Electric vehicle and program

Abstract

The invention relates to an electric vehicle and a program. The electric vehicle is configured so as to be able to switch the output characteristics of an electric motor in multiple stages, and is provided with: a processor that switches the output characteristics of the electric motor in accordance with a shift range; and a shifter for the selection of a shift gear implemented by a driver. The processor has a manual operation mode in which selection of a shift range performed by manual operation of the shifter is accepted. In traveling in the manual operation mode, the processor automatically downshifts the shift stage in response to a vehicle speed or a motor rotational speed satisfying a predetermined condition.

Description

Technical Field

[0001] This disclosure relates to an electric vehicle configured to switch the output characteristics of an electric motor in multiple stages, and more specifically, to an electric vehicle operating in a manual operation mode that accepts manual selection of gears via a gearshift. Additionally, this disclosure relates to a program executed by an onboard computer suitable for an electric vehicle equipped with a gearshift. Background Technology

[0002] Japanese Patent No. 7529003 discloses a technology that includes a sequential gear shifter in a battery electric vehicle, allowing the output characteristics of an electric motor to change in multiple levels in response to the operation of the sequential gear shifter. According to this technology, drivers can enjoy a driving experience in an electric vehicle similar to that of a motor-driven car with a manual transmission. Summary of the Invention

[0003] There are significant differences in the characteristics of the power units between engine-powered cars and electric vehicles. The internal combustion engine in an engine-powered car struggles to maintain rotation at extremely low speeds, while the electric motor in an electric vehicle can output significant torque even at very low speeds. Therefore, even at low speeds where an engine-powered car would need to downshift to maintain engine speed, an electric vehicle can maintain a high gear and continue driving.

[0004] However, the ability to shift gears to maintain a high speed while driving at a low speed may feel jarring to drivers accustomed to engine-powered cars.

[0005] This disclosure provides an electric vehicle and a program that reproduces the behavior of a manually operated engine vehicle in the electric vehicle, giving the driver the feeling of driving an engine vehicle with manual transmission.

[0006] The first aspect of this disclosure provides an electric vehicle configured to switch the output characteristics of an electric motor in multiple stages, including: a processor for switching the output characteristics according to a gear; and a gear shifter for selecting a gear by a driver. The processor has a manual operation mode in which it handles gear selection performed manually via the gear shifter. During operation in manual mode, the processor automatically downshifts the gear in response to predetermined conditions such as vehicle speed or motor rotation speed.

[0007] In the electric vehicle of the first embodiment, the processor may also be configured to shift up the gear based solely on the manual operation of the gear shifter during driving in the manual operation mode, without relying on the vehicle speed and the motor rotation speed.

[0008] In the electric vehicle of the first embodiment, the manual operation mode may include a manual upshift mode and an automatic upshift mode. Alternatively, the processor may be configured to upshift the gearbox solely based on manual operation of the gearshift mechanism during driving in the manual upshift mode, independent of the vehicle speed and the motor rotation speed; and during driving in the automatic upshift mode, to automatically upshift the gearbox in response to the vehicle speed or the motor rotation speed meeting predetermined conditions.

[0009] In the electric vehicle of the first embodiment, the processor may also be configured to switch between the manual upshift mode and the automatic upshift mode by accepting a selection made by the driver.

[0010] In the electric vehicle of the first embodiment, the automatic upshift mode may include a first mode and a second mode. Alternatively, the processor may be configured to increase the torque change rate and complete the upshift in a shorter time when upshifting in the first mode compared to when upshifting in the second mode, and to decrease the torque change rate and complete the upshift in a longer time when upshifting in the second mode compared to when upshifting in the first mode.

[0011] In the electric vehicle of the first embodiment, the processor may also be configured to switch between the first mode and the second mode by accepting a selection made by the driver.

