Control device for electric vehicles

Abstract

To provide a control device for electric vehicles that allows a driver to experience the same sense of control as in conventional vehicles equipped with automatic transmissions, without compromising quietness that is inherent in electric vehicles, in an appropriate and realistic manner.SOLUTION: In a control device for electric vehicles that uses a motor as a driving source, required driving torque is set in multiple stepped ranges with different torque characteristics for motor revolution (or vehicle speed); motor output torque is controlled based on the required driving torque set for the selected range by automatic control; and pseudo automatic transmission is executed, and if a pseudo AT mode in which pseudo engine sound is added is set, the pseudo engine sound is continued until the pseudo AT mode is canceled and a shift position is set to a D position afterwards (step S103, S104).SELECTED DRAWING: Figure 15

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, shift switch, etc. similar to those of conventional vehicles. 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, 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 an automatic gear shift in which the driving force changes stepwise, as in a conventional vehicle equipped with a multi-stage automatic transmission. It is also possible to experience the feeling of a manual gear shift operation (sequential shift) using a paddle switch, a shift lever, etc. Furthermore, as described in Patent Document 2, a pseudo engine sound corresponding to the gear shift operation is added, so that 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 has the advantage of being quieter and less noisy 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 automatic transmission and the function of pseudo manual shifting assuming the virtual automatic 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 automatic transmission and a driving mode in which pseudo manual shifting assuming the virtual automatic transmission is performed. For example, in the D (drive) position, which is the normal driving mode, the above-mentioned pseudo engine sound is not added. On the other hand, the above-mentioned pseudo engine sound and pseudo operation sound associated with the shift operation are added only to a shift position (assuming AT mode) that sets a driving mode in which a stepwise automatic shift is performed and a shift position (assuming M mode) that sets a driving mode in which a manual shift operation is performed using a shift lever, a paddle switch, or the like. By configuring it in this way, it is possible to add artificial engine sounds and operating sounds corresponding to automatic and manual gear shifting operations assuming a virtual automatic transmission, without compromising quietness during normal driving, allowing the driver to experience a driving sensation similar to that of an engine vehicle equipped with a conventional automatic transmission.

[0007] However, if the pseudo engine sound or pseudo operation sound is added only to the AT mode or M mode as described above, the pseudo engine sound or pseudo operation sound will suddenly disappear when the AT mode or M mode is switched to another shift position (driving mode). As a result, there is a risk of giving a sense of discomfort to a driver who has been driving with a sense of conventional automatic shifting or a sense similar to manual shifting. For example, when the driver is driving in the AT mode or M mode 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 AT mode or M mode to the R (reverse) shift position or the P (parking) shift 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 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 an automatic 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 can provide the driver with an appropriate and realistic driving sensation similar to that of a conventional vehicle equipped with an automatic 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 selection device manually operated by a driver, a first sound source that generates a motor sound when the motor is operating, a second sound source that generates a pseudo driving sound generated according to a driving state of the electric vehicle, and a controller that controls the electric vehicle, the selection device setting, as a driving mode of the electric vehicle, at least one of a drive position that causes the electric vehicle to drive forward with the output of the motor, a reverse position that causes the electric vehicle to drive backward, a parking position that holds the electric vehicle in a stopped state, and a neutral position that interrupts power transmission between the driving force source and drive wheels. The controller can selectively set, by manual operation, a mode in which a pseudo-automatic shift is performed in a manner similar to that of an existing vehicle equipped with an automatic transmission, and a mode in which a pseudo-automatic shift is performed in a manner similar to that of an existing vehicle equipped with an automatic transmission, and the controller generates or adds the motor sound when the drive position is set, and maintains a state in which the motor sound is generated or added when the position is shifted from the drive position to any of the reverse position, the parking position, and the neutral position, and adds the pseudo driving sound when the mode in which a pseudo-automatic shift is performed is set, and maintains a state in which the pseudo driving sound is added when the position is shifted from the mode in which a pseudo-automatic shift is performed to any of the reverse position, the parking position, and the neutral position.

[0011] The selection device of the present invention includes, as the driving modes, a first mode in which the drive position is set and the motor sound is generated or added; a second mode in which one of the reverse position, the parking position, and the neutral position is set; a third mode in which one of the control target values ​​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, the output torque is controlled based on the selected control target value, and the pseudo driving sound is added; a fourth mode in which the output torque is controlled based on the control target value selected by the manual operation and the pseudo driving sound is added, and the state in which the pseudo driving sound is added is maintained; and a fifth mode in which the pseudo automatic shift is performed and one of the control target values ​​set in a plurality of ranges is automatically selected, the output torque is controlled based on the selected control target value, and the pseudo driving sound is added. a shift device which can selectively set one of the driving modes by the manual operation and which selects one of the plurality of ranges when the third mode or the fourth mode is selected, and the controller in this invention, when the fifth mode is selected by the shift device, sets one of the plurality of ranges based on the vehicle speed and the required driving force, or executes pseudo-automatic shift control which continuously changes the range, as the automatic control, and controls the output torque based on the control target value which is set corresponding to one of the driving modes and the range selected by the shift device, or the control target value which is set corresponding to the range selected or changed by the pseudo-automatic shift control, and when the driving mode is set to the third mode, cancels the third mode by transitioning from the third mode to the first mode or the fourth mode, and when the driving mode is set to the fourth mode, cancels the fourth mode by transitioning from the fourth mode to the third mode,When the driving mode is set to the fifth mode, the fifth mode may be cancelled by transitioning from the fifth mode to the third mode or the fourth mode.

[0012] 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 different operation content and operation feel 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 between the second mode and the fifth 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 perform a transition from the first mode to the fourth mode, a transition from the third mode to the fourth mode, a transition from the third mode to the fifth mode, and a transition from the fourth mode to the fifth mode by the second operation.

[0013] In addition, the selection device in this invention may further include a sound source switching device that selects the first sound source or the second sound source by the manual operation, and the sound source switching device in this invention may be configured to be capable of the second operation and to transition from the fifth mode to the first mode by the second operation.

[0014] In addition, the sound source switching device in the present invention may be configured to perform a transition between a BEV second mode, which corresponds to the second mode immediately after start-up of the electric vehicle, or the state of the second mode transitioned from the first mode, and a pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode, by the second operation.

