Control device for electric vehicle

Abstract

To allow a driver to properly and realistically sense the same operational feeling as a conventional vehicle equipped with a transmission without impairing the inherent quiet performance of an electric vehicle.SOLUTION: A control device for an electric vehicle is for controlling an electric vehicle having a motor as a power source. The control device can selectively set an M mode in which a D position, a P position, a R position, an N position and a pseudo manual shift operation are possible and artificial engine sound is added, and an M hold mode in which a pseudo manual shift operation is possible, artificial engine sound is added, and the state is held by a manual operation of a driver. A transition from the M mode to the D position or the M hold mode cancels the M mode (step S34, S32). A transition from the M hold mode to the M mode cancels the M hold mode (step S42, S33).SELECTED DRAWING: Figure 13

Description

[Technical field]

[0001] The present invention relates to a control device for an electric vehicle that uses a motor as a driving force source. [Background technology]

[0002] Patent Document 1 describes an electric vehicle using a motor as a driving force source. The electric vehicle described in Patent Document 1 includes a paddle switch and a shifter (shift lever, etc.) electrically connected to an ECU (control device). The ECU controls the output torque of the motor according to the opening degree of the accelerator pedal using a plurality of torque maps that define the relationship between the opening degree (operation amount) of the accelerator pedal and the output torque of the motor. At the same time, the ECU selectively changes the torque map used for controlling the output torque of the motor based on the operation of the paddle switch or the shifter by the driver. The output torque characteristic of the motor changes as the torque map is changed. As a result, the driving force of the electric vehicle generated by the output torque of the motor changes stepwise. That is, a shift by a virtual multi-speed transmission is reproduced in a pseudo manner.

[0003] Patent Document 2 describes an electric vehicle (electric vehicle) that aims to simulate the shifting operation of a vehicle (MT vehicle) equipped with a conventional manual transmission. The electric vehicle described in Patent Document 2 includes a shift device and a clutch device operated by a driver. The shift device and the clutch device are pseudo devices assumed to be installed in a MT vehicle, and the clutch device is operated in conjunction with the operation of the shift device by the driver. The electric vehicle described in Patent Document 2 also includes a torque control unit that controls the output torque of the motor of the driving force source. The torque control unit controls the output torque of the motor according to the operation amount of the clutch device. In addition, the shift device is configured to select one of a plurality of ranges (or modes) in which the torque characteristics relative to the rotation speed of the motor are gradually different, and the torque control unit controls the output torque of the motor according to the range selected by the shift device. Furthermore, in the electric vehicle described in Patent Document 2, virtual engine sounds (pseudo engine sounds) corresponding to the respective operations of the pseudo shift device and the clutch device as described above are added. The torque control unit assumes that the driving force for the electric vehicle is generated by the output torque of the engine, calculates the engine speed in this case (virtual engine speed), and generates a pseudo engine sound according to the calculated virtual engine speed. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2022-12205 [Patent Document 2] Patent No. 6787507 Summary of the Invention [Problem to be solved by the invention]

[0005] A motor mounted on an electric vehicle as a driving force source can output a large torque when starting or running at a low speed. Therefore, there are electric vehicles that do not have a transmission for amplifying the driving torque. None of the electric vehicles described in the above patent documents are equipped with an actual transmission, but are provided with a shift device, a shift switch, or the like similar to a conventional one. In addition, a plurality of torque maps or modes with different torque characteristics of the motor are set. In the electric vehicles described in the above patent documents, such a plurality of torque maps or ranges are configured to be switched and set by the driver's manual operation, thereby imagining that the vehicle is equipped with a transmission similar to that of a conventional vehicle. According to the electric vehicle described in Patent Document 1, the driver can experience the feeling of manual shifting (sequential shifting) using a paddle switch, a shift lever, or the like, similar to that of a conventional vehicle equipped with a multi-speed transmission. According to the electric vehicle described in Patent Document 2, the driver can experience the feeling of driving and the behavior of the vehicle similar to that of a conventional MT vehicle equipped with a manual transmission. Furthermore, as described in Patent Document 2, by adding a pseudo engine sound corresponding to a manual gear shift operation, the driver can experience a driving sensation that is even closer to that of a real engine vehicle.

[0006] On the other hand, when an electric vehicle runs on the output torque of the motor alone, it is possible to control the driving force smoothly without any joints by taking advantage of the characteristics of the motor, and it also has the advantage of being quieter with less noise and vibration than a conventional engine vehicle. In order to maintain such advantages, the above-mentioned pseudo engine sound is not necessary during normal running of the electric vehicle. Therefore, when providing the above-mentioned virtual transmission and the function of pseudo manual shifting assuming the virtual transmission, it is preferable to configure the above-mentioned pseudo engine sound to be added by distinguishing between a normal driving mode that does not assume a virtual transmission and a driving mode in which pseudo manual shifting is performed assuming the virtual transmission. For example, in the D (drive) position, which is the normal driving mode, the above-mentioned pseudo engine sound is not added. In contrast, the above-mentioned pseudo engine sound and pseudo operation sounds associated with the shifting operation are added only to the M (manual) position, which sets the driving mode in which manual shifting is performed using a shift lever, paddle switches, etc. By configuring it in this way, it is possible to add pseudo engine sounds and operating sounds corresponding to manual gear shifting using a virtual transmission without compromising the quietness during normal driving, allowing the driver to experience a driving sensation close to that of actual manual gear shifting.

[0007] However, if the pseudo engine sound or pseudo operation sound is added only to the M position as described above, the pseudo engine sound or pseudo operation sound will suddenly disappear when the shift position is changed from the M position to another shift position. As a result, there is a risk of giving a sense of discomfort to the driver who operates the vehicle in the same way as a conventional manual shift operation. For example, when the driver is performing a pseudo manual shift operation in the M position and stops and parks the electric vehicle, the pseudo engine sound or pseudo operation sound will disappear as soon as the driver switches the shift position from the M position to the R (reverse) position or the P (parking) position. In addition, because the pseudo engine sound disappears, it becomes impossible to reproduce the so-called racing operation (revving the virtual engine), in which the virtual engine speed is increased by depressing the accelerator pedal in the P position or the N (neutral) position.

[0008] As such, there is still room for improvement in order to configure an electric vehicle that allows the driver to experience a driving sensation similar to that of a conventional vehicle equipped with a transmission, without compromising the inherent quietness of the electric vehicle.

