Electric automobile

Abstract

An electric vehicle is provided with: a simulation shift operation means that simulates an operation means for a shift operation of a manual shift diesel locomotive; a control device configured to control the electric vehicle; and an identification sensor configured to detect an object approaching the electric vehicle. The control device is configured to execute: a control mode in which the operation of the analog shift operation member is associated with the torque of the motor in accordance with the selection of the driver; and when the object approaching the electric vehicle is detected, notifying the driver by vibrating any component provided in the cabin of the electric vehicle. The notification to the driver during execution of the control mode includes the notification to the driver by vibrating the simulated shift operation member.

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle having an electric motor as a drive source. Background Art

[0002] Japanese Patent No. 06787507 discloses an electric vehicle capable of emulating a manual shifting operation of a manually shifted internal combustion locomotive (manual transmission vehicle).

[0003] In addition, U.S. Patent Application No. 2022 / 0203891 discloses a method of notifying a driver of a dangerous condition of a vehicle by generating vibration in an electric vehicle. The electric vehicle includes a vibration actuator embedded in a seat, and when a dangerous situation is detected, the driver is notified by generating vibration in the seat. Summary of the Invention

[0004] During driving by a driver of a vehicle, there is an object approaching the vehicle, and in the case where the driver does not notice the approach of the object or notices the approach of the object too late, there is a possibility of a collision with the object. Therefore, in order to avoid a collision, it is known to notify the driver when an object approaching the vehicle is detected. As one of the notification methods, there is a method of notifying by vibration. For example, according to the above U.S. Patent Application No. 2022 / 0203891, the driver is notified by vibrating the seat. However, in the case of applying vibration to the seat, for the driver, it is sometimes impossible to distinguish the vibration applied to notify of danger from the vibration generated due to unevenness of the road surface, and there is a possibility of noticing the notification too late. Thus, in the case of notifying by vibration, depending on the component that causes the vibration, it may be difficult for the driver to notice the notification. In order to appropriately perform the notification, the selection of the component that causes the vibration becomes an issue.

[0005] According to one aspect of the present disclosure, there is provided an electric vehicle having an electric motor as a drive source. The electric vehicle includes: a driving operation component for driving; a simulated shifting operation component that emulates an operation component for a shifting operation of a manually shifted internal combustion locomotive; a control device configured to control the electric vehicle according to an operation of the driving operation component; and an identification sensor configured to detect an object approaching the electric vehicle. The control device is configured to execute: detecting an object approaching the electric vehicle by the identification sensor; executing, according to a selection by the driver, a control mode in which an operation of the simulated shifting operation component is associated with a torque of the electric motor; and notifying the driver by vibrating any component provided in the vehicle compartment of the electric vehicle when an object approaching the electric vehicle is detected. The notification to the driver performed during the execution of the above control mode includes notifying the driver by vibrating the simulated shifting operation component.

[0006] The control device may also vibrate the analog shift operation member instead, or in addition to vibrating the analog shift operation member, notify the driver by vibrating the built-in components installed in the electric vehicle.

[0007] In addition, according to another aspect of the present disclosure, the notification to the driver performed during the execution of the above control mode includes notifying the driver by vibrating the built-in components.

[0008] In the electric vehicle according to the present disclosure, the driver is notified by vibrating at least one of the analog shift operation member and the built-in components. Since the driver touches the analog shift operation member with a hand or foot that is relatively sensitive in sensation, it is easy to notice the notification based on the vibration of the analog shift operation member. Regarding the vibration of the built-in components, since the amplitude becomes larger, it is also easy to visually recognize the fact that vibration is occurring, and the driver is likely to notice the notification based on the vibration. In this way, by vibrating at least one of the analog shift operation member and the built-in components to perform the notification, the driver can easily notice the notification, and the notification can be effectively made to the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Hereinafter, the features, advantages, technology, and industrial significance of the embodiments of the present invention will be described with reference to the drawings, where the same reference numerals denote the same elements, and:

[0010] Figure 1 is a diagram showing an example of the configuration of an electric vehicle according to an embodiment of the present disclosure.

[0011] Figure 2 is a tree diagram showing an example of a control mode of an electric vehicle that can be selected by a control device.

[0012] Figure 3 is a diagram showing an example of the configuration of a control device related to the driving control of an electric vehicle.

[0013] Figure 4 is a diagram showing an example of the configuration of a control device related to the notification to the driver.

[0014] Figure 5 is a flowchart showing an example of a process related to the notification to the driver.

[0015] Figure 6 is a flowchart showing another example of a process related to the notification to the driver. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0016] Embodiments of the present disclosure will be described with reference to the drawings.

[0017] 1. Configuration of the power system of the electric vehicle

[0018] Figure 1 This is a diagram schematically showing the configuration of an electric vehicle 100 according to an embodiment of the present disclosure. First, refer to Figure 1 to describe the configuration of the power system of the electric vehicle 100.