[0012] The second aspect of this disclosure is a program executable by a computer mounted in an electric vehicle equipped with a gear shifter. According to one aspect of this disclosure, the program is configured to cause the computer to execute: switching the output characteristics of the electric motor in multiple gear shifts; enabling the selection of a manual operation mode in the electric vehicle, in which gear shifts are performed manually by the driver using the gear shifter; and, during driving in manual operation mode, automatically downshifting the gear in response to predetermined conditions such as vehicle speed or motor rotation speed.

[0013] According to this disclosure, even while driving in manual mode where the driver manually selects the gears via the gearshift, the gear automatically downshifts when the vehicle speed or motor rotation speed meets predetermined conditions. By performing this process, the possibility of drivers accustomed to driving engine-powered vehicles experiencing a mismatch between the gearshift and vehicle speed is suppressed, allowing the driver to experience the feeling of driving an engine-powered vehicle with a manual transmission. Attached Figure Description

[0014] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and are attached as follows:

[0015] Figure 1 This is a diagram showing the structure of the control system of the electric vehicle according to this embodiment.

[0016] Figure 2 This is a block diagram illustrating the functions of the BEV-ECU.

[0017] Figure 3 This is a diagram illustrating how to switch driving modes.

[0018] Figure 4 This is a flowchart of gear shifting control performed in manual operation mode.

[0019] Figure 5 This is a diagram showing the difference in the display of the instrument based on whether or not automatic downshifting is enabled.

[0020] Figure 6 It is a graph showing the relationship between speed and driving force for each gear achieved by performing automatic downshifting in manual operation mode. Detailed Implementation

[0021] 1. Structure of the control system of an electric vehicle

[0022] Figure 1 This diagram illustrates the structure of the control system of an electric vehicle 100 according to an embodiment of the present disclosure. The electric vehicle 100 is a battery electric vehicle that operates using electrical energy stored in a battery. In the control system of the electric vehicle 100, the controlled objects include an electric motor 10 as a power unit for driving, an instrument panel 11 providing visual information to the driver, and a buzzer 12 and a speaker 13 providing auditory information to the driver. Furthermore, as control devices for controlling these controlled objects, the electric vehicle 100 includes multiple ECUs and input devices for inputting instructions from the driver to these ECUs. The ECUs include a BEV-ECU 30, an SBW-ECU 31, a MM-ECU 32, an MG-ECU 33, an instrument panel-ECU 34, and an ASC-ECU 35. The input interfaces include a gear selector 20, a control mode switch 21, an accelerator pedal 22, a paddle shifter 23, and a multimedia system 24.

[0023] The gear selector 20 is an input interface for the driver to select a gear. Selectable gears include, for example, parking, reverse, neutral, and drive. When the driver operates the gear selector 20, a signal s1 corresponding to the position of the operating component of the gear selector 20 is output from the gear selector 20 to the SBW-ECU 31. The SBW-ECU 31 determines the gear based on the input signal s1 and outputs a signal s2 including information about the selected gear to the BEV-ECU 30.

[0024] The control mode switch 21 is an input interface used to switch the control mode of the electric vehicle 100 between automatic control mode and manual operation mode. Automatic control mode controls the electric motor 10 with normal output characteristics based on output requests from the driver. Manual operation mode is used to operate the electric vehicle 100 like a manually operated engine vehicle. In manual operation mode, the output characteristics of the electric motor 10 can be switched in multiple stages via the operation of the paddle shifter 23 (described later). Furthermore, the control mode switch 21 can be either an alternating switch or a momentary switch. When the driver operates the control mode switch 21, a signal s3 corresponding to the control mode determined by this operation is output from the control mode switch 21 to the BEV-ECU 30.

[0025] The accelerator pedal 22 serves as an input interface to obtain the amount of pressure applied by the driver when pressing the accelerator pedal, which is used as the driver's acceleration request. When the driver presses the accelerator pedal 22, the accelerator pedal travel sensor outputs a signal s4 corresponding to the amount of pressure applied to the BEV-ECU 30.

