Control method for electrically driven road vehicle driven by driver, and related road vehicle

Abstract

To provide a control method for an electrically driven road vehicle that provides quickly necessary torque without using a transmission.SOLUTION: A control method for an electrically driven road vehicle comprises the steps of: providing an electric powertrain system; determining a plurality of first virtual gears 8 for acceleration and / or a plurality of second virtual gears 9 for deceleration; detecting a first selection for one of the first virtual gears 8 and / or a second selection for one of the second virtual gears 9 performed through gear-shift by the driver while driving; in acceleration, delivering drive torque to at least two wheels according to the first selection; and otherwise in deceleration, delivering anti-motive torque to the at least two wheels according to the second selection.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] [Cross - reference to Related Applications] This application claims the priority of Italian Patent Application No. 102022000007013, filed on April 8, 2022, the entire disclosure of which is incorporated herein by reference.

[0002] The present invention relates to a control method for an electric road vehicle driven by a driver and to a related road vehicle.

[0003] In particular, the present invention can be advantageously applied, without being exclusive, to the control of high - performance vehicles configured to perform laps on a track, and the following description will be explicitly referred to without loss of generality.

Background Art

[0004] Historically, in the process of the technological evolution of automobiles, in order to overcome the mechanical limitations imposed by heat - absorbing engines that cannot cover an appropriate speed range without a gear - shifting system, it has been necessary to introduce a gear - shifting (or transmission) system.

[0005] In particular, as a result, a gear - shifting device is used that enables an increase in the torque provided by the engine and enables the change of the gear ratio in order to adapt the engine's rotational speed to the rotational speed of the wheels (as a result, high power is potentially available even at quite low forward speeds and it is possible to reach high speeds).

[0006] This device in a vast majority of vehicles is still a mechanically - controlled gearbox, which enables the driver to select between different ratios, i.e., between different gears, depending on the operating conditions of the vehicle (the number of gears varies based on the vehicle model).

[0007] Over decades, the need for gear shift systems, dictated by the limitations of endothermic engines, has created opportunities to manufacture numerous types of gearbox systems, particularly increasingly advanced ones (e.g., the well-known dual-clutch transmission). Consequently, gear shift systems have become a distinctive feature among vehicle manufacturers and, as mentioned above, a means of engaging with the driver of a road vehicle.

[0008] In recent years, with the proliferation of electric powertrain systems, there has been a movement away from endothermic engines and thus towards the introduction of at least one electric motor, which overcomes the need for gear shifting as it can quickly provide the necessary torque without the problems of a transmission and can go from zero to maximum speed without any issues.

[0009] While electric powertrain systems tend to offer improved performance because they always utilize the maximum available acceleration at a given speed, they also tend to reduce driver involvement in specific choices, such as which gear to use when cornering, thus simultaneously diminishing the driving enjoyment, especially in high-performance sports vehicles.

[0010] U.S. Patent Application Publication No. 2021122371 describes a control system for an all-wheel-drive vehicle having a hybrid powertrain system for the front wheels and an electric powertrain system for the rear wheels.

[0011] U.S. Patent Application Publication No. 2020216087 describes a control system for a hybrid or electric vehicle that allows the driver to select specific vehicle settings from an external remote interface, such as a mobile phone.

[0012] German Patent No. 102017215595 describes a method for calculating the optimal trajectory.

[0013] European Patent No. 2537727 describes a method for estimating the speed profile of a vehicle.

[0014] German Patent No. 102014225441 describes a vehicle having a continuous transmission that simulates a gearbox. [Prior art documents] [Patent Documents]

[0015] [Patent Document 1] U.S. Patent Application Publication No. 2021122371 [Patent Document 2] U.S. Patent Application Publication No. 2020216087 [Patent Document 3] German Patent No. 102017215595 [Patent Document 4] European Patent No. 2537727 [Patent Document 5] German Patent No. 102014225441 [Overview of the project] [Problems that the invention aims to solve]

[0016] The object of the present invention is to provide a control method for an electric road vehicle driven by a driver, and related road vehicles, which are at least partially free from the aforementioned drawbacks and are also simple and inexpensive to manufacture. [Means for solving the problem]

[0017] According to the present invention, a method for controlling an electric road vehicle and related road vehicle driven by a driver is provided, preferably according to any of the following independent claims, or preferably according to any of the claims directly or indirectly dependent on the independent claims.

[0018] The claims describe preferred embodiments of the present invention, which constitute an integral part of this specification. [Brief explanation of the drawing]

[0019] Herein, the present invention will be described with reference to the accompanying drawings, which illustrate non-limiting embodiments of the present invention.

