Automobile

Abstract

The invention relates to an automobile. In an automobile provided with a manual mode and an automatic mode, a shift range when switching from the manual mode to the automatic mode is set. The present disclosure relates to an automobile capable of switching modes between a manual mode in which a driver performs a shift operation and an automatic mode in which no shift operation by the driver is required. The vehicle is provided with: a manual mode shift selector for selecting a shift position in a manual mode; and an automatic mode shift selector for selecting a range in the automatic mode. When the first condition is satisfied and the mode is switched from the manual mode to the automatic mode, the range section becomes the non-traveling range section.

Description

Technical Field

[0001] This disclosure relates to a car capable of switching between a manual mode in which the driver manually operates the gear shift and an automatic mode in which the driver does not need to operate the gear shift. Background Technology

[0002] Patent Document 1 discloses an electric vehicle that virtually reproduces the manual shifting action of a manual transmission (MT) vehicle. This electric vehicle is configured to switch between an MT driving mode, in which the driver performs manual shifting operations, and an EV driving mode, in which the driver performs general EV driving without manual shifting operations.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2022-030862 Summary of the Invention

[0006] Consider a car that can switch between a manual mode where the driver manually operates the gear shift and an automatic mode where the driver does not need to operate the gear shift. In such a car, the range of gears available when switching from manual to automatic mode has not been sufficiently studied previously.

[0007] The first aspect of this disclosure relates to a car capable of switching between a manual mode where the driver performs gear shifting operations and an automatic mode where driver-operated gear shifting is not required. The car includes: a manual mode shift selector for selecting a gear position in manual mode; and an automatic mode shift selector for selecting a gear range in automatic mode. When the first condition is met, the gear range becomes a non-driving gear range when switching from manual mode to automatic mode.

[0008] The second aspect of this disclosure relates to a car capable of switching between a manual mode where the driver performs gear shifting operations and an automatic mode where the driver does not need to perform gear shifting operations. The car includes: a manual mode shift selector for selecting a gear position in manual mode; and an automatic mode shift selector for selecting a gear range in automatic mode. When the second condition is met, the gear range becomes the driving gear range when switching from manual mode to automatic mode.

[0009] The third aspect of this disclosure relates to a car capable of switching between a manual mode where the driver performs gear shifting operations and an automatic mode where driver-operated gear shifting is not required. The car includes: a manual mode shift selector for selecting a gear position in manual mode; and an automatic mode shift selector for selecting a gear range in automatic mode. When switching from manual mode to automatic mode, the gear range becomes a non-driving gear range.

[0010] According to the first aspect of this disclosure, the gear range when switching from manual mode to automatic mode becomes a non-driving gear range when the first condition is met. Furthermore, according to the second aspect of this disclosure, the gear range when switching from manual mode to automatic mode becomes a driving gear range when the second condition is met. Furthermore, according to the third aspect of this disclosure, the gear range when switching from manual mode to automatic mode becomes a non-driving gear range. Thus, it is possible to set the gear range when switching from manual mode to automatic mode. Attached Figure Description

[0011] Figure 1 This is a diagram illustrating the structure of an electric vehicle according to an embodiment of the present disclosure.

[0012] Figure 2 This is a diagram showing the structure of a control device related to the driving control of an electric vehicle.

[0013] Figure 3 This is a diagram illustrating an example of the structure of the shift selector in the first embodiment.

[0014] Figure 4 This is a table showing the gear range selected in the second embodiment.

[0015] Figure 5 This is a table showing the gear range selected in the third embodiment.

[0016] Figure 6 This is a diagram illustrating an example of the structure of the shift selector in the fourth embodiment.

[0017] Figure 7 This is a diagram illustrating an example of the structure of the shift selector in the fifth embodiment. Detailed Implementation

[0018] 1. Structure of the power system of an electric vehicle

[0019] Figure 1 This is a diagram schematically illustrating the structure of the electric vehicle 100 according to an embodiment of this disclosure. First, refer to... Figure 1 Explain the structure of the power system of electric vehicle 100.

[0020] In the electric vehicle 100, two electric motors (M) 4F and 4R serve as the power source for driving, one at the front and one at the rear. The electric motors 4F and 4R are, for example, three-phase AC motors. The front motor 4F is connected to a front drive shaft 5F that drives the front wheels 6F. The rear motor 4R is connected to a rear drive shaft 5R that drives the rear wheels 6R. The front wheels 6F are suspended on independently controlled electronically operated front suspensions 7F. The rear wheels 6R are suspended on independently controlled electronically operated rear suspensions 7R.

