Control device for electric vehicle

Abstract

The invention provides a control device for an electric vehicle. Provided is a control device for an electric vehicle, which enables a driver to appropriately feel the same operation feeling as a conventional vehicle equipped with an automatic transmission in real time without compromising the inherent quietness of the electric vehicle. In a control device for an electric vehicle using a motor as a driving force source, a required driving torque is set in a plurality of ranges in which torque characteristics with respect to the rotational speed (or vehicle speed) of the motor are set in stages, and the output torque of the motor is controlled on the basis of the required driving torque set in accordance with the range selected by automatic control. When a virtual AT mode in which a virtual automatic shift is executed and a virtual engine sound is added is executed, then the virtual engine sound is continuously added until the virtual AT mode is cancelled, and a shift range is set to a D range (steps S103, S104).

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 has a toggle switch and a shift lever (shift lever, etc.) electrically connected to an ECU (control device). The ECU uses multiple torque maps that specify the relationship between the opening (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 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 toggle switch or the shift lever by the driver. As the torque map is changed, the output torque characteristics of the motor 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 using a simulated multi-speed transmission is virtually reproduced.

[0003] In addition, Patent Document 2 describes an electric vehicle (electric vehicle) for the purpose of virtually reproducing the shifting action of a conventional vehicle equipped with a manual transmission (MT vehicle). 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 an MT vehicle, 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 a motor of a 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 range from a plurality of ranges (or modes) whose torque characteristics relative to the rotation speed of the motor are stepwise different, and the torque control unit controls the output torque of the motor according to the range selected by the shift device. Furthermore, in the electric vehicle described in Patent Document 2, a simulated engine sound (virtual 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 rotation speed of the engine in this case (simulated engine speed). Furthermore, a virtual engine sound is generated based on the calculated simulated engine speed.

[0004] Prior art literature Patent Literature Patent Document 1: Japanese Patent Application Publication No. 2022-12205 Patent Document 2: Japanese Patent No. 6787507 Summary of the invention The motor mounted on the electric vehicle as a driving force source can output a large torque when 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 that make the torque characteristics of the motor different are set. Moreover, in the electric vehicles described in the above patent documents, by configuring such multiple torque maps or ranges to be switched and set, 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 automatic shifting in which the driving force changes in stages, just like the previous vehicle equipped with a multi-stage automatic transmission. In addition, the feeling of manual shifting operation (sequential shifting) using a toggle switch, a shift lever, etc. can also be felt. Furthermore, by adding a virtual engine sound corresponding to the shifting operation as described in patent document 2, the driver can feel the driving feeling of an engine vehicle that is closer to the actual one.

[0005] 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 realize seamless and smooth control of the driving force that utilizes the characteristics of the motor, and having less noise and vibration and excellent quietness compared to the previous engine vehicles. In order to maintain such advantages, the virtual 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 of the automatic transmission that is not assumed to be simulated and the driving mode of the automatic transmission that is assumed to be simulated, and to add the virtual engine sound as described above. For example, in the D (forward) gear position that becomes the normal driving mode, the virtual engine sound as described above is not added. In contrast, only the gear shift position (temporarily set to AT mode) of the driving mode in which the step-by-step automatic gear shift is set, and the gear shift position (temporarily set to M mode) of the driving mode in which the manual gear shift operation is performed using the gear lever, toggle switch, etc., is added. By configuring in this way, the quietness during normal driving will not be impaired, and virtual engine sounds and operating sounds corresponding to the automatic shifting and manual shifting operations of the assumed simulated automatic transmission can be added, allowing the driver to experience a driving feeling close to that of a conventional engine vehicle equipped with an automatic transmission.

[0006] However, if the configuration is such that only the virtual engine sound and the virtual operation sound are added to the AT mode and the M mode as described above, the virtual engine sound and the virtual operation sound will suddenly disappear when the AT mode and the M mode are transferred to other gear shift positions (driving modes). As a result, there is a possibility that the driver who drives with the same feeling as the previous automatic gear shift or the feeling of manual gear shift operation will feel uncomfortable. For example, when the driver performs driving operations in the AT mode or the M mode, in a scene such as stopping and parking the electric vehicle, when the driver switches the gear shift position from the AT mode or the M mode to the R (reverse) gear shift position and the P (parking) gear shift position, the virtual engine sound and the virtual operation sound disappear. In addition, since the virtual engine sound disappears, the state of the so-called racing operation (simulated engine idling) in which the simulated engine speed is increased by pressing the accelerator pedal in the P gear position and the N (neutral) gear position cannot be reproduced.

[0007] As described above, there is still room for improvement in order to construct an electric vehicle that can allow the driver to experience the same driving feeling as a conventional vehicle equipped with an automatic transmission without reducing the inherent quietness of the electric vehicle.

[0008] 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 experience the same driving feeling as a conventional vehicle equipped with an automatic transmission without impairing the inherent quietness of the electric vehicle.

[0009] In order to achieve the above-mentioned purpose, the present invention provides a control device for an electric vehicle, wherein the electric vehicle has at least a motor as a driving force source, and the control device of the electric vehicle controls the motor according to a control target value set corresponding to the required driving force. The control device of the electric vehicle is characterized in that it comprises: a selection device, which is manually operated by a driver; a first sound source, which generates a motor sound when the motor is in operation; a second sound source, which generates a virtual driving sound generated according to the driving state of the electric vehicle; and a controller, which controls the electric vehicle, and the selection device can selectively set at least the following modes as the driving mode of the electric vehicle through the manual operation: a mode of setting a forward gear position for driving the electric vehicle forward through the output of the motor; a mode of setting a reverse gear position for driving the electric vehicle backward, and maintaining the reverse gear position. A mode of a parking gear in which the electric vehicle is stopped, and a neutral gear that cuts off the power transmission between the driving force source and the driving wheels; and a mode of virtual automatic shifting that imitates an existing vehicle equipped with an automatic transmission, wherein the controller: generates or adds the motor sound when the forward gear is set, and maintains the state of generating or adding the motor sound when shifting from the forward gear to the reverse gear, the parking gear, and the neutral gear; and adds the virtual driving sound when the mode of performing the virtual automatic shifting is set, and maintains the state of adding the virtual driving sound when shifting from the mode of performing the virtual automatic shifting to the reverse gear, the parking gear, and the neutral gear.

[0010] In addition, it can also be configured that the selection device in the present invention can selectively set the following modes as the driving mode: a first mode, setting the forward gear and generating or adding the motor sound; a second mode, as a mode for setting any of the reverse gear, the parking gear, and the neutral gear; a third mode, transferring from the first mode, using the manual operation to select any of the control target values ​​set in a plurality of ranges that are phased differently in terms of the torque characteristics relative to the rotational speed of the motor, and controlling the output of the motor according to the selected control target value. output torque, and adding the virtual driving sound; a fourth mode, transferring from the first mode or the third mode, controlling the output torque according to the control target value selected by the manual operation, adding the virtual driving sound, and maintaining the state of adding the virtual driving sound; and a fifth mode, performing the virtual automatic shifting, selecting any control target value among the control target values ​​divided into the plurality of ranges and set by automatic control, controlling the output torque according to the selected control target value, and adding the virtual driving sound, the selection device including a shift device, the shift device passing By the manual operation, any one of the driving modes is selected, and when the third mode or the fourth mode is selected, any one of the plurality of ranges is selected. The controller in the present invention: when the fifth mode is selected by the shift device, as the automatic control, a virtual automatic shift control is performed to set any one of the plurality of ranges or continuously change the range according to the vehicle speed and the required driving force, the output torque is controlled according to the control target value set corresponding to any of the driving modes and the range selected by the shift device or the control target value set corresponding to the range selected or changed by the virtual automatic shift control, and when the driving mode is set to the third mode, the third mode is transferred from the third mode to the first mode or the fourth mode, thereby releasing the third mode, when the driving mode is set to the fourth mode, the fourth mode is transferred from the fourth mode to the third mode, thereby releasing the fourth mode, and when the driving mode is set to the fifth mode, the fifth mode is transferred from the fifth mode to the third mode or the fourth mode, thereby releasing the fifth mode.

[0011] In addition, it can also be constructed that the shift device in the present invention is capable of at least performing 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 between the second mode and the fifth 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 not possible, and the transition from the first mode to the fourth mode, the transition from the third mode to the fourth mode, the transition from the third mode to the fifth mode, and the transition from the fourth mode to the fifth mode are all performed through the second operation.

[0012] In addition, it can also be configured that the selection device in the present invention also includes a sound source switching device for selecting the first sound source or the second sound source through the manual operation, and the sound source switching device in the present invention can perform the second operation to transfer from the fifth mode to the first mode through the second operation.

[0013] In addition, it can also be configured that the sound source switching device in the present invention performs a transition between the second mode just after the electric vehicle is started or the BEV second mode equivalent to the state of the second mode transferred from the first mode and the virtual AT second mode equivalent to the state of the second mode transferred from the fifth mode through the second operation.