[0019] The electric vehicle 100 is provided with two electric motors (M) 4F and 4R at the front and rear as power sources for driving. The electric motors 4F and 4R are, for example, three-phase 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 by left and right independent electronically controlled front suspensions 7F. The rear wheels 6R are suspended by left and right independent electronically controlled rear suspensions 7R.

[0020] Inverters (INV) 3F and 3R are respectively installed on the front electric motor 4F and the rear electric motor 4R. The front inverter 3F and the rear inverter 3R are respectively connected to a storage battery (BATT) 2. The storage battery 2 stores electrical energy for driving the electric motors 4F and 4R. That is, the electric vehicle 100 is a battery electric vehicle (BEV) that runs using the electrical energy stored in the storage battery 2. The inverters 3F and 3R are, for example, voltage source inverters, and control the torque of the electric motors 4F and 4R through PWM control.

[0021] 2. Configuration of the control system of the electric vehicle

[0022] Next, refer to Figure 1 to describe the configuration of the control system of the electric vehicle 100.

[0023] The electric vehicle 100 is provided with a vehicle speed sensor 11. At least one of the unillustrated wheel speed sensors respectively provided on the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11. In addition, the electric vehicle 100 is provided with an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is provided on the accelerator pedal 22 and outputs a signal indicating the amount of depression of the accelerator pedal 22, that is, the accelerator opening. And, the electric vehicle 100 is provided with a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided on the brake pedal 23 and outputs a signal indicating the amount of depression of the brake pedal 23, that is, the brake opening.

[0024] The accelerator pedal 22, the brake pedal 23, and the unillustrated steering wheel are driving operation components for driving the electric vehicle 100. In addition to these driving operation components, the electric vehicle 100 is further provided with a simulated shift operation component that simulates the operation component for the shift operation of a manual transmission internal combustion locomotive. The simulated shift operation component includes the following simulated H-type shifter 24, simulated paddle shifter (simulated sequential shifter) 25, and simulated clutch pedal 26.

[0025] The simulated H-type shifter 24 is a dummy part different from the original H-type shifter. The simulated H-type shifter 24 has a structure similar to the shifter lever provided on the console and can move along the H-shaped opening between gears. However, since the electric vehicle 100 does not have a physical transmission, the gears of the simulated H-type shifter 24 are virtual gears. A gear sensor 14 is provided on the simulated H-type shifter 24. The gear sensor 14 outputs a signal indicating the gear selected by the simulated H-type shifter 24.

[0026] The simulated paddle shifter 25 is a virtual part different from the original paddle shifter which is a type of sequential shifter. The simulated paddle shifter 25 has a structure similar to the paddle shifters installed on the steering wheel and can move the left and right paddles independently. A paddle shift switch 15 is provided on the simulated paddle shifter 25. The paddle shift switch 15 outputs an upshift signal when the right paddle is pulled and a downshift signal when the left paddle is pulled.

[0027] The simulated clutch pedal 26 is a dummy part different from the original clutch pedal. The simulated clutch pedal 26 has a structure similar to the clutch pedal of a conventional manually shifted internal combustion locomotive. For example, the simulated clutch pedal 26 is provided with a reaction force mechanism that generates a reaction force against the driver's stepping. The position when no stepping force is applied is the starting end position of the simulated clutch pedal 26, and the position when stepped to the deepest is the terminal position of the simulated clutch pedal 26. The driver can operate the simulated clutch pedal 26 from the starting end position to the terminal position against the reaction force from the reaction force mechanism. A clutch pedal stroke sensor 16 is provided on the simulated clutch pedal 26. The clutch pedal stroke sensor 16 outputs a signal indicating the stepping amount of the simulated clutch pedal 26. Since the electric vehicle 100 does not have a physical clutch, the operation amount of the simulated clutch pedal 26, that is, the clutch opening, is a virtual clutch opening.

[0028] In addition, the simulated clutch pedal 26 is a pedal-type operating device operated by foot, but a lever-type operating device or a dial-type operating device operated by hand can also be provided as the simulated clutch operating device. As long as the simulated clutch operating device can be operated by the driver from the starting end position to the terminal position against the reaction force and can provide the operating feeling similar to that of the clutch pedal of a conventional manually shifted internal combustion locomotive when felt by foot or hand, various structures can be adopted.

[0029] In addition, the electric vehicle 100 is equipped with an identification sensor 17 for identifying the surroundings. By identifying the surroundings of the electric vehicle 100, the identification sensor 17 can detect objects approaching the electric vehicle 100. The identification sensor 17 is, for example, a gap sonar. Alternatively, the identification sensor 17 can be a camera, a lidar (Laser Imaging Detection and Ranging), a radar, or the like.

[0030] In addition, the electric vehicle 100 is equipped with a human-machine interface (HMI) 20 as an interface with the driver. The HMI 20 is equipped with a touch panel display. The HMI 20 displays information on the touch panel display and accepts input from the driver based on a touch operation on the touch panel display.

