Electric vehicle

Abstract

This invention relates to electric vehicles. The electric vehicle includes a processor and a gear shifter. The processor switches between an automatic control mode, which is the normal driving mode of an electric vehicle, and a manual operation mode, which simulates the driving of an engine vehicle equipped with a manual transmission by accepting virtual gear shifting operations performed by the gear shifter. If the processor determines that the electric vehicle is in a state unsuitable for switching from the automatic control mode to the manual operation mode, it rejects the driver's request to switch from the automatic control mode to the manual operation mode. When the processor rejects the switching request, it notifies the driver that the switching request has been rejected.

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 capable of operating in a manual operation mode that accepts the selection of shift positions via manual operation of a shifter. Background Technology

[0002] Japanese Patent No. 7529003 discloses a technology that equips a pure electric vehicle with a sequential gear shifter, and causes the output characteristics of an electric motor to change in multiple stages in response to the operation of the sequential gear shifter. According to this technology, the driver can experience a driving feel in an electric vehicle similar to that of an engine vehicle equipped with a manual transmission.

[0003] This paper discusses electric vehicles that possess both an automatic control mode for normal electric vehicle operation and a manual operation mode that provides the driver with a driving experience similar to that of an engine-driven vehicle with a manual transmission. In manual operation mode, the output characteristics of the engine in an engine-driven vehicle with a manual transmission are reproduced. However, under certain conditions, such as when battery output is limited, there is a possibility that the engine's output characteristics cannot be fully reproduced. Furthermore, in cases of malfunction of the operating components used for gear shifting, there is also a possibility that the operation of an engine-driven vehicle with a manual transmission cannot be fully reproduced. Therefore, in situations where the behavior of an engine-driven vehicle with a manual transmission cannot be fully reproduced, control measures should be considered in response to the driver's request to switch to manual operation mode. Summary of the Invention

[0004] This disclosure provides an electric vehicle that uses an electric motor as a power source for driving. The electric vehicle is equipped with a processor for controlling the electric vehicle and a gear shifter. The processor is configured to switch between an automatic control mode (for normal electric vehicle driving) and a manual operation mode (for simulating the driving of an engine vehicle equipped with a manual transmission by accepting virtual gear shifting operations performed by the gear shifter) in response to the driver's operation. If the processor determines that the electric vehicle is in a non-switchable state unsuitable for switching from the automatic control mode to the manual operation mode, it rejects the driver's request to switch from the automatic control mode to the manual operation mode. When the processor rejects the switching request, it sends a rejection notification to the driver that the switching request has been rejected.

[0005] According to the aforementioned electric vehicle, if it is determined that the electric vehicle is in a state unsuitable for switching from automatic control mode to manual operation mode, the driver's request to switch from automatic control mode to manual operation mode is rejected. This prevents discomfort to the driver caused by the unconditional acceptance of switch requests to manual operation mode, which could result in the inability to adequately reproduce the behavior of an engine vehicle equipped with a manual transmission. Furthermore, the driver is notified when the switch request is rejected. Therefore, it prevents driver confusion caused by rejection of switch requests when the driver is unaware of the situation. Attached Figure Description

[0006] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein similar reference numerals denote similar parts, and wherein:

[0007] Figure 1 This is a diagram showing the configuration of the control system of an electric vehicle according to this embodiment.

[0008] Figure 2 This is a block diagram representing the functions of the BEV-ECU.

[0009] Figure 3 This table represents examples of how to distinguish between notifications delivered by a beeping sound and notifications delivered by displaying a message when manual operation mode is rejected.

[0010] Figure 4 This table compares the cases where the rejection condition is met with the cases where the cancellation condition is met.

[0011] Figure 5 This table represents examples of how notifications are distinguished between those delivered by a beeping sound and those delivered by a message display when manual operation mode is canceled. Detailed Implementation

[0012] 1. The composition of the control system of an electric vehicle

[0013] Figure 1This diagram illustrates the configuration 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 (BEV) that operates using electrical energy stored in a battery. The control system of the electric vehicle 100 includes, as controlled objects, an electric motor 10 serving as a driving power unit, 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 (Electronic Control Units) and input devices for inputting driver instructions to these ECUs. The ECUs include a BEV (Battery Electric Vehicle) ECU 30, a SBW (Shift-by-Wire) ECU 31, a MM (Multimedia) ECU 32, an MG (Motor Generator) ECU 33, an instrument panel ECU 34, and an ASC (Active Sound Control) ECU 35. The input interface includes a gear selector 20, a control mode switch 21, an accelerator pedal 22, a paddle shifter 23, and a multimedia system 24.