[0021] Inverters (INV) 3F and 3R are installed in the front motor 4F and rear motor 4R, respectively. The front inverter 3F and rear inverter 3R are connected to the battery (BATT) 2. The battery 2 stores the electrical energy that drives the motors 4F and 4R. That is, the electric vehicle 100 is a battery electric vehicle (BEV) that operates using the electrical energy stored in the battery 2. The inverters 3F and 3R are, for example, voltage-source inverters, and control the torque of the motors 4F and 4R through PWM control.

[0022] 2. Control systems and control modes of electric vehicles

[0023] Next, refer to Figure 1 This describes the structure of the control system of electric vehicle 100.

[0024] 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 for temporarily recording data and 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, generating control signals based on signals obtained from the sensors. The control device 101 may include one processor 102 and multiple memories 103.

[0025] The control device 101 performs various controls in the electric vehicle 100. The control device 101 controls the electric vehicle 100 by the processor 102 reading one or more programs 104 from the memory 103 and executing them.

[0026] The control device 101 performs on 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 selectable by the control device 101 for the electric vehicle 100 include EV mode and MT mode. EV mode is a mode that controls the electric motors 4F and 4R with normal torque characteristics. MT mode is a control mode used to make the electric vehicle 100 operate like a manual transmission (MT) vehicle. In MT mode, the driver can use the shift selector 24 (described later) to perform a virtual shifting operation simulating the shifting operation of an MT vehicle, selecting a virtual gear position (shift lever / gear).

[0027] The electric vehicle 100 is equipped with a human-machine interface (HMI) 20 serving as an interface with 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 operation. 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 to select various control modes related to engine characteristics, engine sound, suspension characteristics, etc., simulated in MT mode.

[0028] In addition, the electric vehicle 100 is equipped with an in-vehicle speaker 21. The in-vehicle speaker 21 can provide information to the driver using sound and output simulated engine sounds, which will be described later.

[0029] The electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of the wheel speed sensors (not shown) located on the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11.

[0030] 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 degree. Furthermore, while 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 may also have a hand-operated joystick-type accelerator operating device or a dial-type accelerator operating device instead of the accelerator pedal 22. Sensors are also provided for these accelerator operating devices, outputting signals indicating the amount of operation, i.e., the accelerator opening degree.

[0031] 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 braking of the brake pedal 23, i.e., the brake opening degree.

[0032] 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 the vehicle's status via operation. During EV mode selection, the gear selector 24 functions as a device for selecting a gear range; during MT mode selection, it functions as a device for the driver to select a virtual gear position for simulated gear shifting. Furthermore, the driver can switch between EV and MT modes by using the gear selector 24 in place of or in conjunction with the HMI 20. Details regarding the gear selector 24 will be described later.

[0033] An example of an operating component included in the shift selector 24 is a gear shift lever. The driver moves the gear shift lever along the shift path to select a gear range (gear position). A position sensor 14 is provided in the shift selector 24. The position sensor 14 outputs a signal indicating the position of the gear shift lever operated by the driver, i.e., the gear range (gear position) selected by the driver. The operating component included in the shift selector 24 can also be a dial, a button, etc. In this case, a sensor is also provided in the shift selector 24 to output a signal indicating the gear range (gear position) selected by the driver. Furthermore, in MT mode, the gear position selected using the shift selector 24 is a virtual gear position.

[0034] Furthermore, the electric vehicle 100 includes a simulated clutch operation device 25. The simulated clutch operation device 25 is used to reproduce the clutch operation in a manual transmission (MT) vehicle. The operation of the simulated clutch operation device 25 is generally enabled in MT mode and disabled in EV mode. However, in MT mode, the driver can also select either a clutch-operated mode (requiring the operation of the simulated clutch operation device 25 during virtual gear shifting) or a clutchless mode (allowing virtual gear shifting without the operation of the simulated clutch operation device 25). Additionally, when the shift selector 24 is used during control mode switching, the operation of the simulated clutch operation device 25 can also be enabled in EV mode.

[0035] 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. The simulated clutch pedal is a virtual device different from the actual clutch pedal. It 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 against the driver's depressing action. The position where no force is applied is the initial position of the simulated clutch pedal, and the position when it is fully depressed is the final position. The driver can overcome the reaction force from the reaction force mechanism to operate the simulated clutch pedal from the initial position to the final position. Alternatively, the simulated clutch operating device 25 can also be a hand-operated lever-type operating device or a dial-type operating device.