[0020] [Figure 1] This is a schematic perspective view of a road vehicle according to the present invention, equipped with an electric powertrain system. [Figure 2] Figure 1 is a perspective view of a portion of the interior of a road vehicle, with details removed for clarity. [Figure 3] Figure 1 is a graph showing the change in acceleration when the longitudinal velocity of the vehicle changes in both the acceleration and release configurations. [Figure 4] This is a schematic example of how the vehicle in Figure 1 can be used by a driver when navigating curves, and is shown in a plan view. [Modes for carrying out the invention]

[0021] Referring to the attached drawings, reference numeral 1 indicates, as a whole, a road vehicle according to a non-limiting embodiment of the present invention.

[0022] The same reference symbols and reference letters in the diagram identify the same element or component having the same function.

[0023] Within the scope of this specification, the term “second” component does not imply the existence of “first” component. These terms are, in practice, used as indicators to improve clarity and should not be understood restrictively.

[0024] The elements and features shown in different preferred embodiments, including the drawings, can be combined with each other without departing from the scope of protection of this application, as described below.

[0025] In particular, the road vehicle 1 comprises two front wheels 2 and two rear wheels 2, at least two of which are drive wheels.

[0026] As shown in Figure 2, the vehicle 1 is equipped with a passenger compartment 3 designed to accommodate one or more users U, such as a driver DR and one or more passengers PG.

[0027] In the non-limiting embodiment shown in Figure 1, the vehicle 1 comprises an electric powertrain system 4 configured to deliver drive torque to at least two drive wheels 2 located on the front axle of the road vehicle 1 (i.e., the vehicle is front-wheel drive).

[0028] In other non-limiting embodiments not shown, the powertrain system 4 is located on the rear axle (i.e., the vehicle is rear-wheel drive).

[0029] In further non-limiting embodiments not shown, the powertrain system 4 is located on both of the aforementioned axles (i.e., the vehicle is all-wheel drive).

[0030] In particular, each single-axle drive can be defined by a single electric motor 5 coupled to a differential, or by a pair of electric motors 5, depending on the circumstances.

[0031] In particular, in the case of all-wheel drive, this drive system can be equipped with two electric motors 5 (one at the front and one at the rear), three electric motors 5, or an electric motor 5 for each wheel 2 of the road vehicle 1.

[0032] Vehicle 1 also includes a vehicle dashboard 6 positioned in front of the driver DR and potential occupant PG, which is of a known type and will not be described in detail below.

[0033] Advantageously, the vehicle 1 further comprises an interface system 7 configured to allow the driver DR to select a boost configuration PC, i.e., a plurality of first virtual gears 8 for acceleration configurations, and / or a release configuration RC, i.e., a plurality of second virtual gears 9 for deceleration configurations.

[0034] Specifically, the term "first virtual gear" refers to the positive longitudinal acceleration A of road vehicle 1. X It is understood that this means setting an upper limit on (and consequently, the driving force delivered to the wheels), while the term "second virtual gear" refers to the negative longitudinal acceleration of the road vehicle 1 without the brake pedal 11 acting on it - A X This is understood to mean setting a lower limit (and consequently, the braking force delivered to the wheels).

[0035] Preferably, the boost configuration PC corresponds to a vehicle state in which the only pedal operated by the driver DR is the accelerator pedal 10 which is pressed against the floorboard.

[0036] Preferably, the open configuration RC corresponds to a vehicle state (at least between the accelerator pedal 10 and the brake pedal 11) in which the pedals are not operated by the driver DR, so that the vehicle's deceleration is mainly determined by the resistance / braking (reverse driving) force generated by the electric motor 5 (as well as air friction and the vehicle's interaction with the road surface).

[0037] As shown in the non-limiting embodiment of Figure 3, the first virtual gear 8 each has a longitudinal velocity V X When the first longitudinal acceleration A changes in the boost configuration PC X The limiting profiles A, B, C, and D (i.e., profiles of deliverable power) are determined. In particular, by utilizing the characteristics of the electric powertrain system 4, it is possible to define an infinite number of intermediate profiles between the aforementioned limiting profiles and the maximum acceleration (i.e., power) that can be delivered.

[0038] As shown in the non-limiting embodiment of Figure 3, the second virtual gear 9 is each at speed V X When the second deceleration (i.e., negative acceleration A) occurs in the open configuration RC, the second deceleration occurs. X) Determine the limit profiles I, II, III, and IV. In particular, by utilizing the characteristics of the electric powertrain system 4, it is also possible to define an infinite number of intermediate profiles between the aforementioned limit profiles and the maximum deceleration that can be delivered.

[0039] In particular, acceleration limit profiles A, B, C, D and deceleration limit profiles I, II, III, IV are determined empirically, for example, in a manner similar to the selection of gear calibration for vehicles with known types of gearboxes and internal combustion engines.

[0040] More specifically, acceleration limiting profiles A, B, C, D and deceleration limiting profiles I, II, III, IV respectively do not require the use of an RPM limiting device, as in known systems including gearboxes and heat-absorbing motors, and all longitudinal speeds V X This allows for coverage (from 0 to maximum speed).