[0014] On the other hand, it can also be configured that the selection device in the present invention can selectively set the following modes as the driving mode: the first mode, setting the forward gear, generating or adding the motor sound; the second mode, as a mode for setting any gear among the reverse gear, the parking gear, and the neutral gear; the third mode, transferring from the first mode, using the manual operation to select any control target value among the control target values ​​set in a plurality of ranges that are phased different in torque characteristics relative to the rotational speed of the motor, controlling the output torque according to the selected control target value, and adding the virtual driving sound; the fourth mode, selecting any control target value from the first mode. The first mode or the third mode is shifted, the output torque is controlled according to the control target value selected by the manual operation, and the virtual driving sound is added, and the state of adding the virtual driving sound is maintained; and the fifth mode is to perform the virtual automatic shift, select any control target value among the control target values ​​divided into the plurality of ranges and set by automatic control, and control the output torque according to the selected control target value, the selection device includes: a shift device, which selects any one of the driving modes by the manual operation, and selects any one of the plurality of ranges when the third mode or the fourth mode is selected; and a sound The controller of the present invention comprises a source switching device, wherein the first sound source or the second sound source is selected by the manual operation. The controller of the present invention: when the fifth mode is selected by the manual operation, performs, as the automatic control, a virtual automatic transmission control for selecting any one of the plurality of ranges according to the vehicle speed and the required driving force or continuously changing the range, controls the output torque according to the control target value set corresponding to any of the driving modes and the range selected by the manual operation or the control target value set corresponding to the range selected or changed by the virtual automatic transmission control, and controls the output torque according to the control target value set corresponding to the range selected or changed by the virtual automatic transmission control when the fifth mode is selected by the manual operation. In the case where the first mode is selected by the shift device or the first sound source is selected by the sound source switching device, the driving mode is set to the first mode and the motor sound is generated or added, and when the driving mode is transferred from the first mode to the second mode, the state of generating or adding the motor sound is maintained. In the case where the fifth mode is selected by the shift device or the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode and the virtual driving sound is added, and when the driving mode is transferred from the fifth mode to the second mode, the state of adding the virtual driving sound is maintained.

[0015] In addition, it can also be constructed that the shift device in the present invention is capable of at least performing a commonly used first operation and a dedicated second operation that is different from the first operation in terms of operation content, operation feeling or operation mechanism, the sound source switching device in the present invention is capable of performing the second operation, and in the selection device in the present invention, the selection of the fifth mode, the selection of the first sound source or the second sound source, and the transition from the fifth mode to the first mode are all performed through the second operation.

[0016] In addition, it can also be configured that, in the sound source switching device of the present invention, the second operation is used to perform a transition between the second mode just after the electric vehicle is started, or the BEV second mode equivalent to the state of the second mode transferred from the first mode and the virtual AT second mode equivalent to the state of the second mode transferred from the fifth mode.

[0017] In addition, it can also be configured that, in the selection device of the present invention, the transition from the second mode to the third mode, the transition from the second mode to the fourth mode, and the selection of the first sound source in the third mode and the fourth mode cannot be performed, and the transition between the first mode and the second mode, the transition between the first mode and the third mode, the transition between the second mode and the fifth 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.

[0018] Moreover, it can also be configured that the controller in the present invention assumes that the driving force of the electric vehicle is generated by the output of the engine, calculates a simulated engine speed of the assumed engine speed according to the driving state of the electric vehicle, and the second sound source in the present invention generates a virtual engine sound that changes according to the simulated engine speed as the virtual driving sound.

[0019] In the present invention, the electric vehicle as the object of control uses at least one motor as a driving force source, and travels by generating a driving force through the output torque of the motor. Moreover, in the control device of the electric vehicle of the present invention, the output torque of the motor is controlled according to the control target value set corresponding to the required driving force. In other words, the control target value is the target driving torque or the required driving torque, for example, divided into a plurality of ranges with different stages of the torque characteristics of the motor in a mapped manner. These multiple ranges are selectively set by a selection device manually operated by the driver or by a virtual automatic shift control of an automatic transmission that is assumed to be simulated. Therefore, the control device of the electric vehicle of the present invention can perform virtual manual shifting operations and virtual automatic shifting that imitate previous vehicles equipped with automatic transmissions. Therefore, even if it is an electric vehicle that does not use a transmission, it can make the driver feel the same shifting operation as a previous vehicle equipped with an automatic transmission with a manual shifting function.

[0020] In addition, the electric vehicle as the object of control in the present invention has two sound sources, namely, a first sound source and a second sound source, which generate the driving sound of the electric vehicle. The first sound source is the sound source of the driving sound of the motor of the driving force source, that is, the motor sound when the motor is in action. The first sound source also includes, for example, the motor and the inverter itself. It also includes a device for generating and generating motor sound, a device for generating a sound with a phase opposite to the motor sound generated by the driving force source to reduce the motor sound (the so-called noise elimination device), etc. When the electric vehicle is driven only by motor output as a pure electric vehicle, by using the first sound source as described above to add the motor sound according to the driving state of the electric vehicle, the driving sound of the electric vehicle with excellent quietness can be optimized or made quieter. On the other hand, the second sound source is, for example, a virtual sound generating device that generates virtual driving sounds such as virtually generated engine sounds and emphasized motor sounds. By using such a second sound source to add virtual driving sounds according to the driving state of the electric vehicle, the driver can feel the feeling of driving operation closer to the previous vehicle (especially engine vehicles).

[0021] In particular, when the third mode is selected by the selection device (shift device), the virtual driving sound as described above is added. In addition, by shifting from the third mode to the fourth mode, the state of adding the virtual driving sound is maintained or maintained. Moreover, the third mode is released by shifting the driving mode from the third mode to the first mode or the fourth mode. Therefore, when shifting from the third mode to the second mode, the virtual driving sound is added because the third mode is not released. On the other hand, the fourth mode is released by shifting the driving mode from the fourth mode to the third mode. Therefore, when shifting from the fourth mode to the second mode or the first mode other than the third mode, the virtual driving sound is added because the fourth mode is not released. Thereafter, even when shifting from the second mode to other driving modes, the virtual driving sound is continued to be added because the fourth mode is not released. In addition, when shifting from the fourth mode to the first mode, the virtual driving sound is continued to be added, and the state in which the virtual manual shift operation can be performed is maintained in the forward gear position of the first mode. That is, the fourth mode is substantially continued. Furthermore, when the driving mode is shifted from the fourth mode to the third mode and the fourth mode is cancelled, a virtual manual shift operation is enabled and a virtual driving sound is added while the third mode is set. Thereafter, when the driving mode is shifted from the third mode to the first mode, the state in which the virtual manual shift operation is enabled and the state in which the virtual driving sound is added are cancelled.

[0022] Furthermore, when the fifth mode is selected by the selection device (shift device) or when the second sound source is selected by the selection device (sound source switching device) and the fifth mode is set, the virtual driving sound as described above is added. In addition, in the fifth mode, the state of adding the virtual driving sound is maintained or maintained. Moreover, the fifth mode is cancelled by shifting the driving mode from the fifth mode to the third mode or the fourth mode as described above. Alternatively, the second sound source is selected by the selection device (sound source switching device), and the driving mode is shifted from the fifth mode to the first mode and cancelled. Therefore, when shifting from the fifth mode to the second mode, the virtual driving sound is added because the fifth mode is not cancelled.

[0023] Therefore, in the control device of the electric vehicle of the present invention, it is possible to avoid the virtual driving sound disappearing and causing discomfort to the driver when the driver is transferred from the third mode and the fourth mode corresponding to the so-called manual mode or manual gear and the fifth mode for virtual automatic shifting to the second mode for setting the reverse gear and the parking gear. For example, it is possible to avoid the situation where the virtual 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 scene of stopping and parking the electric vehicle when the driver performs a virtual manual shift operation in the third mode or the fourth mode. In addition, it is possible to avoid the situation where the virtual driving sound disappears when the driver switches from the fifth mode to the reverse gear and the parking gear in the scene of stopping and parking the electric vehicle when the driver performs a virtual automatic shift in the fifth mode. Furthermore, for example, it is also possible to virtually reproduce the so-called racing operation of increasing the simulated engine speed by stepping on the accelerator pedal in the parking gear or the neutral gear of the second mode.

[0024] In addition, the shift device in the electric vehicle as the object of control in the present invention is a structure that can perform at least two operations, for example, a common first operation such as a shift lever movement operation, a normal pressing operation (short pressing operation) of a toggle switch, and a special second operation such as a long pressing operation of a toggle switch, an on-off operation of a special switch. Moreover, the selection device (shift device and sound source switching device) is configured to perform a transfer from the first mode and the third mode to the fourth mode and a transfer from the third mode and the fourth mode to the fifth mode through a second operation, or to switch from the first sound source to the second sound source to set the fifth mode. Therefore, the driver has the intention to maintain the state of adding the virtual driving sound, and performs a second operation different from the usual one to select the fourth mode and the fifth mode. That is, the driver can reliably recognize that the virtual driving sound continues to be added. Moreover, only when the driving mode is transferred to the first mode via the third mode, the virtual driving sound addition in the fourth mode is released. In addition, when the driving mode is shifted to the first mode via the third mode or the fourth mode, or when the second sound source is switched to the first sound source in the fifth mode, the virtual driving sound addition in the fifth mode is canceled. As described above, the shifting operation of the driving mode or the gear position by the first operation and the second operation follows the operation content in the conventional gear shift device of the engine vehicle equipped with the automatic transmission, so the driver can perform the manual virtual gear shift operation without discomfort through the same operation feeling as before.

[0025] Therefore, according to the control device for an electric vehicle of the present invention, the driver can appropriately and immediately feel the same driving feeling as that of a conventional vehicle equipped with an automatic transmission without impairing the inherent quietness of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 1 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.

[0027] Figure 2 This is a diagram showing torque characteristics of a general motor.