[0026] The paddle shifter 23 is an input interface consisting of a pair of paddles mounted on the steering wheel or steering column. When the driver moves the paddles forward, the paddle shifter 23 outputs a signal s5 corresponding to the moved paddle to the BEV-ECU 30. In manual operation mode, the paddle shifter 23 becomes an input interface for multi-level gear shifting. However, the electric vehicle 100 does not have a physical gearbox. The gears referred to here are not actual gearbox gears, but rather parameters used in the physical model for calculating engine torque (described later). In manual operation mode, signal s5 output when the right paddle is moved is a signal requesting an upshift, and signal s5 output when the left paddle is moved is a signal requesting a downshift. On the other hand, in automatic control mode, the paddle shifter 23 becomes an input interface for multi-level switching of the regenerative braking strength. In automatic control mode, when the right paddle is moved, the output signal s5 is a signal requesting to reduce the regenerative braking, and when the left paddle is moved, the output signal s5 is a signal requesting to increase the regenerative braking.

[0027] The multimedia system 24 is an input interface with a touchscreen that displays various information such as navigation and audio settings and accepts touch operations from the driver. The driver can make various settings for the electric vehicle 100 through touchscreen operation. When the driver operates the touchscreen, the multimedia system 24 outputs a signal s6 corresponding to the operation to the MM-ECU 32. The MM-ECU 32 determines the setting requested by the driver based on the input signal s6. If the driver requests a driving mode setting, the MM-ECU 32 outputs a signal s7 including information about the driving mode selected by the driver to the BEV-ECU 30. The driving mode can be set in manual operation mode, allowing the driver to select a driving mode that suits their preferences from multiple driving modes. If the driver requests a setting for the speaker 13's ON / OFF and volume, the MM-ECU 32 outputs a signal s8 including information about the speaker 13's ON / OFF and volume to the ASC-ECU 35.

[0028] The BEV-ECU 30 calculates the torque output by the electric motor 10 based on input signals s2, s3, s4, s5, and s7. However, in addition to these signals, other information, including at least vehicle speed, is used when calculating the motor torque. Vehicle speed is measured using speed sensors located at each wheel. The BEV-ECU 30 calculates the motor torque using a method corresponding to the control mode determined by signal s3. In automatic control mode, the BEV-ECU 30 primarily calculates the motor torque based on signal s4 and vehicle speed. In manual operation mode, the BEV-ECU 30 primarily calculates the motor torque based on signals s4, s5, and s7 and vehicle speed. Details regarding the calculation method for motor torque in each control mode will be described later. The BEV-ECU 30 outputs signal s9, which includes information about the calculated motor torque, to the MG-ECU 33. The MG-ECU 33 generates signal s12 for PWM control of the electric motor 10 based on signal s9, and controls the electric motor 10 via signal s12.

[0029] The BEV-ECU 30 outputs a signal s10 to the instrument cluster-ECU 34, which includes information to be displayed on the instrument cluster 11 and a buzzer activation request. The information displayed on the instrument cluster 11 includes, for example, the selected control mode, the gear position in manual operation mode, and the virtual engine speed. The virtual engine speed is one of the parameters of the physical model used to calculate motor torque in manual operation mode. The instrument cluster-ECU 34 generates a signal s13 to display this information and controls the instrument cluster 11 via signal s13. For example, a buzzer activation request is output when the driver is notified of a downshift or upshift timing. If the buzzer activation request is included in signal s10, the instrument cluster-ECU 34 generates a signal s14, which causes the buzzer 14 to sound.

[0030] The BEV-ECU 30 outputs a signal s11, which includes information used in generating the simulated engine sound, to the ASC-ECU 35. The simulated engine sound is the exhaust sound of a vehicle simulating an engine, emitted from the speaker 13 when manual operation mode is selected. The information used to generate the simulated engine sound includes, for example, virtual engine speed, virtual engine torque, and virtual gear position. Virtual engine torque is one of the parameters of the physical model used to calculate motor torque in manual operation mode. Based on this information, the ASC-ECU 35 generates a signal s15 that generates the simulated engine sound, and controls the speaker 13 via signal s15.