[0031] In addition, the electric vehicle 100 is equipped with a vibration device 21. The vibration device 21 is mounted on any component provided in the passenger compartment of the electric vehicle 100, and can notify the driver by vibrating the mounted component. The notification to the driver by the vibration device 21 will be described later.

[0032] Moreover, the electric vehicle 100 may also be equipped with an in-vehicle speaker (not shown). The in-vehicle speaker can provide information to the driver by sound and output a simulated engine sound that simulates the engine sound of a manual transmission internal combustion locomotive.

[0033] The electric vehicle 100 is equipped with a control device 101. The sensors mounted on the electric vehicle 100 and the devices to be controlled are connected to the control device 101 via a vehicle network. In addition to the vehicle speed sensor 11, the accelerator pedal stroke sensor 12, the brake pedal stroke sensor 13, the gear position sensor 14, the paddle shift switch 15, the clutch pedal stroke sensor 16, and the identification sensor 17, various other sensors are also mounted on the electric vehicle 100.

[0034] The control device 101 is typically an electronic control unit (ECU). The control device 101 can also be a combination of multiple ECUs. The control device 101 at least includes a processor 102 and a memory 103. The memory 103 includes a RAM for temporarily recording data and a ROM for storing a program 104 executable by the processor 102 and various data 105 associated with the program. The program 104 consists of multiple instructions. The processor 102 reads the program 104 and data 105 from the memory 103 and executes them, and generates a control signal based on the signals obtained from the respective sensors. The number of processors 102 included in the control device 101 can be one or multiple.

[0035] The control device 101 can control the electric vehicle 100 in various control modes. The control modes can be selected by the driver himself / herself by touching the touch panel display of the HMI 20. Specifically, by touching the touch panel display of the HMI 20, one or more programs 104 associated with each touch operation are read out from the memory 103 and executed by the processor 102. Hereinafter, the control modes of the electric vehicle 100 based on the control device 101 that can be selected by the driver through the operation of the HMI 20 will be described.

[0036] 3. Control Modes of Electric Vehicles

[0037] Figure 2 It is a tree diagram showing an example of the control modes of the electric vehicle 100 that can be selected by the control device 101. In the HMI 20, a selection screen is displayed on the touch panel display according to the Figure 2 shown control tree.

[0038] The control modes that can be selected through the HMI 20 include an automatic mode and a manual mode. On the initial screen of the HMI 20, an option "Control Mode" OP100 is displayed. By selecting the option "Control Mode" OP100, an option "Automatic Mode" OP110 and an option "Manual Mode" OP120 are displayed on the touch panel display. When the option "Automatic Mode" OP110 is selected, the control mode of the electric vehicle 100 is switched to the automatic mode. The automatic mode is a control mode for driving the electric vehicle 100 as a normal BEV. In the automatic mode, the driver can basically drive the 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 shift operation of the analog H-type shifter 24, the shift operation of the analog paddle shifter 25, and the clutch operation of the analog clutch pedal 26 are invalidated.

[0039] When the option "Manual Mode" OP120 is selected, the control mode of the electric vehicle 100 is switched to the manual mode. The manual mode is a control mode for making the electric vehicle 100 operate like a manual transmission internal combustion locomotive. By selecting the option "Manual Mode" OP120, an option "Shift Mode" OP210 is displayed on the touch panel display.

[0040] The option "Shift Mode" OP210 is an option for selecting the shift mode of the manual transmission when the electric vehicle 100 operates like a manual transmission internal combustion locomotive. As Figure 2As shown, by selecting the option "Shift Mode" OP210, the options "Paddle Shift" OP311 and "Levershift" 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 electric vehicle 100 is switched to the paddle shift mode. The paddle shift mode is a mode in which the analog paddle shifters 25 are used for shift operations. In the paddle shift mode, the shift operations of the analog H-type shifter 24 are invalidated. In the paddle shift mode, the actions when the gear ratio of the manual transmission type is switched are reproduced by the shift operations of the analog paddle shifters 25. In addition, the clutch operation in a true paddle shift type manual transmission is automatically performed by the robot. Therefore, in the paddle shift mode, the clutch operation of the analog clutch pedal 26 is not required. In the paddle shift mode, the clutch operation of the analog clutch pedal 26 is invalidated.

[0041] When the option "Levershift" OP312 is selected, the lever shift mode is selected. The lever shift mode is a mode in which the analog H-type shifter 24 is used for shift operations. In the lever shift mode, the shift operations of the analog paddle shifters 25 are invalidated. In the lever shift mode, the actions when the gear ratio of the manual transmission type is switched are reproduced by the shift operations of the analog H-type shifter 24. In a true H-type shifter type manual transmission, there are cases where the driver performs the clutch operation himself / herself and cases where the clutch operation is entrusted to the robot. When the option "Levershift" 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 analog clutch pedal 26. On the other hand, when the option "Without Clutch Operation" OP412 is selected, the clutch operation of the analog clutch pedal 26 is invalidated, and the lever shift mode is switched to a mode that does not require the clutch operation.

