DRIVING MODE CONTROL AND VEHICLE

Abstract

A driving mode controller (30) is designed to control a driving mode of a vehicle (1) that has a drive motor (2), an accelerator pedal (15), a dummy clutch pedal (17), and a dummy gearshift lever (18). The dummy clutch pedal (17) is operated by a driver and is designed to simulate clutch operation. The dummy gearshift lever (18) is operated by the driver and is designed to simulate gear shifting. The driving mode controller (30) has one or more processors (31) and one or more memories connected to these processors for communication purposes. The driving mode includes a manual shift mode, which involves validating the gear shift and clutch operation.The one or more processors (31) are designed to estimate a driver fatigue state in manual shift mode based on the shift operation or clutch operation and to derive a control content of the manual shift mode based on the estimated fatigue state.

Description

Technical field

[0001] The invention relates to a driving mode control system and a vehicle. State of the art

[0002] Techniques are known that ensure the reproduction of an operation by a driver in a motor-driven electric vehicle with respect to a switching device and a clutch device of a vehicle with a manual transmission, which switches a shift ratio by means of a manual operation by the driver.

[0003] For example, the unexamined Japanese patent application publication JP 2022-30814A describes an electric vehicle that uses an electric motor as its drive unit. The electric vehicle has an accelerator pedal, a dummy clutch pedal, a dummy shifter, and a controller that regulates the motor torque output by the electric motor. The controller includes a memory and a processor. A manual transmission vehicle model is stored in the memory. This manual transmission vehicle model simulates the torque characteristics of the drive wheel torque in a manual transmission vehicle with an internal combustion engine and a manual transmission.

[0004] The torque of the internal combustion engine is controlled by the operation of an accelerator pedal. A gear stage of the manual transmission is engaged by the operation of a clutch pedal and a shift mechanism. The processor includes a pedal response force transmitter.The pedal reaction force transmitter performs the following actions: taking an accelerator pedal actuation value as input of an accelerator pedal actuation value with respect to the manual transmission vehicle model; taking a dummy clutch pedal value as input of a clutch pedal actuation value with respect to the manual transmission vehicle model; taking a dummy shifter position as input of a shifter position with respect to the manual transmission vehicle model; calculating the drive wheel torque using the manual transmission vehicle model; and calculating the motor torque to apply the drive wheel torque to the electric vehicle's drive wheels.

[0005] The drive wheel torque is determined by the accelerator pedal actuation value, the dummy clutch pedal actuation value, and the position of the dummy shift device. The pedal reaction force generator produces a pedal reaction force in response to the dummy clutch pedal actuation by actuating a reaction force actuator. The control system is designed to regulate the pedal reaction force output by the pedal reaction force generator according to the dummy clutch pedal actuation value.

[0006] JP 2022-44955A describes an electric vehicle that uses an electric motor as its propulsion unit. The electric vehicle includes an accelerator pedal, a dummy clutch pedal, a dummy gearshift, a mode selector switch, and a control unit. The mode selector switch allows the selection of a control mode for the electric motor between a first mode and a second mode. The control unit regulates the motor torque output by the electric motor according to the control mode selected by the mode selector switch. The control unit includes a memory and a processor. A manual transmission vehicle model and a motor torque command map are stored in the memory.

[0007] The manual transmission vehicle model simulates the torque characteristics of the drive wheel torque in a vehicle with a combustion engine and a manual transmission. The combustion engine controls the torque via the accelerator pedal. A gear stage of the manual transmission is engaged by the clutch pedal and the actuation of a shift mechanism. The engine torque command map defines the relationship between the engine torque and a given accelerator pedal input and the rotational speed of the electric motor.

[0008] The processor is designed for the following actions: when controlling the electric motor in the first mode: receiving the accelerator pedal actuation value as input of an accelerator pedal actuation value with respect to the manual transmission vehicle model; receiving the dummy clutch pedal actuation value as input of a clutch pedal actuation value with respect to the manual transmission vehicle model; receiving the switch position of the dummy shift device as input of the shift device actuation with respect to the manual transmission vehicle model; calculating the drive wheel torque using the manual transmission vehicle model; and calculating the motor torque to apply the drive wheel torque to the drive wheels of a vehicle.

[0009] The drive wheel torque is determined by the accelerator pedal actuation value, the dummy clutch pedal actuation value, and the position of the dummy shift device. The processor is designed to perform the following actions when controlling the electric motor in the second mode: overriding the actuation of the dummy clutch pedal and the dummy shift device; and calculating the motor torque using the motor torque command map based on the accelerator pedal actuation value and the electric motor speed. The processor is designed, in a case where the first mode is selected by the mode selector switch, to control the electric motor to generate the motor torque in the second mode if any of the following conditions are met.The conditions stipulate that the gear ratio of the manual transmission vehicle model must be lower than a predetermined value, and that the vehicle speed in question must be lower than a predetermined value. The gear ratio of the manual transmission vehicle model is determined by the gear selector position.

[0010] JP2022-30474A describes a control device for an electric vehicle. The control device comprises a drive power source with at least one motor, an accelerator pedal operated by a driver, and a controller that manages the drive power source. The control device is designed to control the drive power based on the accelerator pedal input. The control device also includes a clutch pedal operated by the driver and a vehicle information recorder that acquires position information regarding the electric vehicle and road information regarding the road on which the electric vehicle is traveling. The controller assumes a virtual motor as the drive power source and estimates the motor torque to be output by the virtual motor and the load torque to be applied to the virtual motor based on the accelerator pedal input and the clutch pedal input.

[0011] If, based on the estimated motor torque and load torque, the virtual motor is determined to experience a standstill, the controller executes a simulated standstill control. Simulated standstill control involves stopping the output of the drive power source and simulating the standstill state. If, based on position information and road information acquired by the vehicle information recorder, the controller determines that the electric vehicle is in or traveling in a predetermined prohibited area, the controller blocks the execution of the simulated standstill control. Brief description

[0012] One aspect of the invention provides a driving mode control system designed to control the driving mode of a vehicle. The vehicle comprises a drive motor, an accelerator pedal, a dummy clutch pedal, and a dummy gearshift lever. The accelerator pedal is designed to receive an acceleration request from a driver operating the vehicle. The dummy clutch pedal is designed to be actuated by the driver and to simulate clutch operation. The dummy gearshift lever is designed to be actuated by the driver and to simulate gear shifting.