[0028] Figure 3 This is a diagram showing 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.

[0029] Figure 4 This is a diagram showing an image of a map for calculating the required drive torque corresponding to a case where the operation amount of the accelerator pedal is 50%.

[0030] Figure 5 This is a diagram showing an image of a shift device having a manual operation portion including a shift lever and a shift gate.

[0031] Figure 6 It is a diagram showing a manual operation portion (paddle switch) provided on a steering wheel.

[0032] Figure 7 The diagram is a diagram showing images of the shift position and the transition of the driving mode in a conventional engine vehicle equipped with an automatic transmission.

[0033] Figure 8 The diagram is an image showing the transition of the gear shift position and the driving mode in the electric vehicle that is the control target in the present invention, and is particularly a diagram for explaining the characteristics of the M maintaining mode (fourth mode).

[0034] Fig. 9 The diagram is an image showing the transition of the gear shift position and the driving mode in the electric vehicle that is the control target in the present invention, and is particularly a diagram for explaining the features of the virtual AT mode (fifth mode).

[0035] Fig.10 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.

[0036] Fig.11 This is a second flowchart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0037] Fig.12 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.

[0038] Fig.13 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.

[0039] Fig.14 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.

[0040] Fig.15 This is a sixth flow chart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0041] Fig.16 This is a seventh flow chart for explaining an example of control executed by the control device for the electric vehicle of the present invention.

[0042] (Explanation of symbols) 1: Motor (driving force source); 2: Selection device; 2a: Shift device; 2b: Sound source switching device; 2c: Manual operation part (of shift device); 2d: Shift lever (of manual operation part); 2e, 2f: Shift slide (of manual operation part); 2g, 2h: Paddle switch (of manual operation part); 3: Virtual sound generating device; 4: Detection part; 4a: Vehicle speed sensor (of detection part); 4b: Accelerator pedal sensor (of detection part); 4c: Shift position sensor (of detection part); 4d: Switch sensor (of detection part); 4e: Motor speed sensor (or resolver) (of detection part); 4f: Acceleration sensor (of detection part); 5: Controller (ECU); 6: Differential gear; 7: Drive wheel (front wheel); 8: Rear wheel; 9: Steering wheel; 9a: Spoke part (of steering wheel); Ve: Vehicle (electric vehicle). DETAILED DESCRIPTION

[0043] Embodiments of the present invention will be described with reference to the drawings. The embodiments described below are merely examples of the present invention and do not limit the present invention.

[0044] Figure 1 An 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 illustrated electric vehicle (hereinafter referred to as vehicle) Ve is an electric vehicle equipped with a motor (Motor) 1 as a driving force source. Furthermore, the vehicle Ve includes a selection device 2 , a virtual sound generation device 3 , a detection unit 4 , and a controller (ECU) 5 .

[0045] In addition, the vehicle Ve as the control object in the embodiment of the present invention may also be equipped with one or more motors (not shown) as the 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 the driving force source. In addition, the vehicle Ve may also be Figure 1As shown, the output torque of the motor 1 is transmitted to the front wheel (drive wheel) 7, for example, via a speed reduction mechanism (not shown), a differential gear 6, etc., to generate a driving force 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, for example, via a transmission shaft (not shown), etc., to generate a driving force in the rear wheel 8. Alternatively, the vehicle Ve may be a four-wheel drive vehicle (not shown) that is provided with a transmission mechanism (not shown) to transmit the output torque of the motor 1 to both the front wheel 7 and the rear wheel 8, to generate a driving force in both the front wheel 7 and the rear wheel 8.

[0046] 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 being 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 can be stored in the battery. Moreover, for the motor 1, the output speed and output torque are electrically controlled by the controller 5 described later. For example, the required 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 required driving torque (i.e., the control target value of the motor 1) set corresponding to the required driving force. As described later, the required drive torque is set by mapping the motor 1 into a plurality of ranges with stepwise different torque characteristics, for example. Then, a selector 2 described later selects any one of the gear shift positions, and the required drive torque corresponding to the selected gear shift position is set.

[0047] like Figure 2 As 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 map shown sets the required driving torque. Figure 3 The mapping shown is based on the above Figure 2 The torque characteristics of the motor 1 shown in FIG. 1 represent the required drive torque corresponding to the vehicle speed (or the rotation speed of the motor 1 ) and the operation amount of the accelerator pedal. Figure 3For example, the required driving torque calculated when the speed shift position selected by the selection device 2 described later is the "D range" is shown.

[0048] For example, Figure 4 The mapping method shown is to divide the motor 1 into a plurality of ranges in which the torque characteristics of the motor 1 are stepwise different, and set the required driving torque of the motor 1 as described above. Figure 4 For example, multiple ranges of required drive torque corresponding to a 50% operation amount of the accelerator pedal are shown. Figure 4 In the example shown, the required drive torques set in each of the "D range", "3 range", "2 range", and "L range" or "1 range" are shown in order from the bottom. The "D range" is a range in which a standard required drive torque is set during normal forward driving. The "3 range" is a range in which a required drive torque is set that is one stage larger than the "D range". The "2 range" is a range in which a required drive torque is set that is one stage larger than the "3 range". Moreover, the "L range" is a range in which a required drive torque is set that is one stage larger than the "2 range".

[0049] The selection device 2 is an operation device manually operated by the driver. The selection device 2 in the embodiment of the present invention includes a shift device 2a and a sound source switching device 2b.

[0050] The shift device 2a is manually operated by the driver to select any range from the range of the torque characteristics of the motor 1 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" for performing the speed change operation of the transmission. The shift device 2a and the range of the torque characteristics divided into multiple stages as described above are not devices and ranges for performing the actual speed change operation of the transmission, but are virtually set so that even the electric vehicle Ve can make the driver feel the same driving feeling as the previous vehicle equipped with an automatic transmission. In addition, the shift device 2a 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 gear 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, in normal driving without assuming the virtual automatic transmission as described above.

[0051] Specifically, the shift device 2a has a manual operation unit 2c. The manual operation unit 2c is operated by the driver's manual operation to select any one range from a plurality of ranges. The shift device 2a outputs a switch signal corresponding to the range selected by the manual operation unit 2c. The switch signal is sent to the controller 5 described later.

[0052] The manual operation unit 2c is composed of, for example, Figure 5The shift lever 2d and the shift gates 2e and 2f shown are constituted. Figure 5 The shift device 2a shown is similar in structure to an existing "shift device" used in a conventional vehicle equipped with an automatic transmission (multi-speed transmission). Figure 5 The gear shifting device 2a moves the gear shifting slide 2e shown on the left side of the D gear, respectively selecting the D gear, the N gear, the R gear, and the P gear. Figure 5 The M (manual) gear or M (manual) mode is selected by moving the shift lever 2d to the plus (+) side in the shift lever 2f, and the range in the direction in which the required driving torque decreases is switched by one level. That is, the range switching is performed in the same range as the upshift in the conventional transmission. On the other hand, the range switching is performed in the same range as the downshift in the conventional transmission by moving the shift lever 2d to the minus (-) side.

[0053] In addition, the manual operation unit 2c is composed of, for example, Figure 6 The structure is composed of toggle switches 2g, 2h and the like provided on the steering wheel 9 as shown. Figure 6 The shift device 2a 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 toggle switch (up switch) 2g shown in the figure is operated once (set to on), and the range in the direction of the required driving torque decreasing is switched by one level. That is, the range switching is performed in the range equivalent to the upshift in the conventional transmission. In addition, when the M mode is selected by the shift device 2a, by turning on Figure 6 The toggle switch (down switch) 2h shown is operated once (turned on), and the range is switched to a direction in which the required driving torque increases by one step. That is, the range is switched to a range equivalent to downshifting in a conventional transmission.

[0054] In the case of Figure 5 , Figure 6In the shift device 2a of the manual operation part 2c shown, the same switching operation as the so-called sequential shifting when operating the conventional automatic transmission (multi-speed transmission) in the manual mode is performed. For example, when the four-step range of "D range", "3 range", "2 range", and "L range (or 1 range)" is set, from the "D range", by operating the paddle switch (down switch) 2g once, the "3 range" in which the required drive torque increases by one step is selected, by operating the paddle switch 2h twice, the "2 range" in which the required drive torque increases by two steps is selected, and by operating the paddle switch 2h three times, the "L range" in which the required drive torque increases by three steps is selected. Conversely, from the "L range", by operating the paddle switch (up switch) 2g once, the "2 range" in which the required drive torque decreases by one step is selected, by operating the paddle switch 2g twice, the "3 range" in which the required drive torque decreases by two steps is selected, and by operating the paddle switch 2g three times, the "D range" in which the required drive torque decreases by three steps is selected.

[0055] In addition, the manual operation part 2c in the embodiment of the present invention is not limited to the above-mentioned shift lever 2d, toggle switches 2g, 2h, 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 the range or the gear position.

[0056] In addition, the shift device 2a in the embodiment of the present invention is configured to be capable of performing at least two manual operations, namely, a "first operation" that is usually performed and a "second operation" that is different from the "first operation" in terms of operation content, operation feel, etc. The "first operation" corresponds to, for example, an operation of moving the shift lever 2d in the shifting chute 2e, 2f to switch between the driving range and the P range, and an operation of pressing the paddle switches 2g, 2h for a normal length of time to switch the range (up-down) of the required drive torque. On the other hand, the "second operation" corresponds to, for example, an operation of pressing the paddle switches 2g, 2h for a longer time than usual (so-called long press) 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 2d, the paddle switches 2g, 2h as described above, to set the M hold mode described later.