[0036] The simulated clutch operating device 25 includes a clutch sensor 15. The clutch sensor 15 outputs a signal representing 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 depressor is taken as the operating amount of the simulated clutch operating device 25. However, the electric vehicle 100 does not have a physical clutch, so the operating amount of the simulated clutch operating device 25, i.e., the clutch opening, is a virtual clutch opening.

[0037] 3. Driving control of electric vehicles

[0038] 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 a structure related to motor control, particularly the control of the torque of motors 4F and 4R, in driving control. The processor 102 functions as a motor control device by executing one or more motor control programs 104 stored in the memory 103.

[0039] A control mode signal, representing the control mode, is input to the control device 101, which functions as a motor control device. When the driver selects a control mode by operating the HMI 20, the control device 101 obtains the control mode signal from the HMI 20. The control mode signal contains information related to the control mode selected by the driver. The control device 101 executes process P110 based on the control mode signal. In process P110, the control mode is switched according to the control mode signal. The switching between EV mode and MT mode is particularly important for driving control during control mode switching.

[0040] When the control mode is switched to EV mode, the control unit 101 executes the torque calculation process P120 in EV mode. In process P120, the control unit 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11 and the accelerator pedal travel sensor 12. The control unit 101 has a motor torque mapping that takes the accelerator pedal travel sensor and the vehicle speed as parameters. The control unit 101 inputs the vehicle speed and the accelerator pedal travel sensor to the motor torque mapping, so that the motors 4F and 4R generate the torque obtained by the motor torque mapping, thereby controlling the inverters 3F and 3R.

[0041] When the control mode is switched to MT mode, the control device 101 executes the torque calculation process P130 in MT mode. Process P130 includes process P131 for calculating the torque generated in 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.

[0042] In calculating the drive wheel torque in P131, vehicle model MOD01 is used. Vehicle model MOD01 includes engine model MOD11, clutch model MOD12, and gearbox model MOD13. The engine, virtually implemented through vehicle model MOD01, is called the virtual engine, the clutch, and the gearbox, respectively. The virtual engine is modeled in engine model MOD11. The virtual clutch is modeled in clutch model MOD12. The virtual gearbox is modeled in gearbox model MOD13.

[0043] 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 accelerator pedal opening. Vehicle speed is obtained from the signal from vehicle speed sensor 11. Accelerator pedal opening is obtained from the signal from accelerator pedal travel sensor 12. The combined reduction ratio is a value obtained by multiplying the virtual gearbox's gear ratio by the reduction ratio determined by the mechanical structure from the virtual gearbox to the drive wheels. In Engine Model MOD11, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator pedal opening. Furthermore, the driver can select the engine characteristics of Engine Model MOD11 through operation of HMI20.

[0044] The clutch model MOD12 calculates the torque transfer gain. The torque transfer gain is the gain used to calculate the degree of torque transfer of the virtual clutch corresponding to the clutch opening. With the clutch operation mode selected, the clutch opening is obtained from the signal of the clutch sensor 15. The clutch opening is 0% at the beginning position of the simulated clutch operating device 25 and 100% at the end position. In the clutch model MOD12, a torque transfer gain is assigned to the clutch opening. The torque transfer gain is transformed 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 gearbox is calculated. Additionally, 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 when calculating the virtual engine speed using the engine model MOD11.

[0045] With the clutchless operation mode selected, the clutch operation model is used to calculate the clutch opening input to the clutch model MOD12. The clutch operation model simulates the clutch operation of a model driver. Vehicle speed, virtual engine speed, and signals from position sensor 14 are input to the clutch operation model.

[0046] Signals from position sensor 14 are used to infer the timing of clutch operation. When a driver's gear shift operation is detected by signals from 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. In a manner that smoothly aligns the rotational speed of the virtual gearbox input shaft calculated based on the vehicle speed with the virtual engine speed, the clutch opening is calculated in the clutch operation model based on the difference in rotational speed between the virtual gearbox input shaft and the virtual engine speed.

[0047] The gearbox model MOD13 calculates the virtual gear ratio. The virtual gear ratio is determined by the virtual gear position within the virtual gearbox. A virtual gear ratio is set for each gear position. The largest virtual gear ratio is set for 1st gear, and the virtual gear ratio decreases in the order of 2nd, 3rd, 4th, and so on. Each gear position corresponds one-to-one with the signal from position sensor 14.

