Automobile

Abstract

Provided is a motor vehicle capable of respectively corresponding to requirements required by a shift selector in a manual shift mode and an automatic mode. The present disclosure relates to an automobile capable of switching modes between a manual shift mode in which a driver performs a shift operation and an automatic mode in which the driver does not need to perform the shift operation. The vehicle is provided with an alternate shift selector for selecting a shift position in a manual transmission mode, and an instantaneous shift selector for selecting a range in an automatic mode.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to an automobile capable of switching between a manual shift mode and an automatic mode. BACKGROUND

[0002] Patent Literature 1 discloses a shift device for an automatic transmission of an automobile. The shift device is provided with a shift lever, and a shift range is selected by rotating the shift lever in a shift path.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT LITERATURE

[0005] Patent Literature 1: Japanese Patent Application Publication No. H02-008545 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] A vehicle is conceived that has both a manual shift mode in which a driver can switch a shift range by hand and an automatic mode in which a shift operation is not required from the driver. In the manual shift mode and the automatic mode, requirements for a shift device can be different.

[0008] MEANS FOR SOLVING THE PROBLEMS

[0009] The present disclosure relates to an automobile capable of switching between a manual shift mode and an automatic mode. The automobile is provided with an alternate shift selector for selection of a shift position in the manual shift mode and a momentary shift selector for selection of a shift range in the automatic mode.

[0010] EFFECTS OF THE INVENTION

[0011] According to the automobile of the present disclosure, a shift position is selected by the alternate shift selector in the manual shift mode, and a shift range is selected by the momentary shift selector in the automatic mode. The requirements for the shift selectors are different between the manual shift mode and the automatic mode, but the requirements in each mode can be met. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 is a view showing a structure of an electric automobile of an embodiment of the present disclosure.

[0013] Figure 2 is a view showing a structure of a control device related to travel control of the electric automobile.

[0014] Figure 3 is a view showing an example of a shift selector in the first embodiment.

[0015] Figure 4 is a view showing an example of the shift selector in the first embodiment.

[0016] Figure 5 is a view showing another example of the shift selector in the first embodiment.

[0017] Figure 6 is a view showing still another example of the shift selector in the first embodiment.

[0018] Figure 7 is a view showing an example of the shift selector in the second embodiment.

[0019] Figure 8 is a view showing another example of the shift selector in the second embodiment.

[0020] Figure 9 is a view showing an example of the shift selector in the third embodiment. DETAILED DESCRIPTION

[0021] 1. Structure of power system of electric automobile

[0022] Figure 1 is a view schematically showing the structure of the electric automobile 100 according to the embodiment of the present disclosure. First, refer to Figure 1 The structure of the power system of the electric automobile 100 will be described.

[0023] As a power source for running, the electric automobile 100 is provided with two electric motors (M) 4F, 4R at the front and the rear. The electric motors 4F, 4R are, for example, three-phase alternating-current motors. The front electric motor 4F is connected to a front drive shaft 5F that drives front wheels 6F. The rear electric motor 4R is connected to a rear drive shaft 5R that drives 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.

[0024] The front electric motor 4F and the rear electric motor 4R are respectively provided with inverters (INV) 3F, 3R. The front inverter 3F and the rear inverter 3R are respectively connected to a battery (BATT) 2. The battery 2 stores electric power for driving the electric motors 4F, 4R. That is, the electric automobile 100 is a battery electric vehicle (BEV) that runs using electric power stored in the battery 2. The inverters 3F, 3R are, for example, voltage type inverters that control the torque of the electric motors 4F, 4R by PWM control.

[0025] 2. Control system and control mode of electric automobile

[0026] Next, refer to Figure 1The structure of the control system of electric vehicle 100 is described.

[0027] The electric vehicle 100 includes a control device 101. The control device 101 is connected to sensors and controlled devices mounted on the electric vehicle 100 via an in-vehicle network. The control device 101 includes at least a processor (processing circuit) 102 and a memory 103. The memory 103 includes RAM and ROM; the RAM temporarily records data, and the ROM stores 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 and executes the program 104 and data 105 from the memory 103, and generates control signals based on signals obtained from the sensors. The control device 101 may have one processor 102 and multiple memories 103.

[0028] The control device 101 performs various controls in the electric vehicle 100. One or more programs 104 are read from the memory 103 and executed by the processor 102, thereby enabling the control device 101 to control the electric vehicle 100.

