Battery electric vehicle

Abstract

The invention relates to a battery electric vehicle. The battery-powered vehicle includes: a driving operation member configured to drive the battery-powered vehicle; and a false shift operation member that simulates an operation member configured to perform a shift operation of the manual transmission internal combustion engine vehicle. A controller controlling the battery electric vehicle is configured to execute a control mode in which an operation of the dummy shift operation member is associated with a torque of the electric motor in accordance with a selection of a driver. The controller is further configured to, when in the control mode, apply a limit to an operation performed by the battery electric vehicle in response to the operation of the dummy shift operating member, the limit being capable of being removed or mitigated.

Description

Technical Field

[0001] The present disclosure relates to a battery electric vehicle including an electric motor as a driving source. Background Art

[0002] Japanese Patent No. 6787507 (JP 6787507 B) discloses a technology related to a battery electric vehicle that can control an electric motor to simulate a manual shift operation of a vehicle with a manual transmission powered by an internal combustion engine. Hereinafter, a vehicle with a manual transmission powered by an internal combustion engine will be referred to as a "manual transmission internal combustion engine vehicle". Japanese Unexamined Patent Application Publication No. 2022-036908 (JP 2022-036908 A) also discloses a related technology. Summary of the invention

[0003] The above technology allows the driver to experience driving a battery electric vehicle as if he or she is operating a manual transmission internal combustion engine vehicle. However, a driver who has not operated a manual transmission internal combustion engine vehicle for a long time and a driver who has no experience in operating a manual transmission internal combustion engine vehicle may drive the battery electric vehicle in a control mode simulating a manual transmission internal combustion engine vehicle.

[0004] The present disclosure provides a battery electric vehicle that allows drivers who have not driven a manual transmission internal combustion engine vehicle for a long time and drivers who have no experience in driving a manual transmission internal combustion engine vehicle to easily experience as if they are operating a manual transmission internal combustion engine vehicle.

[0005] A battery electric vehicle according to one embodiment of the present disclosure includes: an electric motor configured to be used as a driving source for the battery electric vehicle; a driving operating member configured to be used for driving the battery electric vehicle; a pseudo shift operating member that imitates an operating member configured to perform a shift operation of a manual transmission internal combustion engine vehicle; and a controller. The controller is configured to control the battery electric vehicle according to the operation of the driving operating member. The controller is configured to execute a control mode according to a driver's selection, in which the operation of the pseudo shift operating member is associated with the torque of the electric motor. The controller is also configured to, when in the control mode, impose restrictions on the operation performed by the battery electric vehicle in response to the operation of the pseudo shift operating member, which restrictions can be removed or mitigated.

[0006] The controller may also be configured to remove or mitigate the restriction when the driver satisfies a predetermined condition regarding the operation of the pseudo-shift operating member in the control mode. The controller may also be configured to provide the driver with information about the operation of the pseudo-shift operating member for the driver to meet the condition via an interface during driving in the control mode. The controller may also be configured to provide the driver with advice or feedback about the driver's operation of the pseudo-shift operating member via an interface during driving in the control mode. The controller may also be configured to set the restriction in response to an instruction received from the driver. The controller may also be configured to set the restriction when the battery electric vehicle is located in a predetermined area.

[0007] According to one aspect of the present disclosure, the driving operating member may include an accelerator pedal. The pseudo shift operating member may include a pseudo H-type shifter that imitates an H-type shifter of a manual transmission and a pseudo clutch operating device that imitates a clutch operating device. The controller may be configured to change the torque of the electric motor according to the shift position selected by the pseudo H-type shifter, the operation amount of the pseudo clutch operating device, and the operation amount of the accelerator pedal when in the control mode.

[0008] According to another aspect of the present disclosure, the driving operating member may include an accelerator pedal. The pseudo-shift operating member may include a pseudo-sequential shifter that mimics a sequential shifter of a manual transmission. The controller may be configured to change the torque of the electric motor according to a shift position selected by the pseudo-sequential shifter and an operation amount of the accelerator pedal when in a control mode.

[0009] According to another aspect of the present disclosure, the driving operation member may include an accelerator pedal. The pseudo shift operation member may include a pseudo H-type shifter that imitates an H-type shifter of a manual transmission. The controller may be configured to change the torque of the electric motor according to the shift position selected by the pseudo H-type shifter and the operation amount of the accelerator pedal when in the control mode.

[0010] According to the battery electric vehicle of the present disclosure, the driver can select a control mode in which the operation of a pseudo shift operating member that simulates the operating member for performing the shift operation of a manual transmission internal combustion engine vehicle is associated with the torque of the electric motor. At this time, the restrictions that can be removed or alleviated are applied to the operation performed by the battery electric vehicle in response to the operation of the pseudo shift operating member. This allows even drivers who have not driven a manual transmission internal combustion engine vehicle for a long time and drivers who have no experience in driving a manual transmission internal combustion engine vehicle to easily experience as if they were operating a manual transmission internal combustion engine vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like symbols represent like elements, and wherein:

[0012] Figure 1 shows a configuration of a battery electric vehicle according to an embodiment of the present disclosure;

[0013] Figure 2 is a tree diagram showing examples of control modes for a battery electric vehicle that may be selected by a controller;

[0014] Figure 3 is a tree diagram showing examples of control modes for a battery electric vehicle that may be selected by a controller;

[0015] Figure 4 shows the configuration of a controller associated with driving control of a battery electric vehicle;

[0016] Figure 5 shows the configuration of a controller associated with sound control of a battery electric vehicle;

[0017] Figure 6 is a tree diagram showing a function of limiting the operation of a battery electric vehicle in a manual mode and a training mode corresponding to the function;

[0018] Figure 7 An example of a method for setting a training mode is shown;

[0019] Figure 8 Another example of a method for setting a training mode is shown;

[0020] Fig. 9 is a flow chart showing a restriction function enabled when “paddle shift” is selected as the control mode and conditions that the driver needs to meet in order to disable the restriction function;

[0021] Fig.10 is a flow chart showing the restricted functions enabled when “paddle shift with clutch operation” is selected as the control mode and the conditions that the driver needs to satisfy in order to disable those restricted functions; and

[0022] Fig.11 is a flowchart showing a restriction function that is enabled when “lever shifting without clutch operation” is selected as the control mode and conditions that the driver needs to satisfy in order to disable the restriction function. DETAILED DESCRIPTION

[0023] 1. Configuration of the powertrain of battery electric vehicles

[0024] Figure 1The configuration of a battery electric vehicle 100 according to an embodiment of the present disclosure is schematically shown. Figure 1 The configuration of a power system of battery electric vehicle 100 is described.

[0025] The battery electric vehicle 100 includes two electric motors (M) 4F, 4R at the front and rear as traction power sources. The electric motors 4F, 4R are, for example, three-phase alternating current (AC) motors. The front electric motor 4F is connected to a front drive shaft 5F that drives the front wheels 6F. The rear electric motor 4R is connected to a rear drive shaft 5R that drives the rear wheels 6R. The front wheels 6F are suspended on left and right front suspensions 7F that are electronically controlled independently of each other. The rear wheels 6R are suspended on left and right rear suspensions 7R that are electronically controlled independently of each other.