[0041] Advantageously, the vehicle 1 includes an electronic control unit 12 ("ECU" - schematically shown in Figures 1 and 2) configured to detect a first selection S' for one of the first virtual gears 8 and / or a second selection S'' for one of the second virtual gears 9 after the driver DR activates the interface system 7 during driving.

[0042] Furthermore, the control unit 12 is configured to control the delivery of drive torque to at least two drive wheels 2 according to a first selection S' and / or a second selection S''.

[0043] Therefore, the interface system 7 allows the driver DR to change selections S' and S'' as desired by selecting from the first virtual gear 8 and the second virtual gear 9 whichever the driver desires to use to navigate the next road section, for example, the next curve.

[0044] Although not essential, advantageously, the control unit 12 intervenes, in particular, in the processing of a plurality of data and in both the case of traveling along a straight section of road and when negotiating a curve, for example, by intervening in both the torque delivered to the drive wheels 2 by the electric motor 5 and the management of the active shock absorbers of the suspension, in order to adjust the behavior of the road vehicle 1.

[0045] Physically, the control unit 12 can be composed of a single device or of a plurality of separate devices that communicate with each other via the local network (for example, CAN, Ethernet, etc.) of the road vehicle 1.

[0046] Although not essential, advantageously, as shown in the non-limiting embodiment of FIG. 2, the interface system 7 comprises at least one first actuating device 13 operable by the right hand of the driver and at least one second actuating device 14 operable by the left hand of the driver DR.

[0047] According to some non-limiting embodiments, one of the first actuating device 13 and the second actuating device 14 is configured to enable the driver DR to select one of the first virtual gears 8, and the other of the first actuating device 13 and the second actuating device 14 is configured to enable the driver DR to select one of the second virtual gears 9.

[0048] According to other non-limiting embodiments, one of between the first actuating device 13 and the second actuating device 14 enables the driver DR to (manually) increase the acceleration A X limit (i.e., select an acceleration limit profile A, B, C, D or a deceleration limit profile I, II, III, IV higher than the current limit profile of the graph as shown in FIG. 3), and the other of the first actuating device 13 and the second actuating device 14 enables the driver DR to select an acceleration A XIt is configured to allow shifting down / reducing the limits (i.e., selecting acceleration limit profiles A, B, C, D or deceleration limit profiles I, II, III, IV that are lower than the current limit profile in the graph as shown in Figure 3).

[0049] While not essential, it is advantageous for the vehicle 1 to be equipped with a steering wheel 15 that can rotate around a central steering axis W.

[0050] Preferably, but not limited to, the first actuator 13 and the second actuator 14 are arranged to the right and left of the central steering axis W, respectively, particularly symmetrically, particularly opposite to each other, and extending radially from the central steering axis W.

[0051] In some non-specific cases, the actuator 13 is the right paddle (or right lever) 16, and the actuator 14 is the left paddle (or left lever) 17 of a known type of gear shift control assembly 18, which will not be described in further detail below.

[0052] In other non-exclusive cases not shown, actuators 13 and 14 are buttons, levers, or Manettino dials.

[0053] In further non-limiting cases not shown, actuators 13 and 14 are different from each other and selected from the devices shown above.

[0054] According to some preferred non-limiting embodiments, the actuator 13 (e.g., right paddle 16) allows the driver DR to perform discrete jumps J (as shown in the non-limiting embodiment of Figure 3), for example in a boost configuration. + Alternatively, acceleration A is achieved by a continuous shift Jc (i.e., one that allows for the delivery of higher drive torque) from one first virtual gear 8 to another higher gear, such as the graph shown in Figure 3. XIt is configured to allow for an increase in the limit. In this way, in contrast to vehicles with internal combustion engines and conventional gearboxes (which require shifting to a gear that reduces the acceleration available for the purpose of speed during the boost phase, i.e., moving from limit profile A to limit profile D), there is no limit to the speed that each gear can reach, so the driver DR can choose to improve performance during the boost phase by operating the actuator 13 and thereby increasing the power supplied by the motor (raising the acceleration limit profile as a function of speed), and thus essentially changing the choice S' from profile D to profile A.

[0055] This also applies to restriction profiles I, II, III, and IV (as shown in the non-limiting embodiment in Figure 3).

[0056] Similarly, though not limited, the actuator 14 (e.g., left paddle 17) can, for example, allow the driver DR in a release configuration to perform discrete jumps J (as shown in the non-limiting embodiment of Figure 3). - Alternatively, acceleration A can be increased by another continuous downward shift from the second virtual gear 9, as shown in the graph in Figure 3 (i.e., one that allows for higher resistance or reverse drive torque). X It is configured to allow for a reduction in the limit (i.e., an increase in deceleration). In this way, as in vehicles with internal combustion engines and conventional gearboxes (where the release phase requires shifting to a gear that increases engine resistance at the expense of speed, and speed moves, so to speak, from limit profile IV to limit profile I), the driver DR can choose in the release phase to increase the resistive torque of the electric motor 5 by operating the actuator 14, thereby increasing the resistance delivered by the motor (reducing the acceleration limit profile as a function of speed), and thus essentially changing selection S'' from profile IV to profile I.