[0031] 2. Functions of BEV-ECU

[0032] Next, the functions of BEV-ECU30 will be explained. BEV-ECU30 has at least a processor and memory. The memory includes RAM for temporarily recording data and ROM for storing programs executable by the processor and various data associated with those programs. The program consists of multiple instructions. The processor reads the program and data from memory and executes them, generating signal s9 output to MG-ECU33, signal s10 output to Instrument Cluster-ECU34, and signal s11 output to ASC-ECU35.

[0033] Figure 2 This is a block diagram illustrating the functions of the BEV-ECU 30. The BEV-ECU 30 functions as a control mode switching unit 310, an automatic control mode parameter calculation unit 320, and a manual operation mode parameter calculation unit 330. These functions are implemented by the processor executing one or more programs stored in the memory of the BEV-ECU 30.

[0034] The control mode switching unit 310 switches the mode of output control of the electric motor 10 based on the operation input from the driver. The control modes that can be switched using the control mode switching unit 310 are the aforementioned automatic control mode and manual operation mode. The control mode switching unit 310 switches the control mode according to the signal s3 input from the control mode switching switch 21.

[0035] When the control mode is switched to automatic control mode using the control mode switching unit 310, the BEV-ECU 30 functions as the automatic control mode parameter calculation unit 320. The automatic control mode parameter calculation unit 320 performs output control corresponding to the gear selected by the gear selector 20. For example, when the selected gear is D, the automatic control mode parameter calculation unit 320 obtains the accelerator opening from the signal s4 of the accelerator pedal 22 and the vehicle speed from the signal of the speed sensor (not shown). The automatic control mode parameter calculation unit 320 has a motor torque mapping that uses the accelerator opening and vehicle speed as parameters. The automatic control mode parameter calculation unit 320 calculates the motor torque generated by the electric motor 10 by inputting the accelerator opening and vehicle speed into the motor torque mapping, and outputs a signal s9 including the calculated motor torque information to the MG-ECU 33.

[0036] When the control mode is switched to manual operation mode using the control mode switching unit 310, the BEV-ECU 30 functions as the manual operation mode parameter calculation unit 330. The manual operation mode parameter calculation unit 330 performs the processing of calculating the drive wheel torque generated by the drive wheel and the processing of calculating the motor torque based on the drive wheel torque.

[0037] The manual operation mode parameter calculation unit 330 uses a physical model of the engine vehicle to calculate the drive wheel torque. The physical model includes a virtual engine 331 modeled from the engine and a virtual gearbox 332 modeled from the manually adjustable gearbox. Furthermore, the virtual gearbox 332 also includes a model of an automated clutch.

[0038] In virtual engine 331, the relationship between virtual engine rotational speed and virtual engine torque is defined for each accelerator opening. The rotational speed-torque characteristic of virtual engine 331 can be set to the characteristics of a simulated gasoline engine or a simulated diesel engine. Furthermore, it can be set to the characteristics of a simulated naturally aspirated engine or a simulated turbocharged engine. The virtual engine rotational speed is calculated based on the virtual gear ratio calculated using virtual gearbox 332, the virtual reduction ratio from virtual gearbox 332 to the drive wheels, and the vehicle speed. The virtual engine torque calculated using virtual engine 331 is input to virtual gearbox 332.

[0039] In the virtual gearbox 332, a virtual gear ratio is set for each gear. For example, when the gears are 1st to 6th, the largest virtual gear ratio is set for 1st gear, and the virtual gear ratio decreases in the order of 2nd, 3rd, 4th, 5th, and 6th gears. The virtual gearbox torque is calculated using the virtual gear ratios calculated by the virtual gearbox 332 and the virtual engine torque input from the virtual engine 331. The manual operation mode parameter calculation unit 330 calculates the drive wheel torque based on the virtual gearbox torque and the reduction ratio.