[0013] The driving mode control system comprises one or more processors and one or more memories that are communicatively coupled to the one or more processors. The driving mode includes a manual shift mode, which involves validating gearshift and clutch operation. The one or more processors are designed to estimate the driver's fatigue level in manual shift mode based on gearshift or clutch operation and to derive control content for the manual shift mode based on this estimated fatigue level.

[0014] One aspect of the invention specifies a vehicle. The vehicle comprises a drive motor, an accelerator pedal, a dummy clutch pedal, a dummy gearshift lever, and a driving mode control. The accelerator pedal is designed to receive an acceleration request from a driver operating the vehicle. The dummy clutch pedal is designed to be operated by the driver and to simulate clutch operation. The dummy gearshift lever is designed to be operated by the driver and to simulate gear shifting.

[0015] One aspect of the invention specifies a vehicle. The vehicle comprises a drive motor, an accelerator pedal, a dummy clutch pedal, a dummy gearshift lever, and a driving mode control. The accelerator pedal is designed to receive an acceleration request from a driver operating the vehicle. The dummy clutch pedal is designed to be operated by the driver and to simulate clutch operation. The dummy gearshift lever is designed to be operated by the driver and to simulate gear shifting. The driving mode control is designed to control a driving mode of the vehicle.

[0016] The driving mode control system comprises one or more processors and one or more memories, which are coupled to the one or more processors in a communication-capable manner. The driving mode includes a manual shift mode, which involves validating the gearshift and clutch actuation. The one or more processors are designed to estimate the driver's fatigue level in manual shift mode based on the gearshift or clutch actuation and to derive control content for the manual shift mode based on this estimated fatigue level. Brief description of the drawings

[0017] The accompanying drawings serve to improve understanding of the invention and are an integral part of this description. The drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention.

[0018] The drawings show in: Fig. 1 A schematic representation of a configuration example for a vehicle with a driving mode control according to an embodiment of the invention. Fig. 2 a block diagram of a configuration example for the driving mode control according to the embodiment of the invention. Fig. 3. An example of an output translation ratio of a dummy clutch pedal. Fig. 4 another example of the output translation ratio of the dummy clutch pedal. Fig. 5 a flowchart of an operational example for the driving mode control according to the embodiment of the invention. Detailed description

[0019] A manual shift mode is a driving mode in an electric vehicle that simulates the operation of a manual transmission vehicle by a driver. A vehicle with a manual transmission is referred to below as a "manual transmission vehicle." The manual shift mode gives the driver the feeling of operating a manual transmission vehicle, even when driving an electric vehicle. However, in manual shift mode, the driver must operate a dummy clutch in addition to the usual driving operations in an electric vehicle. This results in a higher workload for the driver compared to the usual driving operations in an electric vehicle. Therefore, there is a need to take measures to enable safer driving.

[0020] The techniques described in JP 2022-30 814 A and JP 2022-44 955 A help the driver feel as if they are operating the clutch pedal of a manual transmission vehicle, even when driving an electric vehicle. The technique described in JP 2022-30 474 A helps to block the execution of the control of a simulated engine shutdown at a predetermined prohibited location. However, the techniques described in JP 2022-30 814 A, JP 2022-44 955 A, and JP 2022-30 474 A only minimally address measures to reduce driver strain during manual transmission mode and are still in need of improvement.

[0021] It is desirable to specify a driving mode control and a vehicle that makes it possible to reduce the burden on a driver and to achieve safer driving in an electric vehicle that simulates the operation by the driver in a manual transmission vehicle.

[0022] Below, some exemplary embodiments of the invention are described in detail with reference to the accompanying drawings. It should be noted that the following description is intended to illustrate the invention and is not to be understood as limiting the invention. Factors including, without limitation, numerical values, shapes, materials, components, positions of the components, and the manner in which the components are connected are for illustrative purposes only and are not to be understood as limiting the invention.

[0023] Furthermore, in the following exemplary embodiments, elements not listed in a most general independent claim of the invention are optional and may be included as needed. The drawings are schematic and not to scale. Throughout this description and the drawings, elements with essentially the same function and configuration are designated by the same reference numerals to avoid redundant descriptions. Furthermore, elements not directly related to any embodiment of the invention are not shown in the drawings. 1. Overall configuration of the vehicle

[0024] With reference to Fig. 1 An example of an overall configuration of a vehicle 1 with a driving mode control 30 according to an embodiment of the invention is described.

[0025] Vehicle 1 can be a four-wheeled vehicle with front-wheel drive, transmitting the drive torque output by a drive motor 2 to the right and left front wheels. Details of the drive motor 2 are described later. There are no specific restrictions regarding the arrangement and type of drive wheels. For example, vehicle 1 can be a rear-wheel-drive vehicle, an all-wheel-drive vehicle, or a vehicle with a drive motor for each wheel.

[0026] The vehicle 1 has the drive motor 2, an inverter 3, a converter 4 and a drive battery 5.

[0027] The drive motor 2 can output drive torque. This drive torque can be transmitted to the front wheels via a differential mechanism 6 and a front-wheel drive shaft 7F. The drive motor 2 can be a three-phase AC motor. In this case, a stator (not shown) is supplied with three-phase alternating current to generate a rotating magnetic field. This rotating magnetic field causes a rotor (not shown) to rotate, and the drive torque is output. The drive motor 2 is designed to perform regenerative energy generation by rotating the rotor, absorbing the rotational torque of the front wheels transmitted via the front-wheel drive shaft 7F, even when the stator is not supplied with three-phase alternating current. The operation of the drive motor 2 can be controlled by a vehicle control unit 11, described below.

[0028] Inverter 3 can include an inverter circuit. The inverter circuit can convert DC energy drawn from the traction battery 5 into three-phase AC energy and supply the stator of the traction motor 2 with this three-phase AC energy. The inverter circuit can also convert the three-phase AC energy generated by the stator of the traction motor 2 through regenerative energy production into DC energy and supply this DC energy to the converter 4. The operation of inverter 3 can be controlled by the vehicle control unit 11.

[0029] The converter 4 can include a booster circuit. The booster circuit can increase the voltage of electrical energy generated by the drive motor 2 via regenerative energy production to a required charging voltage for the drive battery 5 and supply the resulting voltage to the drive battery 5. The booster circuit can also increase or decrease the output voltage of the drive battery 5 and supply the resulting voltage to the inverter 3. The control of the converter 4 can be managed by the vehicle control unit 11.

