Control device for vehicle

Abstract

To provide a control device for vehicle that can prevent a driver from experiencing a lack of torque when a drive device is switched from an automatic driving range to a manual driving range.SOLUTION: (a) A required driving torque map MAPtr in which a required driving torque Trdem is obtained on the basis of a vehicle speed V and an accelerator opening θacc is stored. (b) Regarding the required driving torque Trdem obtained on the basis of the required driving torque map MAPtr in a case where the vehicle speed V and the accelerator opening θacc are the same, the low side of multiple manual ranges is increased compared to the high side. (c) When a shift device 50 is manually operated and a drive device 12 is switched from an automatic driving range to one initial range among the multiple manual ranges, the initial range is set such that the driving torque Tr in the initial range immediately after switching is increased according to the magnitude of the driving torque Tr in the automatic driving range just before switching.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for a vehicle equipped with an electric motor. [Background technology]

[0002] There is known a control device for a vehicle equipped with a drive unit including an electric motor and a power transmission device that transmits the power of the electric motor to drive wheels, and a shift switching device that is manually operated to select one of a plurality of shift positions (also synonymous with shift ranges) of the drive unit. For example, the one described in Patent Document 1 is such a control device. In the vehicle described in Patent Document 1, there are two shift ranges for forward driving: a D range that is an automatic drive range, and an L range that is a manual drive range. Note that the automatic drive range is a range in which the drive torque transmitted from the drive unit to the drive wheels is automatically switched, and the manual drive range is a range in which the drive torque is switched by manual operation. Patent Document 1 also discloses that a characteristic (e.g., a map) for determining a target value (also synonymous with a required value) of the drive torque based on the vehicle speed and the accelerator operation amount is set in advance for each shift range, and that the map for the L range is set so that the target value of the drive torque is larger than that of the map for the D range if the vehicle speed and the accelerator operation amount are the same. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2009-77585 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, there may be cases where the drive device has multiple manual drive ranges. In this case, when the automatic drive range D-range is switched to one of the multiple manual drive ranges, the driver may feel a torque shortage depending on the manual drive range immediately after the switch.

[0005] The present invention has been made against the background of the above circumstances, and its purpose is to provide a vehicle control device that can prevent the driver from feeling a lack of torque when the drive device is switched from the automatic drive range to the manual drive range. [Means for solving the problem]

[0006] The gist of the present invention is a control device for a vehicle including a drive device including an electric motor and a power transmission device that transmits power of the electric motor to drive wheels, and a shift switching device that is manually operated to select one of an automatic drive range and a plurality of manual drive ranges of the drive device, the control device storing (a) drive torque characteristics for determining a drive torque based on a vehicle speed and an accelerator operation amount that are respectively predetermined for the plurality of manual drive ranges and the automatic drive range, and (b) the drive torque determined based on the drive torque characteristics when the vehicle speed and the accelerator operation amount are the same is greater than that of the plurality of automatic drive ranges, and the control device storing (a) a drive torque characteristic for determining a drive torque based on a vehicle speed and an accelerator operation amount that are predetermined for the plurality of manual drive ranges and the automatic drive range, and (b) a drive torque determined based on the drive torque characteristic when the vehicle speed and the accelerator operation amount are the same is greater than that of the plurality of automatic drive ranges, and the control device storing (b) a drive torque characteristic for determining a drive torque based on the drive torque characteristic when the vehicle speed and the accelerator operation amount are the same ... (c) the driving torque calculated based on the driving torque characteristics when the vehicle speed and the accelerator operation amount are the same is increased on the low side of the plurality of manual driving ranges compared to the high side; and (d) when the shift switching device is manually operated to switch the drive device from the automatic driving range to one of the plurality of initial ranges of the manual driving ranges, the initial range is set so that the driving torque of the initial range immediately after switching becomes larger depending on the magnitude of the driving torque of the automatic driving range immediately before switching. Effect of the Invention