[0009] This invention has been devised with an eye on the technical challenges described above, and aims to provide a control device for an electric vehicle that allows the driver to appropriately and realistically experience the same operating sensation as a conventional vehicle equipped with a transmission, without compromising the inherent quietness of the electric vehicle. [Means for solving the problem]

[0010] In order to achieve the above object, the present invention provides a control device for an electric vehicle that includes at least a motor as a driving force source, and controls the motor based on a control target value that is set corresponding to a required driving force, the control device including a shift device manually operated by a driver, a pseudo sound generating device that generates a pseudo driving sound according to a driving state of the electric vehicle, and a controller that controls an output torque of the motor based on the control target value, the shift device having three driving modes for the electric vehicle: a first mode in which a drive position for driving the electric vehicle forward is set, a second mode in which any one of a reverse position for driving the electric vehicle backward, a parking position for holding the electric vehicle in a stopped state, and a neutral position for interrupting power transmission between the driving force source and drive wheels is set, a third mode in which any one of the control target values ​​set in a plurality of ranges in which torque characteristics relative to the rotation speed of the motor are gradually different is selected by the manual operation, the output torque is controlled based on the selected control target value, and the pseudo driving sound is added, and a third mode in which the first mode is switched to a second mode in which any one of the control target values ​​set in a plurality of ranges in which torque characteristics relative to the rotation speed of the motor are gradually different is selected by the manual operation, and the output torque is controlled based on the selected control target value and the pseudo driving sound is added. and a fourth mode in which the first mode, the second mode, the third mode, and the fourth mode are selected, and when the third mode or the fourth mode is selected, one of the plurality of ranges is selected. The controller controls the output torque based on the control target value that is set corresponding to any of the driving modes and the ranges selected by the shift device. When the driving mode is set to the third mode, the controller subsequently transitions from the third mode to the first mode or the fourth mode, and the driving mode is set to the third mode or the fourth mode, thereby canceling the third mode. When the driving mode is set to the fourth mode, the controller transitions from the fourth mode to the third mode, and the driving mode is set to the third mode.The fourth mode is released.

[0011] Furthermore, the shift device in the present invention may be configured to be capable of at least a regularly used first operation and a dedicated second operation having a different operation content and feeling from the first operation, and to perform a transition between the first mode and the second mode, a transition between the first mode and the third mode, a transition from the third mode to the second mode, a transition from the fourth mode to the first mode, a transition from the fourth mode to the second mode, and a transition from the fourth mode to the third mode by the first operation, to prohibit a transition from the second mode to the third mode, and a transition from the second mode to the fourth mode by the second operation, and to prohibit a transition from the first mode to the fourth mode and a transition from the third mode to the fourth mode by the second operation.

[0012] The controller in the present invention may be configured to calculate a virtual engine speed assuming that the driving force of the electric vehicle is generated by the output of an engine, and to assume a virtual engine speed based on the running state of the electric vehicle, and the pseudo sound generating device in the present invention may be configured to generate, as the pseudo driving sound, a pseudo engine sound that changes according to the virtual engine speed. Effect of the Invention

[0013] The electric vehicle to be controlled in this invention uses at least one motor as a driving force source, and runs by generating a driving force by the output torque of the motor. The output torque of the motor is controlled based on a control target value set corresponding to the required driving force. The control target value is, in other words, a target driving torque or a required driving torque, and is set in a plurality of ranges in which the torque characteristics of the motor differ stepwise, for example in the form of a map. The plurality of ranges are selectively set by a shift device manually operated by a driver. The shift device selectively sets a first mode for setting a drive position, a second mode for setting any one of a reverse position, a parking position, and a neutral position, a so-called manual position or manual mode, and a third mode for selecting any one of a plurality of ranges by a manual operation by the driver simulating a conventional manual shift operation, and a fourth mode for transitioning from the third mode and continuing the so-called manual position or manual mode similar to the third mode. In the third mode and the fourth mode, a control target value corresponding to the range selected by the manual operation is determined. Therefore, in the control device for an electric vehicle of the present invention, the torque characteristics of the motor and the control target value set based on the torque characteristics can be changed by switching the mode and range using the shift device. For example, it is possible to switch from a range of standard torque characteristics to a range of torque characteristics that outputs a large torque at a low rotation speed. In other words, it is possible to perform a pseudo manual gear shifting operation that imitates a conventional vehicle equipped with a transmission. Therefore, even in an electric vehicle that does not use a transmission, it is possible to allow the driver to experience the same feeling of gear shifting as in a conventional vehicle equipped with a manual transmission or a multi-speed transmission.

[0014] Furthermore, the electric vehicle controlled by the present invention is equipped with a pseudo sound generating device that generates pseudo driving sounds such as pseudo engine sounds and emphasized motor sounds. Therefore, by adding the pseudo driving sounds according to the driving state of the electric vehicle, the driver can experience a driving operation feeling that is closer to that of a conventional vehicle (particularly an engine vehicle). Such pseudo driving sounds are added when the third mode is selected by the shift device. Also, by shifting from the third mode to the fourth mode, the state in which the pseudo driving sounds are added is maintained or maintained. The third mode is released when the driving mode is shifted from the third mode to the first mode or the fourth mode. Therefore, when the third mode is shifted to the second mode, the third mode is not released, so the pseudo driving sound is added. On the other hand, the fourth mode is released when the driving mode is shifted from the fourth mode to the third mode. Therefore, when the fourth mode is shifted to the second mode or the first mode other than the third mode, the fourth mode is not released, so the pseudo driving sound is added. Thereafter, even if the driving mode is shifted from the second mode to another driving mode, the fourth mode is not released, so the addition of the pseudo driving sound continues. In addition, when the driving mode is shifted from the fourth mode to the first mode, the addition of the pseudo driving sound continues, and the state in which the pseudo manual shifting operation is possible is maintained in the drive position of the first mode. That is, the fourth mode is essentially continued. In addition, when the driving mode is shifted from the fourth mode to the third mode and the fourth mode is released, the pseudo manual shifting operation is possible while the third mode is set, and the pseudo driving sound is also added. Thereafter, when the driving mode is shifted from the third mode to the first mode, the state in which the pseudo manual shifting operation is possible and the state in which the pseudo driving sound is added are each released.

[0015] Therefore, in the control device for an electric vehicle of the present invention, when the control device is switched from the third mode or the fourth mode corresponding to the so-called manual mode or the manual position to the second mode in which the reverse position or the parking position is set, the pseudo driving sound disappears, which can be avoided from giving a sense of discomfort to the driver. For example, when the driver is performing a pseudo manual shift operation in the third mode or the fourth mode and stops and parks the electric vehicle, the pseudo driving sound disappears when the driver switches from the third mode or the fourth mode to the reverse position or the parking position. In addition, for example, in the parking position or the neutral position of the second mode, it is also possible to simulate a so-called racing operation in which the virtual engine speed is increased by depressing the accelerator pedal.