[0042] The control modes that the driver can select may also include control modes related to engine characteristics, drive modes, etc. For example, the driver may also be able to select the characteristics of the internal combustion engine when the electric vehicle 100 operates like a manual transmission internal combustion locomotive. Or, the driver may also be able to select four-wheel drive or rear-wheel drive as the drive mode.

[0043] By operating the touch panel display of the HMI 20 according to such a control tree, the control mode of the electric vehicle 100 can be switched to the driver's preference. The control mode switched by the driver is related to the driving control of the electric vehicle 100. In the next chapter, the driving control of the electric vehicle 100 performed by the control device 101 will be described.

[0044] 4. Driving control of electric vehicle

[0045] Figure 3 This is a diagram showing the structure of the control device 101 related to the driving control of the electric vehicle 100. Specifically, Figure 3 It shows the configuration related to torque control in particular during driving control. By executing one or more driving control programs 104 stored in the memory 103 by the processor 102, the processor 102 functions as a driving control device.

[0046] A control mode signal is input from the HMI 20 to the control device 101 which is a driving control device. The control mode signal contains information related to the control mode selected by the driver. The control device 101 executes the process P110 based on the control mode signal. In the process P110, the control mode is switched according to the control mode signal. Among the switches of the control mode, the switch between the automatic mode and the manual mode has a particularly significant impact on the driving control.

[0047] When the control mode is switched to the automatic mode, the control device 101 executes the process P120 for torque calculation in the automatic mode. In the process P120, the control device 101 obtains the vehicle speed according to the signal of the vehicle speed sensor 11, and obtains the accelerator opening according to the signal of the accelerator pedal stroke sensor 12. The control device 101 has a motor torque map with the accelerator opening and the vehicle speed as parameters. The control device 101 inputs the vehicle speed and the accelerator opening into the motor torque map, and controls the inverters 3F, 3R so that the motors 4F, 4R generate the torque obtained from the motor torque map.

[0048] When the control mode is switched to the manual mode, the control device 101 executes the process P130 for torque calculation in the manual mode. The process P130 includes the process P131 for calculating the torque generated by the drive wheels. The process P130 includes the processes P132 and P133. The process P132 is the process for calculating the torque generated by the front motor 4F, and the process P133 is the process for calculating the torque generated by the rear motor 4R. The processes P132 and P133 are executed according to the drive wheel torque calculated in the process P131 and the torque distribution between the front wheels 6F and the rear wheels 6R.

[0049] The vehicle model MOD01 is used in the calculation of the drive wheel torque in P131. The vehicle model MOD01 includes an engine model MOD11, a clutch model MOD12, and a transmission model MOD13. The engine virtually realized through the vehicle model MOD01 is called a virtual engine, the clutch virtually realized through the vehicle model MOD01 is called a virtual clutch, and the transmission virtually realized through the vehicle model MOD01 is called a virtual transmission. In the engine model MOD11, the virtual engine is modeled. In the clutch model MOD12, the virtual clutch is modeled. In the transmission model MOD13, the virtual transmission is modeled.

[0050] The engine model MOD11 calculates the virtual engine speed and the virtual engine torque. The virtual engine speed is calculated based on the vehicle speed, the overall 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 opening. The vehicle speed is obtained from the signal of the vehicle speed sensor 11. The accelerator opening is obtained from the signal of the accelerator pedal travel sensor 12. The overall 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. In the engine model MOD11, the relationship between the virtual engine speed and the virtual engine torque is specified for each accelerator opening. Alternatively, the driver can select the engine characteristics of the engine model MOD11 through the operation of the HMI20.

[0051] The clutch model MOD12 calculates the torque transfer gain. The torque transfer gain is a gain used to calculate the torque transfer degree of the virtual clutch corresponding to the clutch opening. When the lever shift mode with clutch operation is selected as the shift mode, the clutch opening is obtained from the signal of the clutch pedal travel sensor 16. The clutch opening is 0% at the start position of the simulated clutch pedal 26 and 100% at the end position of the simulated clutch pedal 26. In the clutch model MOD12, the torque transfer gain is assigned to the clutch opening. The torque transfer gain is converted into the clutch torque capacity of the virtual clutch, that is, the virtual clutch torque capacity. Then, based on the comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. In addition, in the clutch model MOD12, the value obtained by subtracting the torque transfer gain from 1 is calculated as the slip ratio. The slip ratio is used for the calculation of the virtual engine speed in the engine model MOD11.

