine sound continues to be added. Moreover, by transferring from the M maintenance mode to the M mode, that is, the "third mode", the M maintenance mode is released.

[0065] Therefore, when the vehicle is shifted from the M hold mode to the M mode, the M hold mode is canceled, but during the M mode setting, a simulated manual shift operation imitating an "engine vehicle" can be performed, and a simulated engine sound is added. Thereafter, when the vehicle is shifted from the M mode to the D gear position of the "first mode", the M mode is canceled, and the addition of the simulated engine sound is canceled. Furthermore, when the vehicle is shifted from the M mode to the M hold mode, although the M mode is canceled, the M hold mode is set, so that the M mode is substantially continued. That is, the state in which the simulated manual shift operation can be performed and the state in which the simulated engine sound is added continue.

[0066] On the other hand, when the vehicle is shifted from the M hold mode to the D position, the M hold mode is not released, so the state in which the simulated manual shift operation can be performed is maintained, and a simulated engine sound is added. Afterwards, even when the vehicle is shifted from the D position to another shift position or driving mode, the simulated engine sound is added because the M hold mode is not released. In addition, even when the vehicle is shifted from the M hold mode to the "second mode", the simulated engine sound is added because the M hold mode is not released. Afterwards, even when the vehicle is shifted from the "second mode" to another shift position or driving mode, the simulated engine sound is added because the M hold mode is not released.

[0067] The driving mode or gear shifting operation performed by the "first operation" and the "second operation" as described above follows the operation content of the "shift device" of the previous "engine vehicle" equipped with a transmission, so the driver can perform simulated manual gear shifting operations without any discomfort through the same operating feeling as before.

[0068] As mentioned above, in Figures 9 to 13 The flowchart of FIG. 1 shows an example of control executed by the controller 5 configured to set the M maintenance mode and maintain the state in which the pseudo engine sound is added.

[0069] When the power switch or the main switch of the vehicle Ve is turned on, that is, when the vehicle Ve becomes "READY ON", these operations are executed. Figures 9 to 13 The vehicle Ve can be in the "READY ON" state when the gear shift position of the shift device 2 is the P position. Therefore, first, Fig. 9 In step S1 shown in the flowchart of FIG. 1 , the speed shift position of the shift device 2 is set to the P position.

[0070] Next, in step S2, it is determined whether the M mode setting or M maintenance (M H ) mode operation. As described above, the M mode is set by performing a predetermined manual operation on the shift lever 2b, the paddle switches 2e, and 2f using the commonly used "first operation". On the other hand, the M maintenance mode is set by manually operating the shift lever 2b, the paddle switches 2e, and 2f using a dedicated "second operation" such as a "long press operation". The judgment of whether the M mode or the M maintenance mode is set and the judgment of whether each of the gear shift positions described later is set can be judged, for example, based on the detection signal of the gear shift position sensor 4c.

[0071] If the determination in step S2 is "YES" because an operation for setting the M mode or the M maintaining mode has been performed, the process proceeds to step S3.

[0072] In step S3, the selection of the M mode and the M hold mode is rejected. As described above, the shift device 2 is configured so that it cannot directly shift from the P position, the R position, and the N position to the M mode and the M hold mode. Therefore, in step S3, the manual operation of selecting the M mode or the M hold mode is rejected, and, for example, a warning sound is sounded or an error message is displayed so that the driver can recognize that the selection of the M mode or the M hold mode is rejected. Then, the control returns to step S2 and the same control as before is performed.

[0073] On the other hand, if the determination in step S2 is "NO" because the operation for setting the M mode or the M maintaining mode has not been performed, the process proceeds to step S4.

[0074] In step S4 , it is determined whether an operation to set the R range has been performed.

[0075] If the determination in step S4 is "yes" because the R position is set, the process proceeds to step S4. Fig.10 The flowchart shows step S11.

[0076] exist Fig.10 In the flowchart of FIG. 1 , in step S11 , the speed shift position of the shift device 2 is set to the R position.

[0077] Next, in step S12, it is determined whether the M mode setting or M maintenance (M H ) mode of operation.

[0078] If the determination in step S12 is "YES" because an operation for setting the M mode or the M maintaining mode has been performed, the process proceeds to step S13.

[0079] In step S13, the selection of the M mode and the M hold mode is rejected. That is, the same control as in step S3 is performed. Then, the process returns to step S12 and the same control as before is performed.