[0057] On the other hand, the sound source switching device 2b is a selection device 2 for selecting any sound source of the "first sound source" or "second sound source" described later by manual operation of the driver. In addition, the sound source switching device 2b is a structure capable of performing the dedicated "second operation" as described above. For example, the sound source switching device 2b is composed of a dedicated switch mechanism (not shown) for switching the "first sound source" or "second sound source" such as a toggle switch (not shown), a lock switch (not shown), or a rotary switch (not shown). Alternatively, when the shift lever 2d, the paddle switch 2g, and the paddle switch 2h of the above-mentioned manual operation part 2c are operated by the "second operation" such as a long press operation, these shift levers 2d, the paddle switches 2g, and the paddle switches 2h also correspond to the sound source switching device 2b.

[0058] The virtual sound generating device 3, as the "first sound source" and "second sound source" in the embodiment of the present invention, generates motor sound when the motor 1 is in operation, and virtual driving sound (motor sound) of the motor 1 generated virtually, driving sound of the "simulated engine" (virtual engine sound), and other virtual driving sounds. Specifically, the virtual sound generating device 3 generates virtual driving sound according to the driving state of the vehicle Ve, such as the vehicle speed, the motor speed, or the simulated engine speed. The virtual sound generating device 3, for example, has a dedicated speaker (not shown) or a speaker (not shown) that also serves as another audio device (not shown), and outputs the virtual driving sound generated by the controller 5 described later from the speaker. Alternatively, the virtual sound generating device 3 has a computing device (not shown) for generating the virtual driving sound as described above together with the speaker, and outputs the virtual driving sound generated by the computing device from the speaker. The vehicle Ve is provided with such a virtual sound generating device 3, and virtual driving sound is added according to the driving state of the vehicle Ve, so that the driver can feel the driving operation feeling closer to the conventional vehicle equipped with a transmission.

[0059] The virtual driving sound generated by the virtual sound generating device 3 includes a virtual motor sound generated and produced by the virtual sound generating device 3 independently of the original motor sound generated in the motor 1 and the inverter when the motor 1 is in operation. By adding the virtual motor sound generated by the virtual sound generating device 3 to the vehicle Ve according to the driving state of the motor 1, the motor sound of the motor 1 can be optimized. Alternatively, by making the virtual sound generating device 3 as a so-called noise elimination device to add a virtual motor sound with a phase opposite to the original motor sound, the motor sound of the motor 1 can be reduced, making the vehicle Ve further quieter.

[0060] The "first sound source" in the embodiment of the present invention generates the motor sound when the motor 1 is in operation. Therefore, as described above, the motor 1 and the inverter itself that generate the original motor sound are equivalent to the "first sound source" in the embodiment of the present invention. At the same time, as described above, the virtual sound generating device 3 that generates a virtual motor sound for optimizing and silencing the motor sound is also equivalent to the "first sound source" in the embodiment of the present invention. When the vehicle Ve is a pure electric vehicle that travels only through the output of the motor 1, by using the "first sound source" as described above to add the motor sound according to the driving state of the vehicle Ve, the quietness of the vehicle Ve can be maintained, or the driving sound of the vehicle Ve with excellent quietness can be optimized or further silenced.

[0061] On the other hand, the "second sound source" in the embodiment of the present invention generates a virtual driving sound generated according to the driving state of the vehicle Ve. Therefore, the virtual sound generating device 3 that generates the virtual motor sound and engine sound as described above is equivalent to the "second sound source" in the embodiment of the present invention. By using such a "second sound source", according to the driving state of the vehicle Ve, the virtual engine sound and motor sound (emphasized motor sound) as described above are added, for example, the driver can feel the feeling of driving operation close to the previous "engine vehicle".

[0062] In particular, the computing device of the virtual sound generating device 3 or the controller 5 described later assumes that the driving force of the vehicle Ve is generated by the output of the "engine", and calculates the simulated engine speed of the assumed "engine" according to the driving state of the vehicle Ve. Moreover, the virtual sound generating device 3 generates a virtual engine sound that changes according to the above-mentioned simulated engine speed as a virtual 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 virtual engine sound of the "engine" that is the assumed driving force source. In addition, for example, the so-called racing operation (or idling of the "engine") in which the driver increases the simulated engine speed by pressing the accelerator pedal in the parking gear or neutral gear of the second mode can be virtually reproduced.

[0063] The detection unit 4 is a device or apparatus for obtaining various data and information necessary for 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 running state of the vehicle Ve, the driving state of the motor 1, and the operating state of the selection device 2, respectively, and detects various data for controlling the motor 1 and the virtual sound generation 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 shift position sensor 4c for detecting the operation position (gear shift position) of the shift device 2a operated by the driver, a switch sensor 4d for detecting the operation position (or on-off, etc.) of the sound source switching device 2b operated by the driver, and a motor speed sensor (or resolver) 4e for detecting the speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4f for detecting the acceleration of the vehicle Ve. 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.

[0064] 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 control command signals 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 virtual sound generating device 3, and the controller 5 generates a virtual driving sound output from the speaker of the virtual sound generating device 3. Alternatively, the control command signal is output to the calculation device of the virtual sound generating device 3 to control the virtual driving sound generated by the virtual sound generating device 3. For example, the controller 5 assumes that the driving force of the vehicle Ve is generated by the output of the "engine", and calculates the simulated engine speed of the assumed "engine" speed according to the driving state of the vehicle Ve. Moreover, the controller 5 controls the virtual sound generating device 3 to generate a virtual engine sound that changes according to the simulated engine speed as a virtual driving sound. 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.

[0065] The control device of the electric vehicle in the embodiment of the present invention is configured to allow the driver to feel the same speed change action as that of a conventional "engine vehicle" equipped with an automatic transmission and the feeling of manual speed change. Figure 7 As shown in FIG. 1 , the driver can select the M mode (or M gear) by using the “shift device” to manually shift the gear. In the M mode, for example, by Figure 5 The gear lever 2d shown in the figure is manually operated to shift up or down. Figure 6 The toggle switches 2g and 2h shown are manually operated to shift up or down. Usually, the "engine vehicle" can turn on the start switch (ready) 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 2d 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 switch of the toggle switches 2g and 2h in a predetermined method. The M mode is canceled by manually operating the state where the M mode is set to other gear positions.

[0066] As described above, when a manual shift operation or automatic shift action in a conventional "engine vehicle" equipped with an automatic transmission is virtually performed on an electric vehicle, when the vehicle shifts from the M mode or AT mode to another gear position, the virtual engine sound or virtual operation sound disappears, which may cause discomfort to the driver. Therefore, in the control device of the electric vehicle in the embodiment of the present invention, for example, Figure 8 As shown, in addition to the M mode, an M hold mode (M hold) is set to perform a virtual manual shift operation imitating a conventional "engine vehicle" and maintain a state with a virtual engine sound. H ) mode. Then, for example, Fig. 9 As shown, in addition to the M mode and the M hold mode, a virtual AT (M hold mode) is set that performs a virtual automatic shifting operation imitating a conventional "engine vehicle" equipped with an automatic transmission and maintains a state in which a virtual engine sound is added. AT )model.

[0067] The M mode is a driving mode in which the output torque of the motor 1 is controlled according to a control target value set in a plurality of ranges that are divided into different ranges in stages in terms of the torque characteristics relative to the rotation speed of the motor 1. That is, the M mode is a driving mode in which a virtual manual shift operation that simulates a conventional "engine vehicle" can be performed. At the same time, the M mode is a driving mode in which the virtual engine sound (virtual driving sound) as described above is added. Therefore, the M mode is equivalent to the "third mode" in the embodiment of the present invention.

[0068] The M-maintaining mode is a driving mode that maintains a state in which the output torque of the motor 1 is controlled according to a control target value set in a plurality of ranges that are different in stages with respect to the torque characteristics of the rotation speed of the motor 1, as in the M-mode. That is, the M-maintaining mode is a driving mode that maintains a state in which a virtual manual shift operation that simulates a conventional "engine vehicle" can be performed. At the same time, the M-maintaining mode is a driving mode that maintains a state in which a virtual engine sound (virtual driving sound) as described above is added. Therefore, the M-maintaining mode is equivalent to the "fourth mode" in the embodiment of the present invention.

[0069] Furthermore, the virtual AT mode is a driving mode that simulates a virtual automatic shift of an existing vehicle equipped with an automatic transmission. Specifically, the virtual AT mode is a driving mode that selects any control target value from a plurality of ranges of control target values ​​that are set in stages according to the torque characteristics of the rotation speed of the motor 1 through automatic control (virtual automatic shift control), and controls the output torque of the motor 1 according to the selected control target value. At the same time, the virtual AT mode is a driving mode that adds the virtual engine sound (virtual driving sound) as described above. Therefore, the virtual AT mode is equivalent to the "fifth mode" in the embodiment of the present invention.

[0070] In addition, in the above Figure 8 , Fig. 9 In the example shown, the D gear is a driving mode in which the output torque of the motor 1 of a normal electric vehicle causes the vehicle Ve to drive forward. Therefore, the D gear is equivalent to the "first mode" in the embodiment of the present invention. In addition, the R gear, the P gear, and the N gear are respectively a driving mode in which the vehicle Ve drives backward, a driving mode in which the vehicle Ve is kept in a stopped state (or braked state), and a driving mode in which the power transmission between the motor 1 and the drive wheel 7 is cut off. Therefore, the R gear, the P gear, and the N gear are equivalent to the "second mode" in the embodiment of the present invention.

