Method for operating an electric vehicle having means for generating a virtual shift sensation and electric vehicle

Abstract

A method for operating an electric vehicle, wherein the electric vehicle comprises a drive unit having at least one electric motor (11), the electric vehicle comprises a device (13) for generating a virtual shift sensation, wherein a virtual downshift and / or a virtual upshift of the device (13) for generating the virtual shift sensation is inhibited depending on an identified cornering travel of the electric vehicle.

Description

Technical Field

[0001] This invention relates to a method for operating an electric vehicle having a device for generating a virtual gear shift feel. Furthermore, this invention relates to an electric vehicle having a device for generating a virtual gear shift feel. Background Technology

[0002] Electric vehicles are also known as battery electric vehicles. An electric vehicle's drive unit has at least one electric motor but no internal combustion engine. In motor vehicles whose drive unit has an internal combustion engine, a multi-speed manual transmission is connected between the internal combustion engine and the vehicle's output end. For efficiency reasons, this multi-speed manual transmission is increasingly being designed as an automatic transmission. In an automatic transmission, gear changes are performed automatically based on driver-side operation of the accelerator pedal and / or the brake pedal. Furthermore, automatic transmissions are also known to exist in which gear changes are also performed manually based on driver-side operation of sequential shifting elements (such as paddle shifters).

[0003] In electric vehicles, there is no multi-speed manual transmission connected between the electric motor and the output; at most, a reduction gearbox, typically with a single fixed gear ratio or at most two gear ratios, is connected. Gear changes known to occur in motor vehicles with internal combustion engines and multi-speed manual transmissions are not performed in electric vehicles. Therefore, drivers switching from internal combustion engine vehicles to electric vehicles often find the driving experience of electric vehicles less emotional.

[0004] As explained above, a motor vehicle designed as an electric vehicle has at least one electric motor as its drive unit, but no internal combustion engine. Electric vehicles have a traction battery that stores electrical energy to power at least one electric motor. In range-extended electric vehicles, the same electrical energy can be obtained via an internal combustion engine used to charge the traction battery, but the internal combustion engine is not part of the drive unit in range-extended electric vehicles because, even in range-extended electric vehicles, only at least one electric motor at the output of the electric vehicle provides drive power, not the internal combustion engine. The same applies to fuel cell electric vehicles, where a fuel cell is used to charge the traction battery.

[0005] US 2021 / 0 309 113 A1 discloses an electric vehicle having a device for generating a virtual shifting sensation.

[0006] DE 10 2022 211 435 A1 discloses another electric vehicle with a device for generating a virtual shifting sensation. Summary of the Invention

[0007] There is a need to improve the driving experience of electric vehicles while maintaining driving stability. The purpose of this invention is to provide a method for operating an electric vehicle and an electric vehicle itself.

[0008] This objective is achieved by the method for operating an electric vehicle according to claim 1 and the electric vehicle according to claim 12.

[0009] According to the present invention, depending on the identified turning motion of the electric vehicle, virtual downshifting and / or virtual upshifting of the device used to generate a virtual shifting sensation are prohibited.

[0010] According to the present invention, the driving experience of electric vehicles can be enhanced while maintaining driving stability. When cornering, especially for dynamic cornering, the device for generating a virtual shifting feel can prevent virtual downshifting and / or upshifting.

[0011] Preferably, the setting for generating the virtual shift feel can operate in either automatic or manual mode, wherein the device for generating the virtual shift feel generates a virtual automatic shift feel in automatic mode and a virtual manual shift feel in manual mode. Preferably, if the device for generating the virtual shift feel can operate in both automatic and manual modes, virtual downshifting and / or virtual upshifting will only be prohibited during cornering when the automatic mode of the device for generating the virtual shift feel is activated.

[0012] In manual mode, virtual downshifts and / or upshifts are automatically performed by the device used to generate the virtual shift feel, depending on the driver's side operation of the accelerator pedal and / or the brake pedal. In manual mode, virtual downshifts and / or upshifts are performed by the driver's side operation of the shift elements, particularly sequential shift elements such as paddle shifters. Therefore, in manual mode, virtual downshifts and / or upshifts are permitted even when cornering is detected. Only in automatic mode will the device used to generate the virtual shift feel prohibit virtual downshifts and / or upshifts when cornering is detected. This is particularly preferred for enhancing the driving experience of electric vehicles.