[0007] According to the vehicle control device of the present invention, (a) the driving torque characteristics for determining the driving torque based on the vehicle speed and the accelerator operation amount, which are respectively predetermined for the multiple manual driving ranges and the automatic driving range, are stored, (b) the driving torque determined based on the driving torque characteristics when the vehicle speed and the accelerator operation amount are the same is increased in the multiple manual driving ranges compared to the automatic driving range, (c) the driving torque determined based on the driving torque characteristics when the vehicle speed and the accelerator operation amount are the same is increased on the low side of the multiple manual driving ranges compared to the high side, and (d) when the drive device is switched from the automatic driving range to one of the multiple initial ranges by manually operating the shift switching device, the initial range is set so that the driving torque of the initial range immediately after switching is large according to the magnitude of the driving torque of the automatic driving range immediately before switching. Therefore, compared to the case where the initial range of the manual driving range is set regardless of the driving torque in the automatic driving range immediately before switching, the driver is prevented from feeling a torque shortage. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle to which the present invention is applied, and is also a diagram illustrating main parts of control functions and a control system for various controls in the vehicle. [Diagram 2] FIG. 2 is a diagram illustrating an example of a shift switching device. [Diagram 3] FIG. 4 is a diagram illustrating an example of a required drive torque map. [Figure 4] 11 is a diagram for explaining a method of setting an initial range when switching from the D range to one of the initial ranges of the manual ranges. FIG. [Diagram 5] 4 is an example of a flowchart illustrating a main part of a control operation of an electronic control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. EXAMPLES

[0010] FIG. 1 is a diagram for explaining a schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining main parts of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes a first drive unit 12l, a second drive unit 12r, a first drive wheel 14l, a second drive wheel 14r, and a case 16 attached to the vehicle body. The first drive unit 12l is a drive unit on the left side facing the front of the vehicle 10, that is, on the left side in the vehicle width direction, and the second drive unit 12r is a drive unit on the right side in the vehicle width direction. The first drive wheel 14l is a drive wheel on the left side in the vehicle width direction, and the second drive wheel 14r is a drive wheel on the right side in the vehicle width direction.

[0011] The first drive device 12l includes a first electric motor MG1 and a first power transmission device 18l. The second drive device 12r includes a second electric motor MG2 and a second power transmission device 18r. The first drive device 12l and the second drive device 12r are basically configured symmetrically. When the first drive device 12l and the second drive device 12r are not particularly distinguished from each other, they are referred to as drive devices 12. When the first drive wheels 14l and the second drive wheels 14r are not particularly distinguished from each other, they are referred to as drive wheels 14. When the first electric motor MG1 and the second electric motor MG2 are not particularly distinguished from each other, they are referred to as electric motors MG. When the first power transmission device 18l and the second power transmission device 18r are not particularly distinguished from each other, they are referred to as power transmission devices 18.

[0012] The electric motor MG is a rotating electric machine, and is a so-called motor generator. The electric motor MG is connected to a battery 32 provided in the vehicle 10 via an inverter 30 provided in the vehicle 10. The battery 32 is an electricity storage device that supplies and receives electric power to the electric motor MG. The electric motor MG has an MG torque Tmg [Nm], which is an output torque of the electric motor MG, controlled by an electronic control device 80 described later. The electric motor MG is provided in a case 16. The vehicle 10 is an electric vehicle equipped with the electric motor MG that functions as a power source for traveling.

[0013] The power transmission device 18 includes a counter gear 20 (first counter gear 20l, second counter gear 20r) and a hypoid gear 22 (first hypoid gear 22l, second hypoid gear 22r) which are a pair of parallel shaft gears housed within the case 16. The power transmission device 18 also includes a drive shaft 24 (first drive shaft 24l, second drive shaft 24r).