[0040] The manual operation mode parameter calculation unit 330 calculates the motor torque by multiplying the drive wheel torque by the actual reduction ratio from the output shaft of the electric motor 10 to the drive wheel, and outputs a signal s9 including the calculated motor torque information to the MG-ECU 33. However, when the electric vehicle 100 has electric motors 10 on both the front and rear wheel sides, the manual operation mode parameter calculation unit 330 calculates the motor torque of the front electric motor based on the torque distribution of the drive wheel torque to the front wheel, and calculates the motor torque of the rear electric motor based on the torque distribution of the drive wheel torque to the rear wheel.

[0041] 3. Driving modes and how to switch between them

[0042] In the electric vehicle 100, there are automatic control mode and manual operation mode as control modes, and further, there are multiple driving modes that can be set in manual operation mode. Figure 3 This diagram illustrates the relationship between control mode and driving mode, and the method by which the driver switches driving modes.

[0043] First, driving mode refers to the vehicle settings that are switched according to the driver's preferences to optimize the behavior of the electric vehicle 100 as a motor-driven vehicle. In this embodiment, three driving modes are provided: Normal mode, Comfort mode, and Sport mode. Normal mode is a standard driving mode that, for example, emphasizes a balance between fuel consumption, comfort, and performance. Comfort mode is a driving mode that emphasizes ride comfort, for example, by setting the suspension and steering to be softer. Sport mode is a driving mode that emphasizes responsiveness, for example, by setting the accelerator pedal to be responsive and the steering response to be sensitive. Furthermore, as will be described later, the shift control in the manual operation mode is also changed according to the driving mode.

[0044] Driving mode selection can be made when manual operation mode is selected via the control mode switch 21. When manual operation mode is selected, the driving mode can be chosen via the touchscreen of the multimedia system 24. The default driving mode when switching from automatic control mode to manual operation mode is Normal mode. The driver can switch between Normal mode, Comfort mode, and Sport mode by touching the touchscreen.

[0045] 4. Gear shifting control in manual operation mode

[0046] The manual operation mode allows the driver to switch gears using the paddle shifters 23, providing a driving experience similar to that of a manually operated engine vehicle. However, due to the output characteristics of the electric motor 10, even in situations where a downshift would be necessary in an engine vehicle, the electric vehicle 100 can maintain the same gear position while driving at low speeds. Drivers accustomed to engine vehicles may find this jarring. Therefore, in this embodiment, to suppress the unnatural behavior of an engine vehicle caused by the difference in output characteristics between the electric motor 10 and the internal combustion engine, the BEV-ECU 30 performs the following shift control in manual operation mode.

[0047] Figure 4 This is a flowchart illustrating the shift control performed by the BEV-ECU30 in manual operation mode. The BEV-ECU30 repeatedly executes the routine shown in this flowchart at fixed control cycles.

[0048] In step S101, it is determined whether the virtual engine rotation speed is lower than a predetermined lower limit. The lower limit of the virtual engine rotation speed is set to the lower limit of the rotation speed at which a normal engine can maintain combustion, such as near the rotation speed at which knocking begins to occur. The virtual engine rotation speed calculated using the virtual engine 331 and the virtual gearbox 332 depends on the vehicle speed, and there is a fixed relationship between the vehicle speed and the motor rotation speed. Therefore, the determination in step S101 is equivalent to the determination of whether the vehicle speed is lower than a predetermined lower limit or whether the motor rotation speed is lower than a predetermined lower limit. However, when the determination is made using the vehicle speed or the motor rotation speed instead of the virtual engine rotation speed, a lower limit is set for each gear.

[0049] If the result of the determination in step S101 is "yes", the process proceeds to step S102. The manual operation mode is where the driver takes control of the output control of the electric motor 10, so basically, upshifting and downshifting are achieved by the driver operating the paddle shifter 23. However, in step S102, automatic downshifting is performed. Automatic downshifting is performed by raising the virtual engine speed above a lower limit. Therefore, the gear after automatic downshifting depends on the vehicle speed. After executing step S102, this routine temporarily ends.