[0071] The transition between the driving modes and the selection and setting of the driving modes as described above are implemented by the driver manually operating the shift device 2a. In addition, it is also implemented by the driver manually operating the sound source switching device 2b described later. Similar to the above-mentioned conventional "engine vehicle", the vehicle Ve can turn on (ready) the power switch (or main switch, start switch) when the gear shift position of the shift device 2a is the P gear position. Moreover, the shift device 2a is a structure that cannot be directly transferred from the P gear position, the N gear position, etc. to the M mode and the M maintenance mode.

[0072] The M mode is set to be transferred from the D position. That is, the "third mode" is set to be transferred from the "first mode". For example, the M mode is set by moving the shift lever 2d from the D position to the position of the M mode (M position). Alternatively, in the state where the D position is set, the M mode is set by operating any switch of the toggle switches 2g and 2h in a usual predetermined method. The M mode is canceled by performing a manual operation to transfer from the state where the M mode is set to the M holding mode or the D position, i.e., the "first mode".

[0073] Furthermore, through the driver's Figure 5 The shift lever 2d shown in FIG. Figure 6 The paddle switches 2g and 2h shown are manually operated to transfer between the above-mentioned D gear and P gear, N gear, R gear, and M mode, that is, 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 2d to a normal position and time, and the operation of pressing the paddle switches 2g and 2h for a normal length of time (short press operation). These operations are all commonly used operations and 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.

[0074] On the other hand, the M hold mode is set by shifting from the D position or the M mode. That is, the "fourth mode" is set by shifting from the "first mode" or the "third mode". For example, the M hold mode is set by moving the shift lever 2d from the D position to the M mode (M position) and operating it in a different method from the usual method. Alternatively, in the state where the D position is set, any switch of the toggle switches 2g and 2h is operated in a different method from the usual method, thereby setting the M hold mode.

[0075] Specifically, for example, by moving the shift lever 2d from the D position to the position of the M mode (M position) and maintaining it for a longer time than the normal situation of setting the M mode, the M maintenance mode, i.e., the "fourth mode", is set. Alternatively, by moving the shift lever 2d from the D position to a position specifically set for the M maintenance mode (M maintenance position), the M maintenance mode is set. Alternatively, by pressing any switch of the paddle switches 2g and 2h for a longer time than the normal time of setting the M mode (long press operation), the M maintenance mode is set. Alternatively, by turning on a switch (not shown) that is specifically set independently of the shift lever 2d, the paddle switches 2g, and the 2h, the M maintenance mode is set. The operations for setting the M maintenance mode as described above are all dedicated operations whose operation content and operation feel are different from the above-mentioned commonly used "first operation", and are equivalent to the "second operation" in the embodiment of the present invention.

[0076] The M hold mode is canceled by performing a manual operation of transitioning from the state in which the M hold 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 hold mode, that is, the transition from the "fourth mode" to the "first mode", "second mode", and "third mode" is performed by the "first operation". In addition, the operation when canceling the M hold 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 transitioning from the M hold mode to the M mode, even if the M hold mode is canceled, the virtual engine sound is still added during the period in which the M mode is set. Following the M hold mode, the M mode is canceled, and the addition of the virtual engine sound ends.

[0077] Therefore, when the vehicle is shifted from the M hold mode to the M mode, the M hold mode is canceled, but while the M mode is set, a virtual manual shift operation imitating an "engine vehicle" can be performed, and a virtual 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 virtual engine sound is canceled. Furthermore, even when the vehicle is shifted from the M mode to the M hold mode, the M mode is canceled, but by setting the M hold mode, the M mode is substantially continued. That is, the state in which the virtual manual shift operation can be performed and the state in which the virtual engine sound is added continue.

[0078] In addition, when the vehicle is shifted from the M hold mode to the D position, the M hold mode is not cancelled, so the state in which the virtual manual shift operation can be performed is maintained, and a virtual engine sound is added. Afterwards, even when the vehicle is shifted from the D position to another shift position or driving mode, the M hold mode is not cancelled, so a virtual engine sound is added. In addition, even when the vehicle is shifted from the M hold mode to the "second mode", the M hold mode is not cancelled, so a virtual engine sound is added. Afterwards, even when the vehicle is shifted from the "second mode" to another shift position or driving mode, the M hold mode is not cancelled, so a virtual engine sound is added.

[0079] In addition, regarding the virtual AT mode, for example, the virtual AT mode is set by operating any of the toggle switches 2g and 2h in a different method than usual when the M mode or M hold mode as described above is set. Alternatively, the virtual AT mode is set by operating in a different method than usual when the D, P, N, or R gears are set.

[0080] Specifically, for example, in a state where the M mode is set, the paddle switch 2g is pressed for a longer time than usual (long press operation), thereby setting the virtual AT mode, i.e., the "fifth mode". Alternatively, in a state where the M hold mode is set, the paddle switch 2g is pressed for a longer time than usual (long press operation), thereby setting the virtual AT mode. Alternatively, the virtual AT mode is set by operating a dedicated switch (not shown) independently of the shift lever 2d and the paddle switches 2g and 2h. The operations for setting the virtual AT 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.

[0081] The virtual AT mode is canceled by performing a manual operation to shift from the state in which the virtual AT mode is set to the M mode or the M maintenance mode. In the case of shifting from the M mode to the virtual AT mode by the previous operation, the virtual AT mode is shifted to the M mode by canceling the virtual AT mode. In the case of shifting from the M maintenance mode to the virtual AT mode by the previous operation, the virtual AT mode is shifted to the M maintenance mode by canceling the virtual AT mode. The manual operation to cancel the virtual AT mode is performed by the above-mentioned common "first operation". For example, the virtual AT mode is canceled and shifted to the M mode or the M maintenance mode by pressing the toggle switch 2h for a normal length of time (short press operation). In addition, the operation to cancel the virtual AT mode is not limited to the "first operation", for example, it can also be performed by the "second operation" such as long pressing the toggle switch 2h. In the case of shifting from the virtual AT mode to the M mode or the M maintenance mode, even if the virtual AT mode is canceled, the virtual engine sound is still added during the setting of the M mode or the M maintenance mode. Then, the virtual AT mode, the M mode or the M maintenance mode is canceled, and the addition of the virtual engine sound ends.

[0082] Furthermore, in addition to the above-mentioned shifting device 2a (shift lever 2d, paddle switches 2g, 2h), the transition to the virtual AT mode can also be implemented by manually operating the sound source switching device 2b. For example, the virtual AT mode can be transferred by short-pressing the paddle switches 2g, 2h in the state where the D gear position is set. In addition, the D gear position can be transferred by short-pressing the paddle switches 2g, 2h in the state where the virtual AT mode is set. As described above, the paddle switches 2g, 2h are switches that are originally operated for virtual manual shifting in the M mode or the M maintenance mode, and are switches that become invalid in the previous (normal) D gear position and AT mode. Therefore, as described above, the short-pressing operation of the paddle switches 2g, 2h that transfers between the virtual AT mode and the D gear position becomes a dedicated operation different from the commonly used "first operation", which is equivalent to the "second operation" in the embodiment of the present invention.

[0083] In addition, the transition between the virtual AT mode and the D position can be implemented via the "second mode" in the embodiment of the present invention, that is, the P position, the N position, or the R position. Specifically, the "second mode" just after the vehicle Ve is started, that is, the P position, the N position, and the R position in the state where the virtual engine sound (virtual driving sound) is not added just after the vehicle Ve is started, is set to the "BEV second mode". In addition, the P position, the N position, and the R position in the state where the virtual engine sound is not added after the transition from the first mode are also set to the "BEV second mode". On the other hand, the P position, the N position, and the R position in the state where the virtual engine sound is added after the transition from the "fifth mode", that is, the virtual AT mode, are set to the "virtual AT second mode". The transition between these "BEV second mode" and "virtual AT second mode" can be implemented by manual operation of the sound source switching device 2b, that is, the "second operation". For example, by using the "second operation" to shift from the "BEV second mode" to the "virtual AT second mode", the D gear position is selected from the P gear position, N gear position, or R gear position of the "virtual AT second mode" to shift to the virtual AT mode. In addition, by using the "second operation" to shift from the "virtual AT second mode" to the "BEV second mode", the D gear position is selected from the P gear position, N gear position, or R gear position of the "BEV second mode" to shift to the normal D gear position without adding the virtual engine sound.

[0084] In addition, the transition between the virtual AT mode and the D gear position and the transition between the "BEV second mode" and the "virtual AT second mode" as described above are not limited to the short-press operation of the toggle switches 2g and 2h as described above. For example, the transition between the "first mode" and the "fifth mode" as described above can be performed by manually operating a switching switch mechanism (not shown) such as a toggle switch, a lock switch, or a rotary switch that is provided exclusively as the sound source switching device 2b.