[0052] In the case where the paddle shift mode is selected as the shift mode, a clutch operation model is used to calculate the clutch opening degree input to the clutch model MOD12. Additionally, in the case where the lever shift mode without clutch operation is selected as the shift mode, the clutch operation model is also used to calculate the clutch opening degree input to the clutch model MOD12. The clutch operation model is a model that simulates the clutch operation of a demonstration 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 lever shift mode without clutch operation is selected, the vehicle speed, the virtual engine speed, and the signal from the gear position sensor 14 are input to the clutch operation model.

[0053] The signal from the paddle shift switch 15 and the signal from the gear position sensor 14 are used to measure the timing of clutch operation. When a shift operation by the driver is detected based on the signal from the paddle shift switch 15 or the signal from the gear position sensor 14, in the clutch operation model, the clutch opening degree is set to the maximum to disengage the virtual clutch. The vehicle speed and the virtual engine speed are used for the calculation of the clutch opening degree. In the clutch operation model, the clutch opening degree is calculated based on the rotational speed difference between the input shaft of the virtual transmission and the virtual engine speed, so that the rotational speed of the input shaft of the virtual transmission calculated according to the vehicle speed and the virtual engine speed are smoothly synchronized.

[0054] The transmission model MOD13 calculates the virtual gear ratio. The virtual gear ratio is the gear ratio determined by the virtual gear position in the virtual transmission. The virtual gear ratio is set for each gear position. The maximum virtual gear ratio is set for the first gear, and the virtual gear ratio is decreased in the order of the second gear, the third gear, the fourth gear,.... In the lever shift mode, the gear positions are in one-to-one correspondence with the signals from the gear position sensor 14. In the paddle shift mode, when an upshift signal from the paddle shift switch 15 is received, the gear position is upshifted by one level, and when a downshift signal from the paddle shift switch 15 is received, the gear position is downshifted by one level. Additionally, in the simulated H-type shifter 24, the number of gear positions is physically determined, whereas in the simulated paddle shifter 25, there is no physical restriction on the number of gear positions. Therefore, it is also possible to make the transmission model MOD13 different in the lever shift mode and the paddle shift mode, and make the number of gear positions in the paddle shift mode more than that in the lever shift mode.

[0055] The transmission model MOD13 calculates the virtual transmission torque using a virtual gear ratio and a virtual clutch torque. The virtual transmission torque is the virtual torque output from the virtual transmission. The control device 101 controls the inverters 3F and 3R so that the output torques of the motors 4F and 4R change according to the virtual transmission torque. The virtual transmission torque changes discontinuously according to the switching of the virtual gear ratio. This discontinuous change in the virtual transmission torque causes a torque shock in the electric vehicle 100, giving the feeling of a vehicle equipped with a stepped transmission.

[0056] The vehicle model MOD01 calculates the drive wheel torque based on the virtual transmission torque and the reduction ratio. The torque distribution to the front wheels 6F and the rear wheels 6R can be fixed, or can change actively or passively. Additionally, it can be such that the driver can select a four-wheel drive mode or a rear-wheel drive mode. When the four-wheel drive mode is selected as the drive mode, the drive wheel torque becomes the sum of the torques acting on the left and right front wheels 6F and the left and right rear wheels 6R. When the rear-wheel drive mode is selected as the drive mode, the drive wheel torque becomes the sum of the torques acting on the left and right rear wheels 6R.

[0057] In process P132, the torque of the front motor 4F (front motor torque) in the manual mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution ratio to the front wheels 6F and the reduction ratio from the output shaft of the front motor 4F to the front wheels 6F. The control device 101 controls the front inverter 3F so that the front motor 4F generates the front motor torque calculated in process P132.

[0058] In process P133, the torque of the rear motor 4R (rear motor torque) in the manual mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution ratio to the rear wheels 6R and the reduction ratio from the output shaft of the rear motor 4R to the rear wheels 6R. The control device 101 controls the rear inverter 3R so that the rear motor 4R generates the rear motor torque calculated in process P133.

[0059] In addition, the control device 101 can perform sound control in addition to driving control. The control device 101 as the sound control device can generate a simulated engine sound similar to the engine sound in a conventional internal combustion locomotive from the in-vehicle speaker. The simulated engine sound is produced in such a way that the sound pressure increases as the virtual engine torque increases, and in such a way that the frequency increases as the virtual engine speed increases. Thus, by playing the simulated engine sound whose sound pressure and frequency change according to the virtual engine torque and the virtual engine speed, a sense of reality like driving a real manual transmission internal combustion locomotive can be given to the driver.

[0060] 5. Notification to the Driver

[0061] 5-1. Summary

[0062] As described above, the structure of the electric vehicle 100 and the driving control performed by the control device 101 have been explained. The control device 101 also has a function of notifying the driver of the approach of an object when there is an object approaching the electric vehicle 100. The control device 101 can detect the approach of an object relative to the electric vehicle 100 based on the signal obtained from the recognition sensor 17. As the detected object, typically a bicycle traveling on the road. Alternatively, the detected object may also be other traffic participants such as pedestrians, two-wheel vehicles, and four-wheel vehicles. Or, it may also be an animal entering the road, a fallen object on the road, etc. By notifying the driver of the approach of the object, the driver can be prompted to avoid a collision with the object, and the risk of accidents and the like can be reduced.