[0030] The traction battery 5 can supply electrical energy to the drive motor 2. Non-restrictive examples of the traction battery 5 could be a rechargeable secondary battery, e.g., a lithium-ion battery or a solid-state battery with a nominal voltage of 200 V to approximately 800 V. However, the traction battery 5 is not limited to these examples.

[0031] The vehicle 1 may further include an electric steering device 8, braking devices 9LF, 9RF, 9LR and 9RR, and the vehicle control unit 11. Hereinafter, the braking devices 9LF, 9RF, 9LR and 9RR are abbreviated as "braking devices 9" unless a specific distinction is necessary.

[0032] The electric steering device 8 can be mounted on the front wheel drive shaft 7F. The electric steering device 8 can include an electric motor (not shown) and a transmission mechanism (not shown). The electric steering device 8 can be controlled by the vehicle control unit 11 to adjust the steering angle of the front wheels. The vehicle control unit 11 can control the electric steering device 8 based on the steering angle of a steering wheel (not shown) operated by a driver.

[0033] If the vehicle 1 is a vehicle designed for automated driving control, the vehicle control unit 11 is designed to control the electric steering device 8 on the basis of the steering wheel angle of the steering wheel operated by the driver during manual driving, and the vehicle control unit 11 is designed to control the electric steering device 8 on the basis of the steering angle or a steering angle speed specified by a known method or any method during automated driving.

[0034] The braking devices 9LF, 9RF, 9LR, and 9RR can apply a braking force to the respective wheels. The braking devices 9 can, for example, be hydraulic brakes. In this case, the hydraulic pressure to be supplied to each of the braking devices 9 can be adjusted by allowing the vehicle control unit 11 to control the actuation of a hydraulic unit 10. The braking devices 9 can be used in combination with a regenerative brake of the drive motor 2.

[0035] The vehicle control unit 11 can, for example, include one or more electronic control units (ECUs) designed to control the operation of the drive motor 2, the electric steering device 8 and the hydraulic unit 10.

[0036] The vehicle 1 may also have an input / output device 12. The input / output device 12 can be controlled by the driving mode control 30 to transmit various types of information by means of voice output, text, image display, or the like. The various types of information may, for example, include a suggestion to the driver, etc.

[0037] The input / output device 12 can be controlled by the driving mode control 30 to receive the driver's response to the suggestion, etc., by voice input or the like. The input / output device 12 may, for example, include a display, a speaker, and a microphone, etc., arranged on a dashboard or the like. The input / output device 12 may include a head-up display (HUD) designed to provide a display on the windshield of the vehicle 1.

[0038] The vehicle 1 may further comprise a vehicle speed sensor 13 and an acceleration rate sensor 14. The vehicle speed sensor 13 can detect the vehicle speed of the vehicle 1. The acceleration rate sensor 14 can detect the acceleration rate of the vehicle 1. The detection signals of the vehicle speed sensor 13 and the acceleration rate sensor 14 can be transmitted to the driving mode control 30. The vehicle 1 may further comprise an environment sensor (not shown) comprising a front image capture camera, a rear image capture camera, and the like. The vehicle 1 may further comprise a Global Navigation Satellite System (GNSS) sensor (not shown). The GNSS sensor can receive satellite signals from positioning satellites, such as those of the Global Positioning System (GPS).

[0039] The vehicle 1 may also have an accelerator pedal 15, a brake pedal 16, a dummy clutch pedal 17 and a dummy gearshift lever 18.

[0040] The accelerator pedal 15 is designed to receive an acceleration request from the driver. An accelerator pedal sensor 19 can be arranged on the accelerator pedal 15. The accelerator pedal sensor 19 can detect the degree to which the accelerator pedal 15 is depressed by the driver. The detection signals from the accelerator pedal sensor 19 can be transmitted to the driving mode control unit 30.

[0041] The brake pedal 16 can receive a braking request from the driver. A brake pedal sensor 20 can be arranged on the brake pedal 16. The brake pedal sensor 20 can detect the degree to which the driver depresses the brake pedal 16. The detection signals from the brake pedal sensor 20 can be transmitted to the driving mode control unit 30.

[0042] The dummy clutch pedal 17 and dummy gearshift lever 18 can receive a dummy shift request from the driver. However, vehicle 1 also includes an electric vehicle powered by the drive motor 2 and does not have an internal combustion engine, such as a gasoline or diesel engine, as its power source. Thus, vehicle 1 does not have a clutch mechanism or a transmission mechanism like those found in a conventional manual transmission vehicle.

[0043] The dummy clutch pedal 17 is to be operated by the driver and is designed to simulate clutch operation. That is, the dummy clutch pedal 17 has a design that simulates a clutch pedal found in a conventional manual transmission vehicle. The arrangement of the dummy clutch pedal 17 corresponds to that of a conventional manual transmission vehicle. The dummy clutch pedal 17 is depressed when, for example, the dummy gearshift lever 18 is operated by the driver. A dummy clutch pedal sensor 21 can be arranged on the dummy clutch pedal 17. The dummy clutch pedal sensor 21 can detect the degree to which the dummy clutch pedal 17 is depressed by the driver. Furthermore, a reaction force actuator 23 can be coupled to the dummy clutch pedal 17.

[0044] The reaction force actuator 23 is controlled by the driving mode control 30 and is designed to generate a pedal reaction force acting in a direction that counteracts the force exerted by the driver when depressing the dummy clutch pedal 17. Details are described later, but the value of the pedal reaction force can also be controlled by the driving mode control 30. There are no particular restrictions regarding the design of the reaction force actuator 23. The reaction force actuator 23 can have a known design. Detection signals from the dummy clutch pedal sensor 21 can be transmitted to the driving mode control 30.

[0045] The dummy gearshift lever 18 is operated by the driver and is designed to simulate gear shifting. That is, the dummy gearshift lever 18 has a design that simulates a gearshift lever found in a typical manual transmission vehicle, such as an H-pattern. The arrangement of the dummy gearshift lever 18 and the feel when operating it correspond to those of a typical manual transmission vehicle. The dummy gearshift lever 18 is operated manually by the driver when the driver inputs a dummy shift request into the vehicle 1. A dummy gearshift lever sensor 22 can be arranged on the dummy gearshift lever 18. The dummy gearshift lever sensor 22 can detect the shift position of the dummy gearshift lever 18. The detection signals from the dummy gearshift lever sensor 22 can be transmitted to the driving mode control 30.