[0016] In addition, the shift device in the electric vehicle controlled by the present invention is configured to allow at least two types of operation: a commonly used first operation such as a shift lever movement operation or a normal push operation (short push operation) of a paddle switch, and a dedicated second operation such as a long push operation of a paddle switch or an ON-OFF operation of a dedicated switch. The shift device is configured to shift from the first mode and the third mode to the fourth mode by the second operation. Therefore, the driver selects the fourth mode by performing the second operation different from the normal operation with the intention of maintaining the state in which the pseudo driving sound is added. In other words, the driver can be sure that the addition of the pseudo driving sound will continue. The addition of the pseudo driving sound in the fourth mode is released only when the driving mode is shifted to the first mode via the third mode. In the first mode, the motor driving with excellent quietness is performed. The operation of changing the driving mode or shift position using the first and second operations is based on the operation content of the shift device of an engine vehicle equipped with a conventional transmission, so the driver can perform a pseudo-manual gear shift operation with the same operating feel as before and without any discomfort.

[0017] Therefore, according to the control device for an electric vehicle of the present invention, the driver can appropriately and realistically experience the same operating sensation as a conventional vehicle equipped with a transmission, without compromising the inherent quietness of the electric vehicle. [Brief description of the drawings]

[0018] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration (drive system and control system) of an electric vehicle to be controlled in the present invention. [Diagram 2] FIG. 2 is a diagram showing the torque characteristics of a typical motor. [Diagram 3] FIG. 3 is a diagram showing an image of a map for calculating a required driving torque of the motor according to the vehicle speed (or the rotation speed of the motor) and the depression amount of the accelerator pedal. [Figure 4] FIG. 4 is a diagram showing an image of a map for calculating a required drive torque corresponding to a 50% depression amount of the accelerator pedal. [Diagram 5] FIG. 5 is a diagram showing an image of a shift device having a manual operation unit composed of a shift lever and a shift gate. [Figure 6] FIG. 6 is a diagram showing a manual operation section (paddle switches) provided on the steering wheel. [Figure 7] FIG. 7 is a diagram showing an image of shift positions and transitions of driving modes in an engine vehicle equipped with a conventional transmission. [Figure 8] FIG. 8 is a diagram showing an image of the shift position and the transition of the driving mode in an electric vehicle that is the subject of control in the present invention. [Figure 9] FIG. 9 is a first flowchart for explaining an example of control executed by the control device for an electric vehicle of the present invention. [Figure 10] FIG. 10 is a second flowchart for illustrating one example of control executed by the control device for an electric vehicle of the present invention. [Figure 11]FIG. 11 is a third flowchart for illustrating one example of control executed by the control device for an electric vehicle of the present invention. [Figure 12] FIG. 12 is a fourth flowchart for illustrating one example of control executed by the control device for an electric vehicle of the present invention. [Figure 13] FIG. 13 is a fifth flowchart for illustrating an example of control executed by the control device for an electric vehicle of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described with reference to the accompanying drawings. Note that the following embodiment is merely an example of a specific embodiment of the present invention, and is not intended to limit the present invention.

[0020] An example of a drive system and a control system of an electric vehicle to be controlled in an embodiment of the present invention is shown in schematic form in Fig. 1. The electric vehicle (hereinafter, vehicle) Ve shown in Fig. 1 is an electric vehicle equipped with a motor 1 as a drive power source. Furthermore, the vehicle Ve is equipped with a shift device 2, a pseudo sound generating device 3, a detection unit 4, and a controller (ECU) 5.

[0021] In addition, the vehicle Ve to be controlled in the embodiment of the present invention may be provided with one or more motors (not shown) as a driving force source in addition to the motor 1. Alternatively, the vehicle Ve may be a "hybrid vehicle" using the motor 1 and an engine (not shown) as a driving force source. As shown in FIG. 1, the vehicle Ve may be a front-wheel drive vehicle in which the output torque of the motor 1 is transmitted to front wheels (driving wheels) 7 via, for example, a reduction mechanism (not shown) or a differential gear 6, and the front wheels 7 generate driving force. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle (not shown) in which the output torque of the motor 1 is transmitted to rear wheels 8 via, for example, a propeller shaft (not shown), and the rear wheels 8 generate driving force. Alternatively, the vehicle Ve may be a four-wheel drive vehicle (not shown) in which a transfer mechanism (not shown) is provided to transmit the output torque of the motor 1 to both the front wheels 7 and the rear wheels 8, and driving force is generated by both the front wheels 7 and the rear wheels 8.

[0022] The motor 1 is, for example, a permanent magnet synchronous motor or an induction motor. The motor 1 has at least a function as a prime mover that is driven by power supply and outputs torque. The motor 1 may also function as a generator that generates power by receiving torque from the outside and being driven. That is, the motor 1 may be a so-called motor-generator that combines a function as a prime mover and a function as a generator. A battery (not shown) is connected to the motor 1 via an inverter (not shown). Therefore, the motor 1 can be supplied with power stored in the battery to function as a prime mover and output driving torque. The motor 1 can also be made to function as a generator by the torque transmitted from the driving wheels 7, and the regenerative power generated at that time can be stored in the battery. The output speed and output torque of the motor 1 are electrically controlled by a controller 5 described later. For example, a required driving force is calculated from the amount of operation of an accelerator pedal (not shown) by the driver and the vehicle speed, and the output torque of the motor 1 is controlled based on the required driving torque (i.e., the control target value of the motor 1) that is set corresponding to the required driving force. As described later, the required drive torque is set, for example in the form of a map, into a plurality of ranges in which the torque characteristics of the motor 1 differ stepwise. Then, one of the shift positions is selected by the shift device 2, which will be described later, and the required drive torque corresponding to the selected shift position is set.

[0023] As shown in FIG. 2, the motor 1 has a unique torque characteristic. In FIG. 2, the torque characteristic of the motor 1 is shown with the vertical axis representing the required drive torque and the horizontal axis representing the vehicle speed. Considering the gear ratio between the motor 1 and the drive wheels 7, the vehicle speed on the horizontal axis may be considered as the rotation speed of the motor 1. The required drive torque of the motor 1 is set based on a map such as that shown in FIG. 3. The map shown in FIG. 3 shows the required drive torque according to the vehicle speed (or the rotation speed of the motor 1) and the operation amount of the accelerator pedal based on the torque characteristic of the motor 1 shown in FIG. 2 above. Note that FIG. 3 shows the required drive torque calculated, for example, when the shift position selected in the shift device 2 described later is the "D position."

[0024] The required drive torque of the motor 1 as described above is set in a plurality of ranges in which the torque characteristics of the motor 1 differ stepwise, for example, in the form of a map as shown in FIG. 4. FIG. 4 shows a plurality of ranges of the required drive torque corresponding to, for example, a 50% depression amount of the accelerator pedal. In the example shown in FIG. 4, the required drive torques set in each of the "D range", "3 range", "2 range", and "L range" or "1 range" are shown from the bottom. The "D range" is a range in which a standard required drive torque is set during normal forward driving. The "3 range" is a range in which a required drive torque one step higher than the "D range" is set. The "2 range" is a range in which a required drive torque one step higher than the "3 range" is set. And the "L range" is a range in which a required drive torque one step higher than the "2 range" is set.