[0085] In this way, in the control device of the electric vehicle in the embodiment of the present invention, it becomes a structure that can perform the two operations of the commonly used "first operation" and the dedicated "second operation" as described above. Moreover, the shift device 2a is configured to perform the transfer from the "first mode" and the "third mode" to the "fourth mode", that is, the M maintenance mode, as described above, through the "second operation". In addition, the shift device 2a and the sound source switching device 2b are configured to perform the transfer between the "first mode" and the "fifth mode" as described above, and the transfer between the "BEV second mode" and the "virtual AT second mode" through the "second operation". Therefore, the driver has the intention to maintain the state of adding the virtual engine sound, performs the "second operation" different from the usual, and selects the M maintenance mode and the virtual AT mode. As a result, the driver can reliably identify the addition of the virtual engine sound or the continuation of the addition of the virtual engine sound.

[0086] In addition, the driving mode or gear shifting operation using the "first operation" and "second operation" as described above follows the operation content of the "gear shift device" of the previous "engine vehicle" equipped with a transmission, so the driver can perform virtual manual gear shifting operations without any discomfort through the same operating feeling as before.

[0087] exist Figures 10 to 14 The flowchart of FIG. 1 shows an example of control performed by the controller 5 configured to set the M maintenance mode and maintain the state of adding the virtual engine sound as described above. Fig.15 , Fig.16 The flowchart of FIG. 1 shows an example of control executed by the controller 5 configured to set a virtual AT mode and add a virtual engine sound.

[0088] When the power switch or main switch of the vehicle Ve is turned on, that is, when the vehicle Ve is "ready", the following steps are executed. Figures 10 to 16 The vehicle Ve can be set to the "ready" state when the gear shift position of the shift device 2a is the P gear position. Therefore, first, Fig.10 In step S1 shown in the flowchart of FIG. 1 , the speed shift position of the shift device 2a is set to the P position.

[0089] Next, in step S2, it is determined whether the M mode is set or the M mode is maintained (M H ) mode operation. As described above, the M mode is set by performing a predetermined manual operation on the shift lever 2d, the paddle switches 2g, and 2h using the commonly used "first operation". On the other hand, the M maintenance mode is set by manually operating the shift lever 2d, the paddle switches 2g, and 2h 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 shift positions described later is set can be judged, for example, based on the detection signal of the shift position sensor 4c.

[0090] Since an operation for setting the M mode or the M maintaining mode is performed, if the determination in step S2 is "YES", the process proceeds to step S3.

[0091] In step S3, the selection of the M mode and the M hold mode is rejected. As described above, the shift device 2a is configured so that it cannot directly shift from the P range, the R range, and the N range 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 generated 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.

[0092] 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.

[0093] In step S4, it is determined whether an operation to set the R range has been performed.

[0094] Since the operation of setting the R gear position is implemented, if the judgment in step S4 is "yes", the process proceeds to step Fig.11 The flowchart shows step S11.

[0095] exist Fig.11 In the flowchart of FIG. 1 , in step S11 , the speed shift position of the shift device 2 a is set to the R position.

[0096] Next, in step S12, it is determined whether the M mode is set or the M maintenance (M H ) mode of operation.

[0097] Since an operation for setting the M mode or the M maintaining mode is performed, if the determination in step S12 is "YES", the process proceeds to step S13.

[0098] 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.

[0099] On the other hand, since the operation of setting the M mode or the M maintaining mode is not performed, if the determination in step S12 is "No", the process proceeds to the above-mentioned Fig.10 Step S5 is shown in the flowchart.

[0100] exist Fig.10 In the flowchart of , in step S5, it is determined whether the operation of setting the N gear position has been implemented.

[0101] Since the operation of setting the N gear position is implemented, if the judgment in step S5 is "yes", the process proceeds to step Fig.12 Step S21 shown in the flowchart.

[0102] exist Fig.12 In the flowchart of FIG. 1 , in step S21 , the speed shift position of the shift device 2 a is set to the N position.

[0103] Next, in step S22, it is determined whether the M mode is set or the M maintenance (M H ) mode of operation.

[0104] Since the operation of setting the M mode or the M maintaining mode is performed, if the determination in step S22 is "YES", the process proceeds to step S23.

[0105] 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.

[0106] On the other hand, since the operation of setting the M mode or the M maintaining mode is not performed, if the determination in step S22 is "No", the process proceeds to the above-mentioned Fig.10 The flowchart shows step S6.

[0107] exist Fig.10 In the flowchart of FIG. 1 , in step S6 , it is determined whether an operation of setting the D range position has been performed.

[0108] Since the operation of setting the D range has not been performed, that is, the operation of shifting from the P range to any other gear range or driving mode has not been performed, if the judgment in step S6 is "No", the process returns to the above-mentioned step S1 and executes the same control as before.

[0109] On the other hand, since the operation of setting the D range is performed, if the determination in step S6 is "yes", the process proceeds to step S4. Fig.13 Step S31 shown in the flowchart.

[0110] exist Fig.13 In the flowchart of FIG. 1 , in step S31 , the speed shift position of the shift device 2 a is set to the D position.

[0111] Next, in step S32 , it is determined whether an operation for setting the M mode has been performed.

[0112] Since the operation of setting the M mode is performed, if the determination in step S32 is "YES", the process proceeds to step S33.

[0113] In step S33, the shift position or driving mode of the shift device 2a is set to the M mode. By setting the M mode, a virtual manual shift operation imitating a conventional "engine vehicle" can be performed. At the same time, in the M mode, a virtual engine sound corresponding to the virtual manual shift operation is added.

[0114] 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 2a 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.

[0115] Therefore, since the operation of canceling the M mode, i.e., setting the gear position of the shift device 2a to the D position, is performed, if the judgment in step S34 is "yes", 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 virtual engine sound is released.

[0116] On the other hand, since the operation to cancel the M mode, that is, the operation to set the shift position of the shift device 2a to the D position has not been performed, if the determination in step S34 is "NO", the process proceeds to step S35.

[0117] In step S35, it is determined whether an operation of setting any of the P range, the N range, or the R range, that is, an operation of setting the "second mode" has been performed.

[0118] Since the operation of setting any of the P, N, or R gears is performed, if the judgment in step S35 is "yes", the process returns to the above process. Fig.10 Step S1 shown in the flowchart, Fig.11 Step S11 shown in the flowchart of Fig.12 Specifically, when the operation of setting the P position is performed, the process returns to step S21. Fig.10 The same control as before is performed in step S1 shown in the flowchart. When the operation of setting the R gear is implemented, the control returns to Fig.11 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 is implemented, the control returns to Fig.12 In step S21 shown in the flowchart, the same control as before is performed.

[0119] On the other hand, since the operation of setting any of the P range, the N range, and the R range has not been performed, if the determination in step S35 is "NO", the process proceeds to step S36.

[0120] 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.

[0121] Since the operation for setting the M maintenance mode has not been performed, if the determination in step S36 is "NO", the process returns to step S34 and the same control as before is performed.

[0122] On the other hand, since the operation of setting the M maintenance mode, that is, the dedicated "second operation", is performed, if the determination in step S36 is "yes", the process proceeds to step S40. Fig.14 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, and the state in which the virtual manual shift operation can be performed and the state in which the virtual engine sound is added continue.

[0123] On the other hand, in the above-mentioned step S32, since the operation of setting the M maintenance mode has not been performed, if the determination in step S33 is "NO", the process proceeds to step S37.

[0124] In step S37 , similarly to step S36 , it is determined whether an operation for setting the M maintenance mode has been performed.

[0125] Since the operation for setting the M maintenance mode has not been performed, if the determination in step S37 is "NO", the process returns to step S32 described above and the same control as before is performed.

[0126] On the other hand, since the operation of setting the M maintenance mode, i.e., the dedicated “second operation”, is performed, if the determination result in step S37 is “yes”, the process proceeds to step S36 in the same manner as the determination result in step S36. Fig.14 Step S41 shown in the flowchart.

[0127] exist Fig.14 In the flowchart of FIG. 4 , in step S41, the shift position or driving mode of the shift device 2a is set to the M maintenance mode. By setting the M maintenance mode, a virtual 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 virtual engine sound is maintained. Therefore, once the M maintenance mode is set, the state of adding the virtual engine sound continues until the M maintenance mode is canceled.

[0128] 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 2a is set to the M mode, that is, when the "fourth mode" is shifted to the "third mode".

[0129] Therefore, since the operation of setting the driving mode to the M mode is performed as the operation of canceling the M maintain mode, if the determination in step S42 is “YES”, the process returns to step S44. Fig.13 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 virtual engine sound is still continued.

[0130] On the other hand, since 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, if the determination in step S42 is "NO", the process proceeds to step S43.

[0131] In step S43, it is determined whether an operation of setting any of the P range, the N range, or the R range has been performed.

[0132] Since the operation of setting any of the P range, N range, and R range has not been performed, if the determination in step S43 is "NO", the process returns to step S42 and the same control as before is performed.

[0133] On the other hand, if the determination in step S43 is "YES" because the operation of setting any of the P range, the N range, and the R range is performed, the process proceeds to step S44.

[0134] In step S44, the M maintain mode is set to any of the P range, N range, or R range. That is, in this case, the P range, N range, or R range is set while the virtual engine sound is continuously added.

[0135] Next, in step S45, it is determined whether an operation to set the D range has been performed.

[0136] Since the operation of setting the D range has not been performed, if the determination in step S45 is "NO", the process returns to step S44 and the same control as before is performed.

[0137] On the other hand, since the operation of setting the D range is performed, if the determination in step S45 is "YES", the process proceeds to step S46.

[0138] In step S46, the D gear position in the M maintenance mode is set. That is, in this case, the D gear position is set in a state where the virtual manual shift operation can be performed and the virtual engine sound is continued. In short, the M maintenance mode is continued. Therefore, when the D gear 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.