[0015] On the other hand, the selection device in this invention selectively sets, as the traveling mode, a first mode which is a mode for setting the drive position and in which the motor sound is generated or added, a second mode which is a mode for setting any one of the reverse position, the parking position, and the neutral position, a third mode which is transitioned from the first mode and in which any one of the control target values ​​set in a plurality of ranges in which torque characteristics with respect 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, a fourth mode which is transitioned from the first mode or the third mode and in which the output torque is controlled based on the control target value selected by the manual operation, the pseudo driving sound is added, and the state in which the pseudo driving sound is added is maintained, and a fifth mode which is a mode for performing the pseudo automatic shift, in which any one of the control target values ​​set in the plurality of ranges is selected by automatic control, and the output torque is controlled based on the selected control target value. The present invention includes a shift device that selects one of the driving modes by the manual operation, and selects one of the multiple ranges when the third mode or the fourth mode is selected, and a sound source switching device that selects the first sound source or the second sound source by the manual operation. When the fifth mode is selected by the manual operation, the controller of the present invention selects one of the multiple ranges based on the vehicle speed and the required driving force, or executes pseudo-automatic shift control that continuously changes the range, as the automatic control, and controls the output torque based on the control target value that is set corresponding to one of the driving modes and the range selected by the manual operation, or the control target value that is set corresponding to the range selected or changed by the pseudo-automatic shift control. When the first mode is selected by the shift device, or when the first sound source is selected by the sound source switching device, the driving mode is set to the first mode, and the motor sound is generated or added.When the driving mode is shifted from the first mode to the second mode, the state of generating or adding the motor sound is maintained, and when the fifth mode is selected by the shift device or the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode and the pseudo driving sound is added, and when the driving mode is shifted from the fifth mode to the second mode, the state of adding the pseudo driving sound is maintained.

[0016] In addition, the shift device in this invention may be capable of at least a commonly used first operation and a dedicated second operation having a different operation content, operation feel, or operation mechanism from the first operation, the sound source switching device in this invention may be capable of the second operation, and the selection device in this invention may be configured to select the fifth mode, select the first sound source or the second sound source, and transition from the fifth mode to the first mode, all by the second operation.

[0017] In addition, the sound source switching device in the present invention may be configured to perform a transition between a BEV second mode, which corresponds to the second mode immediately after start-up of the electric vehicle, or the state of the second mode transitioned from the first mode, and a pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode, by the second operation.

[0018] Furthermore, the selection device in this invention may be configured to disable any of a transition from the second mode to the third mode, a transition from the second mode to the fourth mode, and selection of the first sound source in the third mode and the fourth mode, and to perform any of a transition between the first mode and the second mode, a transition between the first mode and the third mode, a transition between the second mode and the fifth 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.

[0019] The controller in this invention may be configured to assume that the driving force of the electric vehicle is generated by the output of an engine, and to calculate a virtual engine speed that assumes the engine speed based on the running state of the electric vehicle, and the second sound source in this invention may be configured to generate a pseudo engine sound that changes in accordance with the virtual engine speed as the pseudo driving sound. Effect of the Invention

[0020] The electric vehicle to be controlled in the present 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. In the control device for the electric vehicle of the present invention, 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, in other words, is a target driving torque or a required driving torque, and is set in a form of a map, for example, in a plurality of ranges in which the torque characteristics of the motor differ stepwise. The plurality of ranges are selectively set by a selection device manually operated by the driver, or by a pseudo automatic shift control assuming a virtual automatic transmission. Therefore, the control device for the electric vehicle of the present invention can perform a pseudo manual shift operation and a pseudo automatic shift operation that imitate a conventional vehicle equipped with an automatic transmission. Therefore, even in the case of an electric vehicle that does not use a transmission, it is possible to allow the driver to experience the same feeling of shift operation as in a conventional vehicle equipped with an automatic transmission having a manual shift function.

[0021] The electric vehicle to be controlled in the present invention includes two types of sound sources, a first sound source and a second sound source, which generate the operation sound of the electric vehicle. The first sound source is a sound source that generates the operation sound of the motor of the driving force source, that is, the motor sound when the motor is operating. The first sound source includes, for example, the motor and the inverter itself. It also includes a device that generates the motor sound, and a device that generates a sound in the opposite phase to the motor sound generated by the driving force source to reduce the motor sound (so-called a noise canceling device). When the electric vehicle runs as a pure electric vehicle with only the output of the motor, the above-mentioned first sound source is used to add the motor sound according to the running state of the electric vehicle, thereby optimizing the running sound of the electric vehicle, which has excellent noise reduction, or making it even quieter. On the other hand, the second sound source is, for example, a pseudo sound generating device that generates pseudo operation sounds such as a pseudo-generated engine sound or an emphasized motor sound. By using such a second sound source to add pseudo driving sounds depending on the driving state of the electric vehicle, the driver can experience a driving sensation that is even closer to that of a conventional vehicle (especially an engine vehicle).

[0022] In particular, the pseudo driving sound as described above is added when the third mode is selected by the selection device (shift device). Also, by shifting from the third mode to the fourth mode, the state of adding the pseudo driving sound is maintained or maintained. And, the third mode is released by shifting the driving mode from the third mode to the first mode or the fourth mode. Therefore, when shifting from the third mode 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 by shifting the driving mode from the fourth mode to the third mode. Therefore, when shifting from the fourth mode 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. After that, even when shifting 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 fourth mode is shifted 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. After that, when the third mode is shifted 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.

[0023] Furthermore, the pseudo driving sound as described above is added when the fifth mode is selected by the selection device (shift device), or when the second sound source is selected by the selection device (sound source switching device) and the fifth mode is set. In the fifth mode, the state of adding the pseudo driving sound is maintained or maintained. The fifth mode is released when the driving mode is shifted from the fifth mode to the third mode or the fourth mode as described above. Alternatively, the fifth mode is released when the second sound source is selected by the selection device (sound source switching device) and the driving mode is shifted from the fifth mode to the first mode. Therefore, when the fifth mode is shifted to the second mode, the fifth mode is not released, and the pseudo driving sound is added.

[0024] Therefore, in the control device for an electric vehicle of the present invention, when the vehicle is shifted from the third and fourth modes corresponding to the so-called manual mode or manual position, and the fifth mode in which a pseudo automatic shift is performed, to the second mode in which a reverse position or a parking position is set, the pseudo driving sound disappears, which can be avoided, causing a sense of discomfort to the driver. For example, when the driver is performing a pseudo manual shift operation in the third or fourth mode, in a situation in which the driver stops and parks the electric vehicle, when the driver switches from the third or fourth mode to the reverse position or the parking position, the pseudo driving sound disappears. Also, when the driver is performing a pseudo automatic shift operation in the fifth mode, in a situation in which the driver stops and parks the electric vehicle, when the driver switches from the fifth mode to the reverse position or the parking position, the pseudo driving sound disappears. Furthermore, for example, in the parking position or 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.