[0014] The rotating shaft of one gear of the counter gear 20 is integrally connected to the rotor shaft of the electric motor MG. The rotating shaft of the other gear of the counter gear 20 is integrally connected to the rotating shaft of one gear of the hypoid gear 22. The rotating shaft of the other gear of the hypoid gear 22 is integrally connected to the drive shaft 24. The power transmission device 18 transmits the power of the electric motor MG to the driving wheels 14 via the counter gear 20, the hypoid gear 22, the drive shaft 24, etc. Note that the MG torque Tmg of the electric motor MG transmitted to the driving wheels 14 corresponds to the "power" in the present invention, and "power" is synonymous with driving force, torque, and force. The counter gear 20 functions as a reduction gear. The hypoid gear 22 transmits the power to the driving wheels 14 while reducing the speed. Note that the driving wheels 14 may be the front wheels or the rear wheels.

[0015] FIG. 2 is a diagram for explaining an example of a shift switching device. As shown in FIG. 2(a), the vehicle 10 is equipped with a shift device 50 having an operating member (not shown) that is operated by the driver to one of a plurality of operating positions POSop. The shift device 50 is an example of a shift switching device that is manually operated to selectively switch a plurality of shift positions (also synonymous with shift range Rsh) of the drive device 12. The shift device 50 corresponds to the "shift switching device" in the present invention. The operating position POSop is a signal that indicates a selected state of a power transmission state in the drive device 12, and includes, for example, P, R, D, +, - operating positions. The shift range Rsh indicates a power transmission state of the drive device 12, and includes, for example, P, R, D, 3, 2, L ranges. The P (parking) operating position indicates a selected state of the P range of the drive device 12, in which the drive device 12 is in a neutral state and a rotating member that rotates together with the drive wheels 14 is mechanically fixed so as not to rotate. The R (reverse running) operating position represents a selected state of the R range of the drive device 12 that enables reverse running. The D (forward running) operating position represents a selected state of the D range of the drive device 12 that enables forward running. The + operating position represents a selected state of switching the shift range Rsh to the high side (high vehicle speed side), i.e., the high range side, in the D, 3, 2, and L ranges of the drive device 12 that enable forward running, i.e., the forward running ranges. Switching to the high range side is, for example, an up-range in which the shift range Rsh is switched from the L range to the 2 range, or from the 2 range to the 3 range. The - operating position represents a selected state of switching the shift range Rsh to the low side (low vehicle speed side), i.e., the low range side, in the forward running range. Switching to the low range side is, for example, a down-range in which the shift range Rsh is switched from the D range to the 3 range, or from the 3 range to the 2 range. The 3, 2, and L ranges are manual ranges that are selected by manual operation to the + and - operating positions. The D range corresponds to the "automatic driving range" in the present invention, and the manual range corresponds to the "manual driving range" in the present invention.

[0016] As shown in FIG. 2B, the vehicle 10 may be equipped with a manual operation device 54 for selecting the manual range by the steering wheel 52. The manual operation device 54 is an example of a shift switching device that is manually operated to selectively switch the shift range Rsh, particularly the manual range. The manual operation device 54 has - switches 56 on the left and right on the front of the steering wheel 52, i.e., on the driver's side. The manual operation device 54 has + switches 58 on the left and right on the back of the steering wheel 52. The - switch 56 has a function equivalent to the - operation position of the shift device 50, and the + switch 58 has a function equivalent to the + operation position of the shift device 50. The operation of the - switch 56 and the + switch 58 is valid, for example, in the D range, and the manual range is switched by the operation.

[0017] Returning to Fig. 1, the vehicle 10 is equipped with an electronic control device 80 as a controller including a control device of the vehicle 10 related to the control of the electric motor MG and the like. The electronic control device 80 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, and the like. The electronic control device 80 performs various controls of the vehicle 10 by the CPU performing signal processing according to a program previously stored in the ROM while utilizing the temporary storage function of the RAM. The electronic control device 80 corresponds to the "control device" in the present invention.