[0013] Preferably, turning is identified based on the lateral acceleration of the electric vehicle, wherein turning is identified if the current lateral acceleration exceeds a limit value, which preferably depends on the current driving speed and / or the current driving mode and / or the current virtual gear position of the device used to generate the virtual shift feel. This is particularly preferred for identifying turning and correspondingly disabling virtual shifting.

[0014] Preferably, virtual downshifts and / or upshifts used by the device to generate a virtual shift feel are prohibited only when the forward driving level is activated as the driving level for identified cornering. This is preferred so that when the device used to generate a virtual shift feel subsequently prohibits virtual downshifts and / or upshifts based on identified cornering, the corresponding suppression of the virtual shifts is discontinued, and the driving experience is enhanced while maintaining driving stability.

[0015] Preferably, if virtual downshifting of the device used to generate virtual shift feel is prohibited when cornering is detected, the prohibition of virtual downshifting ends when the virtual engine speed in the current virtual gear is lower than the virtual idle speed. Preferably, when virtual upshifting of the device used to generate virtual shift feel is prohibited during cornering, the prohibition of virtual upshifting ends when the virtual engine speed in the current virtual gear exceeds the virtual speed limit. This is also preferred so that when the device used to generate virtual shift feel prohibits virtual downshifting and / or virtual upshifting based on the detected cornering, the corresponding suppression of virtual shifting is released, and the driving experience is enhanced while maintaining driving stability.

[0016] Preferably, when virtual downshifting and / or virtual upshifting are prohibited based on identified cornering, the prohibition of virtual downshifting and / or virtual upshifting ends when the forward driving level is no longer activated and / or when the timer has stopped. This is also preferred so that when virtual downshifting and / or virtual upshifting are subsequently prohibited for identified cornering, the suppression of the corresponding virtual shifting is released, thus enhancing the driving experience while maintaining driving stability. Attached Figure Description

[0017] Further preferred embodiments of the invention will become apparent from the sub-claims and the following description. Exemplary embodiments of the invention will be explained in more detail with reference to the accompanying drawings, but are not limited thereto. The drawings show: Figure 1 Electric vehicles Figure 2 Block diagram of the components of an electric vehicle. Figure 3 The block diagram is used to further illustrate the present invention. Detailed Implementation

[0018] Figure 1A motor vehicle designed as an electric vehicle 10 is shown. In the electric vehicle 10, its drive unit has at least one electric motor 11, but no internal combustion engine. The drive unit of the electric vehicle 10 may have a single electric motor 11, which subsequently drives the axles of the electric vehicle 10. The drive unit of the electric vehicle 10 may also include multiple electric motors 11. For example, in the case of two driven axles of the electric vehicle 10, a separate electric motor 11 may be assigned to each of these driven axles, wherein the electric vehicle 10 subsequently has two electric motors 11.

[0019] Each driven wheel of the electric vehicle 10 may also be assigned a separate electric motor 11, wherein the number of electric motors 11 in the drive unit of the electric vehicle 10 corresponds to the number of driven wheels of the electric vehicle 10. The number of electric motors 11 in the drive unit of the electric vehicle 10 is merely exemplary.

[0020] Figure 2 A highly schematic component of the electric vehicle 10 is shown, namely the electric motor 11, which provides drive power to the output terminal 12 of the electric vehicle 10. Unlike internal combustion engine-driven motor vehicles, the electric vehicle 10 does not have a multi-speed manual transmission connected between the electric motor 11 and the output terminal 12; instead, it has at most a reduction gearbox with a single fixed gear ratio or two gear ratios. Therefore, in the electric vehicle 10, gear changes are not performed in the way known in internal combustion engine motor vehicles, which depends on the driver's side operation of the accelerator pedal and / or the driver's side operation of the brake pedal in a multi-speed manual transmission. This limits the driving experience of the electric vehicle 10.

[0021] To enhance the driving experience of the electric vehicle 10, the electric vehicle 10 according to the present invention includes a device 13 for generating a virtual gear shifting sensation.

[0022] The device 13 for generating a virtual shifting feel can simulate a virtual gearbox with virtual shifting in such a way that the device 13 controls at least one electric motor 11 of the electric vehicle 10 in such a way that the at least one electric motor 11 provides a torque curve at the output end 12, which corresponds to the torque curve that would be formed when a gear change is performed in a motor vehicle driven by an internal combustion engine with a multi-speed manual gearbox.