[0014] The gear selector 20 is an input interface for the driver to select the 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. Based on the input signal s1, the SBW-ECU 31 determines the gear and outputs a signal s2 containing information about the selected gear to the BEV-ECU 30.

[0015] 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 make the electric vehicle 100 operate like a manually operated engine vehicle. In manual operation mode, the output characteristics of the electric motor 10 can be switched in multiple stages by operating the paddle shifter 23, described later. Alternatively, the control mode switch 21 can be 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 the operation is output from the control mode switch 21 to the BEV-ECU 30.

[0016] The accelerator pedal 22 serves as the input interface for obtaining the amount of pressure applied by the driver when pressing the accelerator pedal 22, thus representing 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.

[0017] 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 pulls a paddle closer, the paddle shifter 23 outputs a signal s5 corresponding to the pulled paddle to the BEV-ECU 30. In manual operation mode, the paddle shifter 23 becomes an input interface for switching shift positions in multiple stages. However, the electric vehicle 100 does not have a physical transmission. The shift position referred to here is not the actual shift position of the transmission, but one of the parameters of the physical model used to calculate engine torque (described later). In manual operation mode, the signal s5 output when the right paddle is pulled is a signal requesting an upshift, and the signal s5 output when the left paddle is pulled is a signal requesting a downshift. On the other hand, in automatic control mode, the paddle shifter 23 becomes an input interface for switching the intensity of regenerative braking in multiple stages. In automatic control mode, when the right paddle is pulled, the output signal s5 becomes a signal requesting a reduction in regenerative braking, and when the left paddle is pulled, the output signal s5 becomes a signal requesting an increase in regenerative braking.

[0018] 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 the touchscreen. 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 containing 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 to turn the speaker 13 on / off or adjust its volume, the MM-ECU 32 outputs a signal s8 containing information about the speaker 13's on / off state and volume to the ASC-ECU 35.

[0019] The BEV-ECU30 calculates the required output torque of the electric motor 10 (hereinafter referred to as motor torque) based on the input signals s2, s3, s4, s5, and s7. However, in addition to these signals, other information, including at least vehicle speed, is also used in the calculation of the motor torque. The vehicle speed is measured using speed sensors installed at each wheel. The BEV-ECU30 calculates the motor torque in a method corresponding to the control mode determined by signal s3. In automatic control mode, the BEV-ECU30 primarily calculates the motor torque based on signal s4 and vehicle speed. In manual operation mode, the BEV-ECU30 primarily calculates the motor torque based on signals s4, s5, s7, and vehicle speed. The specific calculation method for motor torque in each control mode will be explained later. The BEV-ECU30 outputs a signal s9 containing information about the calculated motor torque to the MG-ECU33. The MG-ECU33 generates a PWM control signal s12 for the electric motor 10 based on signal s9, and controls the electric motor 10 through signal s12.

[0020] The BEV-ECU 30 outputs a signal s10 to the instrument cluster-ECU 34, containing information to be displayed on the instrument cluster 11 and a buzzer sounding request. The information to be displayed on the instrument cluster 11 includes, for example, the selected control mode, the shift 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 sounding request is output to inform the driver when to downshift or upshift. If the buzzer sounding request is included in signal s10, the instrument cluster-ECU 34 generates a signal s14 and causes the buzzer 12 to sound via signal s14.

[0021] The BEV-ECU 30 outputs a signal s11 to the ASC-ECU 35 containing information for generating a simulated engine sound. The simulated engine sound is the exhaust sound of a vehicle simulating an engine, emitted from the speaker 13 when the 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 shift 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 for generating the simulated engine sound and controls the speaker 13 via signal s15.