[0046] In addition to the dummy gearshift lever 18, the vehicle 1 may also have a shift position switch 24 that the driver operates during manual shifting mode. The shift position switch 24 is operated by the driver in automatic mode. A shift position of the shift position switch 24 may be P (Park), R (Reverse), N (Neutral), D (Drive), and the like. The shift position switch 24 is preferable from the perspective of facilitating operation by the driver without looking; however, a normal gearshift lever may also be used instead of the shift position switch 24.

[0047] Furthermore, from a similar perspective, during automatic mode, the dummy gearshift lever 18 can be retracted into the vehicle under the control of an ECU or the like. Furthermore, during manual mode, the shift position switch 24 can be retracted into the vehicle under the control of an ECU or the like, or alternatively, a position light can be switched off. The position light is designed to indicate the switching position of the shift position switch 24.

[0048] Furthermore, the vehicle 1 may also have a body vibration generator 25. The body vibration generator 25 is controlled by the driving mode control 30 and is designed to generate body vibrations that simulate a typical manual transmission vehicle when the dummy clutch pedal 17 or dummy gearshift lever 18 is operated by the driver. This allows the feeling of operating the dummy clutch pedal 17 or dummy gearshift lever 18 to approximate the feeling of operating a typical manual transmission vehicle. The body vibration generator 25 may, for example, be mounted on a suspension component of the vehicle 1 (not shown). The design of the body vibration generator 25 is not subject to any particular restrictions. The body vibration generator 25 may, for example, comprise an electric cylinder, a hydraulic cylinder, or a gas cylinder. 2. Driving mode control

[0049] The driving mode control 30 according to this embodiment is described with reference to Fig. 2 described. 2-1. Configuration example

[0050] The driving mode controller 30 is designed to control the driving modes of the vehicle 1 by means of a processor, such as one or more CPUs (central processing units), which executes a computer program. The computer program is a computer program that causes the processor to perform an operational operation to be carried out by the driving mode controller 30, as described later. The computer program to be executed by the processor may be stored in a recording medium that serves as memory 32 or in a memory as described later. Alternatively, the computer program may also be stored in a recording medium that is built into the driving mode controller 30 or in any recording medium that can be attached externally to the driving mode controller 30.

[0051] The recording medium in which the computer program is stored can be a magnetic medium, such as a hard disk, a floppy disk and a magnetic tape; an optical recording medium, such as a CD-ROM, a DVD and a Blu-ray (registered trademark); a magneto-optical medium, such as a floppy disk; a storage element, such as RAM and ROM; a flash memory, such as USB storage and an SSD; or any other medium designed to store programs.

[0052] The driving mode control unit 30 can connect the vehicle control unit 11, the input / output device 12, the vehicle speed sensor 13, and the acceleration rate sensor 14 via a communication device such as a dedicated line, a CAN (Controller Area Network), or a LIN (Local Internet). Furthermore, the driving mode control unit 30 can connect the accelerator pedal 15 and accelerator pedal sensor 19, the brake pedal 16 and brake pedal sensor 20, the dummy clutch pedal 17, the dummy clutch pedal sensor 21, the reaction force actuator 23, the dummy gearshift lever 18 and the dummy gearshift lever sensor 22, the shift position switch 24, and the body vibration generator 25 via a communication device such as a dedicated line, CAN, or LIN. It should be noted that part or all of the configuration of the driving mode control 30 may be located in the vehicle control 11.

[0053] The driving mode control 30 can have a processor 31 and a memory 32. processor

[0054] The processor 31 can include one or more processors, such as a CPU, and various peripheral components. Part of the processor 31 or the entire processor 31 can be updatable, e.g., as firmware, or it can include a program module or the like that is executed by an instruction from a CPU or the like. memory

[0055] The memory 32 can comprise one or more memory elements, such as RAM or ROM, which are communicatively linked to the processor 31. There are no particular restrictions regarding the type or number of memory 32. The memory 32 can store computer programs to be executed by the processor 31, various parameters to be used in computational processing, and data such as detection data and calculation results. A manual transmission vehicle model can be pre-stored in the memory 32. This manual transmission vehicle model simulates a typical manual transmission vehicle described later. 2-2. Processor Configuration

[0056] A configuration of the processor 31 of the driving mode control 30 is described. The processor 31 can include a sensor 33, a fatigue estimator 34, a driving controller 35, a suggestion generator 36, and a sensor 37. The sensor 33, the fatigue estimator 34, the driving controller 35, the suggestion generator 36, and the sensor 37 can be implemented by one or more processors, such as the CPU executing the computer programs.

[0057] However, some or all components of the detector 33, the fatigue estimator 34, the drive control 35, the suggestion generator 36 and the sensor 37 may have an analog circuit. Capture

[0058] The sensor 33 is designed to detect the amount of time the driver depresses the accelerator pedal 15 based on the detection signal from the accelerator pedal sensor 19 and to store this value in memory 32. The sensor 33 is also designed to detect the amount of time the driver depresses the brake pedal 16 based on the detection signal from the brake pedal sensor 20 and to store this value in memory 32.

[0059] The sensor 33 is also designed to detect the depressor action of the dummy clutch pedal 17 by the driver based on the detection signal from the dummy clutch pedal sensor 21 and to store this value in memory 32. The sensor 33 is also designed to detect the gear position of the dummy gearshift lever 18 based on the detection signal from the dummy gearshift lever sensor 22 and to store this gear position in memory 32. Fatigue estimator

[0060] The fatigue estimator 34 is designed to estimate a driver's fatigue state based on the driver's gearshift or clutch actuation. For example, the fatigue estimator 34 can estimate the driver's fatigue state as a first fatigue state if a parameter value based on the accelerator pedal depressor 15, the dummy clutch pedal depressor 17, or the dummy gearshift lever actuation 18 satisfies a first condition.

[0061] The fatigue estimator 34 can estimate the driver's fatigue state as a second fatigue state if the parameter value based on the accelerator pedal depressor 15, the dummy clutch pedal depressor 17, or the dummy gearshift lever actuation 18 satisfies a second condition. The first condition is a condition for estimating the driver's fatigue state as a first fatigue state. The second condition is a condition for estimating the driver's fatigue state as a second fatigue state in which the driver is more fatigued than in the first fatigue state. The first and second conditions are therefore distinct.