[0057] While not essential, it is advantageous that road vehicle 1 is a high-performance sports vehicle, i.e., configured to perform laps on track 20.

[0058] According to some non-limiting embodiments, the first actuator 13 and the second actuator 14 each comprise two sub-devices 13', 14' configured to allow the driver DR to shift up or down the first virtual gear 8 and the second virtual gear 9, respectively. For example, to shift up or down the first virtual gear 8, there may be two different buttons + and -, or a bidirectional lever, or a pair of levers on either side of the steering wheel 15, i.e., each lever 16 and 17 may comprise two sub-levers.

[0059] A further aspect of the present invention provides a control method for an electric road vehicle driven by a driver (DR).

[0060] The method includes the step of providing an electric powertrain system 4 configured to deliver drive torque to at least two wheels 2 of a road vehicle 1.

[0061] The method further includes the step of determining a plurality of first virtual gears 8 for boost, i.e., acceleration configuration PC, and / or release, i.e., a plurality of second virtual gears 9 for deceleration configuration RC.

[0062] As described above, and as shown in the non-limiting embodiment in Figure 3, the first virtual gear 8 each controls the longitudinal velocity V X When the boost configuration PC changes, the first longitudinal acceleration A X Determine the limit profiles A, B, C, and D. Furthermore, preferably, the second virtual gear 9 is set to speed V. X When the second deceleration (i.e., negative acceleration A) changes within the open configuration RC, X Determine restriction profiles I, II, III, and IV.

[0063] Furthermore, the method includes the step of detecting a first selection S' for one of the first virtual gears 8 and / or a second selection S'' for one of the second virtual gears 9, following the activation of the interface system 7 by the driver DR during driving.

[0064] Finally, the present method provides that in a boost configuration PC, the drive torque is delivered to at least two drive wheels 2 according to a first selection S'.

[0065] Alternatively, the present method provides that in an open configuration RC, a resistive torque or reverse drive torque is delivered to at least two drive wheels 2 as a function of a second choice S''.

[0066] In some non-limiting cases, the second gear 9 corresponds to the first virtual gear 8. For example, in the non-limiting embodiment of Figure 3, the first gear B corresponds to the second gear IV, the first gear C corresponds to the second gear III, and so on.

[0067] In other words, in these cases, as shown in the non-limiting embodiment of Figure 3, the discrete jump J from gear C to gear B + When this is executed, the same jump J from Gear II to Gear III is performed. + This is performed, i.e., acceleration A of the first limit profile. X This increases, and the deceleration of the second limit profile - A X The acceleration decreases (vehicle 1 accelerates more abruptly and decelerates more gradually, as if shifting down from third gear to second gear in a conventional gearbox of an internal combustion powertrain system).

[0068] Similarly, a discrete jump J from gear B to gear C - When this is executed, the same jump J from Gear III to Gear II is performed. - This is performed, i.e., acceleration A of the first limit profile. X This decreases, and the deceleration of the second limit profile - A XThe acceleration rate increases (vehicle 1 does not accelerate as rapidly, and similarly decelerates more rapidly, as if shifting up from the second gear to the third gear in a conventional gearbox of an internal combustion powertrain system).

[0069] While not essential, it is advantageous for the driver DR to perform discrete jumps J - Whenever the interface system 7 is activated to bring about a change (for example, by activating the left paddle 17), the control unit 12 brings the torque peak to the wheel 2 in order to replicate the effect of a mechanical shift.

[0070] In other preferred non-restrictive cases, the first choice (S') and the second choice (S'') are independent of each other.

[0071] In other words, the driver DR is free to choose which virtual gears 8 and 9 to use for each configuration PC and RC, and the virtual gears are not connected or constrained by each other. This allows for a greater degree of freedom compared to conventional gearboxes (which allow engagement of one gear at a time, whether accelerating or decelerating). In contrast, the first gear 8 and the second gear 9 are not related in this case (i.e., they are independent and not constrained by each other), and the electric motor 5 can cover the entire speed range within the same virtual gears 8 and 9, making it possible to further customize the driver DR's driving experience and thus increase the driver's relevant enjoyment and engagement.

[0072] According to some preferred, non-limiting embodiments, the step of detecting the first selection S' is performed during use when the vehicle exits the curve 21 (see, for example, Figure 4).

[0073] Alternatively or additionally, preferably but not limited to, the step of detecting a second selection S'' is performed during use when the vehicle is approaching curve 21 (see, for example, Figure 4).