[0080] On the other hand, if the determination in step S12 is "No" because the operation of setting the M mode or the M maintaining mode has not been performed, the process proceeds to the above-mentioned Fig. 9 Step S5 is shown in the flowchart.

[0081] exist Fig. 9 In the flowchart of , in step S5, it is determined whether the operation of setting the N range is implemented.

[0082] If the N position setting operation is performed and the result of the determination in step S5 is "yes", the process proceeds to step S4. Fig.11 Step S21 shown in the flowchart.

[0083] exist Fig.11 In the flowchart of FIG. 1 , in step S21 , the speed shift position of the shift device 2 is set to the N position.

[0084] Next, in step S22, it is determined whether the M mode setting or M maintenance (M H ) mode of operation.

[0085] If the determination in step S22 is YES because an operation for setting the M mode or the M maintaining mode has been performed, the process proceeds to step S23 .

[0086] In step S23, the selection of the M mode and the M hold mode is rejected. That is, the same control as in the above-mentioned steps S3 and S13 is performed. Then, the process returns to the above-mentioned step S22, and the same control as before is performed.

[0087] On the other hand, if the determination in step S22 is "No" because the operation of setting the M mode or the M maintaining mode is not performed, the process proceeds to the above-mentioned Fig. 9 The flowchart shows step S6.

[0088] exist Fig. 9 In the flowchart of FIG. 1 , in step S6 , it is determined whether an operation of setting the D range position has been performed.

[0089] If the determination in step S6 is "NO" because the operation of setting the D position has not been performed, that is, the operation of shifting from the P position to any other gear position or driving mode has not been performed, the control returns to the above-mentioned step S1 and the same control as before is performed.

[0090] On the other hand, if the determination in step S6 is "yes" due to the operation of setting the D range, the process proceeds to step S4. Fig.12 Step S31 shown in the flowchart.

[0091] exist Fig.12 In the flowchart of FIG. 1 , in step S31 , the speed shift position of the shift device 2 is set to the D position.

[0092] Next, in step S32 , it is determined whether an operation for setting the M mode has been performed.

[0093] If the determination in step S32 is "YES" because the operation for setting the M mode has been performed, the process proceeds to step S33.

[0094] In step S33, the shift position or driving mode of the shift device 2 is set to the M mode. By setting the M mode, a simulated manual shift operation imitating a conventional "engine vehicle" can be performed. At the same time, in the M mode, a simulated engine sound corresponding to the simulated manual shift operation is added.

[0095] Next, in step S34, it is determined whether an operation to cancel the M mode has been performed. The M mode is canceled by the shift position or the driving mode of the shift device 2 being set to the D position or the M maintaining mode, that is, by shifting from the "third mode" to the "first mode" or the "third mode". In this step S34, it is determined whether an operation to set the shift position to the D position has been performed as an operation to cancel the M mode.

[0096] Therefore, when the judgment in step S34 is "yes" due to the operation of canceling the M mode, that is, setting the speed gear of the shift device 2 to the D gear, the control returns to the above-mentioned step S31 and the same control as before is performed. In addition, by canceling the M mode in step S34, the state of adding the simulated engine sound is released.

[0097] On the other hand, if the determination in step S34 is “NO” because the operation to cancel the M mode, ie, the operation to set the speed range of the shift device 2 to the D range has not been performed, the process proceeds to step S35 .

[0098] In step S35 , it is determined whether an operation of setting any one of the P range, the N range, or the R range, that is, an operation of setting the “second mode” has been performed.

[0099] If the determination in step S35 is "yes" due to the operation of setting any one of the P position, the N position, or the R position, the control returns to the above-mentioned step S36. Fig. 9 Step S1 shown in the flowchart, Fig.10 Step S11 shown in the flowchart, or Fig.11 Specifically, when the operation of setting the P position is performed, the control returns to step S21 shown in the flowchart of FIG. Fig. 9 The same control as before is performed in step S1 shown in the flowchart. When the operation of setting the R gear position is implemented, the control returns to Fig.10 In step S11 shown in the flowchart of FIG. 1 , the same control as before is performed. When the operation of setting the N gear position is implemented, the control returns to Fig.11 In step S21 shown in the flowchart, the same control as before is performed.

[0100] On the other hand, if the determination in step S35 is "NO" because the operation of setting any of the P range, the N range, and the R range has not been performed, the process proceeds to step S36.