[0026] The front electric motor 4F and the rear electric motor 4R are equipped with inverters (INV) 3F, 3R, respectively. The front inverter 3F and the rear inverter 3R are each connected to a battery (BATT) 2. The battery 2 stores electric energy for driving the electric motors 4F, 4R. That is, the battery electric vehicle 100 is a pure electric vehicle (BEV) that runs on the electric energy stored in the battery 2. The inverters 3F, 3R are, for example, voltage inverters, and control the torque of the electric motors 4F, 4R, respectively, by pulse width modulation (PWM) control.

[0027] 2. Configuration of control systems for battery electric vehicles

[0028] Next, we will refer to Figure 1 The configuration of a control system of the battery electric vehicle 100 is described.

[0029] The battery electric vehicle 100 includes a battery management system (BMS) 10 . The battery management system 10 is a device that monitors the cell voltage, current, temperature, etc. of the battery 2 . The battery management system 10 has a function of estimating the state of charge (SOC) of the battery 2 .

[0030] The battery electric vehicle 100 includes a vehicle speed sensor 11. At least one of the wheel speed sensors (not shown) mounted on the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11. The battery electric vehicle 100 also includes an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is provided for the accelerator pedal 22, and outputs a signal indicating the depression amount of the accelerator pedal 22 (i.e., the accelerator operation amount). The battery electric vehicle 100 also includes a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided to the brake pedal 23, and outputs a signal indicating the depression amount of the brake pedal 23, i.e., the brake operation amount.

[0031] The accelerator pedal 22 and the brake pedal 23 are driving operation members for driving the battery electric vehicle 100. In addition to these driving operation members, the battery electric vehicle 100 also includes a pseudo shift operation member that simulates an operation member for performing a shift operation of a manual transmission internal combustion engine vehicle. The pseudo shift operation member includes a pseudo H-type shifter 24, a pseudo paddle shifter 25, and a pseudo clutch pedal 26, which will be described below.

[0032] The pseudo H-type shifter 24 is a virtual object different from a real H-type shifter. The pseudo H-type shifter 24 has a structure that imitates a shift lever provided on a console, and is movable between shift positions along an H-type gear groove. Since the battery electric vehicle 100 does not have an actual transmission, the shift position of the pseudo H-type shifter 24 is a virtual shift position. The pseudo H-type shifter 24 is provided with a shift position sensor 14. The shift position sensor 14 outputs a signal indicating the shift position selected by the pseudo H-type shifter 24.

[0033] The pseudo paddle shifter 25 is a dummy object different from a real paddle shifter, which is a sequential shifter. The pseudo paddle shifter 25 has a structure that imitates a shift paddle attached to a steering wheel, and includes left and right paddles that can move independently of each other. The pseudo paddle shifter 25 is provided with a paddle shift switch 15. The paddle shift switch 15 outputs an upshift signal when the right paddle is pulled, and outputs a downshift signal when the left paddle is pulled.

[0034] The pseudo clutch pedal 26 is a virtual object different from the real clutch pedal. The pseudo clutch pedal 26 has a structure that imitates the clutch pedal of a conventional manual transmission internal combustion engine vehicle. For example, the pseudo clutch pedal 26 includes a reaction force mechanism that generates a reaction force in response to the driver pressing the pseudo clutch pedal 26. The starting position of the pseudo clutch pedal 26 is the position when no downward force is applied to the pseudo clutch pedal 26, and the terminal position of the pseudo clutch pedal 26 is the position when the pseudo clutch pedal 26 is pressed to the bottom. The driver can overcome the reaction force from the reaction force mechanism to operate the pseudo clutch pedal 26 from the starting position to the terminal position. The pseudo clutch pedal 26 is provided with a clutch pedal stroke sensor 16. The clutch pedal stroke sensor 16 outputs a signal indicating the amount of depression of the pseudo clutch pedal 26. Since the battery electric vehicle 100 does not have an actual clutch, the operation amount of the pseudo clutch pedal 26 (i.e., the clutch operation amount) is a virtual clutch operation amount.

[0035] Although the pseudo clutch pedal 26 is a pedal-type operating device operated by foot, a lever-type or dial-type operating device operated by hand may be provided as the pseudo clutch operating device. The pseudo clutch operating device may have various structures as long as the driver can operate the pseudo clutch operating device from its starting position to its terminal position against the reaction force and can experience the same operating feeling as the clutch pedal of a conventional manual transmission internal combustion engine vehicle with his or her foot or hand.

[0036] The battery electric vehicle 100 also includes a human machine interface (HMI) 20 as an interface for mutual communication with the driver and an in-vehicle speaker 21. The HMI 20 includes a touch panel display. The HMI 20 displays information on the touch panel display and receives input from the driver through a touch operation on the touch panel display. The in-vehicle speaker 21 can provide information to the driver by voice, and can also output a pseudo engine sound described later.

[0037] The battery electric vehicle 100 includes a controller 101. Sensors and devices to be controlled mounted on the battery electric vehicle 100 are connected to the controller 101 via an on-vehicle network. In addition to the battery management system 10, the vehicle speed sensor 11, the accelerator pedal travel sensor 12, the brake pedal travel sensor 13, the shift position sensor 14, the paddle shift switch 15, and the clutch pedal travel sensor 16, various other sensors are mounted on the battery electric vehicle 100.

[0038] The controller 101 is generally an electronic control unit (ECU). The controller 101 may be a combination of multiple ECUs. The controller 101 includes at least a processor 102 and a memory 103. The memory 103 includes a random access memory (RAM) for temporarily recording data and a read-only memory (ROM) for storing a program 104 that can be executed by the processor 102 and various types of data 105 related to the program. The program 104 consists of multiple instructions. The processor 102 reads the program 104 and the data 105 from the memory 103, executes the program 104, and generates a control signal based on a signal obtained from a sensor. The controller 101 may include one processor 102, or may include multiple processors 102.

[0039] The controller 101 can control the battery electric vehicle 100 in various control modes. The driver himself or herself can select the control mode by performing a touch operation on the touch panel display of the HMI 20. Specifically, when a touch operation is performed on the touch panel display of the HMI 20, one or more programs 104 associated with the touch operation are read from the memory 103 and executed by the processor 102. The control mode of the battery electric vehicle 100 by the controller 101, which can be selected by the driver through an operation on the HMI 20, will be described below.

[0040] 3. Control mode of battery electric vehicles

[0041] Figure 2 and Figure 3 is a tree diagram showing examples of control modes of the battery electric vehicle 100 that can be selected by the controller 101. Figure 2 The control tree shown displays a selection screen on the touch panel display of the HMI 20 .

[0042] The option "control mode" OP000 is displayed on the initial screen of the HMI20. When the option "control mode" OP000 is selected, the options "automatic mode" OP110 and "manual mode" OP120 are displayed on the touch panel display. When the option "automatic mode" OP110 is selected, the control mode of the battery electric vehicle 100 is switched to the automatic mode. The automatic mode is a control mode in which the battery electric vehicle 100 is driven as a normal BEV. In the automatic mode, the driver can basically drive the battery electric vehicle 100 only by operating the accelerator pedal 22, the brake pedal 23 and the steering wheel (not shown). In the automatic mode, the shifting operation of the pseudo H-type shifter 24, the shifting operation of the pseudo paddle shifter 25 and the clutch operation of the pseudo clutch pedal 26 are disabled.