[0063] Figure 4 FIG. is a diagram showing a structural example of the control device 101 related to the notification to the driver. By the processor 102 executing one or more programs 104 stored in the memory 103, the Figure 4 functions of the control device 101 shown are realized.

[0064] The information detected by the recognition sensor 17 is input to the control device 101. The information detected by the recognition sensor 17 includes information about an object approaching the electric vehicle 100. The control device 101 accepts the situation where an object approaching the electric vehicle 100 is detected and executes process P140. In process P140, information for applying vibration to a component by the vibration device 21 is generated and sent to the vibration device 21. The vibration device 21 vibrates the component based on the information from the control device 101.

[0065] In this way, the notification to the driver is made by vibrating the component equipped with the vibration device 21. However, there is room for study as to which component is the best as the component equipped with the vibration device 21, that is, the component that vibrates for notification.

[0066] 5-2. Comparative Examples

[0067] Before explaining the present embodiment, first, two comparative examples are listed. In the first comparative example, the vibration device 21 is mounted on the driver's seat. That is, the notification of the approach of an object is made by vibrating the seat surface on which the driver is seated. In such a comparative example, there is a problem that it is difficult for the driver to notice the notification. That is, the vibration of the seat surface is transmitted to the driver's back and buttocks, but the back and buttocks are less sensitive than the hands and feet, so it is relatively difficult for the driver to notice the vibration. In addition, the vibration of the seat surface is difficult to distinguish from vibrations caused by other reasons such as vibrations transmitted from the road surface due to vehicle travel. For such reasons, it is also possible that the driver may have difficulty noticing the notification.

[0068] In the second comparative example, the vibration device 21 is mounted on the steering wheel. Then, notification is made by applying vibration to the steering wheel. The steering wheel is a component that the driver touches and operates with their hands. Therefore, it is effective from the viewpoint that the driver can easily notice the notification. However, in this case, another problem arises. This problem is caused by the fact that the steering wheel is a driving operation component for driving. Specifically, since the steering wheel vibrates, the driver holding the steering wheel may be startled by the vibration and cause a misoperation. In the case where a misoperation occurs, the notification may instead hinder safe driving.

[0069] Thus, there is room for research on which component to vibrate in order to make a notification. Hereinafter, a plurality of embodiments of a method for notifying the driver based on vibration will be described.

[0070] 5-3. First Embodiment

[0071] In the first embodiment, the vibration device 21 is mounted on the simulated shift operation component. Moreover, the approach of an object is notified by vibrating the simulated shift operation component.

[0072] The simulated shift operation component is a component that the driver touches with their hands or feet. Compared with the back and buttocks, the hands and feet are more sensitive to sensations and can easily perceive vibration. Therefore, compared with the case of vibrating the seat surface or the like, it has the advantage that the driver can easily notice the notification. In addition, the simulated shift operation component is a component that is not mounted on a normal electric vehicle. Therefore, for the driver, it becomes an unexpected component that vibrates, and the possibility of easily noticing the vibration is increased. In this way, the approach of an object can be effectively notified.

[0073] Notification based on the vibration of the simulated shift operation component can also be performed when the manual mode is selected. When the manual mode is selected, the frequency at which the driver touches the simulated shift operation component becomes higher, so the driver can more easily notice the notification.

[0074] In addition, the simulated shift operation component is an operation component that is a dummy, and the operations input by these components are not necessary for driving the electric vehicle 100. Therefore, the control device 101 can also invalidate the operations input from the simulated shift operation component during the period when the simulated shift operation component vibrates for notification. Even if the driver in contact with the simulated shift operation component is startled by the sudden vibration of the simulated shift operation component and performs a misoperation, problems caused by the misoperation can be prevented by invalidating the input.

[0075] In addition, the simulated shift operation member equipped with the vibration device 21 may be any one or two of a simulated H-type shifter 24, a simulated paddle shifter 25, and a simulated clutch pedal 26, and the vibration device 21 may also be equipped on all of these. However, it is more effective if the vibration device 21 is equipped on the simulated H-type shifter 24 and the simulated paddle shifter 25. These members are members that the driver touches with their hands, and the hands can sense vibration more sensitively than the feet, so the notification to the driver can be carried out more effectively.

[0076] When the vibration device 21 is equipped on the simulated H-type shifter 24 and the simulated paddle shifter 25, when the control device 101 makes a notification to the driver, it can vibrate both the simulated H-type shifter 24 and the simulated paddle shifter 25, or can change the vibrating member according to the control mode. Specifically, it can also vibrate the simulated paddle shifter 25 when the shift mode is the paddle shift mode, and vibrate the simulated H-type shifter 24 when the shift mode is the lever shift mode.