[0139] With the above Figures 10 to 14 Based on the control shown in each flowchart, execute Fig.15 As shown in step S101, when the driving mode (gear shift position) of the vehicle Ve is set to the M mode or the M maintenance mode, the control is executed. Fig.15 The control is shown in the flowchart.

[0140] For example, in Fig.13When the driving mode of the vehicle Ve is set to the M mode in step S33 shown in the flowchart of Fig.14 When the driving mode of the vehicle Ve is set to the M maintenance mode in step S41 shown in the flowchart of , next, in step S102, it is determined whether an operation of setting the driving mode of the vehicle Ve to the virtual AT mode has been performed. As described above, in a state where the M mode or the M maintenance mode is set, the virtual AT mode is set by a dedicated "second operation" such as a "long press operation". Therefore, in this step S102, it is determined whether the "second operation" for setting the virtual AT mode has been performed.

[0141] Since the operation of setting the virtual AT mode has not been performed, if the determination in step S102 is "No", the process proceeds to step S103.

[0142] In step S103, it is determined whether an operation to cancel the M mode and an operation to cancel the M maintenance mode have been implemented. In other words, it is determined whether an operation to cancel both the M mode and the M maintenance mode has been implemented. The M maintenance mode is canceled by the driving mode being set to the M mode. In addition, the M mode is canceled by the driving mode being set to the D gear or the M maintenance mode. Therefore, in this step S103, it is determined whether an operation to shift to the D gear is implemented while the driving mode is set to the M mode or the M maintenance mode.

[0143] If a "YES" determination is made in step S103 because an operation to cancel the M mode and an operation to cancel the M maintain mode, that is, an operation to shift the driving mode to the D range, the routine proceeds to step S104.

[0144] In step S104, the driving mode of vehicle Ve is set to the D gear position. The D gear position in this case is the D gear position of the so-called BEV (electric vehicle) state without adding the virtual engine sound, similar to the above-mentioned "BEV second mode". Therefore, after entering step S104, the control returns to the above-mentioned Fig.13 In step S31 shown in the flowchart, the same control as before is performed.

[0145] On the other hand, since neither the operation to cancel the M mode nor the operation to cancel the M maintaining mode has been performed, if the determination in step S103 is "NO", the process returns to step S102 and the same control as before is performed.

[0146] On the other hand, if the determination in step S102 is "YES" because the operation of setting the virtual AT mode, ie, the dedicated "second operation", has been performed, the process proceeds to step S105.

[0147] In step S105, the driving mode of vehicle Ve is set to a virtual AT mode. By setting the virtual AT mode, the virtual automatic shift control in the embodiment of the present invention is executed, and the virtual automatic shift accompanying it is implemented. At the same time, in the virtual AT mode, a virtual engine sound is added. As a virtual automatic shift, a virtual step-by-step shift of an automatic transmission with steps is performed. Alternatively, a virtual continuously variable shift of a continuously variable transmission can also be implemented. In this case, in essence, it becomes a driving mode with a virtual engine sound added in the D gear position.

[0148] Next, in step S106, it is determined whether an operation to cancel the virtual AT mode has been performed. The virtual AT mode is canceled when the travel mode is set to the M mode or the M maintain mode, that is, when the "fifth mode" is shifted to the "third mode" or the "fourth mode".

[0149] If the determination in step S106 is "yes" because the operation to cancel the virtual AT mode is performed, the process returns to step S101 and the same control as before is performed. That is, the travel mode of the vehicle Ve is shifted to the M mode or the M maintaining mode.

[0150] On the other hand, since the operation to cancel the virtual AT mode has not been performed, if the determination in step S106 is "NO", the process proceeds to step S107.

[0151] In step S107 , it is determined whether an operation of setting any of the P range, the N range, or the R range, that is, an operation of setting the “second mode” has been performed.

[0152] Since the operation of setting any of the P, N, and R ranges has not been performed, if the determination in step S107 is "No", the process returns to step S105 and the same control as before is performed. That is, the driving mode continues to be set to the virtual AT mode.

[0153] On the other hand, if the determination in step S107 is "YES" because the operation of setting any of the P range, the N range, or the R range has been performed, the process proceeds to step S108.

[0154] In step S108, the driving mode of the vehicle Ve is set to any of the P gear, the N gear, or the R gear. That is, the driving mode is transferred to the "second mode". The "second mode" in this case is a "second mode" in which a virtual engine sound is added after transferring from the virtual AT mode, i.e., the "fifth mode", which is the state of the so-called "virtual AT second mode" mentioned above.

[0155] Then, in step S109, it is determined whether an operation to set the D range has been performed.

[0156] Since the operation of setting the D range has not been performed, if the determination in step S109 is "NO", the process returns to step S108 and the same control as before is performed. That is, the driving mode continues to be set to the "virtual AT second mode" as described above.

[0157] In contrast, since the operation of setting the D gear position has been performed, if the determination in step S109 is "yes", the process returns to step S105 and the same control as before is performed. That is, in this case, the driving mode with the virtual engine sound added in the D gear position is set, which is substantially the same driving mode as the virtual AT mode. Therefore, the process returns to step S105, and the driving mode is set to the virtual AT mode.

[0158] Fig.16 The control flow chart shown above Figures 10 to 15 As shown in step S201, when the driving mode (gear shift position) of the vehicle Ve is set to the D gear position of the so-called BEV (electric vehicle) state without adding the virtual engine sound or the above-mentioned "BEV second mode", the control shown in each flowchart is executed independently. Fig.16 The control is shown in the flowchart.

[0159] Next, in step S202 , it is determined whether an operation for setting the M mode or an operation for setting the M maintaining mode has been performed.

[0160] If the determination in step S202 is YES because the operation of setting the M mode or the operation of setting the M maintaining mode has been performed, the process proceeds to step S203 .

[0161] In step S203, the driving mode of the vehicle Ve is set to the M mode or the M maintenance mode. That is, the driving mode is transferred to the "third mode" or the "fourth mode". At the same time, the "second sound source" (M mode sound source) used in the M mode or the M maintenance mode for adding a virtual engine sound (virtual driving sound) is selected.

[0162] Next, in step S204, processing is performed to make the "first sound source" (BEV sound source) used in the BEV state unselectable. When implementing a virtual manual shift operation in the M mode and the M maintenance mode, it is necessary to add a virtual engine sound that changes according to the driving state of the vehicle Ve, that is, a virtual driving sound generated by the "second sound source" (M mode sound source). Assuming that when the "first sound source" (BEV sound source) is selected and the virtual manual shift operation is implemented without adding the virtual engine sound, the driver cannot reliably judge the driving state of the vehicle Ve and will not be able to properly implement the virtual manual shift operation. Therefore, when the M mode and the M maintenance mode are set, the "first sound source" (BEV sound source) is additionally selected.

[0163] Next, in step S205, it is determined whether an operation to cancel the M mode and an operation to cancel the M maintenance mode have been implemented. That is, it is determined whether an operation to cancel both the M mode and the M maintenance mode has been implemented. The M maintenance mode is canceled by the driving mode being set to the M mode. In addition, the M mode is canceled by the driving mode being set to the D gear or the M maintenance mode. Therefore, in this step S103, it is determined whether an operation to shift to the D gear has been implemented in a state where the driving mode is set to the M mode or the M maintenance mode.

[0164] If the determination in step S205 is "yes" due to the operation of canceling the M mode and the operation of canceling the M maintain mode, that is, the operation of canceling the M mode and the M maintain mode to shift the driving mode to the D range, the control returns to the above-mentioned step S201 and performs the same control as before. That is, in this case, the driving mode is shifted to the D range of the so-called BEV (electric vehicle) state without adding the virtual engine sound.

[0165] On the other hand, since neither the operation of setting the M mode nor the operation of setting the M maintaining mode has been performed, if the determination in step S202 is "NO", the process proceeds to step S206.

[0166] In step S206, it is determined whether an operation for setting the driving mode of the vehicle Ve to the virtual AT mode has been performed. As described above, in a state where the M mode or the M hold mode is set, the virtual AT mode is set by a dedicated "second operation" such as a "long press operation". Therefore, in this step S206, it is determined whether the "second operation" for setting the virtual AT mode has been performed.

[0167] Since the operation of setting the travel mode of the vehicle Ve to the virtual AT mode, that is, the dedicated “second operation”, is performed, if the determination in step S206 is “YES”, the routine proceeds to step S207 .

[0168] In step S207, the driving mode of the vehicle Ve is set to the virtual AT mode. By setting the virtual AT mode, a virtual automatic shift is implemented. At the same time, a virtual engine sound is added in the virtual AT mode. That is, by setting the virtual AT mode, the "second sound source" (M mode sound source) for adding the virtual engine sound (virtual driving sound) is selected.

[0169] On the other hand, since the operation of setting the travel mode of the vehicle Ve to the virtual AT mode has not been performed, if the determination in the above step S206 is "NO", the process proceeds to step S208.

[0170] In step S208, it is determined whether the M-mode sound source is selected. In other words, it is determined whether the "second sound source" for adding a virtual engine sound (virtual driving sound) is selected. The "second sound source" (M-mode sound source) is selected by manually operating the sound source switching device 2b. In addition, by selecting the M-mode sound source, the driving mode of the vehicle Ve is set to the virtual AT mode.