[0043] When the option "manual mode" OP120 is selected, the control mode of the battery electric vehicle 100 is switched to the manual mode. The manual mode is a control mode in which the battery electric vehicle 100 operates like a manual transmission internal combustion engine vehicle. When the option "manual mode" OP120 is selected, the options "shift mode" OP210, "engine characteristics" OP220, "engine sound" OP230, "drive mode" OP240, and "suspension characteristics" OP250 are displayed on the touch panel display. By combining the options OP210 to OP250 as needed, the driver can determine the characteristics of the manual transmission internal combustion engine vehicle that he or she wants the battery electric vehicle 100 to simulate.

[0044] The option “Shift Mode” OP 210 is an option for selecting a shift mode of a manual transmission when the battery electric vehicle 100 is to be operated like a manual transmission internal combustion engine vehicle. Figure 2 As shown, when the option "shift mode" OP210 is selected, the options "paddle shift" OP311 and "lever shift" OP312 are displayed on the touch panel display. When the option "paddle shift" OP311 is selected, the shift mode of the manual transmission reproduced by the battery electric vehicle 100 is switched to the paddle shift mode. The paddle shift mode is a mode in which the pseudo paddle shifter 25 is used for shifting operations. In the paddle shift mode, the shifting operation of the pseudo H-type shifter 24 is disabled. In the paddle shift mode, the operation when the gear ratio of the manual transmission changes is reproduced by the shifting operation of the pseudo shifter 25. The clutch operation in the real paddle shift manual transmission is automatically performed by an automatic device. Therefore, the clutch operation of the pseudo clutch pedal 26 is not required in the paddle shift mode. In the paddle shift mode, the clutch operation of the pseudo clutch pedal 26 is disabled.

[0045] When the option “Lever shift” OP312 is selected, the lever shift mode is selected. The lever shift mode is a mode in which the pseudo H-type shifter 24 is used for shifting operations. In the lever shift mode, the shifting operation of the pseudo paddle shifter 25 is disabled. In the lever shift mode, the operation of the manual transmission when the gear ratio is changed is reproduced by the shifting operation of the pseudo H-type shifter 24. Some actual H-type shifter manual transmissions allow the driver to perform clutch operation, while others leave the clutch operation to the automatic device. When the option “Lever shift” OP312 is selected, the options “With clutch operation” OP411 and “Without clutch operation” OP412 are displayed on the touch panel display. When the option “With clutch operation” OP411 is selected, the lever shift mode is switched to a mode that requires the clutch operation of the pseudo clutch pedal 26. On the other hand, when the option “no clutch operation” OP 412 is selected, the clutch operation of the pseudo clutch pedal 26 is disabled, and the paddle shift mode is switched to a mode that does not require the clutch operation of the pseudo clutch pedal 26 .

[0046] The option "Engine Characteristics" OP220 is an option for selecting the characteristics of the internal combustion engine when the battery electric vehicle 100 is to be operated like a manual transmission internal combustion engine vehicle. Figure 2As shown, when the option "engine characteristics" OP220 is selected, the options "low to medium rotation type" OP321, "high rotation type" OP322, and "full range type" OP323 are displayed on the touch panel display. When the option "low to medium rotation type" OP321 is selected, the characteristics of the internal combustion engine reproduced by the battery electric vehicle 100 are switched to the low to medium rotation type, in which the torque in the low to medium rotation range is relatively high. When the option "high rotation type" OP322 is selected, the characteristics of the internal combustion engine reproduced by the battery electric vehicle 100 are switched to the high rotation type, in which the torque in the high rotation range is relatively high. When the option "full range type" OP323 is selected, the characteristics of the internal combustion engine reproduced by the battery electric vehicle 100 are switched to the full range type, in which the torque is uniform throughout the entire rotation range. Note that the low to medium rotation type, the high rotation type, and the full range type are merely examples of engine characteristics that can be reproduced by controlling the battery electric vehicle 100.

[0047] The option “engine sound” OP230 is an option for selecting the engine sound to be reproduced by the battery electric vehicle 100. Figure 2 As shown, when the option “engine sound” OP230 is selected, the options “inline-four-cylinder supercharged engine” OP331, “flat-six engine” OP332, and “V12 engine” OP333 are displayed on the touch panel display. When the option “inline-four-cylinder supercharged engine” OP331 is selected, the engine sound reproduced by the battery electric vehicle 100 is switched to the engine sound of the inline-four-cylinder supercharged engine. When the option “flat-six engine” OP332 is selected, the engine sound reproduced by the battery electric vehicle 100 is switched to the engine sound of the flat-six engine. When the option “V12 engine” OP333 is selected, the engine sound reproduced by the battery electric vehicle 100 is switched to the engine sound of the V12 engine. Note that the inline-four-cylinder supercharged engine, the flat-six engine, and the V12 engine are merely examples of engine sounds that can be reproduced by the battery electric vehicle 100.

[0048] The option "drive mode" OP240 is an option for selecting the drive mode of the battery electric vehicle 100. Figure 3As shown, when the option "drive mode" OP240 is selected, the options "four-wheel drive" OP341 and "rear-wheel drive" OP342 are displayed on the touch panel display. When the option "four-wheel drive" OP341 is selected, the drive mode of the battery electric vehicle 100 is switched to the four-wheel drive mode. In the four-wheel drive mode, the front wheel 6F is driven by the front electric motor 4F, and the rear wheel 6R is driven by the rear electric motor 4R. The torque distribution between the front wheel 6F and the rear wheel 6R can be fixed or variable by controlling the electric motors 4F and 4F by the inverters 3F and 3R. When the option "rear-wheel drive" OP342 is selected, the drive mode of the battery electric vehicle 100 is switched to the rear-wheel drive mode. In the rear-wheel drive mode, only the rear wheel 6R is driven by the rear electric motor 4R. The drive mode of the battery electric vehicle 100 may include an option of a front-wheel drive mode, in which only the front wheel 6F is driven by the front electric motor 4F instead of or in addition to the rear-wheel drive mode.

[0049] The option “suspension characteristics” OP250 is an option for selecting the suspension characteristics of the battery electric vehicle 100. Figure 3 As shown, when the option "suspension characteristics" OP250 is selected, the options "soft" OP351, "hard" OP352 and "medium" OP353 are displayed on the touch panel display. When the option "soft" OP351 is selected, the suspension characteristics of the battery electric vehicle 100 are switched to the soft mode. In the soft mode, the damping force of the suspension 7F, 7R is reduced. When the option "hard" OP352 is selected, the suspension characteristics of the battery electric vehicle 100 are switched to the hard mode. In the hard mode, the damping force of the suspension 7F, 7R is increased. When the option "medium" OP353 is selected, the suspension characteristics of the battery electric vehicle 100 are switched to the medium mode. In the medium mode, the damping force of the suspension 7F, 7R is set to an intermediate value between the value in the soft mode and the value in the hard mode. Since the suspension 7F, 7R is an electronically controlled suspension, the suspension characteristics of the suspension 7F, 7R can be adjusted within a wide range. Therefore, the soft mode, hard mode, and medium mode are merely examples of suspension characteristics that may be implemented in the battery electric vehicle 100. The driving mode and the suspension characteristics may be selected not only in the manual mode but also in the automatic mode.