[0029] The control device 101 controls the electric vehicle 100, including driving control of the electric vehicle 100. In driving control, the control device 101 can control the electric vehicle 100 in multiple control modes. The control modes of the electric vehicle 100 selectable by the control device 101 include EV mode and MT mode. EV mode refers to the mode in which the electric motors 4F and 4R are controlled to drive the vehicle using normal torque characteristics. MT mode is a control mode used to make the electric vehicle 100 operate like a manual transmission vehicle (MT vehicle). In MT mode, the driver can use the shift selector 24 (described later) to perform a virtual shift operation simulating the shifting operation of an MT vehicle and select a virtual shift position.

[0030] The electric vehicle 100 is equipped with a Human-Machine Interface (HMI) 20, which serves as the interface between the driver and the driver. The HMI 20 has a touch panel display. The HMI 20 displays information on the touch panel display and accepts input from the driver via touch operations on the touch panel display. The driver can select the control mode of the electric vehicle 100 from the selection screen displayed on the touch panel display of the HMI 20. Furthermore, the driver can also operate the touch panel display of the HMI 20 and select from options the simulated engine characteristics, engine sound, and suspension characteristics in MT mode.

[0031] The electric vehicle 100 is equipped with an in-vehicle speaker 21. The in-vehicle speaker 21 provides information to the driver via voice and is also capable of outputting simulated engine sounds, as described later.

[0032] In addition, the electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of the wheel speed sensors (not shown) respectively installed on the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11.

[0033] The electric vehicle 100 includes an accelerator pedal travel sensor 12. The accelerator pedal travel sensor 12 is located on the accelerator pedal 22 and outputs a signal indicating the amount of pressure applied to the accelerator pedal 22, i.e., the accelerator opening. Although the accelerator pedal 22 is a foot-operated pedal-type device, the device for accelerator operation can also be a hand-operated device. For example, the electric vehicle 100 can have a hand-operated lever-type accelerator control device or a dial-type accelerator control device instead of the accelerator pedal 22. These accelerator control devices are also equipped with sensors that output signals indicating the amount of pressure applied, i.e., the accelerator opening.

[0034] The electric vehicle 100 is equipped with a brake pedal travel sensor 13. The brake pedal travel sensor 13 is located on the brake pedal 23 and outputs a signal indicating the amount of pressure applied to the brake pedal 23, i.e., the brake opening.

[0035] Additionally, the electric vehicle 100 includes a gear selector 24. The gear selector 24 is located, for example, on the control panel, allowing the driver to select a gear or a virtual gear position by operating a gear lever, dial, or button. The gear selector 24 functions as a device for selecting a gear when EV mode is selected, and as a device for the driver to perform virtual gear shifting when MT mode is selected. Furthermore, the driver can use the gear selector 24 in place of the HMI 20, or in conjunction with the HMI 20, to switch between EV and MT modes. Details of the gear selector 24 will be described later.

[0036] The shift selector 24 is equipped with a shift position sensor 14. The shift position sensor 14 detects the shift gear (shift position) selected by the driver and outputs a signal indicating the selected shift gear (shift position).

[0037] Additionally, the electric vehicle 100 includes a simulated clutch operation device 25. The simulated clutch operation device 25 is used to reproduce clutch operation in a manual transmission (MT) vehicle. The operation of the simulated clutch operation device 25 is enabled in MT mode and disabled in EV mode. However, it is also possible for the driver to select between clutch-assisted and clutchless operation in MT mode. Alternatively, when switching control modes using the shift selector 24, the operation of the simulated clutch operation device 25 may also be enabled in EV mode.

[0038] One example of the simulated clutch operating device 25 is a simulated clutch pedal that simulates the clutch pedal of a manual transmission (MT) vehicle. This simulated clutch pedal is a different device from a traditional clutch pedal. The simulated clutch pedal has a structure that mimics the clutch pedal found in conventional MT vehicles. For example, the simulated clutch pedal has a reaction force mechanism that generates a reaction force in response to the driver's depressing of the pedal. The position where no force is applied is the starting position of the simulated clutch pedal, and the position when fully depressed is the ending position. The driver can operate the simulated clutch pedal by resisting the reaction force from the reaction force mechanism from the starting position to the ending position. The simulated clutch operating device 25 can be a hand-operated lever-type device or a dial-type device.