[0025] The selection 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 selection device (shift device and sound source switching device) is configured to perform a second operation to shift from the first mode and the third mode to the fourth mode, and from the third mode and the fourth mode to the fifth mode, or to switch from the first sound source to the second sound source to set the fifth mode. Therefore, the driver selects the fourth mode and the fifth mode by performing a 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. The addition of the pseudo driving sound in the fifth mode is cancelled when the driving mode is shifted to the first mode via the third or fourth mode, or when the sound source is switched from the second sound source to the first sound source in the fifth mode. The above-mentioned first and second operations for changing the driving mode or shift position are based on the operation content of a shift device of a conventional engine vehicle equipped with an automatic transmission, so the driver can perform a pseudo manual shift operation with the same operating sensation as before, without any discomfort.

[0026] Therefore, according to the control device for an electric vehicle of the present invention, it is possible to allow the driver to appropriately and realistically experience a driving sensation similar to that of a conventional vehicle equipped with an automatic transmission, without compromising the inherent quietness of the electric vehicle. [Brief description of the drawings]

[0027] [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 automatic 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 control target of the present invention, and is particularly a diagram for explaining the characteristics of the M hold mode (fourth mode). [Figure 9] FIG. 9 is a diagram showing an image of the shift position and the transition of the driving mode in an electric vehicle that is the control target of the present invention, and is particularly a diagram for explaining the characteristics of the pseudo AT mode (fifth mode). [Figure 10] FIG. 10 is a first flowchart for illustrating an example of control executed by the control device for an electric vehicle of the present invention. [Figure 11] FIG. 11 is a second 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 third 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 fourth flowchart for illustrating one example of control executed by the control device for an electric vehicle of the present invention. [Figure 14] FIG. 14 is a fifth flowchart for illustrating an example of control executed by the control device for an electric vehicle of the present invention. [Figure 15] FIG. 15 is a sixth flowchart illustrating one example of control executed by the control device for an electric vehicle of the present invention. [Figure 16] FIG. 16 is a seventh flowchart illustrating one example of control executed by the control device for an electric vehicle of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] 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.

[0029] 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 selection device 2, a pseudo sound generating device 3, a detection unit 4, and a controller (ECU) 5.

[0030] 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.

[0031] 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 a shift device 2a, which will be described later, and the required drive torque corresponding to the selected shift position is set.

[0032] 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 2a described later is the "D position."

[0033] 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.

[0034] The selection device 2 is an operating device that is manually operated by the driver. The selection device 2 in this embodiment of the present invention includes a shift device 2a and a sound source switching device 2b.

[0035] The shift device 2a 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 a conventional engine vehicle. Therefore, the vehicle Ve does not originally require a "shift device" for shifting the transmission. The shift device 2a and the ranges of the torque characteristics, which are divided into a plurality of stages as described above, are not intended to shift the actual transmission, but are provided pseudo-wise so that the driver of the electric vehicle Ve can experience the same driving sensation as in a conventional vehicle equipped with an automatic transmission. The shift device 2a in the embodiment of the present invention is also 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 that does not assume the pseudo automatic transmission as described above.

[0036] Specifically, the shift device 2a has a manual operation unit 2c. The manual operation unit 2c is operated by a driver's manual operation to select one of a plurality of ranges. The shift device 2a outputs a switch signal corresponding to the range selected by the manual operation unit 2c. The switch signal is transmitted to a controller 5, which will be described later.

[0037] The manual operation unit 2c is composed of a shift lever 2d and shift gates 2e and 2f as shown in FIG. 5, for example. The shift device 2a 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 2d at the shift gate 2e shown on the left side of FIG. 5. The shift device 2a also selects the M (manual) position or the M (manual) mode by moving the shift lever 2d from the D position to the shift gate 2f shown on the right side of FIG. 5. In the M mode, the shift lever 2d is moved to the up (+) side at the shift gate 2f 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 2d 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.

[0038] The manual operation unit 2c is configured with paddle switches 2g, 2h provided on the steering wheel 9 as shown in FIG. 6. The shift device 2a 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 2a, the paddle switch (UP switch) 2g shown in FIG. 6 is operated once (turned ON) to shift one step to a range in the 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 2a, the paddle switch (DOWN switch) 2h shown in FIG. 6 is operated once (turned ON) to shift one step to a range in the direction in which the required driving torque becomes larger. That is, the range is switched corresponding to a downshift in a conventional transmission.

[0039] In the shift device 2a having the manual operation unit 2c 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", by operating the paddle switch (DOWN switch) 2g once, the "3 range" in which the required drive torque is increased by one level is selected, by operating the paddle switch 2h twice, the "2 range" in which the required drive torque is increased by two levels is selected, and by operating the paddle switch 2h three times, the "L range" in which the required drive torque is increased by three levels is selected. Conversely, by operating the paddle switch (UP switch) 2g 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 2g twice, the "3 range" is selected in which the required drive torque is two steps smaller, and by operating the paddle switch 2g three times, the "D range" is selected in which the required drive torque is three steps smaller.

[0040] The manual operation unit 2c in the embodiment of the present invention is not limited to the above-mentioned shift lever 2d and paddle switches 2g and 2h. 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.

[0041] Also, the shift device 2a 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 2d in the shift gates 2e, 2f to switch between the driving position and the P position, or an operation of pressing the paddle switches 2g, 2h 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 2g, 2h 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 2d and the paddle switches 2g, 2h as described above to set the M hold mode described later, etc.

[0042] On the other hand, the sound source switching device 2b is a selection device 2 that selects either a "first sound source" or a "second sound source" described later by manual operation by the driver. The sound source switching device 2b is also configured to enable the above-mentioned dedicated "second operation". For example, the sound source switching device 2b is configured by a dedicated switch mechanism (not shown) for switching between the "first sound source" and the "second sound source", such as a toggle switch (not shown), a rocker switch (not shown), or a rotary switch (not shown). Alternatively, when the shift lever 2d or the paddle switches 2g and 2h of the above-mentioned manual operation unit 2c are operated by a "second operation" such as a long press operation, the shift lever 2d and the paddle switches 2g and 2h also correspond to the sound source switching device 2b.

[0043] The pseudo sound generating device 3 generates pseudo driving sounds such as the motor sound when the motor 1 operates and the pseudo driving sound of the motor 1 (motor sound) and the pseudo driving sound of the "virtual engine" (pseudo engine sound) as the "first sound source" and "second sound source" in the embodiment of the present invention. 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), and outputs the pseudo driving sound generated by the controller 5 described later from the speaker. Alternatively, the pseudo sound generating device 3 has a calculation device (not shown) for generating the pseudo driving sound as described above together with the speaker, and outputs the pseudo driving sound generated by the calculation device from the speaker. The vehicle Ve is equipped with such a pseudo sound generating device 3, and pseudo driving sounds are added according to the driving conditions of the vehicle Ve, allowing the driver to experience a driving sensation that is even closer to that of a vehicle equipped with a conventional transmission.