[0050] The driver can switch the control mode of the battery electric vehicle 100 to his or her preference by operating the touch panel display of the HMI20 according to the above-mentioned control tree. The switchable control modes include a mode related to the driving control of the battery electric vehicle 100 and a mode related to the sound control of the battery electric vehicle 100. Specifically, the mode related to the option "engine sound" OP230 is a mode related to the sound control, and the remaining modes are modes related to the driving control. In the following section, the driving control and sound control of the battery electric vehicle 100 by the controller 101 will be described.

[0051] 4. Driving control of battery electric vehicles

[0052] Figure 4 1 shows the configuration of the controller 101 related to the driving control of the battery electric vehicle 100. Specifically, Figure 4 A configuration particularly related to torque control in driving control is shown. When the processor 102 executes one or more driving control programs 104 stored in the memory 103, the processor 102 functions as a driving control device.

[0053] A control mode signal is input from the HMI 20 to the controller 101 used as a driving control device. The control mode signal includes information about the control mode selected by the driver. The controller 101 performs a process P110 based on the control mode signal. In the process P110, the control mode is switched according to the control mode signal. The switching of the control mode that particularly affects the driving control is the switching between the automatic mode and the manual mode.

[0054] When the control mode is switched to the automatic mode, the controller 101 executes a process P120 of calculating torque in the automatic mode. In the process P120, the controller 101 acquires the vehicle speed from the signal from the vehicle speed sensor 11, and acquires the accelerator operation amount from the signal from the accelerator pedal stroke sensor 12. The controller 101 has a motor torque map using the accelerator operation amount and the vehicle speed as parameters. The controller 101 inputs the acquired vehicle speed and accelerator operation amount to the motor torque map, and controls the inverters 3F, 3R so that the electric motors 4F, 4R generate the torque obtained from the motor torque map.

[0055] When the control mode is switched to the manual mode, the controller 101 executes a process P130 for calculating torque in the manual mode. The process P130 includes a process P131 for calculating the torque to be generated by the drive wheels. The process P130 also includes a process P132 and a process P133. The process P132 is a process for calculating the torque to be generated by the front electric motor 4F, and the process P133 is a process for calculating the torque to be generated by the rear electric motor 4R. The processes P132, P133 are executed according to the drive wheel torque calculated in the process P130 and the torque distribution between the front wheel 6F and the rear wheel 6R.

[0056] The vehicle model MOD01 is used to calculate the drive wheel torque in process P131. The vehicle model MOD01 includes an engine model MOD11, a clutch model MOD12, and a transmission model MOD13. The engine virtually implemented by the vehicle type MOD01 will be referred to as a "virtual engine", the clutch virtually implemented by the vehicle model MOD01 will be referred to as a "virtual clutch", and the transmission virtually implemented by the vehicle model MOD01 will be referred to as a "virtual transmission". The engine model MOD11 models the virtual engine. The clutch model MOD12 models the virtual clutch. The transmission model MOD13 models the virtual transmission.

[0057] The engine model MOD11 calculates a virtual engine speed and a virtual engine torque. The virtual engine speed is calculated based on the vehicle speed, the total reduction ratio, and the slip ratio of the virtual clutch. The virtual engine torque is calculated based on the virtual engine speed and the accelerator operation amount. The vehicle speed is obtained from a signal from a vehicle speed sensor 11. The accelerator operation amount is obtained from a signal from an accelerator pedal stroke sensor 12. The total reduction ratio is a value obtained by multiplying the gear ratio of the virtual transmission by the reduction ratio determined by the mechanical structure from the virtual transmission to the drive wheels. The engine model MOD11 defines the relationship between the virtual engine speed and the virtual engine torque for each accelerator operation amount. The driver can select the engine characteristics of the engine model MOD11 by operating the HMI20. In Figure 2 In the example shown, the engine characteristics may be selected from a low to medium rotation type, a high rotation type, and a full range type.

[0058] The clutch model MOD12 calculates the torque transfer gain. The torque transfer gain is a gain for calculating the torque transfer degree of the virtual clutch based on the clutch operation amount. When the paddle shift mode with clutch operation is selected as the shift mode, the clutch operation amount is obtained from the signal from the clutch pedal stroke sensor 16. The clutch operation amount is 0% at the starting position of the pseudo clutch pedal 26 and is 100% at the terminal position of the pseudo clutch pedal 26. The clutch model MOD12 gives the torque transfer gain with respect to the clutch operation amount. The torque transfer gain is converted into the clutch torque capacity of the virtual clutch, that is, the virtual clutch torque capacity. The virtual clutch torque input from the virtual clutch to the virtual transmission is calculated based on the comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11. The clutch model MOD12 calculates the slip ratio by subtracting the torque transfer gain from 1. The slip ratio is used to calculate the virtual engine speed in the engine model MOD11.

[0059] When the paddle shift mode is selected as the shift mode, the clutch operation amount to be input to the clutch model MOD12 is calculated using the clutch operation model. When the paddle shift mode without clutch operation is selected as the shift mode, the clutch operation amount to be input to the clutch model MOD12 is calculated using the clutch operation model. The clutch operation model is a model that simulates the clutch operation by a model driver. When the paddle shift mode is selected, the vehicle speed, the virtual engine speed, and the signal from the paddle shift switch 15 are input to the clutch operation model. When the paddle shift mode without clutch operation is selected, the vehicle speed, the virtual engine speed, and the signal from the shift position sensor 14 are input to the clutch operation model.

[0060] The signal from the paddle shift switch 15 and the signal from the shift position sensor 14 are used to determine the timing of the clutch operation. When the driver's shift operation is detected based on the signal from the paddle shift switch 15 or the signal from the shift position sensor 14, the clutch operation model maximizes the clutch opening amount to disengage the virtual clutch. The vehicle speed and the virtual engine speed are used to calculate the clutch operation amount. The clutch operation model calculates the clutch operation amount based on the difference between the rotation speed of the input shaft of the virtual transmission calculated from the vehicle speed and the virtual engine speed, so that the rotation speed of the input shaft of the virtual transmission smoothly matches the virtual engine speed.

[0061] The transmission model MOD13 calculates a virtual transmission ratio. The virtual transmission ratio is a transmission ratio determined by a virtual shift position of the virtual transmission. A virtual transmission ratio is set for each shift position. The highest virtual transmission ratio is set for the first gear, followed by the second gear, the third gear, the fourth gear, ... in descending order. In the paddle shift mode, the shift position corresponds to the signal from the shift position sensor 14 one by one. In the paddle shift mode, the shift position is shifted up by one gear in response to the upshift signal from the paddle shift switch 15, and the shift position is shifted down by one gear in response to the downshift signal from the paddle shift switch 15. When the number of shift positions of the pseudo H-type shifter 24 is physically determined, there is no physical limit to the number of shift positions of the pseudo paddle shifter 25. Therefore, the transmission model MOD13 can be set differently between the paddle shift mode and the paddle shift mode so that the number of shift positions in the paddle shift mode is greater than the number of shift positions in the paddle shift mode.