[0050] If the result of the determination in step S101 is "No", the process proceeds to step S103. In step S103, it is determined whether the virtual engine rotation speed is higher than a predetermined upper limit value. The upper limit value of the virtual engine rotation speed is set to match the speed limit value of a normal engine. If the virtual engine rotation speed is lower than the lower limit value, automatic downshifting is performed regardless of the currently selected driving mode; conversely, if the virtual engine rotation speed is higher than the upper limit value, the processing changes according to the currently selected driving mode. Alternatively, the determination can be performed using vehicle speed or motor rotation speed instead of virtual engine rotation speed, similar to the determination in step S101. If the result of the determination in step S103 is "No", this routine temporarily ends.

[0051] If the result of the determination in step S103 is "yes", the process proceeds to step S104. In step S104, it is determined whether the currently selected driving mode is Sport mode. If Sport mode is selected, the process proceeds to step S105. Sport mode is a manual upshift mode. In manual upshift mode, upshifts are performed by the driver using the paddle shifter 23, independent of the virtual engine speed, vehicle speed, or motor speed. Thus, the driver can continue to experience the driving feel of a manually operated engine vehicle. After executing step S105, this routine temporarily ends.

[0052] If the result of the determination in step S104 is "No," meaning the currently selected driving mode is not Sport mode, the process proceeds to step S106. In step S106, it is determined whether the currently selected driving mode is Normal mode. If Normal mode is selected, the process proceeds to step S107. Normal mode is Automatic Upshift mode. During driving in Automatic Upshift mode, in response to the condition in step S103 being met, automatic upshifting of the gearbox is performed. Automatic upshifting is performed in a manner that reduces the virtual engine speed below the speed limit. After executing step S107, this routine temporarily ends.

[0053] If the result of the determination in step S106 is "No," meaning the currently selected driving mode is Comfort mode, the process proceeds to step S108. Comfort mode, like Normal mode, is an automatic upshift mode. Normal mode is the first mode of automatic upshift mode, and Comfort mode is the second mode of automatic upshift mode. Compared to automatic upshift in Normal mode, automatic upshift in Comfort mode suppresses shift response more effectively. Specifically, compared to automatic upshift in Normal mode, it extends the time spent shifting gears, thus suppressing the torque change rate before and after gear shifting less. After executing step S108, this routine temporarily ends.

[0054] 5. Effects

[0055] use Figure 5 This explains the effects obtained by performing the aforementioned shift control via the BEV-ECU30, particularly the effects obtained by performing automatic downshifting. Figure 5 This diagram illustrates the difference in display between instrument cluster 11 with and without automatic downshifting. Instrument cluster 11 displays the virtual engine speed and gear position. The pointer 120 on instrument cluster 11 indicates the virtual engine speed, with the scale unit being 1000 rpm. The numbers within the window of instrument cluster 11 represent the gear position.

[0056] Display A shows the instrument 11 when decelerating in 4th gear and the virtual engine speed indicated by pointer 120 is below the lower limit. Display B shows the instrument 11 when it remains unchanged and does not automatically downshift, and Display C shows the instrument 11 when it automatically downshifts immediately following it.

[0057] Without automatic downshifting, as shown in display B, the gear position is displayed as 4th gear on instrument panel 11, and the virtual engine speed indicated by pointer 120 is further reduced below the lower limit. While this would not be surprising for a motor-driven car to stall, the electric vehicle 100, powered by electric motor 10, can still run without problems under these conditions. However, drivers accustomed to driving motor-driven cars may find the mismatch between the displayed gear position and the displayed virtual engine speed jarring.