[0044] The pseudo operation sound generated by the pseudo sound generating device 3 includes a pseudo motor sound generated by the pseudo sound generating device 3 in addition to the actual motor sound generated by the motor 1 and the inverter when the motor 1 is operating. By adding the pseudo motor sound generated by the pseudo sound generating device 3 to the vehicle Ve in accordance with the operating state of the motor 1, it is possible to optimize the motor sound of the motor 1. Alternatively, by using the pseudo sound generating device 3 as a so-called noise canceling device to add a pseudo motor sound in the opposite phase to the actual motor sound, it is possible to reduce the motor sound of the motor 1 and further quiet the vehicle Ve.

[0045] The "first sound source" in the embodiment of the present invention is a source that generates a motor sound when the motor 1 is operating. Therefore, as described above, the motor 1 and the inverter themselves that generate the original motor sound correspond to the "first sound source" in the embodiment of the present invention. In addition, as described above, the pseudo-sound generating device 3 that generates a pseudo motor sound for optimizing or quieting the motor sound also corresponds to the "first sound source" in the embodiment of the present invention. When the vehicle Ve runs as a pure electric vehicle with the output of only the motor 1, the above-mentioned "first sound source" is used to add a motor sound according to the running state of the vehicle Ve, thereby maintaining the quietness of the vehicle Ve, or optimizing the running sound of the vehicle Ve, which has excellent quietness, or making it even quieter.

[0046] On the other hand, the "second sound source" in the embodiment of the present invention generates a pseudo driving sound generated according to the running state of the vehicle Ve. Therefore, the pseudo sound generating device 3 that generates the above-mentioned pseudo motor sound or engine sound corresponds to the "second sound source" in the embodiment of the present invention. By using such a "second sound source" and adding the above-mentioned pseudo engine sound or motor sound (emphasized motor sound) according to the running state of the vehicle Ve, for example, the driver can experience a feeling of driving operation close to that of a conventional "engine vehicle."

[0047] In particular, the arithmetic device of the artificial sound generating device 3, or the controller 5 described later, 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").

[0048] 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, and the operating state of the selection device 2, 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 2a by the driver, a switch sensor 4d for detecting the operation position (or ON-OFF, etc.) of the sound source switching device 2b by the driver, and a motor rotation speed sensor (or resolver) 4e for detecting the rotation speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4f for detecting the acceleration of the vehicle Ve. 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.

[0049] 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 various input 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 a calculation device of the pseudo sound generating device 3 to control the pseudo driving sound generated by the pseudo sound generating device 3. For example, the controller 5 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. The controller 5 controls the artificial sound generating device 3 to generate an artificial engine sound that changes according to the virtual engine speed as an artificial driving sound. Although an example in which one controller 5 is provided is shown in Fig. 1, a plurality of controllers 5 may be provided, for example, for each device or equipment to be controlled, or for each control content.

[0050] The control device for an electric vehicle in the embodiment of the present invention is configured so that a driver can experience the same shifting operation as in a conventional "engine vehicle" equipped with an automatic transmission, and the feeling of shifting by manual operation. 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 2d as shown in FIG. 5. Alternatively, an upshift or downshift is performed by manually operating paddle switches 2g, 2h 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 2d 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 2g or 2h in a predetermined manner. When the M mode is set, the M mode is cancelled by manually shifting to another shift position.

[0051] As mentioned above, when performing manual or automatic shifting operations in a conventional "engine vehicle" equipped with an automatic transmission in an electric vehicle, there is a problem that the pseudo engine sound or pseudo operation sound disappears when shifting from M mode or AT mode to another shift position, giving the driver a sense of discomfort. Therefore, in the control device for an electric vehicle in the embodiment of the present invention, in addition to the M mode, as shown in FIG. 8, for example, an M hold (M hold) is provided that performs a pseudo manual shifting operation that mimics a conventional "engine vehicle" and maintains a state in which a pseudo engine sound is added. H) mode is set. Furthermore, as shown in FIG. 9, in addition to the M mode and M hold mode, a pseudo AT (M hold mode) is set, which performs a pseudo automatic shifting operation simulating a conventional "combustion vehicle" equipped with an automatic transmission and maintains a state in which a pseudo engine sound is added. AT ) mode is set.

[0052] 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.

[0053] The M hold mode, like the M 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. That is, the M hold mode is a driving mode that maintains a state in which a pseudo manual gear shift operation that imitates a conventional "engine vehicle" is possible. In addition, the M hold mode is a driving mode that maintains a state in which the above-mentioned pseudo engine sound (pseudo driving sound) is added. Therefore, this M hold mode corresponds to the "fourth mode" in the embodiment of the present invention.

[0054] The pseudo AT mode is a driving mode that performs pseudo automatic shifting simulating an existing vehicle equipped with an automatic transmission. Specifically, the pseudo AT mode is a driving mode in which one of the control target values ​​set in a plurality of ranges in which the torque characteristics relative to the rotation speed of the motor 1 are gradually different is selected by automatic control (pseudo automatic shift control), and the output torque of the motor 1 is controlled based on the selected control target value. In addition, the pseudo AT mode is a driving mode in which the above-mentioned pseudo engine sound (pseudo driving sound) is added. Therefore, this pseudo AT mode corresponds to the "fifth mode" in the embodiment of the present invention.

[0055] In the examples shown in Figs. 8 and 9, 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 are 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.

[0056] The driver manually operates the shift device 2a to switch between the driving modes and to select and set the driving modes. The driver also manually operates the sound source switching device 2b, which will be described later. 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 2a is in the P position. The shift device 2a is configured so that it cannot switch directly from the P position, N position, etc. to the M mode or the M hold mode.

[0057] 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 2d from the D position to the M mode (M position) position. Alternatively, the M mode is set by operating either of the paddle switches 2g, 2h in a normal, predetermined manner when the D position is set. The M mode is canceled by performing a manual operation to transition from the M mode set state to the M hold mode or the D position, i.e., the "first mode".

[0058] 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 2d as shown in FIG. 5 or the paddle switches 2g and 2h as shown in FIG. 6. The manual operation in this case is an operation of moving the shift lever 2d to a normal position and for a normal time, or an operation of pressing the paddle switches 2g and 2h 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.

[0059] 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 2d from the D position to the M mode (M position) position and operating it in a manner other than the normal manner. Alternatively, the M hold mode is set by operating either the paddle switch 2g or 2h in a manner other than the normal manner when the D position is set.

[0060] Specifically, the M hold mode, i.e., the "fourth mode", is set, for example, by moving the shift lever 2d 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 2d 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 (long press operation) any of the paddle switches 2g and 2h for a longer time 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 2d and the paddle switches 2g and 2h. 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.

[0061] 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.