[0077] 5-4. Processing example

[0078] Figure 5 An example of the processing in the first embodiment is shown. Figure 5 The example of the processing shown is an example of the case where the input from the simulated shift operation member is invalidated during vibration. A series of processing is realized by the processor 102 executing the program 104.

[0079] In step S101, the processor 102 determines whether there is an object approaching the electric vehicle 100. The processor 102 can detect an object approaching the electric vehicle 100 based on the signal obtained from the recognition sensor 17. If there is an object approaching the electric vehicle 100 (step S101; Yes), the processing proceeds to step S102. If there is no object approaching the electric vehicle 100 (step S101; No), a series of processing ends.

[0080] In step S102, the processor 102 invalidates the input from the simulated shift operation member. When the input is invalidated, the processing proceeds to step S103.

[0081] In step S103, the processor 102 vibrates the simulated shift operation member through the vibration device 21 to make a notification to the driver. When the notification based on vibration is made, the processing proceeds to step S104.

[0082] In step S104, the processor 102 cancels the invalidation of the input from the simulated shift operation member set in step S102. When the invalidation of the input is cancelled, a series of processing ends.

[0083] In the above processing example, during the period from step S102 to step S104, the input from the simulated shift operation component is invalidated. The simulated shift operation component is an operation component for simulating the shift operation of a manually shifted internal combustion locomotive by the driver in the manual mode. Therefore, during the period of giving the vibration-based notification, the driver cannot change the virtual gear position. However, shifting the virtual gear position is not an operation necessary for driving the electric vehicle 100. Therefore, an effective notification can be given without adversely affecting the driving of the electric vehicle 100.

[0084] 5-5. Second Embodiment

[0085] In the second embodiment, the vibration device 21 is mounted on the interior component, and the control device 101 vibrates the interior component to notify the driver. The interior component is a component for the interior of the electric vehicle 100 such as a floor, an instrument panel, a ceiling, or a door panel.

[0086] The interior component has a larger surface area compared to the driver's seat and the steering wheel. Therefore, when vibration is applied, the amplitude becomes larger. By increasing the amplitude, the driver can also visually recognize the vibration and easily notice the notification. In addition, when the amplitude becomes larger, a sound accompanying the vibration is likely to be generated. In this case, the driver can also aurally recognize the vibration and easily notice the notification.

[0087] The second embodiment can also be combined with the first embodiment. That is, the vibration device 21 can also be mounted on both the simulated shift operation component and the interior component. Moreover, the control device 101 can notify the driver by vibrating both the simulated shift operation component and the interior component. Alternatively, the control device 101 can vibrate the simulated shift operation component to give a notification when the manual mode is selected, and vibrate the interior component to give a notification when the automatic mode is selected. Alternatively, the control device 101 can vibrate the simulated shift operation component when the driver touches the simulated shift operation component, and vibrate the interior component when the driver does not touch the simulated shift operation component. In this case, for example, a contact sensor is mounted on the simulated shift operation component, and it is determined whether the driver touches the simulated shift operation component based on the signal obtained from the contact sensor.

[0088] 5-6. Processing Example

[0089] Figure 6 An example of the processing in the second embodiment is shown. Figure 6 The example of the shown processing is an example of the case where notification is given by vibrating either the simulated shift operation component or the interior component. A series of processing is implemented by the processor 102 executing the program 104.

[0090] In step S201, the processor 102 determines whether there is an object approaching the electric vehicle 100. The processor 102 can detect an object approaching the electric vehicle 100 based on the signal obtained from the recognition sensor 17. When there is an object approaching the electric vehicle 100 (step S201; YES), the process proceeds to step S202. When there is no object approaching the electric vehicle 100 (step S201; NO), the series of processes ends.

[0091] In step S202, the processor 102 determines whether the driver is in contact with the simulated shift operation member. Whether the driver is in contact with the simulated shift operation member is determined based on the signal obtained from the contact sensor mounted on the simulated shift operation member. When the driver is in contact with the simulated shift operation member (step S202; YES), the process proceeds to step S203. When the driver is not in contact with the simulated shift operation member (step S202; NO), the process proceeds to step S204.

[0092] In step S203, the processor 102 vibrates the simulated shift operation member through the vibration device 21 to notify the driver. When the notification based on vibration is performed, the series of processes ends.

[0093] In step S204, the processor 102 vibrates the built-in member through the vibration device 21 to notify the driver. When the notification based on vibration is performed, the series of processes ends.

[0094] According to the above processing, the driver is notified by vibrating the simulated shift operation member or the built-in member. As described above, vibrating the simulated shift operation member and the built-in member is effective in terms of the driver being easily able to notice the notification. In addition, since at least the built-in member vibrates when the driver is not in contact with the simulated shift operation member, the possibility of noticing the notification too late due to the driver not being in contact with the simulated shift operation member can be reduced. In this way, the notification to the driver can be effectively performed.