[0062] The first condition can have one or more of the following conditions: - that the number of times the dummy motor stops is equal to or greater than a threshold value A1; - that the number of times a dummy gearshift lever 18 malfunctions is equal to or greater than a threshold value B1; - that the number of times an insufficient depression of the dummy clutch pedal 17 occurs is equal to or greater than a threshold value C1; and - that the number of times an abrupt acceleration occurs where the acceleration rate of vehicle 1 is higher than a reference acceleration rate is equal to or greater than a threshold value D1.

[0063] The acceleration rate of vehicle 1 can be detected by the acceleration rate sensor 14. The reference acceleration rate can be predefined, taking into account a legally prescribed speed or the like, or alternatively, the reference acceleration rate can be dynamically predefined according to a vehicle speed range, which includes the vehicle speed of vehicle 1 detected by the vehicle speed sensor 13. The threshold values ​​A1, B1, C1, and D1 can be appropriately predefined according to the type of parameters and stored in advance in the memory 32.

[0064] The second condition can have one or more of the following conditions: - that the number of times the dummy motor stops is equal to or greater than a threshold value A2; - that the number of times a dummy gearshift lever 18 mis-shifts is equal to or greater than a threshold value B2; and - that the number of times an insufficient depression of the dummy clutch pedal 17 occurs is equal to or greater than a threshold value C2.

[0065] The threshold values ​​A2, B2 and C2 can be appropriately specified according to the type of parameters and stored in advance in memory 32.

[0066] Threshold A2 can be specified as a larger value than threshold A1. Threshold B2 can be specified as a larger value than threshold B1. Threshold C2 can be specified as a larger value than threshold C1. As described in detail later, a determination regarding the second condition can be made if the first condition is satisfied. If the first condition is satisfied, an output gear ratio of the drive motor 2 can be specified as a smaller value than a reference gear ratio. Accordingly, the vehicle 1 does not accelerate abruptly even if the dummy clutch pedal 17 is roughly operated by the driver. Thus, unlike the first condition, the second condition does not have to include the condition of abrupt acceleration.

[0067] The fatigue estimator 34 can estimate the occurrence of a dummy engine stall when a stall is simulated by the drive control unit 35, based on the value of the dummy clutch pedal depressor 17, the position of the dummy gearshift lever 18, and the like. The fatigue estimator 34 can estimate the occurrence of a misshift if the gearshift lever position detected by the dummy gearshift lever sensor 22 is an unsuitable position.

[0068] An unsuitable shift position here means a shift position that is to be determined by the vehicle control unit 35 according to the vehicle speed and the like of vehicle 1, and which differs from a suitable shift position in which no standstill of the dummy engine or the like occurs. The fatigue estimator 34 can estimate the occurrence of insufficient depressurization of the dummy clutch pedal 17 if the depressurization value of the dummy clutch pedal 17 is less than a reference depressurization value. The fatigue estimator 34 can estimate the occurrence of abrupt acceleration if the rate of change of the depressurization value of the accelerator pedal 15 is greater than a reference rate of change. Driving control: Automatic mode

[0069] In automatic mode, the driving control unit 35 can perform the following controls for the driving modes. Automatic mode includes overriding the driver's gearshift and clutch operation. It should be noted that switching between driving modes can be done by the driving control unit 35 or by the driver operating a switch (not shown) located in the vehicle 1, either by the control unit 35 as described below.

[0070] The drive control unit 35 can derive the drive torque, which is determined by the amount of time the driver depresses the accelerator pedal 15. From this derived drive torque, the drive control unit 35 can calculate the motor torque to be applied to the drive wheels of the vehicle 1. The drive control unit 35 can transmit a control signal based on the derived motor torque to the inverter 3 via the vehicle control unit 11. The inverter 3 can control the drive torque of the drive motor 2 based on the control signal received from the vehicle control unit 11. Driving control: Manual shift mode

[0071] In manual shift mode, the driving control unit 35 can perform the following controls. Manual shift mode includes validating the driver's gearshift and clutch operation.

[0072] The driving control unit 35 can receive the value of the driver's depressing of the accelerator pedal 15 as the value of depressing an accelerator pedal that controls the fuel supply to an internal combustion engine in a conventional manual transmission vehicle. The driving control unit 35 can receive the value of the driver's depressing of the clutch pedal 17 as the value of depressing a clutch pedal that engages a clutch in a conventional manual transmission vehicle. The driving control unit 35 can receive the driver's actuation of the dummy gearshift lever 18 as the actuation of a gearshift lever that shifts a gear in a conventional manual transmission vehicle.

[0073] The drive controller 35 can derive the drive torque using the manual transmission vehicle model, which simulates a conventional manual transmission vehicle. This torque is determined by the accelerator pedal depressor 15, the dummy clutch pedal depressor 17, and the position of the dummy gearshift lever 18. The manual transmission vehicle model can be a known model, such as that disclosed in JP 2024-43344A, or the like. The manual transmission vehicle model can be pre-stored in memory 32, as described above. The drive controller 35 can derive the engine torque to be applied to the drive wheels of the vehicle 1 from the derived drive torque. The drive controller 35 can transmit the control signal based on the derived engine torque to the inverter 3 via the vehicle controller 11.The inverter 3 can control the drive torque of the drive motor 2 based on the control signal received from the vehicle control unit 11.

[0074] This helps the driver, in addition to operating the dummy clutch pedal 17, to experience the sensation of changing gear positions or starting the vehicle 1 in a manner similar to that of a conventional manual transmission vehicle, changing the gear position by operating the dummy gearshift lever 18, adjusting the vehicle speed by operating the accelerator pedal 15, and so on. The drive control unit 35 can also, upon detecting inappropriate operation of the dummy clutch pedal 17 or the dummy gearshift lever 18 by the driver, reproduce a standstill of the dummy motor by performing a control operation to stop the output of the drive motor 2, which is based on the manual transmission vehicle model.

[0075] In this way, the driving control unit can derive 35 control contents from the manual shift mode. The control contents of the manual shift mode can include, for example, the following: - Determining the output of the drive motor 2 according to the value of the depressing of the accelerator pedal 15; - Determining the output ratio of the drive motor 2 according to the value of the depressing of the dummy clutch pedal 17; - Changing the output characteristics of the drive motor 2 according to the switching position of the dummy gearshift lever 18; and - Determining the pedal reaction force of the dummy clutch pedal 17.

[0076] The output gear ratio and pedal response force can be preset as initial values ​​according to the driver's preference and stored in advance in memory 32. In this embodiment, the driving control 35 can impose the following restrictions on the control content of the manual shift mode described above, based on the driver's fatigue state estimated by the fatigue estimator 34.