[0074] While not essential, it is advantageous for the interface system 7 to sequentially detect different variations of the first choice S' and the second choice S''. This is a series of discrete jumps J + , J - This allows for the simulation of a sequential gearbox, where the first gear 8 and the second gear 9 are shifted sequentially.

[0075] While not essential, advantageously, as soon as a change in the first selection S' or the second selection S'' is detected, the drive torque or reverse drive torque delivered to the drive wheels 2 by the powertrain system 4 changes immediately in accordance with the change in selection S', S''.

[0076] According to the preferred but non-limiting embodiment shown in Figure 3, each of the first limiting profiles A, B, C, and D is the maximum acceleration A for the powertrain system 4. XM + Until it reaches speed V within the boost configuration PC, X As the value increases, acceleration A X Determine the increasing trend of restrictions.

[0077] In a consistent, preferred but non-limiting embodiment of Figure 3, each of the second limiting profiles I, II, III, and IV is a velocity V X As the open configuration RC increases, the maximum deceleration A for the powertrain system 4 increases. XM - The deceleration limit tends to increase until it reaches (i.e., acceleration A X (Determining a downward trend)

[0078] In other words, for a boosted PC configuration (and vice versa for an open RC configuration), the speed V within a given range X For comparison, acceleration A X This is the maximum acceleration profile A of powertrain system 4. XM + (A XM -It increases (decreases) until it reaches ). Maximum acceleration profile A at each inflection point FP'(FP''). XM + (A XM - When it reaches ), each of the first (second) profiles A, B, C, D (I, II, III, IV) is the maximum acceleration profile A of the powertrain system 4 in boost configuration PC (unlocked configuration RC). XM + (A XM - ) follows, which clearly cannot be exceeded for reasons relating to the design of road vehicle 1, longitudinal speed V X It decreases as increases.

[0079] In particular, the maximum acceleration profile A of powertrain system 4 XM + (A XM - The power is calculated as a function of the model of road vehicle 1, that is, as a function of the weight of road vehicle 1 and the traction force installed on road vehicle 1 (i.e., the power of the vehicle battery pack that supplies power to the electric motor 5).

[0080] According to some non-limiting embodiments, a shift (or jump) J from a first gear 8 to another gear, or from a second gear 9 to another gear is possible. + , J occurs discretely as a result of the operation of the interface system 7 by the driver DR. For example, as occurs in a known type of continuous gearbox, the driver DR pulls the right paddle 16 back toward himself to increase the gear 8, which is acceleration A X To increase the deceleration, the gear shifts discontinuously, i.e., discretely, to the next (e.g., higher) gear 8. Clearly, as an example, the left paddle 17 is operated for a variation in virtual gear 9, and therefore deceleration-A. X The same thing happens when you increase it.

[0081] Alternatively or additionally, shifts from the first gear 8 to another gear, and / or from the second gear 9 to another gear, occur sequentially as a result of prolonged operation of the interface system 7 by the driver DR, i.e., operation exceeding the minimum operating time (for example, in a sequential shift Jc between limiting profiles B and A, as shown in the non-limiting embodiment of Figure 3, or in a sequential shift between limiting profile D and an intermediate value between profile B and profile C, as shown in Figure 4). In particular, the first selection S' and / or the second selection S'' are equal to the first gear 8 and / or the second gear 9 reached when the operation of the interface system 7 is interrupted.

[0082] While not essential, a minimum operating time of 400ms or more, especially 500ms or more, is advantageous.

[0083] In other words, if the driver DR operates the interface system 7 for a long time (non-impact) beyond the minimum operating time (e.g., by holding the right paddle 16 back), selection S' (and potentially not limited to S'') will shift continuously on the graph shown in Figure 3, i.e., the acceleration will continuously increase or decrease (e.g., from profile C to profile A) until the moment the operation of the interface system 7 is interrupted (e.g., until the driver DR releases the right paddle 16), and the first selection S' or the second selection S'' will be defined as the selection corresponding to the moment the operation is interrupted. In this way, in addition to the previously determined first gear 8 and second gear 9, the driver DR can select any intermediate first gear 8 or second gear 9, and thus the flexibility of the electric powertrain system 4 can be utilized, which allows for the definition of potentially infinite intermediate gears, and thus the maximum acceleration maximum A XM + and small acceleration A XM - This makes it possible to utilize the entire range defined between them. In short, the driver DR is given the option to move fluidly / continuously between one virtual gear 8, 9 and another virtual gear.

[0084] While not essential, a negative jump J between the first gear 8 or the second gear 9, as shown in the non-limiting embodiment of Figure 4, is advantageous. - The first gear occurs discretely (always), while the positive shift Jc between the first and second gears occurs continuously once the minimum operating time is exceeded.