[0048] The MOD13 transmission model uses virtual gear ratios and virtual clutch torque to calculate virtual transmission torque. 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 motors 4F and 4R changes according to the virtual transmission torque. The virtual transmission torque changes discontinuously with the switching of virtual gear ratios. This discontinuous change in virtual transmission torque causes torque surges in the electric vehicle 100, exhibiting the feel of a stepped transmission.

[0049] The vehicle model MOD01 calculates the drive wheel torque based on the virtual gearbox torque and reduction ratio. The 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 or actively or passively varied. For example, the driver can choose between a four-wheel drive mode (driving all four wheels) or a rear-wheel drive mode (driving only the rear wheels).

[0050] The vehicle model MOD01 is predetermined. The relationship between the drive wheel torque and accelerator opening calculated based on the vehicle model MOD01 changes when the virtual gear position is switched. That is, in EV mode, the torque for accelerator opening changes continuously, while in MT mode, the relationship between accelerator opening and the torque output from motors 4F and 4R is switched to the relationship corresponding to the selected gear position among several relationships predetermined by the vehicle model MOD01 when the virtual gear position is switched.

[0051] In process P132, the torque of the front motor 4F in MT mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to 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 operate in a manner calculated by process P132.

[0052] 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 rate to 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 operate in a manner calculated in process P133.

[0053] 4. Sound control for electric vehicles

[0054] In addition, the control device 101 can also control the sound effects emitted by the in-vehicle speakers 21. By executing one or more sound effect control programs 104 stored in the memory 103, the processor 102 functions as a sound effect control device. The processor 102, which functions as a driving control device, and the processor 102, which functions as a sound effect control device, can be either independent processors or the same processor.

[0055] The control device 101, which functions as a sound effect control device, enables artificially generated sounds to be produced from the in-vehicle speakers 21. One such artificial sound is a simulated engine sound that mimics the engine sound of a conventional transmission vehicle. When a control mode signal indicating that the MT mode has been selected is input, the control device 101 generates a simulated engine sound based on the virtual engine torque and virtual engine speed calculated in the processing unit P131.

[0056] When the driver can select a control mode for the engine sound, the simulated engine sound emitted from the in-vehicle speaker 21 is used as the sound source, and the engine sound selected by the HMI 20 is used. However, instead of using the sound source as is, the sound pressure of the engine sound is calculated such that the greater the virtual engine torque, the greater the sound pressure, and the frequency of the engine sound is calculated such that the greater the virtual engine speed, the greater the frequency. Furthermore, for example, the sound pressure of the sound source is changed using an amplifier, and the frequency of the sound source is changed using a frequency modulator, and the simulated engine sound is played from the in-vehicle speaker 21. The virtual engine torque and virtual engine speed change due to the driver's accelerator operation, gear shifting operation, and clutch operation. By changing the sound pressure and frequency of the simulated engine sound according to the virtual engine torque and virtual engine speed that match the driver's operation, a realistic feeling as if driving a real transmission vehicle can be provided to the driver.

[0057] 5. Structure of the gear selector

[0058] 5-1. First Implementation Method

[0059] The shift selector 24 includes: a manual mode shift selector for selecting a gear position in MT mode; and an automatic mode shift selector for selecting a gear range in EV mode. Several embodiments of the structure and operation of the shift selector 24 are described below.

[0060] exist Figure 3The diagram shows an example of the structure of the shift selector 24 in the first embodiment. The shift selector 24 is a device that associates a predetermined physical location with a gear range or virtual gear position, and selects that physical location using an operating component. As the operating component, a shift lever is used, which the driver can move along the shift path between gear ranges (gear positions).

[0061] The manual mode shift selector and the automatic mode shift selector are integrated into a single structure, with the shift paths of each shift selector connected at the area boundaries. Figure 3 In the diagram, the area boundaries are represented by dashed lines. The shift paths on the manual side to the left of the area boundary constitute the shift selector for manual mode, and the shift paths on the automatic side to the right of the area boundary constitute the shift selector for automatic mode.

[0062] Furthermore, the gear shift lever utilizes a common component in both the manual and automatic mode gear selectors. This common operating component allows the driver to move between the manual and automatic modes. The operating component shared in both the manual and automatic mode gear selectors can also be referred to as a common operating component.