[0077] In one example, if the fatigue estimator 34 estimates the driver's fatigue state to be the first fatigue state, the driving control 35 can derive the control contents, which include specifying the output gear ratio of the drive motor 2, determined according to the value of the dummy clutch pedal depressing 17, as a smaller value than the reference gear ratio, than the control contents of the manual shift mode.

[0078] With reference to Fig. Section 3 describes a case in which the vehicle 1 is a vehicle in which a dummy motor of the manual transmission vehicle model is disconnected from a dummy transmission mechanism when the depressor value of the dummy clutch pedal 17 is 100%. The output gear ratio with respect to a release ratio of the dummy clutch pedal 17 can have a characteristic curve that, in a normal state, is indicated by a solid line, whereas in the first fatigue state, the output gear ratio can have a characteristic curve indicated by a dashed line that is shifted downwards from the solid line across the entire release ratio.

[0079] With reference to Fig. 4 It is evident that in a case where the vehicle 1 is a vehicle in which the dummy motor of the manual transmission vehicle model is separated from the dummy transmission mechanism, when the value of the depressing of the dummy clutch pedal 17 is 0%, the output gear ratio with respect to the release ratio of the dummy clutch pedal 17 has a characteristic curve which in a normal state is indicated by a solid line, whereas in the first fatigue state the output gear ratio may have a characteristic curve which is indicated by a dashed line which is shifted downwards from the solid line over the entirety of the release ratio.

[0080] Additionally or alternatively, if the fatigue estimator 34 estimates the driver's fatigue state as the first fatigue state, the driving control 35 can derive the control contents, which include specifying the pedal reaction force of the dummy clutch pedal 17 as a smaller value than a reference reaction force, as control content of the manual shift mode.

[0081] Additionally or alternatively, if the fatigue estimator 34 estimates the driver's fatigue state as the primary fatigue state, the vehicle control unit 35 can derive the control content for causing the vehicle 1 to roll when a driver misuse of the dummy gearshift lever 18 is detected, as the control content for manual shift mode. "Rolling" here means allowing the vehicle 1 to travel slowly. Thus, even if the driver misuses the dummy gearshift lever 18, any impact on the vehicle body caused by regenerative braking or behavior just before the dummy engine comes to a standstill can be suppressed. Non-restrictive examples of "misuse" include, but are not limited to, shifting from fifth gear to second gear, shifting from second gear to fifth gear.

[0082] Furthermore, if the fatigue estimator 34 estimates the driver's fatigue state to be the second fatigue state, which differs from the first fatigue state, the driving control 35 can perform a control to switch from manual mode to automatic mode. Proposer

[0083] Again with reference to Fig. As shown in Figure 2, the suggestion provider 36 can control the input / output device 12 to perform processing, for example, to suggest a result of the derivation by the driving control unit 35 to the driver. The suggestion can be made via audio output, an image display, or a text display. recorder

[0084] The receiver 37 can control the input / output device 12 to process and record the driver's response to the suggestion from the suggestion provider 36. The response can be given via voice input or the like. 2-3. Operating example for the driving mode control

[0085] Referring to the flowchart in Fig. Section 5 describes an operating example for the driving mode control 30 according to the embodiment.

[0086] In step S10, the drive controller 35 can determine whether manual shift mode is activated. If it is determined that manual shift mode is activated (step S10: YES), processing can continue with step S11. If it is determined that manual shift mode is not activated (step S10: NO), processing can be terminated.

[0087] In step S11, the drive controller 35 can specify initial control content as control content for manual shift mode. In this operating example, the initial control content can include specifying the output gear ratio to the drive motor 2 and the pedal response force of the dummy clutch pedal 17 as predefined initial values ​​according to the driver's preference. This helps the driver feel as if they are driving a vehicle similar to a conventional manual transmission vehicle, with the output gear ratio and pedal response force tailored to their taste. Processing can then proceed to step S12.

[0088] In step S12, the suggestion provider 36 can perform processing to propose to the driver whether the control content corresponding to the driver's fatigue state should be derived as control content for manual shift mode. If the driver responds to allow the control content corresponding to the fatigue state (step S12: YES), the processing can continue to step S13. If the driver responds to prohibit the control content corresponding to the fatigue state (step S12: NO), the processing can be terminated.

[0089] It should be noted that processing can also be terminated instead of step S12, for example, if a so-called sport mode is active. In sport mode, the power curve of the drive motor 2 is steeper than normal; for example, an upper limit for the acceleration rate of the vehicle 1 is set as a higher value than normal.

[0090] In step S13, the fatigue estimator 34 can determine whether the parameter value based on the value of the depressing of the accelerator pedal 15, the value of the depressing of the dummy clutch pedal 17 or the actuation of the dummy gearshift lever 18 satisfies the first condition for estimating the fatigue state of the driver as the first fatigue state.

[0091] In this operational example, the first condition can contain the following: a condition (i) that the number of times the dummy motor stops is equal to or greater than the threshold A1; a condition (ii) that the number of times a dummy gearshift lever 18 mis-shifts is equal to or greater than the threshold B1; a condition (iii) that the number of times an insufficient depression of the dummy clutch pedal 17 occurs is equal to or greater than the threshold C1; and a condition (iv) that the number of times an abrupt acceleration of vehicle 1 occurs is equal to or greater than the threshold D1.

[0092] The fatigue estimator 34 can perform the determinations regarding conditions (i) to (iv) in parallel, or alternatively, the fatigue estimator 34 can perform the determinations sequentially in any order. The fatigue estimator 34 can initialize the number of times for each of conditions (i) to (iv) as "zero (0)" before the process in step S13. In one embodiment of the invention, the first condition need not contain all conditions (i) to (iv). It is sufficient for the first condition to contain one or more of conditions (i) to (iv).

[0093] If it is determined that the first condition is met (step S13: YES), the fatigue estimator 34 can estimate the driver's fatigue state as the first fatigue state, and processing can continue to step S14. If it is determined that the first condition is not met (step S13: NO), processing can return to step S13.

[0094] In step S14, the drive controller 35 can derive second control contents as control contents of the manual shift mode. In this operating example, the second control contents can include specifying the output gear ratio to the drive motor 2, which is determined according to the value of the depressing of the dummy clutch pedal 17, as a smaller value than the reference gear ratio.