[0085] According to a preferred but non-limiting embodiment, for example, if the first actuator 13 and the second actuator 14 are monostable devices (i.e., having a single operating position and one resting position, such as a known type of push button or gear shift paddle), the method includes resetting the first selection S' and / or the second selection S' when the first event and / or the second event occur, respectively. The term “reset” is understood to mean “return to default value.” If the first selection S' and / or the second selection S'' are already equal to their respective default values, there is no change; however, if the first selection S' and / or the second selection S'' are different from their respective default values, they are “reset,” i.e., returned to their respective values. Preferably, the default value of the first selection S' is different from the default value of the second selection S''. This makes it possible to use the same control (e.g., the right paddle) for both the first selection S' and the second selection S' upshifts (and similarly for the left paddle in the case of downshifts).

[0086] In particular, the first selection S' is reset (for example, to the first limit profile D) as the vehicle approaches the curve 21, especially after braking on the driver DR's side. In other words, the first event is the start of the braking operation, i.e., as soon as the driver presses the brake pedal 11, the first selection S' is reset. This is because the driver is exiting the curve 21, and the maximum acceleration profile A XM + This allows for manual intervention by increasing the power delivered by changing selection S' until the corresponding limit profile is potentially reached.

[0087] Alternatively or additionally, and not limited to, the second option S'' is reset (for example, to the second limit profile IV corresponding to the smallest deceleration profile) as the vehicle exits the curve 21 following (maximum) acceleration by the driver DR, i.e., when the accelerator pedal 10 reaches the limit switch, or as soon as the accelerator pedal 10 is pressed by the driver DR as the vehicle exits the curve 21.

[0088] Therefore, although not essential, preferably, the method further includes the step of identifying a curve 21 of the track 20 according to a known method not described in further detail below, and each step of entering and exiting the curve.

[0089] While not essential, it is advantageous that when the drive is partially controlled by the driver (i.e., when the accelerator pedal 10 is partially depressed, in other words, when the accelerator pedal 10 is not fully released and not fully depressed), the drive and / or reverse drive torque delivered is equal to the speed V of the road vehicle. X As a function of , it is an interpolation (essentially linear) between the first restriction profiles A, B, C, D shown by selection S' and the second restriction profiles I, II, III, IV shown by selection S''.

[0090] In the non-limiting embodiment of Figure 3, the upper and lower parts of the graph represent the boost configuration PC and the open configuration RC, respectively, as described above.

[0091] The non-limiting embodiment in Figure 4 shows a non-limiting example in which a driver DR in vehicle 1 navigates a curve 21 on track 20. In particular, the graph below track 20 shows the distance DS in meters, selections S' and S'', and longitudinal speed V, based on the driver DR's selection. XThis shows the changes as a function of the pressure profile 10' of the accelerator pedal 10 and the pressure profile 11' of the brake pedal 11. Specifically, as the driver DR approaches curve 21, he arrives with selection S' set to limit profile B and selection S'' set to limit profile IV. Specifically, upon reaching point 22, the driver DR activates the second actuator 14 and performs a negative discrete jump J - Then the first downshift is performed, thus changing selection S' to profile C and selection S'' to profile III. Similarly, upon reaching point 23 on track 20, driver DR activates the second actuator 14 again, and the negative discrete jump J - This performs a second downshift, thus changing selection S' to profile D and selection S'' to profile II (thus further increasing the resistance provided by the motor brake of powertrain system 4 during braking), thus allowing the vehicle to navigate the curve in both boost configuration PC and release configuration RC.

[0092] Upon passing the chord length point of curve 21 and exiting it, the driver DR activates the first actuator 13 at point 24 and continues to operate it for a time exceeding the minimum operating time up to point 25, thus resulting in a continuous increase Jc for both selection S' and selection S''. In this way, the gear increase, and therefore the delivered torque fluctuation, occurs continuously up to the intermediate acceleration profile between profile B and profile C and the intermediate deceleration profile between profile III and profile IV.

[0093] In this particular example, the first choice S' and the second choice S'' are constrained by each other. In other non-restrictive examples not illustrated, the first choice S' and the second choice S'' are independent of each other.

[0094] While not essential, it is advantageous for the vehicle to be equipped with an actuation system in the manner described above, which allows the driver to alternatively drive by selecting either a driving mode having multiple virtual gears (with customized torque delivery) or a driving mode having a single gear (like known types of electric vehicles) in which drive torque delivery is delegated to an electronically controlled system.

[0095] As a result, during use, the driver DR shifts virtual gears 8 and 9 as desired, and thus longitudinal acceleration A X Limiting profiles A, B, C, D, I, II, III, IV are set to longitudinal velocity V x This can be arbitrarily changed, thereby altering the proportion of torque transmitted to the drive wheels 2 by the powertrain system 4. In particular, gear shifting is performed via the interface system 7, for example, paddles 16 and 17.