[0025] The shift device 2 is manually operated by the driver, and selects one of the ranges of the torque characteristics of the motor 1, which are set in a plurality of stages as described above. The vehicle Ve in the embodiment of the present invention is not actually equipped with a transmission as provided in conventional engine vehicles. Therefore, the vehicle Ve does not originally require a "shift device" for shifting the transmission. The shift device 2 and the ranges of the torque characteristics, which are divided into a plurality of stages as described above, are not for shifting the actual transmission, but are provided pseudo-wise so that the driver can experience the feeling of shifting the transmission by manual operation similar to that of the conventional electric vehicle Ve. Note that the shift device 2 in the embodiment of the present invention is used for switching between forward and reverse, that is, switching between the driving positions of the D (drive) position and the R (reverse) position, and for setting the P (parking) position and the N (neutral) position when parking, even during normal driving without the pseudo shifting operation as described above.

[0026] Specifically, the shift device 2 has a manual operation unit 2a. The manual operation unit 2a is operated by manual operation by the driver to select one of a plurality of ranges. The shift device 2 outputs a switch signal corresponding to the range selected by the manual operation unit 2a. The switch signal is transmitted to a controller 5, which will be described later.

[0027] The manual operation unit 2a is composed of a shift lever 2b and shift gates 2c and 2d as shown in FIG. 5. The shift device 2 shown in FIG. 5 has the same configuration as an existing "shift device" used in a vehicle equipped with a conventional automatic transmission (multiple-speed transmission), and the D position, N position, R position, and P position are selected by moving the shift lever 2b at the shift gate 2c shown on the left side of FIG. 5. The shift device 2 selects the M (manual) position or the M (manual) mode by moving the shift lever 2b from the D position to the shift gate 2d shown on the right side of FIG. 5. In the M mode, the shift lever 2b is moved to the up (+) side at the shift gate 2d to shift one step to a range in the direction in which the required driving torque becomes smaller. That is, the range is switched to correspond to the upshift in the conventional transmission. On the other hand, the shift lever 2b is moved to the down (-) side to shift one step to a range in the direction in which the required driving torque becomes larger. That is, range switching is performed, which corresponds to a downshift in a conventional transmission.

[0028] The manual operation unit 2a is configured with paddle switches 2e, 2f provided on a steering wheel 9 as shown in FIG. 6. The shift device 2 shown in FIG. 6 has the same configuration as an existing "paddle switch" used in a vehicle equipped with a conventional automatic transmission (multiple-speed transmission). When the M mode is selected in the shift device 2, the paddle switch (UP switch) 2e shown in FIG. 6 is operated once (turned ON) to shift one step to a range in a direction in which the required driving torque becomes smaller. That is, the range is switched corresponding to an upshift in a conventional transmission. When the M mode is selected in the shift device 2, the paddle switch (DOWN switch) 2f shown in FIG. 6 is operated once (turned ON) to shift one step to a range in a direction in which the required driving torque becomes larger. That is, the range is switched corresponding to a downshift in a conventional transmission.

[0029] In the shift device 2 having the manual operation unit 2a as shown in Fig. 5 and Fig. 6, a switching operation similar to a so-called sequential shift is performed when a conventional automatic transmission (multiple-speed transmission) is operated in manual mode. For example, when four ranges, namely "D range", "3 range", "2 range", and "L range (or 1 range)", are set, from the "D range", operating the paddle switch (DOWN switch) 2f once selects "3 range" in which the required drive torque is increased by one level, operating the paddle switch 2f twice selects "2 range" in which the required drive torque is increased by two levels, and operating the paddle switch 2f three times selects "L range" in which the required drive torque is increased by three levels. Conversely, by operating the paddle switch (UP switch) 2e once from the "L range", the "2 range" is selected in which the required drive torque is one step smaller, by operating the paddle switch 2e twice, the "3 range" is selected in which the required drive torque is two steps smaller, and by operating the paddle switch 2e three times, the "D range" is selected in which the required drive torque is three steps smaller.

[0030] The manual operation unit 2a in the embodiment of the present invention is not limited to the above-mentioned shift lever 2b or paddle switches 2e, 2f. For example, it may be a shift switch (not shown) provided on the spoke portion 9a of the steering wheel 9. Alternatively, it may be a dedicated switch (not shown) provided for switching the range or shift position.

[0031] Moreover, the shift device 2 in the embodiment of the present invention is configured to allow at least two types of manual operations: a "first operation" that is commonly used, and a "second operation" that is different from the "first operation" in terms of operation content, operation feel, etc. The "first operation" corresponds to, for example, an operation of moving the shift lever 2b in the shift gates 2c, 2d to switch between the driving position and the P position, or an operation of pressing the paddle switches 2e, 2f for a normal length of time to switch (UP-DOWN) the range in which the required drive torque is set. On the other hand, the "second operation" corresponds to, for example, an operation of pressing the paddle switches 2e, 2f for a longer time than normal (so-called long press) to set the M hold mode described later, or an operation of turning ON-OFF a dedicated switch mechanism (not shown) provided separately from the shift lever 2b and the paddle switches 2e, 2f as described above to set the M hold mode described later, etc.

[0032] The pseudo sound generating device 3 generates pseudo driving sounds such as a pseudo engine sound or an emphasized motor sound. Specifically, the pseudo sound generating device 3 generates pseudo driving sounds according to the running state of the vehicle Ve, such as the vehicle speed, the motor rotation speed, or the virtual engine rotation speed. The pseudo sound generating device 3 has, for example, a dedicated speaker (not shown) or a speaker (not shown) that is also used with another sound device (not shown) to be described later, and outputs the pseudo driving sounds generated by the controller 5 from the speaker. Alternatively, the pseudo sound generating device 3 has a computing device (not shown) for generating the pseudo driving sounds as described above together with the speaker, and outputs the pseudo driving sounds generated by the computing device from the speaker. The vehicle Ve is provided with such a pseudo sound generating device 3, and the pseudo driving sounds are added according to the running state of the vehicle Ve, so that the driver can experience a driving operation feeling that is even closer to that of a vehicle equipped with a conventional transmission.

[0033] In particular, the controller 5 or the arithmetic device of the artificial sound generating device 3 assumes that the driving force of the vehicle Ve is generated by the output of the "engine" and calculates a virtual engine speed assuming the assumed speed of the "engine" based on the running state of the vehicle Ve. Then, the artificial sound generating device 3 generates a pseudo engine sound that changes according to the above-mentioned virtual engine speed as a pseudo driving sound. In this way, the vehicle Ve can make the driver experience a driving operation feeling that is even closer to that of a conventional "engine vehicle" by generating a pseudo engine sound assuming the "engine" of the driving force source. In addition, for example, in the parking position or neutral position of the second mode, the driver can increase the virtual engine speed by depressing the accelerator pedal, thereby pseudo-reproducing a so-called racing operation (or revving the "engine").