[0062] 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.

[0063] Also, when the shift is made from M Hold mode to 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 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 M Hold mode to "second mode", the M Hold mode is not cancelled, so the pseudo engine sound is also added. If the shift is subsequently made from "second mode" to another shift position or driving mode, the M Hold mode is not cancelled, so the pseudo engine sound is also added.

[0064] The pseudo AT mode is set, for example, by operating one of the paddle switches 2g, 2h in a manner different from the normal manner when the M mode or M-hole mode as described above is set, or by operating one of the paddle switches in a manner different from the normal manner when the D position, P position, N position, or R position is set.

[0065] Specifically, the pseudo AT mode, i.e., the "fifth mode", is set, for example, by pressing the paddle switch 2g for a longer time than normal (long press operation) when the M mode is set. Alternatively, the pseudo AT mode is set by pressing the paddle switch 2g for a longer time than normal (long press operation) when the M hold mode is set. Alternatively, the pseudo AT mode is set by operating a dedicated switch (not shown) separate from the shift lever 2d and the paddle switches 2g and 2h. Any of the operations for setting the pseudo AT mode as described above are dedicated operations with different operation contents and operation feel from the above-mentioned commonly used "first operation", and correspond to the "second operation" in the embodiment of the present invention.

[0066] When the pseudo AT mode is set, the pseudo AT mode is cancelled by performing a manual operation to switch to the M mode or the M hold mode. If the pseudo AT mode has been switched from the M mode to the pseudo AT mode by a previous operation, the pseudo AT mode is cancelled to switch to the M mode. If the pseudo AT mode has been switched to the pseudo AT mode by a previous operation, the pseudo AT mode is cancelled to switch to the M hold mode. The manual operation for cancelling the pseudo AT mode is the above-mentioned usual "first operation". For example, the pseudo AT mode is cancelled by pressing the paddle switch 2h for a normal length of time (short press operation), and the mode switches to the M mode or the M hold mode. The operation for cancelling the pseudo AT mode is not limited to the "first operation", and may be performed by a "second operation" such as a long press operation of the above-mentioned paddle switch 2h. When switching from pseudo AT mode to M mode or M-hall mode, the pseudo engine sound will be added as long as M mode or M-hall mode is set, even if the pseudo AT mode is canceled. If the M mode or M-hall mode is canceled following the pseudo AT mode, the addition of the pseudo engine sound will cease.

[0067] Furthermore, the transition of the pseudo AT mode can be performed by manually operating the sound source switching device 2b in addition to the shift device 2a (shift lever 2d and paddle switches 2g, 2h) as described above. For example, when the D position is set, the pseudo AT mode is transitioned to by a short press of the paddle switches 2g, 2h. Also, when the pseudo AT mode is set, the pseudo AT mode is transitioned to by a short press of the paddle switches 2g, 2h. As described above, the paddle switches 2g, 2h are originally operated to perform pseudo manual shifting in the M mode or M-wheel mode, and are switches that are invalid in the conventional (normal) D position or AT mode. Therefore, as described above, the short press of the paddle switches 2g, 2h that transitions between the pseudo AT mode and the D position is a dedicated operation different from the usual "first operation" and corresponds to the "second operation" in the embodiment of this invention.

[0068] In addition, the transition between the pseudo AT mode and the D position can be performed via the "second mode" in the embodiment of the present invention, that is, the P position, the N position, or the R position. Specifically, the "second mode" immediately after the start of the vehicle Ve, that is, the P position, the N position, and the R position immediately after the start of the vehicle Ve in which the pseudo engine sound (pseudo driving sound) is not added, are defined as the "BEV second mode". In addition, the P position, the N position, and the R position in which the pseudo engine sound is not added after the transition from the first mode are also defined as the "BEV second mode". On the other hand, the P position, the N position, and the R position in which the pseudo engine sound is added after the transition from the "fifth mode", that is, the pseudo AT mode, are defined as the "pseudo AT second mode". The transition between the "BEV second mode" and the "pseudo AT second mode" can be performed by manual operation of the sound source switching device 2b, that is, the "second operation". For example, the "second operation" is used to switch from "BEV second mode" to "pseudo AT second mode", and the operation of selecting the D position from the P position, N position, or R position in the "pseudo AT second mode" is used to switch to the pseudo AT mode. Also, the "second operation" is used to switch from "pseudo AT second mode" to "BEV second mode", and the operation of selecting the D position from the P position, N position, or R position in the "BEV second mode" is used to switch to the normal D position where no pseudo engine sound is added.

[0069] The transition between the pseudo AT mode and the D position and the transition between the "BEV 2nd mode" and the "pseudo AT 2nd mode" are not limited to the short press operation of the paddle switches 2g and 2h. For example, the transition between the "first mode" and the "fifth mode" can be performed by manually operating a changeover switch mechanism (not shown) that is provided exclusively as the sound source switching device 2b, such as a toggle switch, a rocker switch, or a rotary switch.

[0070] 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 2a is configured to perform the transition from the above-mentioned "first mode" and "third mode" to the "fourth mode", i.e., the M hold mode, by the "second operation". The shift device 2a and the sound source switching device 2b are configured to perform the transition between the above-mentioned "first mode" and "fifth mode" and the transition between the "BEV second mode" and the "pseudo AT second mode" by the "second operation". Therefore, the driver will select the M hold mode or the pseudo AT mode by performing the "second operation" different from the normal operation with the intention of maintaining the state in which the pseudo engine sound is added. As a result, the driver can be sure that the pseudo engine sound will be revved up or that the addition of the pseudo engine sound will continue.

[0071] Furthermore, the operation of changing the driving mode or shift position using the "first operation" and "second operation" described above follows the operation content of a "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.

[0072] As described above, an example of 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 is shown in the flowcharts of Figures 10 to 14. And an example of control executed by the controller 5 configured to add the pseudo engine sound by providing the pseudo AT mode is shown in the flowcharts of Figures 15 and 16.

[0073] The controls shown in the flowcharts of Fig. 10 to 16 below are executed when the power switch or main switch of the vehicle Ve is turned ON, i.e., 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 2a is in the P position. Therefore, first, in step S1 shown in the flowchart of Fig. 10, the shift position of the shift device 2a is set to the P position.

[0074] 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 2d or the paddle switches 2g, 2h 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 2d or the paddle switches 2g, 2h 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.

[0075] 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.

[0076] In step S3, the selection of the M mode and the M hold mode is rejected. As described above, the shift device 2a 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.

[0077] 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.

[0078] In step S4, it is determined whether or not an operation for setting the R position has been performed.

[0079] 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.

[0080] In the flowchart of FIG. 11, in step S11, the shift position of the shift device 2a is set to the R position.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] In the flowchart of FIG. 10, in step S5, it is determined whether or not an operation for setting the N position has been performed.