[0022] 2. Functions of BEV-ECU

[0023] Next, the functions of BEV-ECU30 will be explained. BEV-ECU30 has at least a processor (processing circuitry) and memory. The memory includes RAM (Random Access Memory) for temporarily recording data, and ROM (Read-Only Memory) for storing programs that can be executed by the processor or various data related to the programs. The program consists of multiple instructions. The processor reads and executes the program and data from the memory, generating signal s9 output to MG-ECU33, signal s10 output to Instrument Cluster-ECU34, and signal s11 output to ASC-ECU35.

[0024] Figure 2 This is a block diagram illustrating the functions of the BEV-ECU30. The BEV-ECU30 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-ECU30.

[0025] The control mode switching unit 310 switches the output control mode of the electric motor 10 relative to the driver's operation input. The control modes that can be switched by the control mode switching unit 310 are the automatic control mode and the manual operation mode described above. The control mode switching unit 310 switches the control mode according to the signal s3 input from the control mode switching switch 21.

[0026] When the control mode is switched to automatic control mode by 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 (drive), 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 with the accelerator opening and vehicle speed as parameters. By inputting the accelerator opening and vehicle speed into the motor torque mapping, the automatic control mode parameter calculation unit 320 calculates the motor torque to be generated by the electric motor 10 and outputs a signal s9 containing the calculated motor torque information to the MG-ECU 33.

[0027] When the control mode is switched to manual operation mode by 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 following processes: calculating the drive wheel torque generated by the drive wheels, and calculating the motor torque based on the drive wheel torque.

[0028] The manual operation mode parameter calculation unit 330 calculates the drive wheel torque using a physical model of the engine vehicle. The physical model includes a virtual engine 331 modeled from the engine itself, and a virtual transmission 332 modeled from the transmission capable of manual shifting. Furthermore, the virtual transmission 332 also includes a model of an automated clutch.

[0029] In virtual engine 331, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator opening. The speed-torque characteristic of virtual engine 331 can be set to resemble that of a gasoline engine or a diesel engine. Alternatively, it can be set to resemble that of a naturally aspirated engine or a turbocharged engine. The virtual engine speed is calculated based on the virtual gear ratio calculated by virtual transmission 332, the virtual reduction ratio from virtual transmission 332 to the drive wheels, and the vehicle speed. The virtual engine torque calculated by virtual engine 331 is input to virtual transmission 332.

[0030] The virtual transmission 332 sets a virtual gear ratio for each shift position. For example, when shifting from 1st to 6th speed, the maximum virtual gear ratio is set for 1st speed, and the virtual gear ratio decreases sequentially for 2nd, 3rd, 4th, 5th, and 6th speeds. The virtual transmission torque is calculated using the virtual gear ratios calculated by the virtual transmission 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 transmission torque and the reduction ratio.

[0031] 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 containing the calculated motor torque information to the MG-ECU 33. However, when the electric vehicle 100 is equipped with 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 from the drive wheel torque to the front wheel, and calculates the motor torque of the rear electric motor based on the torque distribution from the drive wheel torque to the rear wheel.

[0032] 3. Toggle request rejection and rejection notification

[0033] As mentioned earlier, the driver of the electric vehicle 100 can switch between automatic control mode and manual operation mode using the control mode switching switch 21. Furthermore, when the control mode is switched to manual operation mode, the electric motor 10 is controlled to reproduce a virtual engine and a virtual transmission.

[0034] However, depending on the vehicle's condition, there may be situations where switching control modes is not appropriate. For example, if the battery charge is insufficient relative to the amount required for the electric motor 10 to generate the torque needed to reproduce the virtual engine, there is a possibility that the virtual engine and virtual transmission in manual operation mode cannot be reproduced. In such cases, allowing a switch to manual operation mode could potentially cause discomfort to the driver.

[0035] Therefore, when the rejection condition is met, the BEV-ECU 30 will reject the driver's request to switch to manual operation mode. When the driver requests a change in control mode, the BEV-ECU 30 determines whether the electric vehicle 100 is in a suitable state for switching control modes. If, based on the vehicle's state, the state is deemed unsuitable for switching control modes, the rejection condition is met, and the switching request is rejected. This prevents driver discomfort caused by unconditionally allowing control mode switching, especially from automatic control mode to manual operation mode. Furthermore, the BEV-ECU 30 notifies the driver of the rejection when the switching request is rejected. This notification can also be called a rejection notification. By providing this notification, driver confusion due to a lack of understanding of the situation can be prevented.