[0062] The transmission model MOD13 calculates the virtual transmission torque using the virtual transmission ratio and the virtual clutch torque. The virtual transmission torque is a virtual torque output from the virtual transmission. The controller 101 controls the inverters 3F, 3R to change the output torque of the electric motors 4F, 4R according to the virtual transmission torque. The virtual transmission torque changes discontinuously in response to the change of the virtual transmission ratio. This discontinuous change of the virtual transmission torque causes a torque shock in the battery electric vehicle 100, thereby producing the feeling of a vehicle with a stepped transmission.

[0063] The vehicle model MOD01 calculates the drive wheel torque based on the virtual transmission torque and the reduction ratio. When the four-wheel drive mode is selected as the drive mode, the drive wheel torque is the sum of the torques applied to the left and right front wheels 6F and the left and right rear wheels 6R. The torque distribution between the front wheels 6F and the rear wheels 6R can be fixed, or can be actively or passively changed. When the rear-wheel drive mode is selected as the drive mode, the drive wheel torque is the sum of the torques applied to the left and right rear wheels 6R.

[0064] In process P132, the torque of the front electric motor 4F in the manual mode (front motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the front wheels 6F and the reduction ratio from the output shaft of the front electric motor 4F to the front wheels 6F. The controller 101 controls the front inverter 3F so that the front electric motor 4F generates the front motor torque calculated in process P132.

[0065] In process P133, the torque of the rear electric motor 4R in the manual mode (rear motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the rear wheel 6R and the speed reduction ratio from the output shaft of the rear electric motor 4R to the rear wheel 6R. The controller 101 controls the rear inverter 3R so that the rear electric motor 4R generates the rear motor torque calculated in process P133.

[0066] exist Figure 4 In the configuration shown, the battery management system 10 and the brake pedal travel sensor 13 are not necessarily required for the above-mentioned driving control. However, when the switching of the control mode affects the SOC of the battery 2, the signal from the battery management system 10 can be used as information for determining whether the switching of the control mode is allowed. In the case where the method of operating the battery electric vehicle 100 is significantly changed, such as when the control mode is switched between the automatic mode and the manual mode, the condition for switching the control mode may be that the brake pedal 23 is depressed. In this case, the signal from the brake pedal travel sensor 13 can be used as information for determining whether the brake pedal 23 is depressed.

[0067] 5. Sound control for battery electric vehicles

[0068] Figure 5 The configuration of a controller 101 related to the sound control of a battery electric vehicle 100 is shown. When the processor 102 executes one or more sound control programs 104 stored in a memory 103, the processor 102 functions as a sound control device. The processor 102 used as a driving control device and the processor 102 used as a sound control device may be different processors, or may be the same processor.

[0069] The controller 101 serving as the sound control means can output an artificially generated sound from the in-vehicle speaker 21. One of such artificial sounds is a pseudo engine sound that simulates the engine sound of a conventional internal combustion engine vehicle. When a control mode signal indicating that the manual mode has been selected is received from the HMI 20, the controller 101 serving as the sound control means executes a process P140. In the process P140, a pseudo engine sound is generated based on the virtual engine torque and the virtual engine speed calculated in the process P131.

[0070] In process P140, the engine sound selected via the HMI 20 is used as the sound source of the pseudo engine sound to be generated from the in-vehicle speaker 21. Figure 2 In the example shown, an engine sound selected from an inline four-cylinder supercharged engine, a flat six engine, and a V12 engine is used as a sound source of a pseudo engine sound. However, in process P140, the sound from this sound source is not used. In process P140, the sound pressure of this sound source is changed by, for example, an amplifier, and the frequency of this sound source is changed by, for example, a frequency modulator.

[0071] Process P140 includes process P141 for calculating engine sound pressure and process P142 for calculating engine sound frequency. In process P141, sound pressure mapping M11 is used to calculate the sound pressure of pseudo engine sound from virtual engine torque. Sound pressure mapping M11 is created so that the sound pressure increases as virtual engine torque increases. In process P142, frequency mapping M12 is used to calculate the frequency of pseudo engine sound from virtual engine speed. Frequency mapping M12 is created so that the frequency increases as virtual engine speed increases. Virtual engine torque and virtual engine speed change according to the driver's accelerator operation, gear shift operation and clutch operation. Changing the sound pressure and frequency of pseudo engine sound according to the virtual engine torque and virtual engine speed changed in this way can give the driver the feeling that he or she is actually driving a real manual transmission internal combustion engine vehicle.

[0072] 6. Training Mode

[0073] 6-1. Overview

[0074] By switching the control mode to the manual mode via the HMI 20, the driver of the battery electric vehicle 100 can experience as if he or she is operating a manual transmission internal combustion engine vehicle while the driver of the battery electric vehicle 100 is driving the battery electric vehicle 100. However, for a driver who has not driven a manual transmission internal combustion engine vehicle for a long time and a driver who has no experience in driving a manual transmission internal combustion engine vehicle, operating a manual transmission internal combustion engine vehicle is not easy and driving may be unpleasant.

[0075] Therefore, the manual mode imposes restrictions on the operations performed by the battery electric vehicle 100 in response to the shift operation and the clutch operation, which are operations unique to a manual transmission internal combustion engine vehicle. This allows the driver to easily and comfortably experience as if he or she is operating a manual transmission internal combustion engine vehicle. When the driver satisfies a predetermined condition indicating that the driver's operating skills must be improved, the restrictions imposed on the operation of the battery electric vehicle 100 in the manual mode can be removed.

[0076] In order to improve the driver's operating skills, the battery electric vehicle 100 has a training mode suitable for training when operating a manual transmission internal combustion engine vehicle. Removing restrictions as a result of training in the training mode allows the battery electric vehicle 100 to reproduce the operations that a manual transmission internal combustion engine vehicle should perform in response to a shift operation and a clutch operation. While driving the battery electric vehicle 100, a driver who has already skillfully performed a shift operation and a clutch operation can prefer the feel of a manual transmission internal combustion engine vehicle.

[0077] 6-2. Specific details

[0078] Figure 6 is a tree diagram showing a function of limiting the operation of the battery electric vehicle 100 during driving in the manual mode and a training pattern corresponding to the function. Figure 6 , when the option "paddle shift" OP311 is selected on the touch panel display of the HMI 20, the acceleration / deceleration control LM11 is enabled as a function of limiting the operation of the battery electric vehicle 100. The acceleration / deceleration control LM11 is a function of limiting the sudden acceleration or deceleration of the battery electric vehicle 100 when a driver who is not accustomed to the paddle shifter performs an inappropriate shifting operation. Enabling the acceleration / deceleration control LM11 allows the driver to easily enjoy performing a shifting operation using the pseudo paddle shifter 25. When a predetermined condition is satisfied, the acceleration / deceleration control LM11 that has been enabled may be disabled.

[0079] A training mode TR10 is prepared for the option "paddle shift" OP311. When the driver selects the training mode TR10 on the touch panel display of the HMI 20, the controller 101 performs downshift training TR11 and upshift training TR12. The downshift training TR11 is a training for calculating the timing of performing a downshift by operating the pseudo paddle shifter 25. The upshift training TR12 is a training for calculating the timing of performing an upshift by operating the pseudo paddle shifter 25.