[0039] A clutch sensor 15 is provided in the simulated clutch operating device 25. The clutch sensor 15 outputs a signal indicating the operating amount of the simulated clutch operating device 25. When the simulated clutch operating device 25 is a simulated clutch pedal, the amount of pedal depressing is obtained as the operating amount of the simulated clutch operating device 25. However, since the electric vehicle 100 does not have a real clutch, the operating amount of the simulated clutch operating device 25, i.e., the clutch opening, is a virtual clutch opening.

[0040] 3. Driving control of electric vehicles

[0041] The control mode switched by the driver is related to the driving control of the electric vehicle 100. Figure 2 This is a diagram showing the structure of the control device 101 related to the driving control of the electric vehicle 100. In detail, Figure 2 The diagram illustrates the structure related to the motor drive for controlling the torque of motors 4F and 4R, particularly in driving control. One or more motor control programs 104 stored in memory 103 are executed by processor 102, thereby enabling processor 102 to function as a motor control device.

[0042] A control mode signal is input from the HMI20 to the control unit 101, which acts as a motor control device. The control mode signal contains information related to the control mode selected by the driver. The control unit 101 executes processing P110 based on the control mode signal. In processing P110, the control mode is switched according to the control mode signal. Among the control mode switching, the switching between EV mode and MT mode particularly affects driving control.

[0043] When the control mode is switched to EV mode, the control unit 101 executes processing P120 for torque calculation in EV mode. In processing P120, the control unit 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11 and the throttle opening from the signal of the throttle pedal travel sensor 12. The control unit 101 has a motor torque mapping that sets the throttle opening and vehicle speed as parameters. The control unit 101 inputs the vehicle speed and throttle opening into the motor torque mapping and controls the inverters 3F and 3R to cause the motors 4F and 4R to generate the torque obtained according to the motor torque mapping.

[0044] When the control mode is switched to MT mode, the control device 101 executes process P130 for torque calculation in MT mode. Process P130 includes process P131 for calculating the torque generated by the drive wheels. Additionally, process P130 includes processes P132 and P133. Process P132 is for calculating the torque generated by the front motor 4F, and process P133 is for calculating the torque generated by the rear motor 4R. Processes P132 and P133 are executed according to the drive wheel torque calculated in process P130 and the torque distribution between the front wheel 6F and the rear wheel 6R.

[0045] The vehicle model MOD01 is used in the calculation of drive wheel torque in P131. Vehicle model MOD01 includes engine model MOD11, clutch model MOD12, and transmission model MOD13. The engine virtually implemented based on vehicle model MOD01 is called the virtual engine, the clutch virtually implemented is called the virtual clutch, and the transmission virtually implemented is called the virtual transmission. The virtual engine is modeled in engine model MOD11. The virtual clutch is modeled in clutch model MOD12. The virtual transmission is modeled in transmission model MOD13.

[0046] Engine model MOD11 calculates virtual engine speed and virtual engine torque. Virtual engine speed is calculated based on vehicle speed, combined reduction ratio, and virtual clutch slip ratio. Virtual engine torque is calculated based on virtual engine speed and throttle opening. Vehicle speed is obtained from the signal of vehicle speed sensor 11. Throttle opening is obtained from the signal of throttle pedal travel sensor 12. The combined reduction ratio is a value obtained by multiplying the virtual transmission's gear ratio by the reduction ratio determined by the mechanical structure from the virtual transmission to the drive wheels. In engine model MOD11, the relationship between virtual engine speed and virtual engine torque is defined for each throttle opening. Alternatively, the driver can select the engine characteristics of engine model MOD11 through operation of HMI20.

[0047] The clutch model MOD12 calculates the torque transmission gain. The torque transmission gain is used to calculate the degree of torque transmission of the virtual clutch corresponding to the clutch opening. When the clutch operation mode is selected, the clutch opening is obtained from the signal of the clutch sensor 15. The clutch opening is 0% at the starting position of the simulated clutch operating device 25 and 100% at the ending position of the simulated clutch operating device 25. In the clutch model MOD12, a torque transmission gain is assigned to the clutch opening. The torque transmission gain is converted into the clutch torque capacity of the virtual clutch, i.e., the virtual clutch torque capacity. Furthermore, based on a comparison between the virtual clutch torque capacity and the virtual engine torque calculated using the engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. Additionally, in the clutch model MOD12, the value obtained by subtracting the torque transmission gain from 1 is calculated as the slip ratio. The slip ratio is used for calculating the virtual engine speed in the engine model MOD11.