[0036] The rejection notification includes both auditory and visual information. The auditory information is a buzzer tone output from buzzer 12. The visual information is a message displayed on instrument cluster 11. In the case of a buzzer tone notification, the BEV-ECU 30 outputs a signal s14 containing information about the notification to buzzer 12, and buzzer 12 emits a buzzer tone. In the case of a message notification, the BEV-ECU 30 outputs a signal s13 containing information about the display content to instrument cluster 11, and the message is displayed on instrument cluster 11.

[0037] Unlike a beeping notification, which simply conveys to the driver that a switch request has been rejected through sound, a message notification can convey the reason for the rejection through text. Therefore, the BEV-ECU30 can differentiate between beeping and message notifications. For example, if the reason for the rejection is clear to the driver, only a beeping notification is displayed; if the reason is unclear, both a beeping notification and a message are used. By differentiating notifications, necessary information can be delivered to the driver while minimizing confusion caused by excessive information.

[0038] In addition, even if no notification is given, and it is clear to the driver that the switch request has been rejected, the BEV-ECU30 may choose not to give either a beep or a message notification.

[0039] exist Figure 3 The table shows examples of scenarios where the BEV-ECU30 refuses a switching request from automatic control mode to manual operation mode, as well as examples of different uses of notifications in each scenario.

[0040] The first example is a scenario where a driver requests to switch to manual mode while the gear selector 20 has selected any of the three gears: park, reverse, or neutral. In this case, manual mode is a control mode only for forward driving. Therefore, the request to switch to manual mode in this scenario is rejected. Since the driver may not be aware of the rejection, a beep is sounded. On the other hand, the driver can understand from the status of the gear selector 20 and the display on the instrument panel 11 that the current driving mode is not for forward driving. Therefore, for a driver who perceives the rejection through the beeping sound, it is easy to deduce the reason for the rejection. Therefore, in this case, the rejection is only announced with a beep, without displaying a message.

[0041] The second example is a scenario where the driver requests to switch to manual mode by operating the control mode switch 21 while it is stuck. Here, we assume that the control mode switch 21 has physically malfunctioned and is immobile. In this case, since the switch is physically inoperable, the driver can directly perceive the malfunction of the control mode switch 21, and it is clear to the driver that the switching request will not be accepted. Therefore, in this situation, neither the beeping notification nor the message display will occur.

[0042] Furthermore, not only in the event of a physical malfunction in the control mode switch 21, but also if the signal output from the control mode switch 21 remains stuck in the ON state, the BEV-ECU 30, which detects the malfunction in the control mode switch 21, will refuse the switching request. Since the control mode switching request caused by the signal malfunction is not due to driver operation, no beeping or message notification will be given.

[0043] The third example is a scenario where a request to switch to manual operation mode is made due to battery output limitations. Depending on the state of the battery and electric motor 10, including the battery cell temperature and the battery's SOC (State of Charge), the MG-ECU 33 may impose an output limit on the battery. In this case, since there is a possibility that the electric motor 10 cannot adequately output the torque required to reproduce the virtual engine and virtual transmission, the request to switch to manual operation mode is rejected. In such a scenario, the reason for the rejection of the switch request is unclear to the driver, so a beep is emitted. Additionally, the display showing "battery output limitation" is shown on the instrument cluster 11. However, it is possible that the driver may not easily associate the battery output limitation with the rejection of the switch request. Therefore, along with the beep, a message indicating that the switch request was rejected and the reason for it is also displayed on the instrument cluster 11.

[0044] The fourth example is a scenario where a request to switch to manual operation mode is made while the automatic parking function is in operation. The automatic parking function operates when the driver delegates driving operations to the electric vehicle's system, which is incompatible with the manual operation mode where the driver manually shifts gears. Therefore, the switch request is rejected. Here, the automatic parking function operates in specific scenarios such as parking and exiting a parking space. Furthermore, the driver is aware that automatic driving is in progress; therefore, the reason for the rejection of the switch request is clear to the driver. Consequently, neither the beeping sound nor the message display is made.