[0018] The electronic control device 80 receives various signals (e.g., -switch (down range) signal Sdr, +switch (up range) signal Sur, vehicle speed V [km / h], MG1 rotation speed Nmg1 [rpm], MG2 rotation speed Nmg2 [rpm], accelerator opening θacc [%] as the amount of accelerator operation by the driver, operation position POSop, etc.) based on detection values ​​from various sensors (e.g., -switch 56, +switch 58, vehicle speed sensor 60, MG1 rotation speed sensor 62, MG2 rotation speed sensor 64, accelerator opening sensor 66, operation position sensor 68, etc.) provided in the vehicle 10. The electronic control device 80 outputs various command signals (e.g., MG control signal Smg, etc.) to each device (e.g., inverter 30, etc.) provided in the vehicle 10. The accelerator opening θacc corresponds to the "amount of accelerator operation" in the present invention.

[0019] The electronic control device 80 stores, for example, a required driving torque map MAPtr. The electronic control device 80 calculates a required driving torque Trdem, which is a driver's required amount of driving torque Tr [Nm] for the vehicle 10, by applying the actual accelerator opening θacc and vehicle speed V to the required driving torque map MAPtr. The required driving torque map MAPtr is a relationship for calculating the required driving torque Trdem, which is obtained experimentally or by design and stored in advance, that is, a predetermined relationship. The required driving torque map MAPtr is a "driving torque characteristic" for calculating the required driving torque Trdem based on the vehicle speed V and the accelerator opening θacc, and different driving torque characteristics are set for each shift range Rsh of the drive device 12. The required driving torque map MAPtr corresponds to the "driving torque characteristic" in the present invention. The electronic control device 80 outputs the MG control signal Smg to realize the required driving torque Trdem. Since the electronic control device 80 controls the driving torque Tr so as to realize the required driving torque Trdem, the driving torque Tr is synonymous with the required driving torque Trdem.

[0020] Fig. 3 is a diagram for explaining an example of the required driving torque map MAPtr. Fig. 3(a) shows the required driving torque map MAPtr used, for example, in the case of the D range. In Fig. 3(a), the required driving torque map MAPtr shows a predetermined relationship for determining the required driving torque Trdem that changes depending on the vehicle speed V and the accelerator opening θacc on a two-dimensional coordinate system with the horizontal axis representing the vehicle speed V and the vertical axis representing the required driving torque Trdem.

[0021] FIG. 3B shows the required drive torque map MAPtr used in the D range and the manual range (3, 2, L range) when the accelerator opening θacc is 50%. In FIG. 3B, the required drive torque map MAPtr in the D range is shown by a thick line, and serves as a reference. In the required drive torque map MAPtr in the manual range, the required drive torque Trdem is set to be larger if the vehicle speed V is the same, compared to the required drive torque map MAPtr in the reference D range. In the required drive torque map MAPtr in the manual range, if the vehicle speed V is the same, the required drive torque Trdem is set to be larger in order on the low range side (L range side). Although not shown, the setting of the required drive torque map MAPtr for each shift range Rsh has a similar tendency even when the accelerator opening θacc is other than 50%. That is, multiple required driving torque maps MAPtr (for L range, 2 range, and 3 range) for driving in the manual range are prepared, which correspond to the same accelerator opening θacc as the required driving torque map MAPtr for driving in the D range. In this way, in the required driving torque map MAPtr, when the vehicle speed V and accelerator opening θacc are the same, the required driving torque Trdem is increased on the low range side compared to the high range side.

[0022] The electric motor control unit 88 (see FIG. 1) of the electronic control unit 80 switches the required drive torque map MAPtr in accordance with the shift range Rsh selected by the shift device 50 or the manual operation device 54. For example, when in the D range, if the shift device 50 is manually operated to the - operation position or the - switch 56 of the manual operation device 54 is manually operated once, i.e., a downrange operation is performed once, the required drive torque map MAPtr for the 3rd range is used, and if a downrange operation is performed once, the required drive torque map MAPtr for the 2nd range is used. Also, when in the 2nd range, if the shift device 50 is manually operated to the + operation position or the + switch 58 of the manual operation device 54 is manually operated once, i.e., an uprange operation is performed once, the required drive torque map MAPtr for the 3rd range is used.