[0023] When the device 13 used to generate the virtual shifting sensation is deactivated, the electric vehicle 10 operates like a regular electric vehicle without performing virtual shifting.

[0024] On the other hand, if the device 13 for generating a virtual gear shift feel is activated, the device generates a virtual gear shift feel for the driver. Here, the device 13 for generating a virtual gear shift feel can preferably generate a virtual automatic gear shift feel in a first automatic operation mode, or generate a virtual manual gear shift feel in a second manual operation mode.

[0025] In the first automatic operation mode, the device 13 simulates the presence of an automatic multi-gear transmission, such that the device 13 for generating a virtual shift feel performs virtual automatic shifting depending on the driver's side operation of the accelerator pedal and / or the driver's side operation of the brake pedal, and by controlling the electric motor 11 at the output end 12, which provides the torque curve that would be formed at the output end 12 in the presence of an automatic multi-gear transmission.

[0026] In the first automatic operation mode, the torque curve provided at the output terminal 12 can be determined in a characteristic curve-based manner by the device 13 for generating virtual shift feel based on accelerator pedal operation and / or brake pedal operation, and in particular also based on the virtual current gear and virtual target gear of the corresponding virtual shift to be performed.

[0027] On the other hand, when the second manual operation mode of the device 13 for generating virtual shift feel is activated, the device 13 generates virtual manual shift feel, particularly depending on the driver-side operation of the sequential shift elements 16, 17 mounted on the steering wheel 15 of the electric vehicle. These sequential shift elements can be implemented as paddle shifters in the illustrated example embodiment. If the second manual operation mode of the device 13 for generating virtual shift feel is activated, the device 13 for generating virtual shift feel controls the electric motor 11 in such a way that the device performs the same virtual sequential shift and provides at the output 12 the torque curve that would be formed in the case of a multi-speed manual transmission operating in sequential shift mode or operation mode in the electric vehicle 10.

[0028] Specifically, the torque curve provided at the output end 12 in the second manual operation mode can be determined by the device 13 for generating a virtual shift feel in a manner based on the characteristic curve and depending on the operation of the corresponding sequential shift elements 16, 17.

[0029] The device 13 used to generate a virtual shifting sensation simulates the existence of a multi-speed manual transmission depending on the operating mode of the multi-speed manual transmission.

[0030] When the device 13 for generating a virtual shift feel is activated, it preferably operates in two modes: a first automatic mode or a second manual mode, as described above. When the device 13 for generating a virtual shift feel is deactivated, the motor vehicle behaves similarly to a conventional electric vehicle and does not simulate virtual shifting or provide a virtual shift feel.

[0031] On the other hand, if the device 13 for generating a virtual shift feel is activated, the device provides a virtual shift feel by performing a virtual shift depending on the activated operating mode, in which the device simulates a virtual gearbox, specifically by controlling the electric motor 11 in such a way that the device provides a torque curve at the output end 12 that would be formed when a gear change is performed in a multi-speed manual gearbox of an internal combustion engine vehicle.

[0032] The device 13 for generating a virtual shifting sensation additionally simulates a virtual internal combustion engine in addition to a virtual gearbox, and performs virtual shifting based on the virtual engine speed and / or virtual torque of the virtual internal combustion engine, especially in the first automatic operation shifting mode.

[0033] If, in the first automatic operating mode, driver-side operation based on the accelerator pedal and / or driver-side operation based on the brake pedal reaches a virtual shift point based on the virtual engine speed and / or the virtual torque of the virtual internal combustion engine, then a virtual shift can be performed. This is specifically accomplished via the virtual shift characteristic curve of the virtual shift strategy in a characteristic curve-based manner.

[0034] The virtual engine speed of the virtual internal combustion engine can be simulated by the device 13 used to generate a virtual shifting sensation, in order to calculate the virtual engine speed of the virtual internal combustion engine based on the known drive speed or rotational speed at the control side of the output terminal 12 of the electric vehicle 10 or the rotational speed of the electric motor 11 and the virtual gear ratio of the engaged virtual gear.

[0035] Depending on the virtual engine speed of the virtual internal combustion engine calculated in this way, the device 13 for generating a virtual shift feel can determine the virtual torque of the virtual internal combustion engine based on a characteristic curve or a feature line, i.e., based on the virtual engine characteristic curve of the virtual internal combustion engine.