[0048] With the clutchless operation mode selected, the clutch opening input to the clutch model MOD12 is calculated using the clutch operation model. The clutch operation model simulates the clutch operation of a typical driver. Vehicle speed, virtual engine speed, and a signal from shift position sensor 14 are input to the clutch operation model.

[0049] The signal from shift position sensor 14 is used to measure the timing of clutch operation. When a driver's shift operation is detected by the signal from shift position sensor 14, the clutch opening is maximized in the clutch operation model to disengage the virtual clutch. Vehicle speed and virtual engine speed are used to calculate the clutch opening. To ensure smooth synchronization between the input shaft speed of the virtual transmission calculated based on the vehicle speed and the virtual engine speed, the clutch opening is calculated in the clutch operation model based on the speed difference between the input shaft speed of the virtual transmission and the virtual engine speed.

[0050] The transmission model MOD13 calculates the virtual gear ratio. The virtual gear ratio is determined by the virtual shift positions in the virtual transmission. The virtual gear ratio is set for each shift position. First gear is set to the maximum virtual gear ratio, and the virtual gear ratio decreases sequentially for second, third, fourth, and so on. Each shift position corresponds one-to-one with the signal from the shift position sensor 14.

[0051] The transmission model MOD13 calculates the virtual transmission torque using virtual gear ratios and virtual clutch torque. The virtual transmission torque is the virtual torque output from the virtual transmission. Control unit 101 controls inverters 3F and 3R so that the output torque of electric motors 4F and 4R varies according to the virtual transmission torque. The virtual transmission torque varies discontinuously based on the switching of the virtual gear ratios. This discontinuous variation in virtual transmission torque causes torque surges in the electric vehicle 100, producing a feel similar to a vehicle with a stepped transmission.

[0052] The vehicle model MOD01 calculates the drive wheel torque based on the virtual transmission torque and reduction ratio. Drive wheel torque is the sum of the torques acting on the left and right front wheels (6F) and the left and right rear wheels (6R). The torque distribution to the front wheels (6F) and rear wheels (6R) can be fixed, actively variable, or passively variable. For example, the driver can choose between a four-wheel drive mode (using all four wheels) or a rear-wheel drive mode (using only the rear wheels).

[0053] The vehicle model MOD01 is predetermined. When the virtual shift position changes, the relationship between the drive wheel torque and the throttle opening, calculated based on the vehicle model MOD01, changes. That is, in EV mode, the torque changes continuously with respect to the throttle opening. In contrast, in MT mode, the relationship between the throttle opening and the torque output from the electric motors 4F and 4R changes accordingly when the virtual shift position changes, becoming one of the multiple relationships predetermined by the vehicle model MOD01 that corresponds to the selected shift position.

[0054] In process P132, the torque of the front motor 4F in MT mode (front motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution ratio of the front wheel 6F and the reduction ratio from the output shaft of the front motor 4F to the front wheel 6F. The control device 101 controls the front inverter 3F to make the front motor 4F generate the front motor torque calculated in process P132.

[0055] In process P133, the torque of the rear motor 4R in MT mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution ratio of the rear wheel 6R and the reduction ratio from the output shaft of the rear motor 4R to the rear wheel 6R. The control device 101 controls the rear inverter 3R to make the rear motor 4R generate the rear motor torque calculated in process P133.

[0056] 4. Voice control for electric vehicles

[0057] The control device 101 can perform voice control, which controls the sound emitted by the in-vehicle speaker 21. The processor 102 executes one or more voice control programs 104 stored in the memory 103, thereby enabling the processor 102 to function as a voice control device. The processor 102 functioning as a driving control device and the processor 102 functioning as a voice control device can be separate processors or the same processor.

[0058] The control device 101, which functions as a sound control device, can generate artificially generated sounds from the in-vehicle speakers 21. One of these artificial sounds is a simulated engine sound that mimics the engine sound in a conventional transmission vehicle. When a control mode signal indicating that the MT mode has been selected is input from the HMI 20, the control device 101 generates the simulated engine sound based on the virtual engine torque and virtual engine speed calculated in the P131 processor.