[0063] The shift lever's operation differs between the two zones. In the manual zone, when the driver moves the shift lever to select a gear, the lever remains in the position selected by the driver. For example, when the driver moves the shift lever to first gear, a signal indicating that first gear has been selected is output, and the shift lever remains in first gear until another input is made. That is, in manual mode, the shift selector simultaneously indicates the current gear position through the physical position of the shift lever when it receives input about the gear position. This operation of the shift selector is sometimes referred to as alternating mode. In alternating mode shift selectors, there is the advantage of being able to confirm the currently selected gear position visually or by touch. Furthermore, as mentioned above, the gear position selected in the manual zone is a virtual gear position.

[0064] In contrast, on the automatic side, the shift lever is in its initial position when no external force is applied. Figure 3(The position of H in the text). When the driver moves the shift lever to any of the P, R, Nr, Nd, or D positions, the operation is input, selecting any one of the parking gear range, reverse gear range, neutral gear range, or drive gear range. However, when the driver finishes the operation and removes their hand, the shift lever automatically returns to its initial position. That is, in EV mode, the shift lever is in its initial position when the driver is not operating it, and the physical position of the lever does not indicate the currently selected gear range. This behavior of the shift selector is sometimes referred to as instantaneous. Furthermore, in EV mode, the current gear range is displayed on the instrument panel, HMI20, or dashboard.

[0065] In addition, the shift selector 24 also functions as a switching device for switching control modes between EV mode and MT mode. When MT mode is selected, the shift lever is in the manual zone of the integrated shift circuit. From this state, when the driver moves the shift lever to the automatic zone while meeting the switching conditions, the control mode switches to EV mode. Switching from EV mode to MT mode is the reverse operation.

[0066] The switching conditions for the control mode can be arbitrary. For example, the switching condition could be that the operation occurs within a predetermined time after the driver selects the control mode switching by operating the HMI20. Alternatively, the switching condition could be that the operation occurs while the driver is inputting an operation amount to the simulated clutch operating device 25.

[0067] In the integrated shift circuit of the shift selector 24, the non-gear selection area of ​​the manual mode shift selector and the initial position of the automatic mode shift selector are connected by a region boundary. The non-gear selection area of ​​the manual mode shift selector represents a state where no gear position is selected. When the driver switches the control mode from MT mode to EV mode, the shift lever is moved from the manual region to the automatic region side by traversing the region boundary. The shift lever is in its initial position immediately after moving to the automatic region, and physically does not represent any gear range. However, as the vehicle is in motion, a gear range needs to be selected. Therefore, when the control mode is switched from MT mode to EV mode, the control device 101 sets the gear range immediately after the switch to the neutral gear range. By setting the gear range when the control mode is switched to the neutral gear range, it is possible to prevent the driver from feeling uncomfortable due to the sudden output of drive wheel torque to drive the electric vehicle 100 at the same time as switching the control mode.

[0068] In particular, in cases such as Figure 3In the configuration of the shift selector 24 shown, when the shift lever is moved from the manual zone to the automatic zone, it passes through the non-gear selection area of ​​the manual zone. The non-gear selection area is a region where no virtual gear position is selected. In the non-gear selection area, the neutral position of the MT vehicle is reproduced. That is, the non-gear selection area can also be called a virtual neutral position. In the virtual neutral position, no drive wheel torque for driving the electric vehicle 100 is output. In this structure, when the control mode is switched by moving the shift lever to the automatic zone, setting the gear range to the neutral gear range first is particularly effective in preventing driver discomfort.

[0069] Furthermore, to reproduce the neutral position, in the non-gear selection area, the driving force transmitted from motor 4 to the drive wheels can be physically cut off, or the torque output from motor 4 can be made zero. However, the driving resistance in the electric vehicle 100 and the MT vehicle being simulated sometimes differs, and it may be impossible to reproduce the driving feel of the real MT vehicle in neutral simply by cutting off the driving force. Therefore, in the non-gear selection area, the neutral position of the desired MT vehicle can also be reproduced by outputting a slight driving force from motor 4 to the drive wheels.

[0070] In addition, Figure 3 In the structure of the shift selector 24 shown, a reverse gear position is not provided in the manual area. Therefore, when the driver wants to reverse the electric vehicle 100, they need to move the shift lever to the automatic area and select the reverse gear range. However, the shift selector 24 is not limited to this structure. A reverse gear position can also be provided in the manual area, and the driver can select the reverse gear position by moving the shift lever along the shift path in the manual area. Furthermore, in Figure 3 In the example, the manual mode uses a shift selector with gear positions from 1 to 6, but this is just an example; the number of gear positions can be more or less than this.