[0036] Figure 2 A driving direction selector 14, which is an additional component of the electric vehicle 10, is shown. The driving direction selector allows selection of one of the driving directions: forward (D), reverse (R), or neutral (N).

[0037] According to the present invention, in order to enhance the driving experience while maintaining driving stability when performing virtual shifting via the device 13 for generating virtual shifting sensation, it can be proposed that, depending on the identified cornering, the virtual shifting (i.e., virtual downshifting and / or virtual upshifting) of the device 13 for generating virtual shifting sensation is prohibited to ensure the driving stability of the electric vehicle 10, especially during dynamic cornering at high driving speeds.

[0038] If the device 13 for generating virtual shift feel can operate in both automatic and manual modes, then the device 13 for generating virtual shift feel shall only prohibit virtual upshifts and / or virtual downshifts depending on the identified cornering motion when the automatic mode of the device 13 for generating virtual shift feel is activated. In manual mode, virtual upshifts and virtual downshifts triggered by the driver, especially during dynamic cornering motion, should also be permitted rather than suppressed.

[0039] Preferably, the cornering recognition device of the electric vehicle 10 or the device 13 for generating a virtual gear shifting feel for the electric vehicle 10 is preferably configured to recognize cornering based on the lateral acceleration of the electric vehicle 10, wherein the lateral acceleration of the electric vehicle 10 is preferably measured using a corresponding accelerometer. Alternatively, the lateral acceleration of the electric vehicle 10 can also be calculated.

[0040] Subsequently, turning is identified based on the lateral acceleration of the vehicle 10. In particular, it is conceivable that when the current, especially the measured, lateral acceleration exceeds a limit value, turning that leads to the prohibition or suppression of virtual gear shifting is identified. This limit value depends particularly on the current driving speed and / or the current driving mode and / or the current virtual gear of the device 13 used to generate the virtual gear shifting feel.

[0041] exist Figure 3 In the middle, block 18 is used to identify turning driving depending on input variables 19 to 24, wherein block 18 is in particular a component of device 13 for generating virtual switching sensation.

[0042] Block 18 is provided with multiple input variables. The first input variable 19 provides, in particular, the measured lateral acceleration; the second input variable 20 provides, the selected driving direction, specifically specified on the driver's side via the driving direction selector 14; and the third input variable 21 provides the driving mode, which, in the illustrated exemplary embodiment, can be specified via a driving mode selection device 37 mounted on the steering wheel 15. The driving mode can be an economy driving mode, a range driving mode, a sport driving mode, a performance driving mode, or a racing driving mode. The fourth input variable 22 provides, as well as, the current virtual gear position of the device 13 used by Block 18 to generate a virtual shift feel; the fifth input variable 23 provides, as well as, the current driving speed; and the sixth input variable 24 provides a motion factor, which can also be specified by the driver. The aforementioned input variables 19 to 24 for Block 18 do not all need to coexist and be used to identify cornering. In particular, when cornering is identified, the sixth input variable 24, i.e., the motion factor, may not be used.

[0043] In block 18, it is checked whether the vehicle is turning, specifically by comparing the current lateral acceleration, provided as input variable 19 and measured, with a limit value. This limit value can be determined in block 18 depending on one or more of input variables 20 to 24, specifically depending on the characteristic curve, the current driving mode provided as a third input variable 21, and / or the current virtual gear provided as a fourth input variable 22, and / or the current driving speed provided as a fifth input variable 23, and / or the motion factor provided as a sixth input variable 24. Therefore, in block 18, the current lateral acceleration, specifically measured for turning identification, can be compared with a limit value that depends on the current driving speed according to the fifth input variable 23 and / or the current driving mode according to the third input variable 21 and / or the current virtual gear according to the fourth input variable 22.

[0044] Subsequently, if the measured current lateral acceleration, specifically based on the first input variable 19, exceeds the determined limit value, turning can be identified in block 18. Then, when turning is identified, block 18 outputs output variable 25, based on which virtual shifting suppression can occur in the device 13 used to generate the virtual shifting sensation.

[0045] Subsequently, if the current lateral acceleration of the electric vehicle 10 exceeds a limit, virtual shifting can be suppressed by outputting output variable 25. Specifically, it can be specified that virtual downshifting and / or virtual upshifting of the device 13 used to generate virtual shifting sensation during identified cornering is prohibited only when forward driving level D is activated as driving level. Therefore, the second input variable 20 is also provided to block 18 via driving level or driving direction.