[0034] The detection unit 4 is a device or apparatus for acquiring various data and information required for controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, a sensor, and an input / output interface. In particular, the detection unit 4 in the embodiment of the present invention detects the running state of the vehicle Ve, the operating state of the motor 1, the operating state of the shift device 2, and the like, and detects various data for controlling the motor 1 and the artificial sound generating device 3. Specifically, the detection unit 4 includes a vehicle speed sensor 4a for detecting the vehicle speed of the vehicle Ve, an accelerator pedal sensor 4b for detecting the amount of operation of the accelerator pedal by the driver (amount of depression, depression angle, etc.), a shift position sensor 4c for detecting the operation position (shift position) of the shift device 2 by the driver, and a motor rotation speed sensor (or resolver) 4d for detecting the rotation speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4e for detecting the acceleration of the vehicle Ve, and a SOC sensor 4f for detecting the state of charge (SOC) of the battery (not shown). The detection unit 4 is electrically connected to a controller 5 described later, and outputs an electrical signal corresponding to the detected values ​​or calculated values ​​of the various sensors, devices, and apparatuses described above to the controller 5 as detection data.

[0035] The controller 5 is an electronic control device mainly composed of a microcomputer, for example, and the controller 5 in the embodiment of the present invention controls the vehicle Ve and, in particular, controls the output torque of the motor 1 as a driving force source. The controller 5 receives various data detected or calculated by the detection unit 4. The controller 5 performs calculations using the input various data and pre-stored data, calculation formulas, and the like. The controller 5 then outputs the calculation results as a control command signal, and is configured to control the output torque of the motor 1 as described above. As described above, the vehicle Ve in the embodiment of the present invention is equipped with a pseudo sound generating device 3, and the controller 5 generates a pseudo driving sound to be output from the speaker of the pseudo sound generating device 3. Alternatively, the controller 5 outputs a control command signal to the calculation device of the pseudo sound generating device 3 to control the pseudo driving sound generated by the pseudo sound generating device 3. Note that, although FIG. 1 shows an example in which one controller 5 is provided, a plurality of controllers 5 may be provided, for example, for each device or equipment to be controlled, or for each control content.

[0036] The control device for an electric vehicle in the embodiment of the present invention is configured so that a driver can experience the same feeling of shifting gears by manual operation as in a conventional "engine vehicle" equipped with a transmission. In a conventional "engine vehicle", for example, as shown in FIG. 7, a driver selects M mode (or M position) in a "shift device", thereby enabling manual shifting. In the M mode, for example, an upshift or downshift is performed by manually operating a shift lever 2b as shown in FIG. 5. Alternatively, an upshift or downshift is performed by manually operating paddle switches 2e, 2f as shown in FIG. 6. Usually, in an "engine vehicle", when the shift position of the "shift device" is in the P position, the start switch can be turned ON (READY ON). And, the "shift device" is configured so that it cannot be directly shifted to the M mode from the P position, N position, etc. The M mode is always shifted from the D position. For example, the M mode is set by moving the shift lever 2b from the D position to the M mode (M position). Alternatively, when the D position is set, the M mode is set by operating either the paddle switch 2e or 2f in a predetermined manner. When the M mode is set, the M mode is cancelled by manually shifting to another shift position.

[0037] As mentioned above, when performing a simulated manual shift operation of a conventional "engine vehicle" for an electric vehicle, there is a problem that the simulated engine sound and simulated operation sound disappear when moving from M mode to another shift position, which gives a sense of discomfort to the driver. Therefore, in the control device for an electric vehicle according to the embodiment of the present invention, in addition to the M mode, for example, as shown in FIG. 8, an M hold (M hold) is provided that performs a simulated manual shift operation that mimics a conventional "engine vehicle" and maintains a state in which a pseudo engine sound is added. H ) mode is set.

[0038] The M mode is a driving mode in which the output torque of the motor 1 is controlled based on a control target value set in a plurality of ranges in which the torque characteristics with respect to the rotation speed of the motor 1 are gradually different. In other words, the M mode is a driving mode that enables a pseudo manual gear shift operation that imitates a conventional "engine vehicle." At the same time, the M mode is a driving mode in which the pseudo engine sound (pseudo driving sound) as described above is added. Therefore, this M mode corresponds to the "third mode" in the embodiment of the present invention.

[0039] On the other hand, the M hold mode is a driving mode that maintains a state in which the output torque of the motor 1 is controlled based on a control target value that is set in a plurality of ranges in which the torque characteristics relative to the rotation speed of the motor 1 are divided into different stages, similar to the M mode. That is, the M hold mode is a driving mode that enables a pseudo manual gear shift operation that imitates a conventional "engine vehicle." In addition, the M hold mode is a driving mode that adds the above-mentioned pseudo engine sound (pseudo driving sound) and maintains that state. Therefore, this M hold mode corresponds to the "fourth mode" in the embodiment of the present invention.

[0040] In the example shown in Fig. 8, the D position is a driving mode in which the vehicle Ve travels forward as a normal electric vehicle with the output torque of the motor 1. Therefore, the D position corresponds to the "first mode" in this embodiment of the invention. The R position, P position, and N position correspond to a driving mode in which the vehicle Ve travels backward, a driving mode in which the vehicle Ve is held in a stopped state (or in a braking state), and a driving mode in which power transmission between the motor 1 and the drive wheels 7 is interrupted, respectively. Therefore, the R position, P position, and N position correspond to the "second mode" in this embodiment of the invention.

[0041] The driver manually operates the shift device 2 to shift between the driving modes and to select and set the driving modes. As with the conventional "engine vehicle" described above, the vehicle Ve can turn the power switch (or main switch, start switch) ON (READY ON) when the shift position of the shift device 2 is in the P position. The shift device 2 is configured such that it cannot directly shift from the P position, N position, etc. to the M mode or M hold mode.

[0042] The M mode is always set by transitioning from the D position. That is, the "third mode" is set by transitioning from the "first mode". For example, the M mode is set by moving the shift lever 2b from the D position to the M mode (M position) position. Alternatively, the M mode is set by operating either of the paddle switches 2e, 2f in a normal, predetermined manner when the D position is set. The M mode is canceled by manually transitioning from the M mode set state to the M hold mode or the D position, i.e., the "first mode".

[0043] Furthermore, the shift between the D position and the P position, N position, R position, and M mode, i.e., between the "first mode" and the "second mode" and "third mode", is performed by the driver manually operating the shift lever 2b as shown in FIG. 5 or the paddle switches 2e and 2f as shown in FIG. 6. The manual operation in this case is an operation of moving the shift lever 2b to a normal position and for a normal time, or an operation of pressing the paddle switches 2e and 2f for a normal length of time (short press operation). All of these operations are commonly used operations and correspond to the "first operation" in the embodiment of this invention. In addition, the shift from the M mode to the P position, N position, or R position, i.e., the shift from the "third mode" to the "second mode", is also performed by the commonly used "first operation" as described above.