[0023] The vehicle 10 can select from a plurality of preset driving modes, for example, a normal mode and a sports mode (power mode). The normal mode is a driving mode that places more importance on reducing electricity consumption (=drivable distance) than improving power performance compared to the sports mode, that is, a driving mode control style that enables driving in a state in which reducing electricity consumption is prioritized over improving power performance compared to the sports mode. The sports mode is a driving mode that places more importance on improving power performance than reducing electricity consumption compared to the normal mode, that is, a driving mode control style that enables driving in a state in which improving power performance is prioritized over reducing electricity consumption compared to the normal mode.

[0024] Returning to Fig. 1, the electronic control device 80 functionally comprises a switching operation determination unit 82, a data acquisition unit 84, an initial range setting unit 86, and an electric motor control unit 88.

[0025] The switching operation determination unit 82 determines whether the vehicle 10 is traveling in D range, and, if the vehicle 10 is traveling in D range, determines whether the shift device 50 has been manually operated to switch from D range to manual range.

[0026] When the shift operation determination unit 82 determines that the shift device 50 has been manually operated to switch from the D range to the manual range, the data acquisition unit 84 acquires driving data including the driving torque Tr (=required driving torque Trdem) while driving in the D range, the driving mode, and, if necessary, the friction coefficient μ of the road surface. Specifically, the driving torque Tr while driving in the D range is acquired by applying the actual vehicle speed V and accelerator opening θacc to the required driving torque map MAPtr in the D range. For example, when the vehicle 10 is equipped with a traction control system that controls the driving wheels 14 so that they do not slip while driving on a slippery low μ road such as an icy road or a gravel road, the friction coefficient μ of the road surface is calculated based on the driving torque Tr and the vehicle weight at the time when the driving wheels 14 change from a spinning state to a non-spinning state.

[0027] When the data acquisition unit 84 acquires the driving data in the D range, the initial range setting unit 86 sets one of the multiple manual ranges as the initial range based on the driving data. Depending on the magnitude of the driving torque Tr (=required driving torque Trdem) while driving in the D range, an initial range in which the driving torque Tr (=required driving torque Trdem) in the switched manual range becomes large is set. The initial range is the one range to which the driving device 12 is switched from the D range to one of the multiple manual ranges by manually operating the shift device 50. In other words, the initial range is the range immediately after switching from the D range to the manual range.

[0028] FIG. 4 is a diagram for explaining a method of setting an initial range when switching from the D range to one of the initial ranges among the manual ranges. As shown in FIG. 4, when the driving torque Tr during driving in the D range is less than the driving torque judgment value Tr_jdg1 [Nm], the 3rd range is set as the initial range so that the driving torque Tr of the initial range is accordingly small. When the driving torque Tr (=required driving torque Trdem) during driving in the D range is equal to or greater than the driving torque judgment value Tr_jdg2 (>Tr_jdg1) [Nm], the L range is set as the initial range so that the driving torque Tr of the initial range is accordingly large. When the driving torque Tr during driving in the D range is equal to or greater than the driving torque judgment value Tr_jdg1 and less than the driving torque judgment value Tr_jdg2, the 2nd range is set as the initial range so that the driving torque Tr of the initial range is accordingly set. The driving torque Tr in the initial range set among the manual ranges is greater than the driving torque Tr during driving in the D range. The drive torque determination values ​​Tr_jdg1 and Tr_jdg2 are predetermined determination values ​​experimentally or by design so that the driver does not feel a lack of torque when switching from the D range to the manual range. The drive torque determination values ​​Tr_jdg1 and Tr_jdg2 are also predetermined determination values ​​experimentally or by design so that the driver does not feel a sense of incongruity due to an excessively large torque change when switching from the D range to the manual range. In this way, the initial range is set so that the drive torque Tr during driving in the manual range immediately after switching becomes large according to the magnitude of the drive torque Tr during driving in the D range immediately before switching.