[0095] The second control elements can further include setting the pedal reaction force of the dummy clutch pedal 17 to a lower value than the reference reaction force. The second control elements can also include causing the vehicle 1 to roll if an incorrect operation of the dummy gearshift lever 18 by the driver is detected. However, the second control elements need not include all three of the control elements described above. It is sufficient if the second control elements include one or more of these. Processing can then proceed to step S15.

[0096] For example, in step S14, the driving control unit 35 can limit the control to specifying the output gear ratio as a smaller value than the reference gear ratio for a predetermined time from the time the driver begins to actuate the dummy clutch pedal 17, and after the predetermined time has elapsed, perform a control to restore the output gear ratio to the reference gear ratio. One reason for this is that the output gear ratio, which is kept smaller than the reference gear ratio, is insufficient to provide the necessary output when the vehicle is traveling on a highway, uphill, or similar terrain.

[0097] For example, the driving control 35 can perform a control to gradually reset the output gear ratio to the reference gear ratio as time elapses from the start of the actuation of the dummy clutch pedal 17, by calculating the output gear ratio by expression 1 as follows. Output translation ratio (%) = Default value (%) + {100 (%) − Default value (%)} × Elapsed time / predetermined time

[0098] In expression 1, the "default value" here means the output gear ratio at the beginning of the actuation of the dummy clutch pedal 17 and is specified as a smaller value than the reference gear ratio. In expression 1, the "elapsed time" here means the time elapsed since the beginning of the actuation of the dummy clutch pedal 17. In expression 1, the "predetermined time" is, for example, a few seconds up to several tens of seconds. However, the embodiment of the invention is not limited to this; the "predetermined time" can be specified as needed.

[0099] In step S15, the suggestion provider 36 can perform processing to present the driver with a suggestion as to whether they should allow the control according to the second control content derived in step S14. If the driver responds to allow the control according to the second control content (step S15: YES), the processing can continue to step S16. If the driver responds to prohibit the control according to the second control content (step S15: NO), the processing can be terminated. The suggestion helps the driver recognize that they are tired. This step is optional and can also be omitted.

[0100] In step S16, the drive controller 35 can perform the control according to the second set of control parameters. For example, the drive controller 35 can derive the motor torque using the method described above according to the second set of control parameters and transmit the control signal based on the derived motor torque to the inverter 3. Thus, the inverter 3 can control the drive torque of the drive motor 2 based on the control signal received from the drive controller 35. The processing can then continue with step S17.

[0101] In step S17, the fatigue estimator 34 can determine whether the parameter value based on the value of the depressing of the accelerator pedal 15, the value of the depressing of the dummy clutch pedal 17 or the actuation of the dummy gearshift lever 18 fulfills the second condition for estimating the fatigue state of the driver as the second fatigue state in which the driver is more fatigued than in the first fatigue state.

[0102] In this operational example, the second condition can contain the following: a condition (v) that the number of times the dummy motor stops is equal to or greater than the threshold A2; a condition (vi) that the number of times a dummy gearshift lever 18 mis-shifts is equal to or greater than the threshold B2; and A condition (vii) is that the number of times insufficient depression of the dummy clutch pedal 17 occurs is equal to or greater than the threshold value C2. The fatigue estimator 34 can perform the determinations regarding conditions (v) to (vii) in parallel, or alternatively, the fatigue estimator 34 can perform the determinations sequentially in any order.

[0103] The fatigue estimator 34 can initialize the number of times for each of the conditions (v) to (vii) prior to the process in step S17 as “zero (0)”. In one embodiment of the invention, the second condition need not contain all conditions (v) to (vii). It is sufficient that the second condition contains one or more of the conditions (v) to (vii).

[0104] If it is determined that the second condition is met (step S17: YES), the fatigue estimator 34 can estimate the driver's fatigue state as the second fatigue state, in which the driver is more fatigued than in the first fatigue state, and processing can proceed to step S18. If it is determined that the second condition is not met (step S17: NO), processing can return to step S17.

[0105] In step S18, the driving control unit can derive third control contents as control contents for manual shift mode. In this operating example, the third control contents can include switching from manual shift mode to automatic mode. This means that, since the driver is in the second fatigue state, in which the driver is more fatigued than in the first fatigue state, manual shift mode can be forcibly deactivated for safety reasons. Processing can then continue with step S19.

[0106] In step S19, the drive controller 35 can perform the control according to the third control parameters. For example, the drive controller 35 can override the driver's shift and clutch operation according to the third control parameters, derive the motor torque using the control method described above in automatic mode, and transmit the control signal based on the derived motor torque to the inverter 3. Thus, the inverter 3 can control the drive torque of the drive motor 2 based on the control signal received from the drive controller 35. The processing can then be terminated.

[0107] In the various processing types included in this example, processing after step S13 can be carried out at a time when a predetermined amount of time has elapsed since the driver started the journey. This predetermined time can be set as needed, for example, taking into account the increasing fatigue caused by driving. Effects

[0108] As described above, the driving mode control 30, according to the embodiment, is designed to control the driving modes of the vehicle 1. The vehicle 1 comprises the drive motor 2, the accelerator pedal 15, the dummy clutch pedal 17, and the dummy gearshift lever 18. The accelerator pedal 15 is designed to receive an acceleration request from the driver. The dummy clutch pedal 17 is actuated by the driver and is designed to simulate clutch operation.

[0109] The dummy gearshift lever 18 is operated by the driver and is designed to simulate gear shifting. The driving modes include the manual shift mode, which involves validating gear shifting and clutch operation. The processor 31 of the driving mode control 30 is designed to estimate the driver's fatigue level in manual shift mode based on gear shifting or clutch operation and to derive the control content of the manual shift mode based on the estimated fatigue level.

[0110] With this configuration, the driving modes of vehicle 1 can be controlled according to the driver's fatigue level. Specifically, based on the actuation of the dummy clutch pedal 17 or similar device, a potential fatigue state can be detected that is difficult to detect by a known driver monitoring system, e.g., increasing physical fatigue with clear consciousness but without drowsiness or the like. Thus, in an electric vehicle that simulates the driver's actions in a manual transmission vehicle, the driver's workload can be reduced and safer driving achieved.

[0111] In a modification example, in steps S13 and S17, the fatigue estimator 34 can estimate the driver's fatigue state based on a comparison between the number of times the dummy engine stops in a first period since the driver started driving and the number of times the dummy engine stops in a second period after the first period has ended. For example, the fatigue estimator 34 can estimate the driver's fatigue state as the first fatigue state if the number of times the dummy engine stops in the second period is greater than the number of times the dummy engine stops in the first period by a predefined first difference.