[0071] 5-2. Variations of the first embodiment

[0072] The control device 101 can also set the gear range to the parking gear range when the control mode is switched from MT mode to EV mode. In this case, it can also prevent the driver from feeling uncomfortable due to the sudden start of outputting the drive wheel torque for driving the electric vehicle 100 when the control mode is switched by moving the shift lever to the automatic zone.

[0073] Furthermore, the forward and reverse gear ranges are gear ranges used to propel the electric vehicle 100 forward or backward, while the neutral and parking gear ranges are not gear ranges used to propel the electric vehicle 100. Therefore, the forward and reverse gear ranges can be collectively referred to as the driving gear ranges, and the neutral and parking gear ranges can be collectively referred to as the non-driving gear ranges. In other words, in the first embodiment, when the control mode is switched from MT mode to EV mode, the gear range is automatically set to the non-driving gear range.

[0074] 5-2. Second Implementation Method

[0075] In the second embodiment, the structure of the shift selector 24 is the same as... Figure 3 Same. However, the gear range after switching from MT mode to EV mode can be set variably depending on the situation. Figure 4 This is a table showing the gear ranges set after switching. As shown in the table, the control device 101 sets the gear range when switching from MT mode to EV mode to a non-driving gear range when the electric vehicle 100 is stationary, and to a driving gear range when the electric vehicle 100 is in motion.

[0076] Regarding the determination of whether a vehicle is moving or stationary, it can be based on vehicle speed, for example. That is, a speed threshold can be set, and if the vehicle speed is above the threshold, it is determined to be moving; if the vehicle speed is below the threshold, it is determined to be stationary.

[0077] When the control mode is switched while the electric vehicle 100 is in motion, there is a high probability that the driver intends to continue driving the electric vehicle 100 after switching the control mode. In such cases, by making the gear range at the time of switching a driving gear range, the effort required by the driver to re-enter the driving gear range can be reduced. Furthermore, automatically setting the gear range to a driving gear range only while the electric vehicle 100 is in motion, and automatically setting it to a non-driving gear range when stationary, also prevents any sense of unease to the driver caused by suddenly starting to output the drive wheel torque used to drive the electric vehicle 100.

[0078] The driving gear range includes the forward gear range and the reverse gear range. In, for example... Figure 3In a manual mode where the gear selector does not include a reverse position, the driving gear range selected during mode switching can be fixed as the forward gear range according to the table. Alternatively, the choice between the forward and reverse gear ranges within the driving gear range can vary depending on the situation. That is, if the position selected before the gear lever enters the automatic mode from the non-gear selection area is a forward gear position, the forward gear range can be selected; if it is a reverse gear position, the reverse gear range can be selected. Alternatively, when the electric vehicle 100 switches control modes while driving forward, the forward gear range can be selected; when the electric vehicle 100 switches control modes while reversing, the reverse gear range can be selected. Furthermore, the non-driving gear range includes the neutral gear range and the parking gear range, but according to the table, the non-driving gear range selected during mode switching can be fixed as either the neutral gear range or the parking gear range.

[0079] 5-3. Third Implementation Method

[0080] In the third embodiment, the structure of the shift selector 24 is also the same as... Figure 3 They are the same. However, the gear ranges are different. Figure 5 This is a table that represents the gear range selected when switching from MT mode to EV mode.

[0081] As shown in the table, in the third embodiment, when the control mode switching from MT mode to EV mode is performed while the electric vehicle 100 is in motion or when the driver sets the brake signal to ON, the gear range at the time of switching becomes the driving gear range. When the vehicle is parked and the brake signal is OFF, the gear range at the time of switching becomes the non-driving gear range.

[0082] The brake signal is determined to be ON when an operation amount above a threshold is input to the brake pedal 23, and OFF when no operation amount is input or the operation amount is below the threshold.

[0083] The driving gear range includes a forward gear range and a reverse gear range. When selecting the driving gear range as the gear range for shifting, you can either always select the forward gear range, or you can choose to be flexible between the forward and reverse gear ranges depending on the situation. Additionally, the non-driving gear range includes a neutral gear range and a parking gear range. When selecting the non-driving gear range as the gear range for shifting, you can either always select the neutral gear range or always select the parking gear range.

[0084] 5-4. Fourth Implementation Method

[0085] Figure 6This is a diagram illustrating an example of the structure of the shift selector 24 in the fourth embodiment. Figure 6 In the shift selector 24, similar to the first embodiment, the driver can select various gear ranges (gear positions) by moving the shift lever along the shift path. However, the shift selector for automatic mode is an alternating shift selector, and the shift lever remains in the selected gear range even after the driver removes their hand. The shift selector for manual mode and the shift selector for automatic mode are integrated and use a common shift lever, just like in the first embodiment. Furthermore, the shift selector 24 also functions as a mode switching device.