[0086] If the answer to 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.

[0087] In the flowchart of FIG. 12, in step S21, the shift position of the shift device 2a is set to the N position.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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 S22, the process proceeds to step S6 shown in the flowchart of FIG.

[0092] In the flowchart of FIG. 10, in step S6, it is determined whether or not an operation to set the D position has been performed.

[0093] 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.

[0094] 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.

[0095] In the flowchart of FIG. 13, in step S31, the shift position of the shift device 2a is set to the D position.

[0096] Next, in step S32, it is determined whether or not an operation for setting the M mode has been performed.

[0097] 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.

[0098] In step S33, the shift position or driving mode of the shift device 2a 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.

[0099] 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 2a 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.

[0100] Therefore, if the M mode is cancelled, that is, if the shift position of the shift device 2a is set to the D position, the process returns to step S31 and the same control as before is executed. Also, the state of adding the pseudo engine sound is cancelled by cancelling the M mode in step S34.

[0101] 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 2a to the D position, has not yet been performed and therefore the answer is "No" in step S34, the process proceeds to step S35.

[0102] 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.

[0103] 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. 10, step S11 shown in the flowchart of FIG. 11, or step S21 shown in the flowchart of FIG. 12. Specifically, if an operation to set the P position has been performed, the process returns to step S1 shown in the flowchart of FIG. 10, 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. 11, 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. 12, and the same control as before is executed.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] On the other hand, if the operation to set the M hold mode, that is, the dedicated "second operation", is performed and thus the answer is "Yes" in step S36, the process proceeds to step S41 shown in the flowchart of Fig. 14. 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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. 14, just as in the case where the result of the determination of "Yes" in the above-mentioned step S36 is "Yes".

[0112] In the flowchart of FIG. 14, in step S41, the shift position or driving mode of the shift device 2a 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.

[0113] 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 2a 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".

[0114] 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. 13, 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 continues.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] Next, in step S45, it is determined whether or not an operation to set the D position has been performed.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] The control shown in the flowchart of Fig. 15 is executed based on the controls shown in the above-mentioned flowcharts of Fig. 10 to Fig. 14. The control shown in the flowchart of Fig. 15 is executed in a state where the driving mode (shift position) of the vehicle Ve is set to the M mode or the M hold mode, as shown in step S101.

[0125] For example, when the driving mode of the vehicle Ve is set to the M mode in step S33 shown in the flowchart of Fig. 13, or when the driving mode of the vehicle Ve is set to the M hold mode in step S43 shown in the flowchart of Fig. 14, it is then determined in step S102 whether or not an operation to set the driving mode of the vehicle Ve to the pseudo AT mode has been performed. As described above, the pseudo AT mode is set by a dedicated "second operation" such as a "long press operation" when the M mode or M hold mode is set. Therefore, in this step S102, it is determined whether or not a "second operation" to set the pseudo AT mode has been performed.

[0126] If the operation for setting the pseudo AT mode has not yet been performed and therefore "No" is determined in step S102, the process proceeds to step S103.

[0127] In step S103, it is determined whether an operation to cancel the M mode and an operation to cancel the M hold mode have been performed. That is, it is determined whether an operation to cancel both the M mode and the M hold mode has been performed. The M hold mode is canceled by setting the driving mode to the M mode. Also, the M mode is canceled by setting the driving mode to the D position or the M hold mode. Therefore, in this step S103, it is determined whether an operation to shift to the D position has been performed when the driving mode is set to the M mode or the M hold mode.

[0128] If the answer to step S103 is "Yes" because an operation to cancel the M mode or the M hold mode has been performed, that is, an operation to shift the driving mode to the D position has been performed, the process proceeds to step S104.

[0129] In step S104, the driving mode of the vehicle Ve is set to the D position. The D position in this case is a so-called BEV (electric vehicle) state D position in which no pseudo engine sound is added, similar to the above-mentioned "BEV second mode". Therefore, when proceeding to this step S104, the process returns to step S31 shown in the flowchart of FIG. 13, and the same control as before is executed.

[0130] On the other hand, if the determination in step S103 is "No" because neither the operation to cancel M mode nor the operation to cancel M hold mode has been performed yet, the process returns to step S102, and the same control as before is executed.

[0131] On the other hand, if the operation for setting the pseudo AT mode, that is, the dedicated "second operation" has been performed and thus "Yes" is determined in the above step S102, the process proceeds to step S105.

[0132] In step S105, the driving mode of the vehicle Ve is set to the pseudo AT mode. By setting the pseudo AT mode, the pseudo automatic shift control in the embodiment of the present invention is executed, and a pseudo automatic shift is performed accordingly. At the same time, in the pseudo AT mode, a pseudo engine sound is added. As the pseudo automatic shift, a pseudo step shift assuming a stepped automatic transmission is performed. Alternatively, a pseudo continuously variable shift assuming a continuously variable transmission can be performed. In that case, the driving mode is substantially one in which a pseudo engine sound is added in the D position.

[0133] Next, in step S106, it is determined whether or not an operation to cancel the pseudo AT mode has been performed. The pseudo AT mode is canceled when the driving mode is set to the M mode or the M hold mode, that is, when the driving mode is shifted from the "fifth mode" to the "third mode" or the "fourth mode".

[0134] If the answer to step S106 is "Yes" because an operation to cancel the pseudo AT mode has been performed, the process returns to step S101, and the same control as before is executed. That is, the driving mode of the vehicle Ve is shifted to the M mode or the M hold mode.

[0135] On the other hand, if the operation to cancel the pseudo AT mode has not yet been performed and therefore "No" is determined in step S106, the process proceeds to step S107.

[0136] In step S107, 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.

[0137] If the determination in step S107 is "No" because no operation to set the P position, N position, or R position has been performed yet, the process returns to step S105, and the same control as before is executed. That is, the state in which the driving mode is set to the pseudo AT mode continues.

[0138] On the other hand, if an operation to set any one of the P position, N position, or R position has been performed and therefore "Yes" is determined in step S107, the process proceeds to step S108.

[0139] In step S108, the driving mode of the vehicle Ve is set to any one of the P position, the N position, or the R position. That is, the driving mode is shifted to the "second mode." The "second mode" in this case is the "second mode" in which the vehicle is shifted from the pseudo AT mode, i.e., the "fifth mode," and in which a pseudo engine sound is added, and is the so-called "pseudo AT second mode" state described above.

[0140] Then, in step S109, it is determined whether or not an operation to set the D position has been performed.

[0141] If the operation to set the D position has not yet been performed and therefore the answer is "No" in step S109, the process returns to step S108 and the same control as before is executed. That is, the state in which the driving mode is set to the "pseudo AT second mode" as described above is continued.