[0058] On the other hand, when automatic downshifting is performed, as shown in display C, the gear position displayed on instrument panel 11 changes from 4th gear to 3rd gear, and the virtual engine speed indicated by pointer 120 returns to a speed higher than the lower limit. By controlling the display of instrument panel 11 in this way, no mismatch occurs between the displayed gear position and the displayed virtual engine speed. Furthermore, since the paddle shifter 23 is an instantaneous shifter, no mismatch occurs between the state of the paddle shifter 23 and the gear position due to automatic downshifting. Therefore, the possibility of drivers accustomed to engine-driven vehicles experiencing discomfort due to automatic downshifting is suppressed.

[0059] Figure 6 This is a diagram showing the relationship between vehicle speed and driving force for each gear in manual operation mode, achieved by performing automatic downshifting. The electric motor 10 can generate torque even at extremely low speeds, and even when stationary, so there is no lower limit within the speed range covered by each gear without any restrictions. However, by performing automatic downshifting as described above, it is possible to achieve… Figure 6The diagram shows a lower limit for the vehicle speed range covered by each available gear, and this lower limit can be increased as the gear is increased. This allows the speed-drive force characteristics of each gear to closely approximate those of an engine-driven vehicle, thus suppressing the possibility of drivers accustomed to engine-driven cars experiencing a mismatch between gear and speed. Consequently, the driver can obtain a feeling similar to driving an engine-driven car with a manual transmission.

[0060] 6. Other

[0061] The shift control in the manual operation mode used in the electric vehicle disclosed herein is not limited to battery electric vehicles. It can be widely applied to any electric vehicle with a manual operation mode, enabling multi-level switching of the motor's output characteristics via the operation of a momentary shifter, such as a paddle shifter. For example, the shift control of this disclosure can be applied to hybrid electric vehicles and plug-in hybrid electric vehicles that operate solely on the motor's driving force. Furthermore, the shift control of this disclosure can also be applied to fuel cell electric vehicles that supply the motor with electrical energy generated by a fuel cell.

Claims

1. An electric vehicle configured to switch the output characteristics of an electric motor in multiple stages, characterized in that, include: The processor is configured to switch the output characteristics according to the gear position; as well as A gear shifter for selecting the gear position by the driver. The processor has a manual operation mode in which it accepts the selection of the gear position by manual operation of the gear shifter. The processor is configured to automatically downshift the gearbox in response to a predetermined condition being met by the vehicle speed or motor rotation speed during driving in the manual operation mode.

2. The electric vehicle according to claim 1, characterized in that, The processor is configured as follows: During driving in the manual operation mode, the gear shift is made upshifted solely by the manual operation of the gear shifter, without relying on the vehicle speed or the motor rotation speed.

3. The electric vehicle according to claim 1, characterized in that, The manual operation modes include manual upshift mode and automatic upshift mode. The processor is configured as follows: In the manual upshift mode, the gear shifts up solely based on the manual operation of the gear shifter, without relying on the vehicle speed or the motor rotation speed. During driving in the automatic upshift mode, the gear shifts automatically in response to the vehicle speed or the motor rotation speed meeting predetermined conditions.

4. The electric vehicle according to claim 3, characterized in that, The processor is configured to switch between the manual upshift mode and the automatic upshift mode upon receiving a selection made by the driver.

5. The electric vehicle according to claim 3, characterized in that, The automatic upshifting mode includes mode 1 and mode 2. The processor is configured as follows: When upshifting in the first mode, the torque change rate is increased compared to upshifting in the second mode, resulting in a shorter upshifting time. In the second mode, the torque change rate is reduced and the upshift takes longer to complete compared to the first mode.

6. The electric vehicle according to claim 5, characterized in that, The processor is configured to switch between the first mode and the second mode upon receiving a selection made by the driver.

7. A program executable by a computer mounted on an electric vehicle equipped with a gear shifter, characterized in that, The program is configured to cause the computer to execute: Based on the multi-level switching output characteristics of the electric motor with different gears; This enables the selection of a manual operation mode in the electric vehicle, in which the gears are switched according to manual operation of the gear shifter performed by the driver; and During driving in the manual operation mode, the gear shifts automatically downshift in response to predetermined conditions such as vehicle speed or motor rotation speed.

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