[0046] If the forward driving level or forward driving direction D is active and the current lateral acceleration of the electric vehicle 10 is greater than the corresponding limit, block 18 outputs output variable 25 via suppression of virtual upshifts and / or virtual downshifts. This output variable 25 of block 18 serves as an input variable for block 26, which is also part of the device 13 for generating the virtual shift feel. Block 26 ultimately outputs output variable 27, depending on which the device 13 for generating the virtual shift feel executes or suppresses virtual upshifts and / or virtual downshifts. The output variable 27 of block 26 corresponds to this switching vector. If block 18 specifies to initiate virtual shift suppression, the switching vector determined by block 26 is set such that virtual upshifts and / or virtual downshifts are suppressed by device 13 and therefore not executed.

[0047] Figure 3 Block 18 outputs output variable 25 as an output variable by suppressing the desired virtual downshift and / or virtual upshift, while Figure 3 Block 28 outputs output variable 29 via the desired exit from shift suppression, and then provides this output variable 29 to block 26, which determines output variable 27 based on output variables 25 and 29 of blocks 18 and 28, in order to suppress or allow virtual upshifts and / or virtual downshifts. If output variable 25 of block 18 specifies entry into shift suppression, but output variable 29 does not specify exit, then virtual upshifts and / or virtual downshifts are prohibited based on output variable 27. On the other hand, if output variable 29 of block 28 specifies exit from shift suppression, then output variable 27 is determined by block 26 such that subsequent virtual downshifts and / or virtual upshifts are subsequently allowed by the means 13 for generating virtual shift feel.

[0048] In addition to input variables 19, 20, 21, and 22, which are also fed to block 18 as input variables, other input variables 30, 31, 32, 33, 34, 35, and 36 are also provided to block 28. Block 28 then determines, based on these input variables, whether to exit the suppression of virtual downshifts and / or virtual upshifts, i.e., whether to end the suppression of virtual downshifts and / or virtual upshifts.

[0049] Specifically, when forward driving level D is no longer active, for example, when the driver has shifted from forward driving level D to neutral N, the suppression of virtual downshifts and / or virtual upshifts can be terminated. Corresponding information regarding this is provided to block 28 from input variable 20.

[0050] Subsequently, when the device 13 used to generate the virtual shift feel prohibits virtual downshifting based on the identified cornering motion, the device 13 can be configured to end the prohibition of virtual downshifting when the virtual engine speed in the current virtual gear is lower than the virtual idle speed. For this purpose, the virtual engine speed is then provided to block 28 as another input variable 30 along with the current virtual gear from input variable 22.

[0051] Subsequently, when the device 13 for generating the virtual shift feel prohibits virtual upshifts based on the identified cornering motion, the device 13 can be configured to end the prohibition of virtual upshifts when the virtual engine speed in the current virtual gear exceeds the virtual speed limit. Similarly, this check is performed based on the input variable 22 regarding the current virtual gear and the input variable 30 regarding the virtual engine speed.

[0052] Furthermore, the device 13 for generating the virtual shift feel can be configured such that when the device prohibits virtual downshifts and / or virtual upshifts based on identified cornering, the prohibition of virtual downshifts and / or virtual upshifts ends when the timer has stopped. Specifically, this timer is activated when the driver-side operation of the accelerator pedal exceeds a limit. For example, when the driver-side operation of the accelerator pedal exceeds a corresponding limit, the driver-side operation of the accelerator pedal is provided to block 28 as another input variable 31 to activate the timer.

[0053] Preferably, this timer is activated when the current lateral acceleration is less than the limit value used to identify turning. Here, the limit value may have a hysteresis. This timer, activated when the current lateral acceleration is less than the limit value used for turning identification, may be combined with applicable hysteresis if necessary, specifically to prevent unnecessary termination of turning identification due to a brief drop below the limit value, thereby prohibiting unnecessary virtual gear shifts. Therefore, if the current lateral acceleration is less than the limit value preferably applied with hysteresis for identifying turning, the prohibition of virtual downshifts and / or virtual upshifts does not end until the timer stops. For this purpose, the lateral acceleration limit value determined in block 18 is provided to block 28 by block 18 as input variable 36, and input variable 19 regarding the current lateral acceleration is further provided to block 28 so that the timer is subsequently activated when the lateral acceleration of the electric vehicle is less than the limit value, and the suppression of virtual downshifts and / or virtual upshifts ends after the timer stops.