[0044] On the other hand, the M hold mode is always set by transitioning from the D position or the M mode. That is, the "fourth mode" is set by transitioning from the "first mode" or the "third mode". For example, the M hold mode is set by moving the shift lever 2b from the D position to the M mode (M position) position and operating it in a different manner than usual. Alternatively, the M hold mode is set by operating either the paddle switch 2e or 2f in a different manner than usual when the D position is set.

[0045] Specifically, the M hold mode, i.e., the "fourth mode", is set by, for example, moving the shift lever 2b from the D position to the M mode (M position) position and holding it there for a longer time than the normal time for setting the M mode. Alternatively, the M hold mode is set by moving the shift lever 2b from the D position to a position provided exclusively for the M hold mode (M hold position). Alternatively, the M hold mode is set by pressing either one of the paddle switches 2e and 2f for a longer time (long press operation) than the normal time for setting the M mode. Alternatively, the M hold mode is set by turning on a dedicated switch (not shown) separate from the shift lever 2b and the paddle switches 2e and 2f. Any of the operations for setting the M hold mode as described above are dedicated operations with different operation contents and operation feel from the above-mentioned normal "first operation", and correspond to the "second operation" in the embodiment of the present invention.

[0046] When the M hold mode is set, a manual operation to switch to the M mode is performed to cancel the M hold mode. The manual operation in this case is performed by the above-mentioned "first operation". Therefore, the cancellation of the M hold mode, that is, the transition from the "fourth mode" to the "first mode", the "second mode", and the "third mode", is all performed by the "first operation". Note that the operation for canceling the M hold mode is not limited to the "first operation", and may be performed by, for example, the "second operation" such as the above-mentioned long press operation. When the M hold mode is switched to the M mode, even if the M hold mode is canceled, the addition of the pseudo engine sound is terminated as long as the M mode is set. The addition of the pseudo engine sound is terminated by canceling the M mode following the M hold mode.

[0047] In this way, the control device for an electric vehicle in the embodiment of the present invention is configured to allow two types of operation: the above-mentioned regular "first operation" and the dedicated "second operation." The shift device 2 is configured to transition from the above-mentioned "first mode" and "third mode" to the "fourth mode," i.e., the M hold mode, by the "second operation." Therefore, the driver, intending to maintain the state in which the pseudo engine sound is added, performs the "second operation" different from the normal operation and selects the M hold mode. As a result, the driver can be made to reliably recognize that the addition of the pseudo engine sound will continue. The M hold mode is released by transitioning from the M hold mode to the M mode, i.e., the "third mode."

[0048] Therefore, when the vehicle is shifted from the M hold mode to the M mode, the M hold mode is cancelled, but while the M mode is set, pseudo manual shifting operations simulating an "engine vehicle" are possible, and a pseudo engine sound is also added. When the vehicle is subsequently shifted from the M mode to the D position of the "first mode", the M mode is cancelled, and the addition of the pseudo engine sound is cancelled. Note that when the vehicle is shifted from the M mode to the M hold mode, the M mode is also cancelled, but by setting the M hold mode, the M mode is essentially continued. In other words, the state in which pseudo manual shifting operations are possible and the state in which the pseudo engine sound is added are continued.

[0049] On the other hand, when the shift is made from the M Hold mode to the D position, the M Hold mode is not cancelled, so the state in which pseudo manual gear shifting is possible is maintained, and the pseudo engine sound is also added. If the shift is subsequently made from the D position to another shift position or driving mode, the M Hold mode is not cancelled, so the pseudo engine sound is also added. Also, if the shift is made from the M Hold mode to the "second mode", the M Hold mode is not cancelled, so the pseudo engine sound is also added. If the shift is subsequently made from the "second mode" to another shift position or driving mode, the M Hold mode is not cancelled, so the pseudo engine sound is also added.

[0050] The operation of changing the driving mode or shift position using the "first operation" and "second operation" described above follows the operation content of the "shift device" of an "engine vehicle" equipped with a conventional transmission, so the driver can perform a pseudo-manual gear shift operation with the same operating feel as before and without any discomfort.

[0051] An example of the control executed by the controller 5 configured to maintain the state in which the pseudo engine sound is added by providing the M hold mode as described above is shown in the flowcharts of FIG. 9 to FIG.

[0052] The controls shown in the flowcharts of Fig. 9 to Fig. 13 are executed when the power switch or main switch of the vehicle Ve is turned ON, that is, when the vehicle Ve is in "READY ON" state. The vehicle Ve can be put into the "READY ON" state when the shift position of the shift device 2 is in the P position. Therefore, first, in step S1 shown in the flowchart of Fig. 9, the shift position of the shift device 2 is set to the P position.

[0053] Next, in step S2, M mode or M hold (M H It is determined whether an operation to set the M mode has been performed. As described above, the M mode is set by manually operating the shift lever 2b or the paddle switches 2e, 2f in a predetermined manner using the usual "first operation." On the other hand, the M hold mode is set by manually operating the shift lever 2b or the paddle switches 2e, 2f in a dedicated "second operation" such as a "long press operation." The determination of whether the M mode or the M hold mode has been set, as well as the determination of whether each shift position described below has been set, can be made based on, for example, a detection signal from the shift position sensor 4c.

[0054] If the answer to step S2 is "Yes" because an operation to set the M mode or the M hold mode has been performed, the process proceeds to step S3.

[0055] In step S3, the selection of the M mode and the M hold mode is rejected. As described above, the shift device 2 is configured such that it cannot directly transition from the P position, the R position, or the N position to the M mode or the M hold mode. Therefore, in this step 3, the manual operation that selected the M mode or the M hold mode is rejected, and for example, a warning sound is generated or an error message is displayed to make the driver aware that the selection of the M mode or the M hold mode has been rejected. Then, after that, the process returns to the above step S2, and the same control as before is executed.

[0056] On the other hand, if the operation for setting the M mode or the M hold mode has not been performed and therefore "No" is determined in step S2, the process proceeds to step S4.

[0057] In step S4, it is determined whether or not an operation for setting the R position has been performed.

[0058] If the operation to set the R position has been performed and therefore "Yes" is determined in step S4, the process proceeds to step S11 shown in the flowchart of FIG.

[0059] In the flowchart of FIG. 10, in step S11, the shift position of the shift device 2 is set to the R position.

[0060] Next, in step S12, M mode or M hold (M H It is determined whether or not an operation for setting the .) mode has been performed.

[0061] If the answer to step S12 is "Yes" because an operation for setting the M mode or the M hold mode has been performed, the process proceeds to step S13.