[0096] While the present invention described above particularly refers to very precise exemplary embodiments, it should not be considered limited to these exemplary embodiments, and all variations, modifications, or simplifications encompassed by the appended claims are included within its scope, such as different types of electric drives, different types of interface systems, different numbers of virtual gears, etc.

[0097] The apparatus, automobile, and method described above have many advantages.

[0098] Firstly, the present invention enables the driver to personally adjust the torque delivered by the electric powertrain system to obtain a more appealing driving mode that better matches the driver's desired emotions at a given moment or curve. This also allows for a greater degree of driver involvement by achieving anticipated or delayed longitudinal and lateral dynamic behavior compared to the potential operation of an automatic electronic control system.

[0099] Similarly, the present invention makes it possible to potentially independently and therefore in a more customized way adjust the level of regeneration provided by deceleration (or reverse driving force), i.e., motor braking. In other words, the limitations arising from the mechanical constraints of vehicles equipped with internal combustion engine systems are eliminated.

[0100] A further advantage of the present invention is that the driving experience appears more customizable, and the joy of driving is enhanced by the fact that the acceleration provided by gear shifts is reproduced.

[0101] Furthermore, the present invention makes it possible to avoid the use of traction control and thus leave the management of excessive torque to the driver's discretion, which can always shift up or down to manage it, and as a result, performance is not entirely entrusted to an electronic control system.

[0102] Finally, the control method described above is easy and inexpensive to implement in road vehicle 1 because it can be fully implemented via software, utilizing the architecture already commonly present in road vehicle 1, without requiring any additional physical components. It is important to note that the method described above does not require large computing power or a considerable amount of memory, and therefore can be implemented in known control units without requiring upgrades or development. [Explanation of Symbols]

[0103] 1 vehicle 2 wheels 3 Cabin 4. Electric Powertrain System 5 Electric motor 6. Vehicle Dashboard 7 Interface System 8. First Virtual Gear 9. Second Virtual Gear 10. Accelerator pedal 11 Brake pedal 12 Control Unit 13. First actuator 14. Second actuator 15 Steering Wheel 16 Right paddle 17 Left paddle 18 Control Assembly 20 track 21 Curve 22 downshift points 23 downshift points 24. Start of the shift-up section 25 End of the shift-up section A First Limit Profile A X Longitudinal acceleration A XM - maximum deceleration A XM + maximum acceleration B. First restriction profile (A, B, C, D) C. First restriction profile (A, B, C, D) D. First restriction profile (A, B, C, D) DS distance DR Driver FP' Inflection point PC FP'' Inflection point RC I. Second restriction profile (I, II, III, IV) II. Second Limitation Profile (I, II, III, IV) III. Second Limitation Profile (I, II, III, IV) IV. Second Limitation Profile (I, II, III, IV) J - Discrete negative jumps J + Discrete positive jumps J C Consecutive jumps PC Boost Configuration PG Crew RC release configuration S' First choice (S') S'' Second choice (S'') V XLongitudinal velocity W Center steering axis (W)

Claims

1. A method for controlling an electric road vehicle (1) driven by a driver (DR), wherein the electric road vehicle (1) comprises an electric powertrain system (4) configured to deliver driving torque to at least two wheels (2) of the road vehicle (1), and the method is: - Boost configuration (PC), i.e., acceleration (A Ｘ A step of determining a plurality of first virtual gears (8) for ) the speed (V Ｘ As the first acceleration (A) changes within the boost configuration (PC), Ｘ ) Determining the restriction profiles (A, B, C, D), and the steps for determining these profiles, - A step of detecting a first selection (S') for one of the first virtual gears (8) following the operation of the interface system (7) by the driver (DR) during driving, A method comprising the step of delivering drive torque to at least two wheels (2) in the boost configuration (PC) according to the first selection (S').

2. - Open configuration (RC), i.e., deceleration (-A Ｘ A step of determining a plurality of second virtual gears (9) for the speed (V Ｘ As the second deceleration (-A) changes in the open configuration (RC), Ｘ ) Determining the restriction profile (I, II, III, IV), and the steps for determining the restriction profile, - A step of detecting a second selection (S'') for one of the second virtual gears (9) following the operation of the interface system (7) by the driver (DR) during driving, - In the release configuration (RC), the steps include delivering reverse drive torque to the at least two wheels (2) according to the second selection (S''), The method according to claim 1, further comprising:

3. The method according to claim 2, wherein the first selection (S') and the second selection (S'') are independent of each other.

4. The method according to claim 2, wherein the step of detecting the first selection (S') is performed when the vehicle (1) is exiting a curve, and / or the step of detecting the second selection (S'') is performed while the vehicle (1) is approaching a curve during use.

5. The method according to claim 2, wherein during the detection step, the interface system (7) sequentially detects several variations of the first selection (S') and / or the second selection (S'').