[0054] A timer may also be activated when cruise control or distance-adjustable cruise control is activated on the driver's side, and furthermore, when the lateral acceleration of the electric vehicle 10 is less than the limit value defined in block 18. When cruise control or distance-adjustable cruise control is activated on the driver's side and the lateral acceleration of the electric vehicle is less than the limit value, the timer is activated, and after the timer stops, the suppression of virtual downshifts and / or virtual upshifts ends.

[0055] The activation or deactivation status of cruise control or distance-adjustable cruise control is provided to block 28 as input variable 32. When the timer is activated (and the prohibition of virtual downshifting and / or virtual upshifting is exited after the timer stops), the prohibition of virtual downshifting and / or virtual upshifting can also be ended even when the timer has not yet stopped, i.e. when the virtual engine speed change according to input variable 30 exceeds a limit value based on the current driving mode of input variable 21.

[0056] Input variable 33 is an input variable based on driver-side operation of sequential shift elements 16, 17. If the driver operates at least one of the shift paddles 16, 17, then, also in block 28, the prohibition of virtual downshifts and / or virtual upshifts can be deactivated so that virtual downshifts and / or virtual upshifts are allowed even during cornering.

[0057] Ending the prohibition or suppression of virtual downshifting and / or virtual upshifting in block 28 can be associated with a delay time so that when the prohibition or suppression of virtual shifting is subsequently identified in block 28 based on the operating conditions of the electric vehicle 10, in the case of cornering, a defined delay time is then provided for virtual downshifting and / or virtual upshifting, wherein input variables 34 and 35 provide corresponding delay times in terms of upshifting delay and downshifting delay.

[0058] according to Figure 3 Block 26 provides not only input variables 25 and 29 (based on which shift vector 27 is determined), but also input variable 21 regarding the driving mode. Based on the driving mode, virtual shift points based on torque and / or speed can be adjusted in shift vector 27 to adapt shifting to the desired driving mode.

[0059] When cornering is detected in block 18, not only can virtual downshifting and / or virtual upshifting be prohibited, but the torque provided by the motor 11 at output 12 can also be adapted based on the detected cornering to provide uniform force distribution and maximum traction during cornering.

[0060] For example, in an electric vehicle 10 with two driven axles, the torque distribution between the two driven axles can be adjusted based on the identified cornering motion. Furthermore, when cornering is detected, torque variation can be limited so that the torque provided by the electric motor 11 at output 12 during cornering may not change beyond a limit. Additionally, in a four-wheel drive electric vehicle 10, the load distribution between the inner and outer cornering wheels can be adjusted, also with the goal of achieving maximum traction and optimal driving stability.

[0061] It can be specified that the device 13 for generating the virtual shift feel is configured to provide the driver with feedback on whether a turn has been identified and / or whether virtual shifting is being prohibited or suppressed. This feedback can be in the form of acoustic feedback or optical feedback, such as in the instrument cluster or in the central display.

[0062] The present invention also relates to a method for operating an electric vehicle 10 and the electric vehicle 10 having a drive unit including at least one electric motor 11 and a device 13 for generating a virtual shift feel. The device 13 for generating the virtual shift feel is configured to disable virtual downshifts and / or virtual upshifts based on cornering.

[0063] The device 13 for generating a virtual shift feel is configured to identify turning based on the lateral acceleration of the electric vehicle 10, wherein turning of the electric vehicle is identified when the current lateral acceleration is greater than the limit value based on the current driving speed and / or the current driving mode and / or the current virtual gear of the device 13 for generating the virtual shift feel.

[0064] The device 13 for generating a virtual shift feel is preferably configured to prohibit virtual downshifts and / or virtual upshifts only when forward driving level D is activated, upon detecting cornering. Furthermore, the device 13 for generating a virtual shift feel is preferably configured such that when the device prohibits virtual downshifts and / or virtual upshifts based on detecting cornering, the prohibition of virtual downshifts and / or virtual upshifts ends when forward driving level D is no longer activated. The device 13 for generating a virtual shift feel is preferably further configured such that when the device prohibits virtual downshifts based on detecting cornering, the prohibition of virtual downshifts ends when the virtual engine speed in the current virtual gear is lower than the virtual idle speed. The device 13 for generating a virtual shift feel is preferably further configured such that when the device prohibits virtual upshifts based on detecting cornering, the prohibition of virtual upshifts ends when the virtual engine speed in the current virtual gear exceeds the virtual speed limit. In particular, the device 13 for generating virtual shift feel is configured to disable virtual downshifting and / or virtual upshifting only when the automatic operation mode of the device 13 for generating virtual shift feel is activated.