[0059] When the driver can select an engine sound, the engine sound selected by the HMI 20 is used as the sound source for the simulated engine sound generated from the in-vehicle speaker 21. However, instead of directly using the sound from this source, the sound pressure level of the engine sound is calculated so that it increases with the increase of the virtual engine torque, and the frequency of the engine sound is calculated so that it also increases with the increase of the virtual engine speed. Furthermore, the sound pressure level of the sound source is changed, for example, by using an amplifier, and the frequency of the sound source is changed by a frequency modulator, and the simulated engine sound is reproduced from the in-vehicle speaker 21. The virtual engine torque and virtual engine speed vary according to the driver's throttle operation, gear shifting operation, and clutch operation. In this way, the sound pressure level and frequency of the simulated engine sound change according to the virtual engine torque and virtual engine speed that change in accordance with the driver's operation, thereby giving the driver a realistic feeling as if they are driving a real transmission vehicle.

[0060] 5. Structure of the gear selector

[0061] 5-1. First Implementation Method

[0062] As described above, the shift selector 24 functions as a device for selecting the shift gear in EV mode and as a device for selecting the virtual shift position in MT mode. Figure 3 This represents an example of the shift selector 24 in the first embodiment.

[0063] Figure 3The shift selector 24 is a device that associates a shift gear or shift position with a predetermined physical location, and allows the operating component to select that physical location. The shift selector 24 has a shift lever as the operating component, allowing the driver to move between shift gears (shift positions) along a shift path. The shift path in EV mode is integrated with the shift path in MT mode, using a common shift lever in both modes.

[0064] During the EV mode selection, the shift lever is located in area (b) of the integrated shift path. From this state, when the driver moves the shift lever to area (a) while meeting the control mode switching conditions, the control mode switches to MT mode. The operation is reversed when switching from MT mode to EV mode. That is, the shift selector 24 also functions as a switching device between EV mode and MT mode.

[0065] The switching condition for the control mode can be any condition. For example, the switching condition can be set to the driver operating the shift lever within a specified time after selecting the control mode using the HMI20. Alternatively, the switching condition can be set to the driver moving the shift lever while inputting an operation amount to the simulated clutch operating device 25.

[0066] Furthermore, it's not just the position of the shift lever that changes due to the switching of control modes. The behavior of the shift lever also changes depending on the control mode.

[0067] When EV mode is selected, the gear shift lever is essentially in its initial position (H position). When the driver moves the lever to one of R, Nr, Nd, or D, they input an operation to select one of Reverse Range, Neutral Range, or Drive Range. However, when the driver finishes the operation and releases the lever, it automatically returns to its initial position. The Parking Range is selected by the driver pressing a button. In other words, in EV mode, the lever is in its initial position when the driver is not operating it, and the vehicle status is not displayed. Additionally, in EV mode, the current gear position is displayed on the instrument panel, HMI20, etc.

[0068] In contrast, in MT mode, the shift lever remains in the shift position selected by the driver. For example, when the driver moves the shift lever to the 1st gear position, a signal indicating that 1st gear has been selected as a virtual shift position is output, and the shift lever remains in the 1st gear position until the next input operation. That is, in MT mode, while the shift selector 24 receives input about the shift position, the current shift position is indicated by the physical position of the shift lever.

[0069] The behavior of the shift selector 24 in EV mode and MT mode is referred to as instantaneous and alternating, respectively. In other words, the shift selector 24 operates as an instantaneous shift selector in EV mode and as an alternating shift selector in MT mode.

[0070] This explains that the shift selector 24 is configured to switch between instantaneous and alternating shift modes.

[0071] Generally, in manual transmission (MT) vehicles, alternating shift mechanisms are used for gear operation. Furthermore, when shifting gears while driving an MT vehicle, the driver relies on the feel of the shift lever to determine the current gear position, rather than visually confirming its location. Even in the MT mode of the electric vehicle 100, the alternating shift selector allows the driver to select the gear position without lowering their gaze, simply by touching the shift lever. This improves operability for the driver. Moreover, since the operation is closer to that of a typical MT vehicle, it's reasonable to assume that driver satisfaction for those seeking an MT driving experience will also increase.

[0072] On the other hand, electric vehicles 100 sometimes come equipped with assistance functions that provide convenience for vehicle users such as drivers, and sometimes these assistance functions control gear shifting. For example, when the assistance function is automatic parking brake, the gear shifting is automatically switched to parking gear when the vehicle is parked. Or, when the assistance function is automatic parking function, the reverse and forward gears are automatically switched.