6. The method according to claim 2, wherein the variation in the drive or reverse drive torque is delivered immediately after the variation in the first selection (S') or the second selection (S'').

7. Each second limit profile (I, II, III, IV) is such that as the speed (V Ｘ ) increases in the release configuration (RC), the maximum deceleration (A XM － ) of the power train system (4) is reached, the method according to claim 2, which determines a tendency for an increase in the deceleration (-A Ｘ ).

8. Each of the first limit profiles (A, B, C, D) is defined by the speed (V Ｘ As the boost configuration (PC) increases, the maximum acceleration A of the powertrain system (4) XM ＋ Until it reaches, acceleration (A Ｘ The method according to claim 1, for determining an increasing trend in the limit.

9. The method according to claim 1, wherein shifts from a first gear (8) to another gear, or from a second gear (9) according to claim 2 to another gear, occur discretely as a result of the driver's (DR) operation of the interface system (7).

10. The method according to claim 1, wherein the shift from one first gear (8) to another gear, and / or from one second gear (9) to another gear according to claim 2, occurs continuously as a result of prolonged operation of the interface system (7) by the driver (DR), i.e., operation exceeding the minimum operating time, and the first selection (S'), and / or the second selection (S'') according to claim 2, is equal to the first gear (8) and / or the second gear (9) reached at the time of interruption of the operation.

11. The method according to claim 10, wherein the minimum operating time is 400 ms or more.

12. The method according to claim 2, wherein the first selection (S') and / or the second selection (S'') are reset when the first event and / or the second event occur, respectively.

13. The method according to claim 12, wherein the first event is approaching the curve, and / or the second event is exiting the curve.

14. The method according to claim 13, wherein the first event is braking by the driver (DR), and / or the second event is acceleration by the driver (DR).

15. In the case of biasing by the driver (DR), the driving and / or reverse driving torque delivered is such that the speed (V) of the road vehicle (1) Ｘ The method according to claim 2, wherein the interpolation is between the current first constraint profile (A, B, C, D) and the current second constraint profile (I, II, III, IV) as a function of ).

16. Road vehicle (1), - Four wheels (2) in which at least two wheels (2) are driven, - An electric powertrain system (4) configured to deliver driving torque to at least two of the drive wheels (2), - Boost configuration (PC), i.e., acceleration (A Ｘ An interface system (7) configured to allow a driver (DR) to select a plurality of first virtual gears (8) for the purpose of speed (V Ｘ As the first acceleration (A) changes in the boost configuration (PC), Ｘ ) An interface system that determines the restriction profiles (A, B, C, D), A road vehicle (1) comprising: a control unit (12) configured to detect a first selection (S') for one of the first virtual gears (8) following the operation of the interface system (7) by the driver (DR) while driving, and to control the delivery of drive torque to the at least two drive wheels (2) in accordance with the first selection (S').

17. The interface system (7) is configured such that the driver (DR) is in an open configuration (RC), i.e., deceleration (-A Ｘ It is configured to allow the selection of multiple second virtual gears (9) for the following: Each of the second virtual gears (9) controls the speed (V Ｘ As the second deceleration (-A) changes in the open configuration (RC), Ｘ Determine the restriction profile (I, II, III, IV), The road vehicle (1) according to claim 16, wherein the control unit (12) is configured to detect a second selection (S'') for one of the second virtual gears (9) following the operation of the interface system (7) by the driver (DR) during operation, and to control the delivery of drive torque to the at least two drive wheels (2) according to the second selection (S'').

18. The interface system (7) comprises at least one first actuator (13) that can be operated by the driver's (DR) right hand, and at least one second actuator (14) that can be operated by the driver's (DR) left hand. The road vehicle (1) according to claim 17, wherein one of the first actuator (13) and the second actuator (14) is configured to allow the driver (DR) to select one of the first virtual gears (8), and the other of the first actuator (13) and the second actuator (14) is configured to allow the driver (DR) to select one of the second virtual gears (9).

19. It is equipped with a steering wheel (15) that can rotate around a central steering axis (W), The road vehicle (1) according to claim 18, wherein the first actuator (13) and the second actuator (14) are positioned to the right and left of the central steering axis (W), respectively, and extend radially from the central steering axis (W).

20. The road vehicle (1) according to claim 19, wherein the first actuator (13) and the second actuator (14) are arranged symmetrically to the right and left of the central steering axis (W), respectively.

21. The road vehicle (1) according to claim 19, wherein the first actuator (13) and the second actuator (14) are arranged opposite to each other to the right and left of the central steering axis (W), respectively.

22. The road vehicle (1) according to claim 18, wherein the first actuator (13) and the second actuator (14) each comprise two sub-devices configured to enable the driver (DR) to shift up or down the first virtual gear (8) and the second virtual gear (9), respectively.

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