Claims

1. A method for operating an electric vehicle (10), in, The electric vehicle (10) includes a drive unit having at least one electric motor (11). The electric vehicle (10) has a device (13) for generating a virtual gear shifting sensation. Its features are, Depending on the identified turning motion of the electric vehicle (10), the virtual downshifting and / or virtual upshifting of the device (13) used to generate the virtual shifting sensation is prohibited.

2. The method according to claim 1, characterized in that, When turning is detected, the virtual downshift and / or virtual upshift of the device (13) used to generate the virtual shift feel is prohibited only when the forward driving level is activated as the driving level.

3. The method according to claim 2, characterized in that, When virtual downshifting and / or virtual upshifting of the device (13) used to generate virtual shifting sensation is prohibited based on the identified turning motion, the prohibition of virtual downshifting and / or virtual upshifting ends when the forward driving level is no longer activated.

4. The method according to any one of claims 1 to 3, characterized in that, If virtual downshifting of the device (13) used to generate virtual shifting sensation is prohibited based on the identified turning motion, then the prohibition of virtual downshifting ends when the virtual engine speed in the current virtual gear is lower than the virtual idle speed.

5. The method according to any one of claims 1 to 4, characterized in that, When the virtual upshift of the device (13) used to generate the virtual shifting sensation is prohibited based on the identified turning motion, the prohibition of virtual upshift ends when the virtual engine speed in the current virtual gear exceeds the virtual speed limit.

6. The method according to any one of claims 1 to 5, characterized in that, When the virtual downshift and / or virtual upshift of the device (13) used to generate the virtual shifting sensation is prohibited based on the identified turning motion, the prohibition of the virtual downshift and / or virtual upshift ends when the timer has stopped.

7. The method according to claim 6, characterized in that, The timer is activated when the lateral acceleration of the electric vehicle (10) is less than the limit value.

8. The method according to claim 6 or 7, characterized in that, The timer is activated when the driver-side accelerator pedal is operated beyond its limit.

9. The method according to claim 6, 7 or 8, characterized in that, The timer is started when cruise control or distance-adjustable cruise control is activated on the driver's side.

10. The method according to any one of claims 6 to 9, characterized in that, If the timer has not yet stopped, when the virtual engine speed changes beyond a limit value depending on the current driving mode, the prohibition of virtual downshifting and / or virtual upshifting of the device (13) for generating virtual shifting sensation is terminated.

11. The method according to any one of claims 1 to 10, characterized in that, When the automatic operation mode of the device (13) for generating virtual gear shifting sensation is activated, a virtual automatic gear shifting sensation is generated, and subsequently when the manual operation mode of the device is activated, a virtual manual gear shifting sensation is generated.

12. The method according to claim 11, characterized in that, Virtual downshifts and / or virtual upshifts are disabled only when the automatic operation mode is activated.

13. The method according to any one of claims 1 to 12, characterized in that, Turning is identified when the current lateral acceleration of the electric vehicle (10) is greater than the limit value.

14. The method according to claim 13, characterized in that, The limit value depends on the current driving speed and / or the current driving mode and / or the current virtual gear of the device (13) used to generate the virtual shifting sensation.

15. An electric vehicle (10) having A drive unit including at least one electric motor (11), Device for generating a virtual gear shifting sensation (13). Its features are, The device (13) for generating a virtual shifting sensation is configured to disable virtual downshifting and / or virtual upshifting depending on the identified cornering motion.

16. The electric vehicle (10) according to claim 15, characterized in that, The device (13) for generating a virtual shifting sensation is configured to perform the method according to any one of claims 1 to 14.

17. The electric vehicle (10) according to claim 15 or 16, characterized in that, The device (13) for generating virtual shift feel is configured to identify turning based on the lateral acceleration of the electric vehicle (10), wherein the device (13) for generating virtual shift feel identifies turning of the electric vehicle (10) if the current lateral acceleration is greater than the limit value depending on the current driving speed and / or the current driving mode and / or the current virtual gear of the device (13) for generating virtual shift feel.

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