[0073] Such driver assistance features can be disabled in MT mode. This is because drivers who select MT mode are more likely to perform driving operations independently without relying on assistance features, as MT mode requires more manual operation than EV mode. However, when selecting EV mode, drivers want to be able to use assistance features flexibly.

[0074] In EV mode, the gear selector can be chosen via an instantaneous shift selector, thus preventing discrepancies between the physical state indicated by the shift selector 24 and the actual vehicle state, even when driver assistance functions are engaged. For example, it prevents situations where the parking assist automatically shifts to reverse, but the gear lever is in a drive position. This prevents driver confusion due to discrepancies between the state indicated by the operating mechanism and the vehicle's actual state, allowing the driver to easily grasp the vehicle's status.

[0075] In this way, the shift selector 24 can meet the requirements of both EV mode and MT mode respectively. This improves the operability of the shift lever.

[0076] In addition,Figure 3 In the example, the alternating shift selector used in MT mode and the instantaneous shift selector used in EV mode are combined into a single shift selector 24, which uses a common operating component as the operating component for both the alternating and instantaneous shift selectors. Therefore, the current control mode (EV or MT) can be easily determined by the position of the shift lever, which is convenient for the driver.

[0077] In addition, Figure 3 In the example, on the shift lever's action line, the neutral position of the alternating shift selector and the initial position of the instantaneous shift selector are connected to form a single gear. When switching the control mode from MT mode to EV mode, the driver must move the shift lever from neutral in MT mode to the initial position of the instantaneous shift selector. After switching to EV mode, the shift lever first enters the initial position of the instantaneous shift selector. At this time, the shift gear can be arbitrarily set. When switching the control mode from EV mode to MT mode, the driver must move the shift lever from the initial position of the instantaneous shift selector to neutral on the alternating shift selector side. After switching to MT mode, the shift lever first enters neutral, therefore, before the driver manually selects a shift position, the drive force is not transmitted to wheels 6F and 6R.

[0078] 5-2. Variations of the first embodiment

[0079] Figure 4 A variation of the first embodiment is shown. The shift path can be... Figure 4 That shape. Regarding the fact that the alternating shift selector and the instantaneous shift selector are combined into one unit, and... Figure 3 Similarly, select MT mode when the shift lever is to the left of the dotted line, and select EV mode when the shift lever is to the right of the dotted line. However, in Figure 4 In the example, the neutral position of the alternating shift selector is connected to the forward position of the instantaneous shift selector to form a single gear.

[0080] 5-3. Shift Path Configuration

[0081] exist Figure 3 and Figure 4 In the example, the shift path of shift selector 24 is configured such that the instantaneous shift selector used in EV mode is configured on the right, and the alternating shift selector used in MT mode is configured on the left. However, the configuration of the instantaneous shift selector and the alternating shift selector is not limited to this.

[0082] For example, the shift path of shift selector 24 can be configured such that an instantaneous shift selector is configured on the left and an alternating shift selector is configured on the right. Figure 5and Figure 6 An example of the shift path for such a shift selector 24 is shown. Figure 5 In the example, the neutral position of the alternating shift selector is connected to the initial position of the instantaneous shift selector to form a single gear. Figure 6 In the example, the neutral position of the alternating shift selector is connected to the forward position of the instantaneous shift selector to form a single gear. The behavior of shift selector 24 is explained above. A common shift lever is used in both MT and EV modes; MT mode is selected when the shift lever is to the right of the dotted line portion, and EV mode is selected when the shift lever is to the left of the dotted line portion. Furthermore, when the shift lever is to the right of the dotted line portion, shift selector 24 operates as an alternating shift selector, and when the shift lever is to the left of the dotted line portion, the shift selector operates as an instantaneous shift selector.

[0083] 5-4. Second Implementation Method

[0084] In the second embodiment, the shift selector 24 includes an alternating shift selector used in MT mode and an instantaneous shift selector used in EV mode. However, the alternating shift selector and the instantaneous shift selector are configured as separate selectors. Figure 7 Examples of shift selectors 24 in two second embodiments are shown.

[0085] In example (1), both the alternating shift selector and the instantaneous shift selector are structures that select the shift gear (shift position) by moving the shift lever along the shift path. However, the shift paths are not connected, and each has a different shift lever. In example (2), the instantaneous shift selector is a push-button operating device. In the second embodiment, the shift selector 24 can also function as a control mode switching device. In this case, for example, when the alternating shift selector is operated under the condition that the switching conditions are met, the MT mode is started, and when the instantaneous shift selector is operated under the condition that the switching conditions are met, the EV mode is started. The effect of being able to switch between alternating and instantaneous modes is the same as in the first embodiment.