[0045] The fifth example is a scenario where a request to switch to manual operation mode is made when a vehicle malfunction is detected. In this state, there is a possibility that the virtual engine and virtual transmission cannot be reproduced; therefore, the request to switch to manual operation mode is rejected. At this time, a warning message indicating the detected malfunction is displayed on the instrument cluster, etc. However, since there is a possibility that the driver requesting to switch to manual operation mode may not notice the warning message in this state, a beeping sound is used to clearly indicate to the driver that the switch request has been rejected and to draw their attention. However, a driver who notices the rejection is considered likely to easily infer the reason for the rejection from the warning message indicating the detected malfunction. Therefore, the reason for the rejection is not indicated by displaying a message.

[0046] A vehicle's state deemed unsuitable for switching the control mode from automatic to manual is also referred to as an unswitchable state. The first example above is based on the gear selected by the gear selector 20, indicating the vehicle is in an unswitchable state. The second example above is based on the control mode switch 21 being stuck, indicating the electric vehicle 100 is in an unswitchable state. The third to fifth examples are also based on the vehicle's state, indicating an unswitchable state.

[0047] In addition to scenarios where a request to switch to manual operation mode is made, there are other scenarios where the BEV-ECU30 rejects the driver's request. An example of such a scenario is when a request to activate cruise control is made while the control mode is set to manual operation mode. During the selection of manual operation mode, it is considered that the driver wishes to perform an operation that is unnecessary in automatic control mode. Therefore, since enabling cruise control in manual operation mode is considered contrary to the driver's wishes, the request to activate cruise control (ON) is rejected. In this case, a notification of rejection is given by a beeping tone. Since it is considered that the driver can easily deduce the reason for the rejection, no message notification is given. Alternatively, the notification of rejection can also be given by the buzzer of the cruise control system.

[0048] 4. Cancel manual operation mode

[0049] Previously, the rejection of the request to switch to manual operation mode when the electric vehicle 100 becomes unswitchable while driving in automatic control mode was explained. Next, consider the case where the rejection condition is met while the electric vehicle 100 is already driving in manual operation mode. Even if the electric vehicle 100 becomes a state where the virtual engine and virtual transmission cannot be reproduced, the BEV-ECU 30 does not always cancel the manual operation mode and forcibly switch to automatic control mode. This is because canceling the manual operation mode would create a step in driving force due to the control mode switch, potentially causing driver discomfort. Hereinafter, the condition for canceling the manual operation mode will be referred to as the cancellation condition. To suppress the occurrence of a step in driving force, the cancellation condition is set to be more stringent than the rejection condition. Figure 4 The table shows examples of scenarios where manual operation mode is rejected, and whether the cancellation conditions are met in each scenario.

[0050] The first example is a paddle shifter 23 where at least one paddle is stuck in the ON state. Here, we envision a scenario where the paddle is stuck due to a physical malfunction. In this case, since manual shifting in manual mode is considered insufficient, the request to switch to manual mode is rejected. However, in this situation, although the driver's shifting operations are restricted, the virtual engine and virtual transmission can still be reproduced. Furthermore, since the driver can perceive the physical malfunction of the paddle through their sense of movement, they are considered to want to continue driving in manual mode until they request to switch to automatic mode, even if they haven't performed any shifting operations. Therefore, the cancellation condition is not met, and since the electric vehicle 100 is already driving in manual mode, it continues to operate in manual mode.

[0051] The second example is a state where battery output is limited. In this situation, because there is a possibility that the virtual engine and virtual transmission cannot be fully reproduced, the request to switch to manual operation mode is rejected. However, the driver can recognize through the display on instrument panel 11 that the battery output is limited, and until they choose to switch to automatic control mode, even when the driver is in a limited state, it is considered that they wish to continue driving in manual operation mode. Therefore, the cancellation condition is not met, and since the electric vehicle 100 is already driving in manual operation mode, it continues to maintain manual operation mode.

[0052] The third example is when the automatic parking function is engaged. In this situation, parking or exiting the parking space via the automatic parking function is prioritized, and requests to switch to manual operation mode are rejected. Furthermore, when the automatic parking function is engaged, the driver has delegated the operation to the electric vehicle 100's system side. It is considered that even if switching to automatic control mode, it will not violate the driver's wishes, and the vehicle maintains a low speed during parking or exiting the parking space, making sudden changes in driving force less likely. Therefore, the cancellation condition is also met.