[0080] When the option "lever shift" OP312 is selected and then the option "with clutch operation" OP411 is selected, the acceleration / deceleration control LM21, the engine stall prevention LM22, the downshift assist LM23, the upshift assist LM24, and the hill start assist LM25 are enabled as functions for limiting the operation of the battery electric vehicle 100. The acceleration / deceleration control LM21 is a function for limiting the sudden acceleration or deceleration of the battery electric vehicle 100 when a driver who is not accustomed to the H-type shifter performs an inappropriate shift operation. The engine stall prevention LM22 is a function of turning off the simulated engine stall of the battery electric vehicle 100 to allow even a driver who is not accustomed to operating the clutch pedal to easily perform a clutch operation. The simulated engine stall is a function of simulating an engine stall caused by an inappropriate clutch operation by causing a torque shock in the electric motors 4F, 4R. The downshift assist LM23 is a function of reducing the shift shock by increasing the virtual engine speed when downshifting. The upshift assist LM24 is a function of reducing the shift shock by reducing the virtual engine speed when upshifting. The hill start assist LM25 is a function that limits the vehicle's rollback due to a delay in performing an accelerator operation or a clutch operation when starting on a slope. Enabling these limiting functions allows the driver to easily enjoy performing a shift operation using the pseudo H-type shifter 24 and performing a clutch operation using the pseudo clutch pedal 26. Even after these limiting functions are enabled, they can be disabled when predetermined conditions are met.

[0081] A training mode TR20 is prepared for the option "with clutch operation" OP411. When the driver selects the training mode TR20, the controller 101 performs the lever operation training TR21, the clutch operation training TR22, the downshift training TR23, the upshift training TR24, and the hill start training TR25. The lever operation training TR21 is a training to quickly move the lever of the pseudo H-type shifter 24 to the correct position. The clutch operation training TR22 is a training to learn to use the half clutch by operating the pseudo clutch pedal 26. The downshift training TR23 is a training to increase the virtual engine speed to an appropriate speed by performing an accelerator operation when downshifting. The upshift training TR24 is a training to quickly engage the virtual clutch by operating the pseudo clutch pedal 26 when upshifting. The hill start training TR25 is a training to cooperatively operate the accelerator pedal 22 and the pseudo clutch pedal 26 when starting on a slope so as not to cause the vehicle to roll back.

[0082] When the option "Lever shift" OP312 is selected and then the option "No clutch operation" OP412 is selected, the acceleration / deceleration control LM31 is enabled as a function to restrict the operation of the battery electric vehicle 100. The acceleration / deceleration control LM31 is a function to restrict the battery electric vehicle 100 from suddenly accelerating or decelerating when a driver who is not accustomed to the H-type shifter performs an inappropriate shifting operation. Enabling the acceleration / deceleration control LM31 allows the driver to easily enjoy performing a shifting operation using the pseudo H-type shifter 24. When a predetermined condition is satisfied, the acceleration / deceleration control LM31 that has been enabled can be disabled.

[0083] The training mode TR30 is prepared for the option "no clutch operation" OP412. When the driver selects the training mode TR30, the controller 101 performs the lever operation training TR31, the downshift training TR32, and the upshift training TR33. The lever operation training TR31 is the training of moving the lever of the pseudo H-type shifter 24 to the correct position. The downshift training TR32 is the training of increasing the virtual engine speed to the appropriate speed by performing the accelerator operation when downshifting. The upshift training TR33 is the training of quickly engaging the virtual clutch by operating the pseudo clutch pedal 26 when upshifting.

[0084] 6-3. Method for setting training mode

[0085] The driver can set the training mode as needed. Figure 7 An example of a method for setting a training mode is shown. Figure 7 In the example shown, the driver's selection of the training mode is entered into the HMI 20 and then input from the HMI 20 to the controller 101. The controller 101 executes process P150 in response to the selection of the training mode. In process P150, training associated with the selected training mode is performed.

[0086] During the execution of the training, guidance on the shifting operation using the pseudo H-type shifter 24 or the pseudo paddle shifter 25 and guidance on the clutch operation using the pseudo clutch pedal 26 are displayed on the HMI 20. For example, such guidance is about an exemplary method for performing the shifting operation and an exemplary method for performing the clutch operation. When a predetermined condition is satisfied due to the training according to the guidance displayed on the HMI 20, a restricted function such as acceleration / deceleration control that has been enabled when the manual mode is selected may be disabled. The operation guidance may be read from the memory 103 of the controller 101 and displayed on the HMI 20, or may be downloaded from a server and displayed on the HMI 20 each time.

[0087] During the execution of the training, advice or feedback is given to the driver by voice using the in-vehicle speaker 21. For example, the advice is a tip that teaches how to skillfully use the pseudo H-type shifter 24 or the pseudo paddle shifter 25 to perform a shift operation or use the pseudo clutch pedal 26 to perform a clutch operation. Advice is given according to the driver's current situation. Feedback is, for example, pointing out areas for improving the shift operation or clutch operation performed by the driver. In addition to pointing out areas for improvement, the scoring results of the shift operation or clutch operation performed by the driver can also be notified. Instead of or in addition to the voice from the in-vehicle speaker 21, the content of the advice or feedback can be displayed on the HMI 20.

[0088] Another example of a method for setting the training mode is to automatically set the training mode only for the pre-registered area. Figure 8 This example of a method for setting a training mode is shown. Figure 8 In the example shown, the training area set by the driver via the HMI20 is input to the navigation device 30. Multiple training areas can be set, and which training mode to execute can be selected in advance for each training area. The own position of the battery electric vehicle 100 estimated by the global positioning system (GPS) 18 is input to the navigation device 30. When the battery electric vehicle 100 enters the set training area, the navigation device 30 inputs the training mode pre-selected for the training area to the controller 101. The controller 101 executes process P150 in response to the selection of the training mode. The area where the training mode is executed includes a place where the driver can perform training without worrying about the surrounding environment, such as a driving school or a large area of ​​​​vacant area.

[0089] 6-4. Disable the restriction function

[0090] As described above, even after the restriction functions for restricting the operation of the battery electric vehicle 100 in the manual mode are enabled, they can be disabled when the driver satisfies a predetermined condition. The conditions that the driver needs to satisfy in order to disable the restriction functions will be described below for each control mode. Regardless of whether the driver satisfies the predetermined conditions, the driver can forcibly disable the restriction function by himself. The restriction function that has been enabled can be forcibly disabled via the touch panel display of the HMI 20.

[0091] Fig. 9 is a flow chart showing the restriction function enabled when "paddle shift" is selected as the control mode and the conditions that the driver needs to meet in order to disable the restriction function. Fig. 9 In the process shown, first, in step S101, it is determined whether "paddle shift" is selected as the control mode. When "paddle shift" is not selected, the process ends.