[0101] In step S36, it is determined whether the operation for setting the M hold mode has been performed. As described above, the M hold mode is set by a dedicated "second operation" such as a "long press operation". Therefore, in this step S36, it is determined whether the "second operation" for setting the M hold mode has been performed.

[0102] If the determination in step S36 is "NO" because the operation for setting the M maintenance mode has not been performed, the process returns to step S34 and the same control as before is performed.

[0103] On the other hand, if the determination in step S36 is “yes” due to the operation of setting the M maintenance mode, that is, the dedicated “second operation”, the process proceeds to step S36. Fig.13 Step S41 shown in the flowchart of . In addition, by shifting from the M mode to the M maintain mode, the M mode is canceled. However, by setting the M maintain mode, the M mode is substantially continued, the state in which the simulated manual shift operation can be performed and the state in which the simulated engine sound is added are continued.

[0104] On the other hand, if the determination in step S33 is "NO" because the operation for setting the M mode has not been performed in step S32, the process proceeds to step S37.

[0105] In step S37 , similarly to step S36 , it is determined whether an operation for setting the M maintenance mode has been performed.

[0106] If the determination in step S37 is "NO" because the operation for setting the M maintenance mode has not been performed, the process returns to step S32 and the same control as before is performed.

[0107] On the other hand, if the determination result in step S37 is “yes” due to the operation of setting the M maintenance mode, i.e., the dedicated “second operation”, the process proceeds to step S36 in the same manner as the determination result in step S36. Fig.13 Step S41 shown in the flowchart.

[0108] exist Fig.13 In the flowchart of FIG. 4 , in step S41, the shift position or driving mode of the shift device 2 is set to the M maintenance mode. By setting the M maintenance mode, a simulated manual shift operation can be performed in the same manner as in the M mode. At the same time, in the M maintenance mode, the state of adding the simulated engine sound is maintained. Therefore, when the M maintenance mode is temporarily set, the state of adding the simulated engine sound continues until the M maintenance mode is cancelled.

[0109] Next, in step S42, it is determined whether an operation to cancel the M maintaining mode is performed. The M maintaining mode is canceled when the shift position or the driving mode of the shift device 2 is set to the M mode, that is, when the "fourth mode" is shifted to the "third mode".

[0110] Therefore, if the operation of setting the driving mode to the M mode is performed as the operation of canceling the M maintaining mode, and if the determination in step S42 is “YES”, the process returns to step S44. Fig.12 In step S33 shown in the flowchart of , the same control as before is performed. In this case, the driving mode is transferred from the M maintain mode to the M mode, and the state of adding the simulated engine sound is still continued.

[0111] On the other hand, if the determination in step S42 is "NO" because the operation to cancel the M maintain mode, that is, the operation to set the travel mode to the M mode has not been performed, the process proceeds to step S43.

[0112] In step S43, it is determined whether an operation of setting any one of the P range, the N range, or the R range has been performed.

[0113] If a "NO" is determined in step S43 because no operation has been performed to set any of the P range, the N range, and the R range, the process returns to step S42 to perform the same control as before.

[0114] On the other hand, if the determination in step S43 is “YES” because an operation to set any one of the P range, the N range, and the R range has been performed, the routine proceeds to step S44 .

[0115] In step S44, one of the P position, N position, or R position in the M maintaining mode is set. That is, in this case, one of the P position, N position, or R position is set while the pseudo engine sound is continuously added.

[0116] Next, in step S45 , it is determined whether an operation to set the D range has been performed.

[0117] If the determination in step S45 is "NO" because the operation to set the D range has not been performed, the process returns to step S44 and the same control as before is performed.

[0118] On the other hand, if the determination in step S45 is "YES" because the operation to set the D range has been performed, the process proceeds to step S46.

[0119] In step S46, the D position in the M maintenance mode is set. That is, in this case, the D position is set in a state where the simulated manual shift operation can be performed and the simulated engine sound is continued. In short, the M maintenance mode is continued. Therefore, when the D position in the M maintenance mode is set in step S46, the process returns to the above-mentioned step S41 in which the M maintenance mode is set, and the same control as before is performed.

[0120] As described above, for example, by turning OFF the power switch or the main switch of the vehicle Ve, Figures 9 to 13 The control shown in each flowchart is reset and ended.