[0142] On the other hand, if the operation to set the D position is performed and the result of the determination in step S109 is "Yes," the process returns to step S105, and the same control as before is executed. That is, in this case, the driving mode is set to one in which a pseudo engine sound is added in the D position, which is essentially the same driving mode as the pseudo AT mode. Therefore, the process returns to step S105, and the state in which the driving mode is set to the pseudo AT mode continues.

[0143] The control shown in the flowchart of Fig. 16 is executed separately and independently from the controls shown in the above-mentioned flowcharts of Fig. 10 to Fig. 15. The control shown in the flowchart of Fig. 16 is executed in a state where the driving mode (shift position) of the vehicle Ve is set to the D position in a so-called BEV (electric vehicle) state in which no pseudo engine sound is added, or the above-mentioned "BEV second mode", as shown in step S201.

[0144] Next, in step S202, it is determined whether or not an operation for setting the M mode or an operation for setting the M hold mode has been performed.

[0145] If the answer to step S202 is "Yes" because an operation to set the M mode or an operation to set the M hold mode has been performed, the process proceeds to step S203.

[0146] In step S203, the driving mode of the vehicle Ve is set to the M mode or the M hold mode. That is, the driving mode is shifted to the "third mode" or the "fourth mode". At the same time, a "second sound source" (M mode sound source) is selected, which is used in the M mode or the M hold mode and is used to add a pseudo engine sound (pseudo driving sound).

[0147] Next, in step S204, a process is executed that makes it impossible to select the "first sound source" (BEV sound source) used in the BEV state. When performing a pseudo manual shift operation in the M mode and the M hold mode, it is necessary to add a pseudo engine sound that changes according to the running state of the vehicle Ve, that is, a pseudo driving sound generated by the "second sound source" (M mode sound source). If the "first sound source" (BEV sound source) is selected and a pseudo manual shift operation is performed without adding a pseudo engine sound, the driver will not be able to accurately judge the running state of the vehicle Ve, and will not be able to properly perform the pseudo manual shift operation. Therefore, when the M mode and the M hold mode are set, the selection of the "first sound source" (BEV sound source) is added.

[0148] Next, in step S205, it is determined whether an operation to cancel the M mode and an operation to cancel the M hold mode have been performed. That is, it is determined whether an operation to cancel both the M mode and the M hold mode has been performed. The M hold mode is canceled by setting the driving mode to the M mode. Also, the M mode is canceled by setting the driving mode to the D position or the M hold mode. Therefore, in this step S103, it is determined whether an operation to shift to the D position has been performed with the driving mode set to the M mode or the M hold mode.

[0149] When the answer to step S205 is "Yes" because an operation to cancel the M mode and an operation to cancel the M hold mode have been performed, that is, an operation to cancel the M mode and the M hold mode and to shift the driving mode to the D position has been performed, the process returns to step S201 and the same control as before is executed. That is, in this case, the driving mode is shifted to the D position, which is a so-called BEV (electric vehicle) state in which no pseudo engine sound is added.

[0150] On the other hand, if neither the operation to set the M mode nor the operation to set the M hold mode has been performed yet, and therefore "No" is determined in the above step S202, the process proceeds to step S206.

[0151] In step S206, it is determined whether or not an operation for setting the driving mode of the vehicle Ve to the pseudo AT mode has been performed. As described above, the pseudo AT mode is set by a dedicated "second operation" such as a "long press operation" when the M mode or M hold mode is set. Therefore, in this step S206, it is determined whether or not a "second operation" for setting the pseudo AT mode has been performed.

[0152] If the answer to step S206 is "Yes" because an operation to set the driving mode of the vehicle Ve to the pseudo AT mode, i.e., a dedicated "second operation", has been performed, the process proceeds to step S207.

[0153] In step S207, the driving mode of the vehicle Ve is set to the pseudo AT mode. By setting the pseudo AT mode, a pseudo automatic shift is performed. At the same time, in the pseudo AT mode, a pseudo engine sound is added. That is, by setting the pseudo AT mode, a "second sound source" (M mode sound source) for adding a pseudo engine sound (pseudo driving sound) is selected.

[0154] On the other hand, if the operation for setting the driving mode of the vehicle Ve to the pseudo AT mode has not yet been performed and therefore the determination in step S206 is "No", the process proceeds to step S208.

[0155] In step S208, it is determined whether the M mode sound source has been selected. That is, it is determined whether the "second sound source" for adding a pseudo engine sound (pseudo driving sound) has been selected. The "second sound source" (M mode sound source) is selected by manually operating the sound source switching device 2b. In addition, by selecting the M mode sound source, the driving mode of the vehicle Ve is set to the pseudo AT mode.

[0156] If the M mode sound source has not yet been selected and the answer is "No" in step S208, the process returns to step S201 and the same control as before is executed. That is, in this case, the D position, which is the so-called BEV (electric vehicle) state in which no pseudo engine sound is added, is maintained.

[0157] On the other hand, if the M mode sound source is selected and the answer is "Yes" in step S208, the process proceeds to step S207, as in the case where the answer is "Yes" in step S6 described above, and the same control as before is executed.

[0158] When the driving mode of the vehicle Ve is set to the pseudo AT mode in step S207, it is then determined in step S209 whether or not the BEV sound source has been selected. That is, it is determined whether or not the "first sound source" used in the so-called BEV (electric vehicle) state, in which no pseudo engine sound is added, has been selected.

[0159] If the BEV sound source has not yet been selected and therefore the determination in step S209 is "No," the control in step S209 is repeated. That is, in this case, the pseudo AT mode in which the pseudo engine sound is added continues.

[0160] If the BEV sound source is selected and the answer is "Yes" in step S209, the process returns to step S201 and the same control as before is executed. That is, in this case, the driving mode of the vehicle Ve is shifted to the D position, which is a so-called BEV (electric vehicle) state in which no pseudo engine sound is added.

[0161] As described above, the controls shown in the flowcharts of FIGS. 10 to 16 are reset and terminated when, for example, the power switch or main switch of the vehicle Ve is turned off.

[0162] 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.

[0163] 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, M hold mode, and pseudo AT mode are selected by the shift device 2a. 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 shift from the M hold mode to the M mode is further shifted from the M mode to the D position. Also, once the pseudo AT mode is set, the addition of the pseudo engine sound continues until the M mode or the M hold mode, which has been shifted from the pseudo AT mode, is released and the shift is shifted to the D position. Therefore, for example, when the driver is performing a pseudo manual gear shift operation in M ​​mode or M hold mode, or is experiencing a pseudo automatic gear shift in pseudo AT 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 M mode, M hold mode, or pseudo AT mode to R position, P position, etc. Also, for example, it is possible to simulate a so-called racing operation in which the virtual engine speed is increased by depressing the accelerator pedal in the P position or N position.