[0086] Here, the non-gear selection area of ​​the manual transmission zone and the neutral gear range of the automatic transmission zone are connected by a zone boundary. When switching the control mode from MT mode to EV mode, the driver moves the shift lever to the automatic transmission zone via the non-gear selection area of ​​the manual transmission zone. The shift lever moved to the automatic transmission zone first enters the neutral gear range. That is, similar to the first embodiment, when switching the control mode from MT mode to EV mode, the neutral gear range is selected.

[0087] In this way, the gear range when switching from MT mode to EV mode can also be determined by the physical structure. In this case, it is also possible to prevent the driver from feeling uncomfortable due to the sudden output of the drive wheel torque used to drive the electric vehicle 100 while switching control modes.

[0088] However, regarding the initially selected gear range when switching from MT mode to EV mode, in an alternating shift selector, the physical structure dictates a single gear range, whereas in an instantaneous shift selector, it can be dynamically set according to the situation. Therefore, as in the second and third embodiments, it is effective to make the automatic mode shift selector an instantaneous shift selector when the gear range during mode switching can be variably set according to conditions.

[0089] 5-5. Fifth Implementation Method

[0090] exist Figure 7 The diagram shows a structural example of the shift selector 24 in the fifth embodiment. Figure 7 This is an example of a manual mode using an alternating shift selector and an automatic mode using an instantaneous shift selector.

[0091] In example (1), both the manual mode shift selector and the automatic mode shift selector have a shift lever as an operating component, allowing the driver to select a gear range (gear position) by moving the shift lever along the shift path. However, the manual mode shift selector and the automatic mode shift selector are constructed as independent components, each with its own shift lever. In this case, for example, the driver selects the control mode via HMI20. Furthermore, when MT mode is selected via HMI20, the operation of the shift lever of the manual mode shift selector becomes effective; when EV mode is selected, the operation of the shift lever of the automatic mode shift selector becomes effective. The shift lever of the automatic mode shift selector is in its initial position when the driver does not operate it.

[0092] In the example of (2), the manual mode shift selector has a shift lever as the operating component, and the driver selects the gear position by moving the shift lever along the shift path. The automatic mode shift selector has a button as the operating component, and the driver selects the various gear ranges by pressing the button. Thus, the operating components of the manual mode shift selector and the automatic mode shift selector can also be different. Similar to (1), for example, the control mode can be selected via HMI20. Furthermore, although not shown, as a further example, it is also possible to configure the gear ranges selected by the automatic mode shift selector so that some can be selected by the shift lever and some can be selected by the button. For example, only the parking gear range can be selected by pressing the button, and the other gear ranges can be selected by operating the shift lever.

[0093] The fifth embodiment can also be combined with any of the first to third embodiments. That is, when switching from MT mode to EV mode, a non-driving gear range can be automatically selected regardless of the vehicle's driving status. Alternatively, it can be implemented according to... Figure 4 or Figure 5 The table automatically selects different gear ranges based on the conditions.

[0094] 5-6. Other implementation methods

[0095] The control device 101 can also use the in-vehicle speaker 21 to verbally notify the driver of the selected gear range when the control mode is switched from MT mode to EV mode. By using voice guidance, the driver can more easily grasp the selected gear range. In particular, when the selected gear range differs depending on the conditions, as in the second and third embodiments, it may take time for the driver to grasp the selected gear range, making verbal notification effective.

[0096] 6. Variations

[0097] The structure of the shift selector 24 has been explained above. Furthermore, in any of the embodiments described in 1 to 5 above, the following variations can be implemented. That is, while the shift selector 24 has been described as a device mounted on an electric vehicle, it can also be applied to vehicles other than electric vehicles, as long as the vehicle can switch between an automatic mode (automatic shifting) and a manual mode (driver-operated shifting). For example, the shift selector 24 can also be applied to a semi-automatic transmission vehicle, configured such that the gear range when switching from manual mode to automatic mode is the neutral gear range, or according to... Figure 3 , Figure 4 This determines the gear range during switching. Furthermore, in the Electric Vehicle 100, EV mode corresponds to automatic mode, and MT mode corresponds to manual mode.