[0112] The fatigue estimator 34 can estimate the driver's fatigue state as the second fatigue state if the number of times the dummy engine stalls in the second period is greater than the number of times it stalls in the first period by a predefined second difference. This second difference is a value greater than the first difference. This helps distinguish between dummy engine stalls caused by driver incompetence and those caused by driver fatigue. The first and second periods can be appropriately predefined, for example, to account for driving-related driver fatigue.

[0113] Although some exemplary embodiments of the invention have been described above with reference to the accompanying drawings, the invention is by no means limited to the embodiments described above. It seems obvious that various modifications and changes can be made by a person skilled in the art, as long as they do not deviate from the scope defined by the accompanying claims. The invention also includes such modifications and changes, as long as they are within the scope of the accompanying claims or their equivalents.

[0114] For example, the components or the processing steps can be arranged differently at each stage, as long as no logical inconsistencies arise. Some components or steps can also be combined or split.

[0115] The technology of the invention is not only usable for the vehicle 1 described above, but also for a vehicle with a known electrically controlled transmission or a vehicle with any electrically controlled transmission.

[0116] The technology of the invention can be realized by a vehicle 1 comprising the driving mode control 30 described in the preceding embodiment, a driving mode control method to be executed by the driving mode control 30, a computer program that causes a computer to act as the driving mode control 30 described above, and a non-volatile material recording medium in which the computer program is stored.

[0117] The in Fig. The driving mode control 30 shown in Figure 1 can be implemented by a circuit arrangement comprising at least one integrated semiconductor circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and / or at least one field-programmable gate array (FPGA). At least one processor can be configured to execute all or part of the functions of the circuit shown in Figure 1 by reading instructions from at least one machine-readable, non-volatile, physical medium. Fig. 1 to perform the driving mode control 30 shown.

[0118] Such a medium can take many forms, including but not limited to any type of magnetic media, such as a hard drive; any type of optical media, such as a CD and a DVD; any type of semiconductor memory (i.e., semiconductor circuits), such as volatile memory and non-volatile memory. The volatile memory may include DRAM and SRAM, and the non-volatile memory may include ROM and NVRAM. The ASIC is an integrated circuit (IC) designed to perform all or some of the functions of the Fig. 1 to perform the driving mode control 30 shown, and the FPGA is an integrated circuit designed so that, after manufacture, it is capable of performing all or some of the functions of the Fig. 1 to perform the driving mode control 30 shown. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2022 - 30 814 A [0003, 0020] JP 2022 - 44 955 A [0006, 0020] JP 2022 - 30 474 A [0010, 0020] JP 2024 - 43 344 A

[0073]

Claims

[1] Driving mode control (30) designed to control a driving mode of a vehicle (1), wherein the vehicle (1) comprises a drive motor (2), an accelerator pedal (15), a dummy clutch pedal (17) and a dummy gearshift lever (18), wherein the accelerator pedal (15) is designed to receive an acceleration request from a driver operating the vehicle (1), wherein the dummy clutch pedal (17) is designed to be actuated by the driver and to simulate clutch actuation, and wherein the dummy gearshift lever (18) is designed to be actuated by the driver and to simulate gear shifting, wherein the driving mode control (30) has the following features: - one or more processors (31); and - one or more memories that are communicatively coupled to the one or more processors (31), the driving mode includes a manual shift mode which involves validating the gearshift operation and clutch operation, and wherein the one or more processors (31) are designed for the following tasks: in manual transmission mode: - Estimating the driver's fatigue level based on gearshift or clutch operation, and - Deriving a control content for the manual shift mode based on the estimated fatigue state. [2] Driving mode control (30) according to claim 1, wherein the one or more processors (31) are designed for the following tasks: in manual transmission mode: - if a parameter value satisfies a first condition for estimating the fatigue state as the first fatigue state, wherein the parameter value is based on a value of the depressing of the accelerator pedal (15), a value of the depressing of the dummy clutch pedal (17) or an actuation of the dummy gearshift lever (18), - Derive, as control content, one or more of the following elements: - Specifying an output gear ratio of the drive motor (2) as a smaller value than a reference gear ratio, wherein the output gear ratio is determined according to the value of the depressing of the dummy clutch pedal (17); - Specifying a pedal reaction force of the dummy clutch pedal (17) as a smaller value than a reference reaction force; and - Allow the vehicle (1) to roll when a misuse of the dummy gearshift lever (18) by the driver is detected. [3] Driving mode control (30) according to claim 2, the driving mode further includes an automatic mode which involves overriding the gearshift and clutch operation, and wherein the one or more processors (31) are designed for the following action: in manual transmission mode: - if the parameter value fulfills a second condition for estimating the fatigue state as the second fatigue state in which the driver is more fatigued than in the first fatigue state, - Performing a switching control from manual shift mode to automatic mode. [4] Driving mode control (30) according to claim 2 or 3, where the parameter value contains one or more of the following values: - how many times the dummy motor stops; - how many times a mis-shifting of the dummy gearshift lever (18) occurs; - how many times an insufficient depression of the dummy clutch pedal (17) occurs; and - how many times an abrupt acceleration occurs where the acceleration rate of the vehicle (1) is higher than a reference acceleration rate. [5] Vehicle (1) which has the following features: - a drive motor (2); - an accelerator pedal (15) designed to receive an acceleration request from a driver; - a dummy clutch pedal (17) designed to be operated by the driver and to simulate clutch operation; - a dummy gearshift lever (18) designed to be operated by the driver and to simulate gearshift operation; and - the driving mode control (30) according to one of claims 1 to 4. [6] Vehicle (1) which has the following features: - a drive motor (2); - an accelerator pedal (15) designed to receive an acceleration request from a driver; - a dummy clutch pedal (17) designed to be operated by the driver and to simulate clutch operation; - a dummy gearshift lever (18) designed to be operated by the driver and to simulate gearshift operation; and - a driving mode control (30) designed to control a driving mode of the vehicle (1), wherein the driving mode control (30) has the following features: - one or more processors (31), and - one or more memories that are communicatively coupled to the one or more processors (31), the driving mode includes a manual shift mode which involves validating the gearshift operation and clutch operation, wherein the one or more processors (31) are designed for the following tasks: in manual transmission mode: - Estimating the driver's fatigue level based on gearshift or clutch operation, and - Deriving a control content for the manual shift mode based on the estimated fatigue state.

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