[0121] As described above, in the control device of the electric vehicle in the embodiment of the present invention, by setting the M mode and the M maintenance mode and switching the driving mode and the gear by manual operation, the torque characteristics of the motor and the control target value set according to the torque characteristics can be changed. That is, a manual shift operation that simulates a conventional vehicle equipped with a transmission can be performed. Therefore, even an electric vehicle that does not use a transmission can make the driver feel the same shift operation as a conventional vehicle equipped with a manual transmission or a multi-stage transmission.

[0122] In addition, in the control device of the electric vehicle in the embodiment of the present invention, by adding a simulated engine sound according to the driving state of the vehicle Ve, the driver can feel the feeling of driving operation closer to the previous "engine vehicle". When the M mode and the M maintenance mode are selected by the shift device 2, such a simulated engine sound is added. The M mode is released by shifting the gear position (driving mode) to the M maintenance mode or the D position. The M maintenance mode is released by shifting the driving mode to the M mode. That is, when the M maintenance mode is temporarily set, after the M maintenance mode is shifted to the M mode, the simulated engine sound is further added until the M mode is shifted to the D position. Therefore, for example, when the driver performs a manual simulated shift operation in the M mode or the M maintenance mode, in a scene such as stopping and parking the vehicle Ve, when the driver switches from the M mode or the M maintenance mode to the R position, the P position, etc., the simulated engine sound disappears. In addition, for example, it is also possible to simulate and reproduce the so-called idling operation in which the virtual engine speed is increased by stepping on the accelerator pedal in the P position or the N position.

[0123] Therefore, the electric vehicle control device in the embodiment of the present invention can allow the driver to appropriately and instantly experience the same operating feeling as a conventional "engine vehicle" equipped with a transmission without damaging the quietness of the vehicle Ve, that is, the inherent quietness of the electric vehicle.

Claims

1. A control device for an electric vehicle, the electric vehicle having at least a motor as a driving force source, wherein the motor is controlled according to a control target value set corresponding to a required driving force, characterized in that: The control device of the electric vehicle comprises: The gear shift device is manually operated by the driver; a simulated sound generating device for generating a simulated driving sound corresponding to the driving state of the electric vehicle; and a controller, controlling the output torque of the motor according to the control target value, As the driving mode of the electric vehicle, the shift device can selectively set: A first mode is to set a forward gear position for causing the electric vehicle to move forward; The second mode is to set any of a reverse gear position for causing the electric vehicle to travel in reverse, a parking gear position for maintaining the electric vehicle in a stopped state, and a neutral gear position for cutting off power transmission between the driving force source and the driving wheels; a third mode, which is shifted from the first mode, wherein any target value among the control target values ​​divided into a plurality of gears having torque characteristics that are different in stages with respect to the rotation speed of the motor is selected by the manual operation, the output torque is controlled according to the selected control target value, and the simulated driving sound is added; as well as a fourth mode, which is shifted from the first mode or the third mode, controls the output torque according to the control target value selected by the manual operation, adds the simulated driving sound, and maintains the state of adding the simulated driving sound, The shift device selects any one of the first mode, the second mode, the third mode, and the fourth mode, and when the third mode or the fourth mode is selected, selects any one of the plurality of gears. The controller controls the output torque according to the control target value set corresponding to any of the driving mode and the gear selected by the shift device, Furthermore, when the driving mode is set to the third mode, the controller cancels the third mode by shifting from the third mode to the first mode or the fourth mode, When the travel mode is set to the fourth mode, the controller cancels the fourth mode by shifting from the fourth mode to the third mode.

2. The control device for an electric vehicle according to claim 1, characterized in that: The shift device is capable of performing at least a first operation that is commonly used and a second operation that is different from the first operation. The transition between the first mode and the second mode, the transition between the first mode and the third mode, the transition from the third mode to the second mode, the transition from the fourth mode to the first mode, the transition from the fourth mode to the second mode, and the transition from the fourth mode to the third mode are all performed through the first operation. The transition from the second mode to the third mode and the transition from the second mode to the fourth mode are both set to be impossible, The transition from the first mode to the fourth mode and the transition from the third mode to the fourth mode are both performed by the second operation.

3. The control device for an electric vehicle according to claim 1 or 2, characterized in that: The controller assumes that the driving force of the electric vehicle is generated by the output of the engine, and calculates a virtual engine speed assuming the speed of the engine according to the running state of the electric vehicle. The simulated sound generating device generates a simulated engine sound that changes according to the virtual engine speed as the simulated driving sound.

Images