[0029] Preferably, the drive torque determination values ​​Tr_jdg1, Tr_jdg2 may be learned according to the driver's manual operation history from the D range to the manual range. For example, if the driver presses the - switch 56 within a predetermined period of time after the driver manually switches from the D range to the manual range, the drive torque determination values ​​Tr_jdg1, Tr_jdg2 are learned to be smaller, that is, the initial range is learned to be more likely to be set to the low range side of the manual range.

[0030] For example, when the driving mode is the sports mode, the driving torque determination values ​​Tr_jdg1 and Tr_jdg2 are set to smaller values ​​than when the driving mode is the normal mode. For example, when the driving mode is the normal mode, the driving torque determination values ​​Tr_jdg1 and Tr_jdg2 may be set to larger values ​​so that the 3 range is always set as the initial range when the driving mode is the normal mode. That is, when the driving mode of the vehicle 10 is the sports mode, the initial range is set so that the driving torque Tr while traveling in the manual range immediately after switching is large according to the magnitude of the driving torque Tr while traveling in the D range immediately before switching, whereas when the driving mode of the vehicle 10 is the normal mode, the initial range is set to the 3 range, which is the highest range among the manual ranges.

[0031] Furthermore, when the traction control system is operating because the vehicle 10 is traveling on a low μ road, the drive torque determination values ​​Tr_jdg1, Tr_jdg2 are each set to a large value so as to prevent the vehicle 10 from slipping. For example, when the vehicle 10 is traveling on a low μ road, the initial range is set to the 3rd range, which is the highest of the manual ranges.

[0032] Returning to Fig. 1, once the initial range setting unit 86 has set the initial range, the electric motor control unit 88 executes control to switch the shift range Rsh from the D range to one of a plurality of manual ranges that has been set as the initial range.

[0033] Incidentally, when the shift device 50 is manually operated to switch the drive device 12 from the D range to one of the initial ranges among a plurality of manual ranges, the required drive torque map MAPtr is switched. Depending on the drive torque step ΔTr [Nm] accompanying the switching of the required drive torque map MAPtr, the driver may feel that there is no response to the manual operation of switching from the D range to the manual range, and may feel a torque shortage. The drive torque step ΔTr is the difference between the drive torque Tr based on the required drive torque map MAPtr in the D range immediately before the switching and the drive torque Tr based on the required drive torque map MAPtr in the initial range immediately after the switching. In this embodiment, the initial range is set so that the drive torque Tr during driving in the manual range immediately after the switching is large according to the magnitude of the drive torque Tr during driving in the D range immediately before the switching, so that the driver is prevented from feeling a torque shortage.

[0034] Fig. 5 is an example of a flowchart illustrating the main control operations of the electronic control device 80. The flowchart in Fig. 5 is repeatedly executed.

[0035] First, in step S10 (hereinafter, step will be omitted) corresponding to the function of the switching operation determination unit 82, it is determined whether the vehicle 10 is running in the D range. If the determination in S10 is YES, in S20 corresponding to the function of the switching operation determination unit 82, it is determined whether the shift device 50 has been manually operated to switch from the D range to the manual range when the vehicle 10 is running in the D range. If the determination in S20 is YES, in S30 corresponding to the function of the data acquisition unit 84, running data including the drive torque Tr while running in the D range, the driving mode, and, if necessary, the friction coefficient μ of the road surface is acquired. After the execution of S30, in S40 corresponding to the function of the initial range setting unit 86, one of the multiple manual ranges is set as the initial range based on the running data acquired in S30. After the execution of S40, in S50 corresponding to the function of the electric motor control unit 88, the shift range Rsh is switched from the D range to one of the multiple manual ranges set as the initial range. After execution of S50, if the determination in either S10 or S20 is NO, the flow chart of FIG. 5 returns.