[0062] In step S13, the selection of the M mode and the M hold mode is rejected. That is, the same control as in step S3 described above is executed. Then, the process returns to step S12 described above, and the same control as before is executed.

[0063] On the other hand, if the operation for setting the M mode or M hold mode has not been performed and therefore "No" is determined in step S12, the process proceeds to step S5 shown in the flowchart of FIG.

[0064] In the flowchart of FIG. 9, in step S5, it is determined whether or not an operation for setting the N position has been performed.

[0065] If the determination in step S5 is "Yes" because an operation to set the N position has been performed, the process proceeds to step S21 shown in the flowchart of FIG.

[0066] In the flowchart of FIG. 11, in step S21, the shift position of the shift device 2 is set to the N position.

[0067] Next, in step S22, M mode or M hold (M H It is determined whether or not an operation for setting the .) mode has been performed.

[0068] If the determination in step S22 is "Yes" because an operation for setting the M mode or the M hold mode has been performed, the process proceeds to step S23.

[0069] In step S23, the selection of the M mode and the M hold mode is rejected. That is, the same control as in steps S3 and S13 described above is executed. Then, the process returns to step S22, and the same control as before is executed.

[0070] On the other hand, if the operation for setting the M mode or M hold mode has not been performed and therefore "No" is determined in step S22, the process proceeds to step S6 shown in the flowchart of FIG.

[0071] In the flowchart of FIG. 9, in step S6, it is determined whether or not an operation to set the D position has been performed.

[0072] If the answer to step S6 is "No" because no operation has been performed to set the D position, i.e., no operation has been performed to transition from the P position to any other shift position or driving mode, the process returns to step S1 and the same control as before is executed.

[0073] On the other hand, if an operation to set the D position has been performed and therefore "Yes" is determined in step S6, the process proceeds to step S31 shown in the flowchart of FIG.

[0074] In the flowchart of FIG. 12, in step S31, the shift position of the shift device 2 is set to the D position.

[0075] Next, in step S32, it is determined whether or not an operation for setting the M mode has been performed.

[0076] If the operation for setting the M mode has been performed and therefore "Yes" is determined in this step S32, the process proceeds to step S33.

[0077] In step S33, the shift position or driving mode of the shift device 2 is set to the M mode. By setting the M mode, a pseudo manual shift operation that imitates a conventional "engine vehicle" becomes possible. At the same time, in the M mode, a pseudo engine sound corresponding to the pseudo manual shift operation is added.

[0078] Next, in step S34, it is determined whether an operation to cancel the M mode has been performed. The M mode is canceled when the shift position of the shift device 2 or the driving mode is set to the D position or the M hold mode, that is, when the driving mode is shifted from the "third mode" to the "first mode" or the "third mode". In this step S34, it is determined whether an operation to set the shift position to the D position has been performed as an operation to cancel the M mode.

[0079] Therefore, if the answer to step S34 is "Yes" because an operation to cancel the M mode, i.e., an operation to set the shift position of the shift device 2 to the D position, is performed, the process returns to step S31, and the same control as before is executed. Also, by canceling the M mode in step S34, the state in which the pseudo engine sound is added is released.

[0080] On the other hand, if the operation to cancel the M mode, i.e., the operation to set the shift position of the shift device 2 to the D position, has not yet been performed and therefore the answer is "No" in step S34, the process proceeds to step S35.

[0081] In step S35, it is determined whether an operation to set any one of the P position, N position, or R position, that is, an operation to set the "second mode", has been performed.

[0082] If the determination in step S35 is "Yes" because an operation to set any one of the P position, N position, or R position has been performed, the process returns to any one of step S1 shown in the flowchart of FIG. 9, step S11 shown in the flowchart of FIG. 10, or step S21 shown in the flowchart of FIG. 11. Specifically, if an operation to set the P position has been performed, the process returns to step S1 shown in the flowchart of FIG. 9, and the same control as before is executed. If an operation to set the R position has been performed, the process returns to step S11 shown in the flowchart of FIG. 10, and the same control as before is executed. If an operation to set the N position has been performed, the process returns to step S21 shown in the flowchart of FIG. 11, and the same control as before is executed.

[0083] On the other hand, if the operation to set any of the P position, N position, and R position has not yet been performed and therefore "No" is determined in step S35, the process proceeds to step S36.

[0084] In step S36, it is determined whether or not an operation for setting the M hold mode has been performed. As described above, the M hold mode is set by a dedicated "second operation" such as a "long press operation." Therefore, in this step S36, it is determined whether or not a "second operation" for setting the M hold mode has been performed.

[0085] If the operation for setting the M hold mode has not yet been performed and therefore "No" is determined in this step S36, the process returns to the above step S34, and the same control as before is executed.

[0086] On the other hand, if the operation to set the M hold mode, that is, the dedicated "second operation", is performed and thus "Yes" is determined in step S36, the process proceeds to step S41 shown in the flowchart of Fig. 13. Note that the transition from the M mode to the M hold mode cancels the M mode. However, by setting the M hold mode, the M mode is essentially continued, and the state in which pseudo manual shifting operation is possible and the state in which pseudo engine sound is added are continued.

[0087] On the other hand, if the operation to set the M mode has not yet been performed in the above-mentioned step S32 and therefore "No" is determined in step S33, the process proceeds to step S37.

[0088] In step S37, similarly to step S36 above, it is determined whether or not an operation for setting the M hold mode has been performed.

[0089] If the operation for setting the M hold mode has not yet been performed and therefore "No" is determined in this step S37, the process returns to the above step S32, and the same control as before is executed.

[0090] On the other hand, if the operation to set the M hold mode, i.e., the dedicated "second operation", is performed and the result of the determination of "Yes" in this step S37 is "Yes", the process proceeds to step S41 shown in the flowchart of FIG. 13, just as in the case where the result of the determination of "Yes" in the above-mentioned step S36 is "Yes".

[0091] In the flowchart of FIG. 13, in step S41, the shift position or driving mode of the shift device 2 is set to the M hold mode. By setting the M hold mode, a pseudo manual gear shift operation becomes possible, similar to the M mode. At the same time, in the M hold mode, the state in which the pseudo engine sound is added is maintained. Therefore, once the M hold mode is set, the state in which the pseudo engine sound is added continues until the M hold mode is canceled.

[0092] Next, in step S42, it is determined whether an operation to cancel the M hold mode has been performed. The M hold mode is canceled when the shift position of the shift device 2 or the driving mode is set to the M mode, that is, when the driving mode is shifted from the "fourth mode" to the "third mode."

[0093] Therefore, if the determination in step S42 is "Yes" because an operation to set the driving mode to the M mode is performed as an operation to cancel the M hold mode, the process returns to step S33 shown in the flowchart of Fig. 12, and the same control as before is executed. In this case, the driving mode is shifted from the M hold mode to the M mode, and the state in which the pseudo engine sound is added is still continued.