[0171] Since the M mode sound source has not been set, if the determination in step S208 is "No", the process returns to step S201 and the same control as before is performed. That is, in this case, the D range of the so-called BEV (electric vehicle) state without adding a virtual engine sound is continued.

[0172] On the other hand, when the determination result in step S208 is "YES" because the M-mode sound source is selected, the process proceeds to step S207 and the same control as before is performed, similar to the case where the determination result in step S6 is "YES".

[0173] If the driving mode of the vehicle Ve is set to the virtual AT mode in step S207, then in step S209, it is determined whether the BEV sound source is selected. In other words, it is determined whether the "first sound source" used in the so-called BEV (electric vehicle) state without adding a virtual engine sound is selected.

[0174] Since the BEV sound source has not been selected, if it is determined to be "NO" in step S209, the control of step S209 is repeated. That is, in this case, the virtual AT mode in which the virtual engine sound is added is continued.

[0175] Furthermore, since the BEV sound source is selected, if it is determined to be "yes" in step S209, the process returns to step S201 and the same control as before is performed. That is, in this case, the driving mode of the vehicle Ve is shifted to the D position of the so-called BEV (electric vehicle) state without adding the virtual engine sound.

[0176] As described above, for example, by turning off the power switch or the main switch of the vehicle Ve, Figures 10 to 16 The control shown in each flowchart is reset and ended.

[0177] As described above, in the control device of the electric vehicle in the embodiment of the present invention, the M mode and the M maintenance mode are set, and the driving mode and range are switched by manual operation, so that the torque characteristics of the motor and the control target value set according to the torque characteristics can be changed. That is, a virtual manual shift operation that imitates 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.

[0178] In addition, in the control device of the electric vehicle in the embodiment of the present invention, by adding a virtual engine sound according to the driving state of the vehicle Ve, the driver can feel the driving operation closer to the previous "engine vehicle". When the M mode, M maintenance mode, and virtual AT mode are selected by the shift device 2a, such a virtual engine sound is added. The M mode is released by shifting the gear position (driving mode) to the M maintenance mode or the D gear. The M maintenance mode is released by shifting the driving mode to the M mode. That is, once the M maintenance mode is set, the virtual engine sound continues to be added until the M maintenance mode is transferred to the M mode, and then the D gear is transferred from the M mode. In addition, once the virtual AT mode is set, the virtual engine sound continues to be added until the M mode or the M maintenance mode transferred from the virtual AT mode is released and transferred to the D gear. Therefore, for example, when the driver performs a manual virtual shift operation in the M mode or M hold mode or feels a virtual automatic shift in the virtual AT mode, it is possible to avoid a situation where the virtual engine sound disappears when the driver switches from the M mode or M hold mode or the virtual AT mode to the R gear, the P gear, etc., in a scene such as stopping the vehicle Ve and parking. In addition, for example, a so-called racing operation in which the simulated engine speed is increased by pressing the accelerator pedal in the P gear or the N gear can also be virtually reproduced.

[0179] Therefore, the control device for an electric vehicle 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 an automatic 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, the control device for the electric vehicle controlling the motor according to a control target value set corresponding to a required driving force, the control device for the electric vehicle comprising: Selection device, manually operated by the driver; a first sound source for generating a motor sound when the motor is in motion; a second sound source that generates a virtual driving sound generated according to a driving state of the electric vehicle; and a controller for controlling the electric vehicle, The selection device can selectively set at least the following modes as the driving modes of the electric vehicle through the manual operation: Setting a forward gear mode for driving the electric vehicle forward by output from the motor; A mode for setting 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; and A virtual automatic transmission mode is performed to simulate an existing vehicle equipped with an automatic transmission. The controller: When the forward gear is set, the motor sound is generated or added, and when the forward gear is shifted to any of the reverse gear, the parking gear, and the neutral gear, the motor sound is kept generated or added. When the mode for performing the virtual automatic shifting is set, the virtual driving sound is added, and when the mode for performing the virtual automatic shifting is shifted to any of the reverse gear, the parking gear, and the neutral gear, the state of adding the virtual driving sound is maintained.

2. The control device for an electric vehicle according to claim 1, characterized in that: The selection device can selectively set the following modes as the driving mode: The first mode sets the forward gear and generates or adds the motor sound; a second mode, as a mode for setting any of the reverse gear position, the parking gear position, and the neutral gear position; A third mode is a mode in which the output torque of the motor is controlled based on the selected control target value, and the virtual driving sound is added. a fourth mode, shifting from the first mode or the third mode, controlling the output torque according to the control target value selected by the manual operation, adding the virtual driving sound, and maintaining the state of adding the virtual driving sound; and In a fifth mode, the virtual automatic shift is performed, any control target value among the control target values ​​divided into the plurality of ranges and set is selected by automatic control, the output torque is controlled according to the selected control target value, and the virtual driving sound is added. The selection device includes a shift device that selects any one of the driving modes by the manual operation and selects any one of the plurality of ranges when the third mode or the fourth mode is selected. The controller: When the fifth mode is selected by the shift device, a virtual automatic shift control is executed as the automatic control to set any one of the plurality of ranges or to continuously change the ranges according to the vehicle speed and the required driving force. the output torque is controlled according to the control target value set corresponding to any of the driving modes and the range selected by the shift device or the control target value set corresponding to the range selected or changed by the virtual automatic transmission control, and When the driving mode is set to the third mode, the vehicle is shifted from the third mode to the first mode or the fourth mode, thereby releasing the third mode. When the driving mode is set to the fourth mode, the fourth mode is shifted to the third mode to release the fourth mode. When the travel mode is set to the fifth mode, the fifth mode is shifted from the fifth mode to the third mode or the fourth mode, thereby canceling the fifth mode.

3. The control device for an electric vehicle according to claim 2, 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 between the second mode and the fifth 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 cannot be performed. The transition from the first mode to the fourth mode, the transition from the third mode to the fourth mode, the transition from the third mode to the fifth mode, and the transition from the fourth mode to the fifth mode are all performed by the second operation.

4. The control device for an electric vehicle according to claim 3, characterized in that: The selection device further includes a sound source switching device for selecting the first sound source or the second sound source through the manual operation. The sound source switching device is capable of performing the second operation. The second operation causes the mode to shift from the fifth mode to the first mode.

5. The control device for an electric vehicle according to claim 4, characterized in that: The sound source switching device performs the transition between the second mode immediately after the electric vehicle is started or the BEV second mode corresponding to the state of the second mode transitioned from the first mode and the virtual AT second mode corresponding to the state of the second mode transitioned from the fifth mode through the second operation.

6. The control device for an electric vehicle according to claim 1, characterized in that: The selection device can selectively set the following modes as the driving mode: The first mode sets the forward gear and generates or adds the motor sound; a second mode, as a mode for setting any of the reverse gear position, the parking gear position, and the neutral gear position; A third mode is a mode in which the output torque of the motor is controlled based on the selected control target value, and the virtual driving sound is added. a fourth mode, shifting from the first mode or the third mode, controlling the output torque according to the control target value selected by the manual operation, adding the virtual driving sound, and maintaining the state of adding the virtual driving sound; and In a fifth mode, the virtual automatic shift is performed, any control target value among the control target values ​​divided into the plurality of ranges and set is selected by automatic control, and the output torque is controlled according to the selected control target value. The selection device comprises: a shift device that selects any one of the driving modes by the manual operation and selects any one of the plurality of ranges when the third mode or the fourth mode is selected; and a sound source switching device for selecting the first sound source or the second sound source through the manual operation, The controller: When the fifth mode is selected by the manual operation, a virtual automatic shift control is executed as the automatic control to select any one of the plurality of ranges or to continuously change the ranges according to the vehicle speed and the required driving force. the output torque is controlled according to the control target value set corresponding to any of the driving modes and the range selected by the manual operation or the control target value set corresponding to the range selected or changed by the virtual automatic transmission control, and When the first mode is selected by the shift device or the first sound source is selected by the sound source switching device, the driving mode is set to the first mode and the motor sound is generated or added, and when the driving mode is shifted from the first mode to the second mode, the state of generating or adding the motor sound is maintained, When the fifth mode is selected by the shift device or the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode and the virtual driving sound is added, and when the driving mode is transferred from the fifth mode to the second mode, the state of adding the virtual driving sound is maintained.

7. The control device for an electric vehicle according to claim 6, 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 sound source switching device is capable of performing the second operation. In the selection device, selection of the fifth mode, selection of the first sound source or the second sound source, and transition from the fifth mode to the first mode are all performed by the second operation.

8. The control device for an electric vehicle according to claim 7, characterized in that: In the sound source switching device, the second operation is used to perform a transition between the second mode just after the electric vehicle is started or the BEV second mode equivalent to the state of the second mode transferred from the first mode and the virtual AT second mode equivalent to the state of the second mode transferred from the fifth mode.

9. The control device for an electric vehicle according to claim 8, characterized in that: In the selection device, The transition from the second mode to the third mode, the transition from the second mode to the fourth mode, and the selection of the first sound source in the third mode and the fourth mode are all disabled. The transition between the first mode and the second mode, the transition between the first mode and the third mode, the transition between the second mode and the fifth 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.

10. The control device for an electric vehicle according to any one of claims 1 to 9, 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 simulated engine speed assuming the engine speed according to the running state of the electric vehicle. The second sound source generates a virtual engine sound that changes according to the simulated engine speed as the virtual driving sound.

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