[0095] 5-7. Third Embodiment

[0096] The third embodiment is combined with at least one of the first embodiment and the second embodiment. In the third embodiment, in addition to notifying the driver by vibrating the member through the vibration device 21, the control device 101 automatically controls the steering of the electric vehicle 100 to steer the electric vehicle 100 in a direction to avoid the approaching object. Thereby, even if the driver notices the notification too late, the risk of collision can be reduced. In addition, since the driver is notified, the discomfort caused by the automatic steering of the electric vehicle 100 can be reduced.

[0097] In this case, the control device 101 can also play a sound from the in-vehicle speaker to notify that an object is approaching and to control the steering for collision avoidance. The content of the played sound can be a pre-determined message or can be generated by AI. By performing sound-based notification in addition to vibration, the driver's discomfort with automatic steering can be further reduced.

Claims

1. An electric vehicle having an electric motor as a drive source, characterized in that, the electric vehicle includes: a driving operation member for driving the electric vehicle; a simulated shift operation member that simulates an operation member for shift operation of a manually shifted internal combustion locomotive; a control device configured to control the electric vehicle according to an operation of the driving operation member; and an identification sensor configured to detect an object approaching the electric vehicle, the control device is configured to execute: detect an object approaching the electric vehicle through the identification sensor; execute a control mode that associates an operation of the simulated shift operation member with a torque of the electric motor according to a driver's selection; and when an object approaching the electric vehicle is detected, notify the driver by vibrating any component provided in the vehicle compartment of the electric vehicle, the notification to the driver during the execution of the control mode includes notifying the driver by vibrating the simulated shift operation member.

2. The electric vehicle according to claim 1, characterized in that, the driving operation member includes an accelerator pedal, the simulated shift operation member includes: a simulated H-type shifter that simulates an H-type shifter of a manual transmission; and a simulated clutch operation device that simulates a clutch operation device.

3. The electric vehicle according to claim 2, characterized in that, the control device is configured to change the torque of the electric motor according to the gear selected by the simulated H-type shifter, the operation amount of the simulated clutch operation device, and the operation amount of the accelerator pedal in the control mode, the notification to the driver during the execution of the control mode is performed by vibrating at least any one of the simulated H-type shifter and the simulated clutch operation device.

4. The electric vehicle according to claim 1, characterized in that, the driving operation member includes an accelerator pedal, the simulated shift operation member includes a simulated sequential shifter that simulates a sequential shifter of a manual transmission.

5. The electric vehicle according to claim 4, characterized in that, the control device is configured to change the torque of the electric motor according to the gear selected by the simulated sequential shifter and the operation amount of the accelerator pedal in the control mode, the notification to the driver during the execution of the control mode is performed by vibrating the simulated sequential shifter.

6. The electric vehicle according to claim 1, characterized in that, the driving operation member includes an accelerator pedal, the simulated shift operation member includes a simulated H-type shifter that simulates an H-type shifter of a manual transmission.

7. The electric vehicle according to claim 6, characterized in that, the control device is configured to change the torque of the electric motor according to the gear selected by the simulated H-type shifter and the operation amount of the accelerator pedal in the control mode, During the execution of the control mode, the driver is notified by vibrating the simulated H-type shifter.

8. The electric vehicle according to any one of claims 1 to 7, characterized in that During the period when the driver is notified by vibrating the simulated shift operation member, the control device invalidates the input from the simulated shift operation member.

9. The electric vehicle according to any one of claims 1 to 7, characterized in that During the execution of the control mode, the driver is notified by vibrating the simulated shift operation member and the interior components installed in the electric vehicle.

10. The electric vehicle according to any one of claims 1 to 7, characterized in that The simulated shift operation member is provided with a contact sensor configured to detect contact made by the driver. When the contact sensor detects that the driver is in contact with the simulated shift operation member, during the execution of the control mode, the driver is notified by vibrating the simulated shift operation member. When the contact sensor does not detect that the driver is in contact with the simulated shift operation member, during the execution of the control mode, the driver is notified by vibrating the interior components installed in the electric vehicle.

11. An electric vehicle having an electric motor as a drive source, characterized in that The electric vehicle includes: A driving operation member for driving the electric vehicle; A simulated shift operation member that simulates an operation member for a shift operation of a manually shifted internal combustion locomotive; A control device configured to control the electric vehicle according to the operation of the driving operation member; And An identification sensor configured to detect an object approaching the electric vehicle; The control device is configured to execute: Detecting an object approaching the electric vehicle through the identification sensor; According to the driver's selection, executing a control mode that associates the operation of the simulated shift operation member with the torque of the electric motor; And When an object approaching the electric vehicle is detected, notifying the driver by vibrating any component provided in the passenger compartment of the electric vehicle. The notification to the driver during the execution of the control mode includes notifying the driver by vibrating the interior components installed in the electric vehicle.

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