[0098] (Symbol Explanation)

[0099] 2: Battery; 3F: Front inverter; 3R: Rear inverter; 4F: Front motor; 4R: Rear motor; 5F: Front drive shaft; 5R: Rear drive shaft; 6F: Front wheel; 6R: Rear wheel; 7F: Front suspension; 7R: Rear suspension; 11: Vehicle speed sensor; 12: Accelerator pedal travel sensor; 13: Brake pedal travel sensor; 14: Position sensor; 15: Clutch sensor; 21: In-vehicle speaker; 22: Accelerator pedal; 23: Brake pedal; 24: Gear selector; 25: Simulated clutch operating device; 100: Electric vehicle; 101: Control device; 102: Processor; 103: Memory; 104: Program; 105: Data.

Claims

1. A vehicle capable of switching between a manual mode in which the driver performs gear shifting operations and an automatic mode in which the driver does not need to perform the gear shifting operations, wherein, The vehicle has the following features: Manual mode shift selector for selecting the gear position in said manual mode; and The automatic mode uses a shift selector for selecting a gear range in the automatic mode. When the first condition is met, the gear range becomes a non-driving gear range when the mode is switched from the manual mode to the automatic mode.

2. The automobile according to claim 1, wherein, The manual mode shift selector and the automatic mode shift selector are connected. The manual mode is configured with a gear selector to select the gear position by moving a common operating component. The automatic mode is configured with a shift selector to select the gear range by moving the common operating component.

3. The automobile according to claim 2, wherein, The manual mode shift selector and the automatic mode shift selector are connected in such a way that the common operating component moves to the automatic mode shift selector via the non-gear selection area of ​​the manual mode shift selector.

4. The automobile according to claim 3, wherein, The shift selector for manual mode is an alternating shift selector, and the shift selector for automatic mode is an instantaneous shift selector.

5. The automobile according to claim 4, wherein, The non-gear selection area of ​​the manual mode shift selector and the initial position of the automatic mode shift selector are connected.

6. The automobile according to any one of claims 1 to 5, wherein, The non-driving gear range includes the neutral gear range. When the first condition is met, the gear range becomes the neutral gear range when the mode is switched from the manual mode to the automatic mode.

7. The automobile according to any one of claims 1 to 5, wherein, have: The electric motor serves as the driving source; Accelerator pedal; as well as Control device, controls the motor. The speed change operation is a virtual speed change operation. The control device: In the automatic mode, the output torque of the electric motor changes continuously according to the driver's operation on the accelerator pedal. In the manual mode, the relationship between the amount of operation of the accelerator pedal and the output torque of the electric motor is switched from a plurality of predetermined relationships based on the operation performed by the driver using the shift selector for the manual mode.

8. The automobile according to claim 7, wherein, The first condition is that the mode is switched from the manual mode to the automatic mode while the car is stopped.

9. The automobile according to claim 7, wherein, The first condition is that the mode switches from the manual mode to the automatic mode when the vehicle is stopped and the driver has not input any operation amount to the brake pedal of the vehicle.

10. The automobile according to claim 7, wherein, When the second condition is met, the gear range becomes the driving gear range when the mode is switched from the manual mode to the automatic mode.

11. The automobile according to claim 10, wherein, The driving gear range includes the forward gear range. When the second condition is met, the gear range becomes the forward gear range when the mode is switched from the manual mode to the automatic mode.

12. The automobile according to claim 10, wherein, The second condition is that the mode is switched from the manual mode to the automatic mode while the vehicle is in motion.

13. The automobile according to claim 10, wherein, The second condition is that the mode switches from the manual mode to the automatic mode when the car is stopped and the driver inputs an operation amount to the brake pedal of the car.

14. A car capable of switching between a manual mode in which the driver performs gear shifting operations and an automatic mode in which the driver does not need to perform the gear shifting operations, wherein... The vehicle has the following features: Manual mode shift selector for selecting the gear position in said manual mode; and The automatic mode uses a shift selector for selecting a gear range in the automatic mode. When the second condition is met, the gear range becomes the driving gear range when the mode is switched from the manual mode to the automatic mode.

15. A car capable of switching between a manual mode in which the driver performs gear shifting operations and an automatic mode in which the driver does not need to perform the gear shifting operations, wherein... The vehicle has the following features: Manual mode shift selector for selecting the gear position in said manual mode; and The automatic mode uses a shift selector for selecting a gear range in the automatic mode. When the mode is switched from the manual mode to the automatic mode, the gear range becomes a non-driving gear range.

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