[0053] The fourth example is a state where a vehicle malfunction is detected in electric vehicle 100. In this case, both the rejection condition and the cancellation condition are met. The driver's request to switch to manual operation mode is rejected. If electric vehicle 100 is already in manual operation mode, the manual operation mode is cancelled and a forced switch to automatic control mode is initiated. This is because, in a malfunction detection state, not only can the virtual engine and virtual transmission not be reproduced, but electric vehicle 100 must also be immediately switched to fail-safe mode to ensure safety.

[0054] The fifth example involves the driver selecting any one of the following: parking, reverse, or neutral. Since manual operation mode is limited to forward driving, the rejection condition is met in this case. Furthermore, shifting gears reflects the driver's intention; therefore, the driver's intention takes precedence, the cancellation condition is met, and the manual operation mode switches to automatic control mode.

[0055] Furthermore, in the first and second examples, the cancellation condition was not met; however, after the driver requested to switch to automatic control mode and the control mode was switched to automatic control mode, the switch back to manual operation mode was refused. Additionally, in the case of canceling manual operation mode and forcibly switching to automatic control mode, the BEV-ECU30 can also perform gradual torque processing on the torque output from the electric motor 10 to prevent sudden changes in driving force.

[0056] 5. Cancellation Notice

[0057] When the manual operation mode is cancelled, the BEV-ECU 30 sends a cancellation notification to the driver. The cancellation notification includes both audible and visual information. The audible notification is a beeping sound emitted from the buzzer 12. The visual notification is a message displayed on the instrument cluster 11. Similar to the rejection notification, the use of audible and visual information can be differentiated. That is, if the reason for cancellation is clear to the driver, only a beeping sound is emitted; if it is unclear, a message indicating that cancellation has occurred and the reason for cancellation is displayed on the instrument cluster 11.

[0058] exist Figure 5 The table indicates whether there is a beep notification and a message notification when the manual operation mode is canceled.

[0059] When the cancellation condition is met by shifting to Park, Reverse, or Neutral, or when the driver activates Auto Hold, neither the beep nor the message notification will be given. This is because these actions reflect the driver's intention, and the driver's reason for canceling manual operation mode is considered clear.

[0060] When a vehicle malfunction is detected and manual operation mode is canceled, a beeping sound is given as a notification, but no message is displayed. In this case, the beeping sound is given because the driver needs to be aware that the cancellation was due to a detected malfunction. However, since the driver can recognize the malfunction from the display on the instrument cluster 11, etc., and the reason for the cancellation is considered clear to the driver, no message is displayed.

Claims

1. An electric automobile which uses an electric motor as a power device for running, characterized by comprising: include: A processor configured to control the electric vehicle; as well as Gear shifter, among which, The processor is configured as follows: In response to the driver's operation of the electric vehicle, the system switches between an automatic control mode that operates as a normal electric vehicle and a manual operation mode that accepts virtual gear shifting operations performed by the gear shifter to simulate the operation of an engine vehicle equipped with a manual transmission. If the processor determines that the electric vehicle is in a state where it is unsuitable to switch from the automatic control mode to the manual operation mode, it will reject the driver's request to switch from the automatic control mode to the manual operation mode. When the processor rejects the switching request, it sends a rejection notification to the driver that the switching request has been rejected.

2. The electric vehicle as described in claim 1, characterized in that, The processor is configured to determine the non-switchable state based on the currently selected gear.

3. The electric vehicle as described in claim 1, characterized in that, The non-switchable state includes at least one of the following: a state that restricts the output of the battery driving the electric motor, and a state that detects a fault in the electric vehicle.

4. The electric vehicle as described in any one of claims 1 to 3, characterized in that, The rejection notification includes both auditory and visual notifications.

5. The electric vehicle as described in claim 4, characterized in that, The processor is configured as follows: If the reason for the rejection of the switching request is unclear to the driver, both auditory and visual information notifications should be provided. If the reason for the rejection of the switching request is clear to the driver, only the auditory information is notified.

6. The electric vehicle as described in claim 5, characterized in that, The auditory notification is a buzzing sound emitted by a buzzer.

7. The electric vehicle as described in claim 5, characterized in that, The visual information notification is a message displayed on the instrument panel.

8. The electric vehicle as described in claim 7, characterized in that, The visual information notification is used to inform the user that the switching request was rejected and the reason for the rejection.

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