[0094] On the other hand, if the operation to cancel the M hold mode, i.e., the operation to set the driving mode to the M mode, has not yet been performed and therefore the determination in step S42 is "No," the process proceeds to step S43.

[0095] In step S43, it is determined whether an operation to set any one of the P position, N position, or R position has been performed.

[0096] If the answer to step S43 is "No" because no operation has yet been performed to set the P position, N position, or R position, the process returns to step S42, and the same control as before is executed.

[0097] On the other hand, if an operation to set any one of the P position, N position, and R position has been performed and therefore "Yes" is determined in step S43, the process proceeds to step S44.

[0098] In step S44, any one of the P position, N position, or R position in the M hold mode is set. That is, in this case, any one of the P position, N position, or R position is set while the addition of the pseudo engine sound continues.

[0099] Next, in step S45, it is determined whether or not an operation to set the D position has been performed.

[0100] If the operation to set the D position has not yet been performed and therefore "No" is determined in this step S45, the process returns to the above step S44 and the same control as before is executed.

[0101] On the other hand, if an operation to set the D position has been performed so that "Yes" is determined in step S45, the process proceeds to step S46.

[0102] In step S46, the D position in the M hold mode is set. That is, in this case, the D position is set in a state where a pseudo manual shift operation is possible and the addition of the pseudo engine sound continues. In short, the M hold mode is continued. Therefore, when the D position in the M hold mode is set in this step S46, the process returns to the above step S41 where the M hold mode is set, and the same control as before is executed.

[0103] As described above, the controls shown in the flowcharts of FIGS. 9 to 13 are reset and terminated when, for example, the power switch or main switch of the vehicle Ve is turned off.

[0104] As described above, in the control device for an electric vehicle according to the embodiment of the present invention, the M mode and the M hold mode are set, and the driving mode and the range are manually switched, thereby changing the torque characteristics of the motor and the control target value set based on the torque characteristics. In other words, a pseudo manual shift operation that imitates a conventional vehicle equipped with a transmission can be performed. Therefore, even in an electric vehicle that does not use a transmission, the driver can experience the same feeling of shift operation as in a conventional vehicle equipped with a manual transmission or a multi-speed transmission.

[0105] In addition, in the control device for an electric vehicle according to the embodiment of the present invention, a pseudo engine sound is added according to the driving state of the vehicle Ve, so that the driver can experience a driving operation feeling closer to that of a conventional "engine vehicle". Such a pseudo engine sound is added when the M mode and the M hold mode are selected in the shift device 2. The M mode is released when the shift position (driving mode) is shifted to the M hold mode or the D position. The M hold mode is released when the driving mode is shifted to the M mode. That is, once the M hold mode is set, the addition of the pseudo engine sound continues until the driving mode is shifted from the M hold mode to the M mode and further from the M mode to the D position. Therefore, for example, when the driver is performing a pseudo manual shift operation in the M mode or the M hold mode and stops and parks the vehicle Ve, it is possible to avoid a situation in which the pseudo engine sound disappears when the driver switches from the M mode or the M hold mode to the R position, the P position, or the like. It is also possible to simulate so-called racing operations, for example by depressing the accelerator pedal in the P or N position to increase the virtual engine speed.

[0106] Therefore, according to the control device for an electric vehicle in an embodiment of the present invention, the driver can appropriately and realistically experience an operating sensation similar to that of a conventional "engine vehicle" equipped with a transmission, without compromising the quietness of the vehicle Ve, i.e., the inherent quietness of an electric vehicle. [Explanation of symbols]

[0107] 1. Motor (driving force source) 2 Shifting device 2a Manual operation part (of shifting device) 2b (Manual operation part) Shift lever 2c, 2d (Manual operation part) shift gate 2e, 2f (Manual operation section) Paddle switch 3. Artificial sound generator 4. Detection section 4a (Detection section) Vehicle speed sensor 4b (Detection section) Accelerator pedal sensor 4c (Detection section) Shift position sensor 4d (Detection section) Motor speed sensor (or resolver) 4e Acceleration sensor (detection section) 4f (detection section) SOC sensor 5 Controller (ECU) 6 Differential Gear 7 Drive wheels (front wheels) 8 Rear Wheel 9. Steering Wheel 9a (Steering wheel) spokes Ve vehicle (electric vehicle)

Claims

1. A control device for an electric vehicle that includes at least a motor as a driving force source, and controls the motor based on a control target value that is set corresponding to a required driving force, A shift device that is manually operated by a driver; a pseudo sound generating device that generates a pseudo driving sound according to a running state of the electric vehicle; a controller that controls an output torque of the motor based on the control target value, The shift device is As a driving mode of the electric vehicle, a first mode in which a drive position is set to drive the electric vehicle forward; a second mode in which any one of a reverse position for driving the electric vehicle backward, a parking position for maintaining a stopped state of the electric vehicle, and a neutral position for interrupting power transmission between the drive power source and drive wheels is set; a third mode, which is a transition from the first mode, in which one of the control target values, which are set in a plurality of ranges in which the torque characteristics with respect to the rotation speed of the motor are gradually different, is selected by the manual operation, and the output torque is controlled based on the selected control target value, and the pseudo operation sound is added; a fourth mode, which is transitioned from the first mode or the third mode, controls the output torque based on the control target value selected by the manual operation, adds the pseudo-operation sound, and maintains the state in which the pseudo-operation sound is added; It is possible to selectively set selecting one of the first mode, the second mode, the third mode, and the fourth mode, and selecting one of the plurality of ranges when the third mode or the fourth mode is selected; The controller: Controlling the output torque based on the control target value that is set corresponding to any one of the driving modes and the ranges selected by the shift device; When the traveling mode is set to the third mode, the third mode is released by transitioning from the third mode to the first mode or the fourth mode, When the driving mode is set to the fourth mode, the fourth mode is released by shifting from the fourth mode to the third mode. A control device for an electric vehicle.

2. The control device for an electric vehicle according to claim 1, The shift device is At least the first operation in regular use, A second operation different from the first operation is possible; a transition between the first mode and the second mode, a transition between the first mode and the third mode, a transition from the third mode to the second mode, a transition from the fourth mode to the first mode, a transition from the fourth mode to the second mode, and a transition from the fourth mode to the third mode are all performed by the first operation; A transition from the second mode to the third mode and a transition from the second mode to the fourth mode are both prohibited; A transition from the first mode to the fourth mode and a transition from the third mode to the fourth mode are both performed by the second operation. A control device for an electric vehicle.

3. The control device for an electric vehicle according to claim 1 or 2, The controller: Assuming that a driving force of the electric vehicle is generated by an output of an engine, a virtual engine speed is calculated by assuming a rotation speed of the engine based on a running state of the electric vehicle; The pseudo sound generating device is As the pseudo driving sound, a pseudo engine sound that changes according to the virtual engine speed is generated. A control device for an electric vehicle.

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