[0092] When "paddle shift" is selected as the control mode, step S102 is executed. In step S102, it is determined whether the downshift training TR11 is completed. For example, it can be determined that the downshift training TR11 is completed under the condition that the number of downshifts performed by operating the pseudo paddle shifter 25 exceeds a predetermined value. Alternatively, it can be determined that the downshift training TR11 is completed under the condition that the difference between the actual timing of the downshift performed by operating the pseudo paddle shifter 25 and the target timing falls within the allowable range. When the downshift training TR11 is not completed, the process ends.

[0093] When the downshift training TR11 is finished, step S103 is executed. In step S103, it is determined whether the upshift training TR12 is completed. For example, it may be determined that the upshift training TR12 is completed under the condition that the number of upshifts performed by operating the pseudo paddle shifter 25 exceeds a predetermined value. Alternatively, it may be determined that the upshift training TR12 is completed under the condition that the difference between the actual timing of the upshift performed by operating the pseudo paddle shifter 25 and the target timing falls within the allowable range. When the upshift training TR12 is not completed, the process ends.

[0094] When the upshift training TR12 is completed, step S104 is executed. In step S104, the acceleration / deceleration control LM11 as the restriction function is allowed to be turned off. After the acceleration / deceleration control LM11 is allowed to be turned off, the driver can keep the acceleration / deceleration control LM11 turned on, or can turn off the acceleration / deceleration control LM11 on the touch panel display of the HMI20.

[0095] Fig.10 is a flow chart showing the restricted functions enabled when "paddle shift with clutch operation" is selected as the control mode and the conditions that the driver needs to meet in order to disable those restricted functions. Fig.10In the process shown, first, in step S201, it is determined whether "lever shifting with clutch operation" is selected as the control mode. When "lever shifting with clutch operation" is not selected, the process ends.

[0096] When "lever shifting with clutch operation" is selected as the control mode, step S202 is executed. In step S202, it is determined whether the lever operation training TR21 is completed. For example, it can be determined that the lever operation training TR21 is completed under the condition that the number of operations of the pseudo-H-type shifter 24 exceeds a predetermined value. Alternatively, it can be determined that the lever operation training TR21 is completed under the condition that the operation speed of the pseudo-H-type shifter 24 exceeds the target speed.

[0097] When the lever operation training TR21 is completed, step S203 is executed. In step S203, the acceleration / deceleration control LM21 as the restriction function is allowed to be turned off. After the acceleration / deceleration control LM21 is allowed to be turned off, the driver can keep the acceleration / deceleration control LM21 turned on, or can turn off the acceleration / deceleration control LM21 on the touch panel display of the HMI20. When the lever operation training TR21 is not completed, step S203 is skipped.

[0098] Then, step S204 is executed. In step S204, it is determined whether the clutch operation training TR22 is completed. For example, when the number of operations of the pseudo clutch pedal 26 exceeds a predetermined value, it can be determined that the clutch operation training TR22 is completed. Alternatively, when the change in the virtual engine speed associated with the operation of the pseudo clutch pedal 26 falls within the allowable range, it can be determined that the clutch operation training TR22 is completed.

[0099] When the clutch operation training TR22 is completed, step S205 is performed. In step S205, the engine stall prevention LM22 as a limiting function is allowed to be turned off. After the engine stall prevention LM22 is allowed to be turned off, the driver can keep the engine stall prevention L22 turned on, or can turn off the engine stall prevention LM22 on the touch panel display of the HMI20. When the clutch operation training TR22 is not completed, step S205 is skipped.

[0100] Then, step S206 is performed. In step S206, it is determined whether the downshift training TR23 is completed. For example, it can be determined that the downshift training TR23 is completed under the condition that the number of downshift operations using the pseudo H-type shifter 24 and the pseudo clutch pedal 26 exceeds a predetermined value. Alternatively, it can be determined that the downshift training TR23 is completed under the condition that the difference between the virtual engine speed and the target speed when the virtual clutch is engaged by operating the pseudo clutch pedal 26 after downshifting by operating the pseudo H-type shifter 24 falls within an acceptable range.

[0101] When the downshift training TR23 is finished, step S207 is executed. In step S207, the downshift assist LM23 as the limiting function is allowed to be turned off. After the downshift assist L23 is allowed to be turned off, the driver can keep the downshift assist L23 turned on, or can turn off the downshift assist L23 on the touch panel display of the HMI20. When the downshift training TR23 is not completed, step S207 is skipped.

[0102] Then, step S208 is executed. In step S208, it is determined whether the upshift training TR24 is completed. For example, it can be determined that the upshift training TR24 is completed under the condition that the number of upshift operations using the pseudo H-type shifter 24 and the pseudo clutch pedal 26 exceeds a predetermined value. Alternatively, it can be determined that the upshift training TR24 is completed under the condition that the speed of engaging the virtual clutch by operating the pseudo clutch pedal 26 after upshifting by operating the pseudo H-type shifter 24 exceeds the target speed.

[0103] When the upshift training TR24 is completed, step S209 is executed. In step S209, the upshift assist LM24 as the limiting function is allowed to be turned off. After the upshift assist L24 is allowed to be turned off, the driver can keep the upshift assist L24 turned on, or can turn off the upshift assist L24 on the touch panel display of the HMI20. When the upshift training TR24 is not completed, step S209 is skipped.

[0104] Step S210 is executed. In step S210, it is determined whether the hill start training TR25 is completed. For example, in the case where the number of operations of the pseudo clutch pedal 26 on an uphill road exceeds a predetermined value, it can be determined that the hill start training TR25 is completed. Alternatively, under the condition that the time taken for the virtual clutch to enter the semi-clutch state by depressing the accelerator pedal 22 and operating the pseudo clutch pedal 26 after releasing the brake pedal 23 falls within the target time, it can be determined that the hill start training TR25 is completed.

[0105] When the hill start training TR25 is finished, step S211 is executed. In step S211, turning off the hill start assist LM25 as a restriction function is allowed. After turning off the hill start assist L25 is allowed, the driver can keep the hill start assist L25 turned on, or can turn off the hill start assist L25 on the touch panel display of the HMI20. When the hill start training TR25 is not completed, step S211 is skipped.

[0106] Fig.11 is a flowchart showing the restriction function enabled when "lever shift without clutch operation" is selected as the control mode and the conditions that the driver needs to meet in order to disable the restriction function. Fig.11In the process shown, first, in step S301, it is determined whether "lever shift without clutch operation" is selected as the control mode. When "lever shift without clutch operation" is not selected, the process ends.

[0107] When "lever shifting without clutch operation" is selected as the control mode, step S302 is executed. In step S302, it is determined whether the lever operation training TR31 is completed. For example, it can be determined that the lever operation training TR31 is completed under the condition that the number of operations of the pseudo-H-type shifter 24 exceeds a predetermined value. Alternatively, it can be determined that the lever operation training TR31 is completed under the condition that the operating speed of the pseudo-H-type shifter 24 exceeds the target speed. When the lever operation training TR31 is not completed, the process ends.

[0108] When the lever operation training TR31 is completed, step S303 is executed. In step S303, it is determined whether the downshift training TR32 is completed. For example, it can be determined that the downshift training TR32 is completed under the condition that the number of downshifts performed by operating the pseudo-H-type shifter 24 exceeds a predetermined value. Alternatively, it can be determined that the downshift training TR32 is completed under the condition that the difference between the actual timing and the target timing of the downshift performed by operating the pseudo-H-type shifter 24 falls within the allowable range. When the downshift training TR32 is not completed, the process ends.