[0086] In addition, Figure 7 In the example, the alternating shift selector is configured on the left and the instantaneous shift selector is configured on the right, but in the second embodiment, the configuration of the alternating shift selector and the instantaneous shift selector can also be arbitrary. Figure 8Two examples of shift selector 24 are shown, with an alternating shift selector on the right and an instantaneous shift selector on the left. In example (1), both the alternating and instantaneous shift selectors select the shift gear (shift position) by moving the shift lever along the shift path. In example (2), the instantaneous shift selector is a push-button operation device. The behavior of shift selector 24 is related to... Figure 7 The examples are the same.

[0087] 5-5. Other Implementation Methods

[0088] Figure 9 Examples of the third and fourth embodiments are shown. In the third embodiment shown in (1), the shift paths of the alternating shift selector and the instantaneous shift selector are in the same region. The shift selector 24 can also be of this structure. In the fourth embodiment shown in (2), a dial is used as the operating member. The dial is common in both the alternating shift selector and the instantaneous shift selector. The shift selector 24 operates as an alternating shift selector when the dial is on the upper side and as an instantaneous shift selector when the dial is on the lower side.

[0089] 6. Variations

[0090] The structure of the shift selector 24 has been described above. Furthermore, in any of the first to fourth embodiments described above, the following modifications are possible. That is, while the shift selector 24 has been described as a device installed in an electric vehicle, it can also be applied to vehicles other than electric vehicles if the vehicle can switch between an automatic mode (where the driver does not need to perform gear shifting) and a manual mode (where the driver manually performs gear shifting). For example, the shift selector 24 can be applied to a semi-automatic transmission vehicle. In this case, similarly, the shift selector 24 switches to an instantaneous shift selector in automatic mode and an alternating shift selector in manual mode. Additionally, in the electric vehicle 100, EV mode corresponds to automatic mode, and MT mode corresponds to manual mode.

[0091] Explanation of reference numerals in the attached figures

[0092] 2. Battery; 3. Front Inverter; 3. Rear Inverter; 4. Front Motor; 4. Rear Motor; 5. Front Drive Shaft; 5. Rear Drive Shaft; 6. Front Wheel; 6. Rear Wheel; 7. Front Suspension; 7. Rear Suspension; 11. Vehicle Speed ​​Sensor; 12. Accelerator Pedal Travel Sensor; 13. Brake Pedal Travel Sensor; 14. Shift Position Sensor; 15. Clutch Sensor; 21. Interior Speaker; 22. Accelerator Pedal; 23. Brake Pedal; 24. Shift Selector; 25. Simulated Clutch Operating Device; 100. Electric Vehicle; 101. Control Device; 102. Processor; 103. Memory; 104. Program; 105. Data

Claims

1. An automobile capable of switching between a manual shift mode in which a driver performs a shift operation and an automatic mode in which a shift operation by the driver is not required, wherein, The automobile is provided with: an alternate shift selector for selection of a shift position in the manual transmission mode; and an instantaneous shift selector for selection of a gear position in the automatic mode.

2. The automobile according to claim 1, wherein the alternate shift selector is configured to select the shift position by moving a first operation member, the instantaneous shift selector is configured to select the gear position by moving a second operation member, a common operation member is used as the first operation member and the second operation member.

3. The automobile according to claim 2, wherein in the actuation of the common operation member, a neutral position of the alternate shift selector and an initial position of the instantaneous shift selector are connected as one gear position.

4. The automobile according to any one of claims 1 to 3, wherein the alternate shift selector switches the mode to the manual transmission mode by being operated in the automatic mode; the instantaneous shift selector switches the mode to the automatic mode by being operated in the manual transmission mode.

5. The automobile according to any one of claims 1 to 3, wherein The automobile is provided with: an electric motor as a drive source; an accelerator pedal; and a control device that controls the electric motor, the shift operation is a virtual shift operation, the control device continuously changes an output torque of the electric motor in accordance with an operation of the accelerator pedal by the driver in the automatic mode, the control device switches a relationship between an operation amount of the accelerator pedal and the output torque of the electric motor from among a plurality of predetermined relationships in accordance with an operation of the alternate shift selector by the driver in the manual transmission mode. ​

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