[0036] According to this embodiment, (a) a required driving torque map MAPtr is stored for each of the multiple manual ranges and the D range, in which the required driving torque Trdem is calculated based on the vehicle speed V and the accelerator opening θacc, (b) the required driving torque Trdem calculated based on the required driving torque map MAPtr when the vehicle speed V and the accelerator opening θacc are the same is increased in each of the multiple manual ranges compared to the D range, (c) the required driving torque Trdem calculated based on the required driving torque map MAPtr when the vehicle speed V and the accelerator opening θacc are the same is increased on the low side of the multiple manual ranges compared to the high side, and (d) when the shift device 50 is manually operated to switch the drive device 12 from the D range to one initial range of the multiple manual ranges, the initial range is set so that the driving torque Tr of the initial range immediately after switching is large according to the magnitude of the driving torque Tr of the D range immediately before switching. Therefore, compared to when the initial range of the manual range is set regardless of the driving torque Tr in the D range immediately before switching, the driver is prevented from feeling a torque shortage. In this way, when the shift range Rsh is switched from the D range to the manual range, the drive torque Tr immediately after the switch can be made larger than the drive torque Tr immediately before the switch, and the actual drive torque step ΔTr when switching to the manual range can be appropriately obtained. This improves the sense of response when manually switching from the D range to the manual range.

[0037] It should be noted that the above is an embodiment of the present invention, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art without departing from the spirit of the present invention.

[0038] In the above embodiment, the vehicle 10 is an electric vehicle having a battery 32 that supplies power to the electric motor MG, which is the power source, but the present invention is not limited to this embodiment. For example, the present invention can also be applied to a fuel cell vehicle having a fuel cell that supplies power to the electric motor MG, which is the power source, and a rangefinder EV having an engine that supplies power to the electric motor MG, which is the power source.

[0039] In the above embodiment, the vehicle 10 does not include an automatic transmission, but the present invention is not limited to this embodiment. For example, in a vehicle that includes an automatic transmission, the initial range may be set by switching the required drive torque map MAPtr, or by switching the gear position of the automatic transmission together with switching the required drive torque map MAPtr.

[0040] In the above-described embodiment, the range was switched from the D range (= the "automatic drive range" in the present invention), which is the forward driving range, to the manual range, but the present invention may also be applied to a range in which the R range, which is the reverse driving range, is switched to the manual range. [Explanation of symbols]

[0041] 10: vehicle, 12: drive device, 14: drive wheels, 50: shift device (shift switching device), 80: electronic control device (control device), MAPtr: required drive torque map (drive torque characteristics), MG: electric motor, Tr: drive torque, V: vehicle speed, θacc: accelerator opening (accelerator operation amount)

Claims

[Claim 1] A control device for a vehicle including a drive device including an electric motor and a power transmission device that transmits power of the electric motor to drive wheels, and a shift switching device that is manually operated to select one of an automatic drive range and a plurality of manual drive ranges of the drive device, a drive torque characteristic for determining a drive torque based on a vehicle speed and an accelerator operation amount that are respectively determined in advance for each of the plurality of manual drive ranges and the automatic drive range is stored; the driving torque calculated based on the driving torque characteristic when the vehicle speed and the accelerator operation amount are the same is increased in each of the plurality of manual driving ranges compared to the automatic driving range; the driving torque calculated based on the driving torque characteristic when the vehicle speed and the accelerator operation amount are the same is increased on a low side of the plurality of manual driving ranges compared to a high side of the plurality of manual driving ranges, When the shift switching device is manually operated to switch the drive device from the automatic drive range to one initial range of the plurality of manual drive ranges, the initial range is set so that the drive torque of the initial range immediately after switching becomes large according to the magnitude of the drive torque of the automatic drive range immediately before switching. A vehicle control device comprising:

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