[0109] When the downshift training TR32 is finished, step S304 is executed. In step S304, it is determined whether the upshift training TR33 is completed. For example, it can be determined that the upshift training TR33 is completed under the condition that the number of upshifts performed by operating the pseudo H-type shifter 24 exceeds a predetermined value. Alternatively, it can be determined that the upshift training TR33 is completed under the condition that the difference between the actual timing and the target timing of the upshift performed by operating the pseudo H-type shifter 24 falls within the allowable range. When the upshift training TR33 is not completed, the process ends.

[0110] When the upshift training TR33 is completed, step S305 is executed. In step S305, the acceleration / deceleration control LM31 as the restriction function is allowed to be turned off. After the acceleration / deceleration control LM31 is allowed to be turned off, the driver can keep the acceleration / deceleration control LM31 turned on, or can turn off the acceleration / deceleration control LM31 on the touch panel display of the HMI20.

[0111] 7. Effect

[0112] As described above, the battery electric vehicle 100 according to the embodiment includes the pseudo H-type shifter 24, the pseudo paddle shifter 25, and the pseudo clutch pedal 26 that simulate the operating members for performing the shift operation of the manual transmission internal combustion engine vehicle. The controller 101 of the battery electric vehicle 100 can select a control mode (manual mode) in which the operation of these pseudo shift operating members is associated with the torque of the electric motors 4F, 4R.

[0113] When the manual mode is selected, the restrictions that can be removed are imposed on the operations performed by the battery electric vehicle 100 in response to the operation of the pseudo shift operating member. Imposing such restrictions allows even drivers who have not driven a manual transmission internal combustion engine vehicle for a long time and drivers who have no experience in driving a manual transmission internal combustion engine vehicle to easily experience as if they are operating a manual transmission internal combustion engine vehicle by selecting the manual mode.

[0114] When the driver performs training in the training mode and satisfies predetermined conditions, the restrictions imposed on the operation of the battery electric vehicle 100 in the manual mode can be removed. Removing the restrictions allows the battery electric vehicle 100 to reproduce the operations that a manual transmission internal combustion engine vehicle should perform in response to a shift operation and a clutch operation. Therefore, a driver who becomes proficient in performing a shift operation and a clutch operation due to training can enjoy the feeling of a manual transmission internal combustion engine vehicle more while driving the battery electric vehicle 100.

[0115] 8. Other embodiments

[0116] In the above-described embodiment, when the driver satisfies predetermined conditions, it is allowed to remove restrictions imposed on the operation of the battery electric vehicle 100. However, these restrictions may be allowed to be mitigated rather than completely removed. For example, in the case of acceleration / deceleration control LM11, the limit values ​​for acceleration and deceleration may be increased. In the case of engine stall prevention LM22, engine stalls with large impacts may be prevented while allowing engine stalls with small impacts. In the case of hill start assist LM25, a predetermined amount of rollback may be allowed.

[0117] As another configuration of the battery electric vehicle 100, the battery electric vehicle 100 may not include the pseudo paddle shifter 25, and may include only the pseudo H-type shifter 24 and the pseudo clutch pedal 26. As yet another configuration of the battery electric vehicle 100, the battery electric vehicle 100 may not include the pseudo H-type shifter 24 and the pseudo clutch pedal 26, and may include only the pseudo paddle shifter 25. As yet another configuration of the battery electric vehicle 100, the battery electric vehicle 100 may not include the pseudo paddle shifter 25 and the pseudo clutch pedal 26, and may include only the pseudo H-type shifter 24.

[0118] Although the battery electric vehicle 100 includes electric motors 4F, 4R at the front and rear, the battery electric vehicle of the present disclosure may include only one of them. Although the battery electric vehicle 100 is a pure electric vehicle (BEV) that runs on the power stored in the battery 2, the battery electric vehicle of the present disclosure may be any battery electric vehicle that includes an electric motor as a driving source. Therefore, the battery electric vehicle of the present disclosure is also applicable to plug-in hybrid electric vehicles (PHEV) and fuel cell electric vehicles (FCEV).

Claims

1. A battery electric vehicle, characterized in that include: an electric motor configured to function as a drive source for the battery electric vehicle; a driving operation member configured for driving the battery electric vehicle; a pseudo shift operating member that imitates an operating member configured to perform a shift operation of a manual transmission internal combustion engine vehicle; as well as a controller configured to control the battery electric vehicle according to an operation of the driving operation member, wherein the controller is configured to: executing a control mode in which the operation of the pseudo shift operating member is associated with the torque of the electric motor according to a driver's selection, and When in the control mode, restrictions are imposed on operations performed by the battery electric vehicle in response to operation of the pseudo shift operating member, which restrictions can be removed or mitigated.

2. The battery electric vehicle according to claim 1, characterized in that The controller is further configured to remove or alleviate the restriction when the driver satisfies a predetermined condition regarding operation of the pseudo shift operating member in the control mode.

3. The battery electric vehicle according to claim 1, characterized in that The controller is further configured to set the limit in response to an instruction received from the driver.

4. The battery electric vehicle according to claim 1, characterized in that The controller is further configured to set the limit when the battery electric vehicle is within a predetermined area.

5. The battery electric vehicle according to claim 2, characterized in that Also included is an interface configured to provide information to the driver, wherein the controller is further configured to provide the driver, via the interface, information regarding operation of the pseudo shift operating member for the driver to satisfy the condition during driving in the control mode.

6. The battery electric vehicle according to claim 1, characterized in that Also included is an interface configured to provide information to the driver, wherein the controller is further configured to provide the driver with advice or feedback regarding the driver's operation of the pseudo shift operating member via the interface during driving in the control mode.

7. The battery electric vehicle according to any one of claims 1 to 6, characterized in that: The driving operating member includes an accelerator pedal; and The pseudo shift operating member comprises: a pseudo-H-pattern shifter that simulates the H-pattern shifter of a manual transmission, and A pseudo clutch operating device that simulates a clutch operating device.

8. The battery electric vehicle according to claim 7, characterized in that The controller is configured to, when in the control mode, change the torque of the electric motor according to a shift position selected by the pseudo H-type shifter, an operation amount of the pseudo clutch operating device, and an operation amount of the accelerator pedal.

9. The battery electric vehicle according to any one of claims 1 to 6, characterized in that: The driving operating member includes an accelerator pedal; and The pseudo shift operating member includes a pseudo sequential shifter that imitates a sequential shifter of a manual transmission.

10. The battery electric vehicle according to claim 9, characterized in that The controller is configured to, when in the control mode, change the torque of the electric motor according to a shift position selected using the pseudo sequential shifter and an operation amount of the accelerator pedal.

11. The battery electric vehicle according to any one of claims 1 to 6, characterized in that: The driving operating member includes an accelerator pedal; and The pseudo shift operating member includes a pseudo H-type shifter that imitates an H-type shifter of a manual transmission.

12. The battery electric vehicle according to claim 11, characterized in that The controller is configured to, when in the control mode, change the torque of the electric motor according to a shift position selected using the pseudo H-type shifter and an operation amount of the accelerator pedal.

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