[0164] Therefore, according to the control device for an electric vehicle in an embodiment of the present invention, it is possible to allow the driver to appropriately and realistically experience an operating sensation similar to that of a conventional "combustion vehicle" equipped with an automatic transmission, without compromising the quietness of the vehicle Ve, i.e., the inherent quietness of an electric vehicle. [Explanation of symbols]

[0165] 1. Motor (driving force source) 2. Selection device 2a Shifting device 2b Sound source switching device 2c Manual operation part (of shifting device) 2d Shift lever (manual operation section) 2e, 2f (Manual operation part) shift gate 2g,2h (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) switch sensor 4e (detection section) motor revolution sensor (or resolver) 4f (detection section) acceleration 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 selection device manually operated by a driver; a first sound source that generates a motor sound when the motor is operated; A second sound source that generates a pseudo driving sound generated according to a running state of the electric vehicle; A controller for controlling the electric vehicle, The selection device comprises: As a driving mode of the electric vehicle, at least a mode in which a drive position is set to drive the electric vehicle forward using the output of the motor; a mode for setting 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; A pseudo-automatic shifting mode that mimics existing vehicles equipped with automatic transmissions, and can be selectively set by the manual operation, The controller: When the drive position is set, the motor sound is generated or added, and when the drive position is shifted to any one of the reverse position, the parking position, and the neutral position, a state in which the motor sound is generated or added is maintained; When the mode in which the pseudo automatic shift is performed is set, the pseudo driving sound is added, and when the mode in which the pseudo automatic shift is performed is shifted to any one of the reverse position, the parking position, and the neutral position, the state in which the pseudo driving sound is added is maintained. A control device for an electric vehicle.

2. The control device for an electric vehicle according to claim 1, The selection device comprises: As the driving mode, a first mode in which the drive position is set and the motor sound is generated or added; a second mode in which any one of the reverse position, the parking position, and the neutral position 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 of the motor 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 driving sound, and maintains the state in which the pseudo driving sound is added; a fifth mode in which the pseudo automatic shift is performed, in which one of the control target values ​​set in the plurality of ranges is selected by automatic control, the output torque is controlled based on the selected control target value, and the pseudo driving sound is added; It is possible to selectively set a shift device that selects one of the driving modes by the manual operation and selects one of the plurality of ranges when the third mode or the fourth mode is selected, The controller: When the fifth mode is selected by the shift device, the automatic control is performed by setting one of the plurality of ranges based on a vehicle speed and the required driving force, or by executing a pseudo-automatic shift control that continuously changes the range; Controlling the output torque based on the control target value set corresponding to any one of the driving modes and the ranges selected by the shift device, or the control target value set corresponding to the range selected or changed by the pseudo automatic shift control, 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 traveling mode is set to the fourth mode, the fourth mode is released by transitioning from the fourth mode to the third mode, When the driving mode is set to the fifth mode, the fifth mode is released by shifting from the fifth mode to the third mode or the fourth mode. A control device for an electric vehicle.

3. The control device for an electric vehicle according to claim 2, The shift device is At least a first operation that is normally used and a second operation that is different from the first operation are possible; a transition between the first mode and the second mode, a transition between the first mode and the third mode, a transition between the second mode and the fifth 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, a transition from the third mode to the fourth mode, a transition from the third mode to the fifth mode, and a transition from the fourth mode to the fifth mode are all performed by the second operation. A control device for an electric vehicle.

4. The control device for an electric vehicle according to claim 3, The selection device comprises: a sound source switching device for selecting the first sound source or the second sound source by the manual operation; The sound source switching device is The second operation is possible, The transition from the fifth mode to the first mode is performed by the second operation. A control device for an electric vehicle.

5. The control device for an electric vehicle according to claim 4, The sound source switching device is A transition between a BEV second mode, which corresponds to the second mode immediately after start of the electric vehicle or the second mode transitioned from the first mode, and a pseudo AT second mode, which corresponds to the second mode transitioned from the fifth mode, is performed by the second operation. A control device for an electric vehicle.

6. The control device for an electric vehicle according to claim 1, The selection device comprises: As the driving mode, a first mode in which the drive position is set and the motor sound is generated or added; a second mode in which any one of the reverse position, the parking position, and the neutral position 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 of the motor 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 driving sound, and maintains the state in which the pseudo driving sound is added; a fifth mode in which the pseudo-automatic shift is performed, in which one of the control target values ​​set in the plurality of ranges is selected by automatic control, and the output torque is controlled based on the selected control target value; It is possible to selectively set a shift device that selects one of the driving modes by the manual operation and selects one of the plurality of ranges when the third mode or the fourth mode is selected; a sound source switching device for selecting the first sound source or the second sound source by the manual operation; Including, The controller: When the fifth mode is selected by the manual operation, a pseudo-automatic shift control is executed as the automatic control, in which one of the plurality of ranges is selected or the range is continuously changed based on a vehicle speed and the required driving force, controlling the output torque based on the control target value set corresponding to any one of the driving modes and the range selected by the manual operation, or the control target value set corresponding to the range selected or changed by the pseudo-automatic shift control; When the first mode is selected by the shift device, or when the first sound source is selected by the sound source switching device, the driving mode is set to the first mode, and the motor sound is generated or added. When the driving mode is shifted from the first mode to the second mode, the state in which the motor sound is generated or added is maintained. When the fifth mode is selected by the shift device, or when the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode, the pseudo driving sound is added, and when the driving mode is shifted from the fifth mode to the second mode, the state of adding the pseudo driving sound is maintained. A control device for an electric vehicle.

7. The control device for an electric vehicle according to claim 6, The shift device is At least a first operation that is normally used and a second operation that is different from the first operation are possible; The sound source switching device is The second operation is possible, The selection device comprises: Selection of the fifth mode, selection of the first sound source or the second sound source, and transition from the fifth mode to the first mode are all performed by the second operation. A control device for an electric vehicle.

8. The control device for an electric vehicle according to claim 7, The sound source switching device is A transition between a BEV second mode, which corresponds to the second mode immediately after start of the electric vehicle or the second mode transitioned from the first mode, and a pseudo AT second mode, which corresponds to the second mode transitioned from the fifth mode, is performed by the second operation. A control device for an electric vehicle.

9. The control device for an electric vehicle according to claim 8, The selection device comprises: A transition from the second mode to the third mode, a transition from the second mode to the fourth mode, and selection of the first sound source in the third mode and the fourth mode are all prohibited; A transition between the first mode and the second mode, a transition between the first mode and the third mode, a transition between the second mode and the fifth 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 control device for an electric vehicle.

10. The control device for an electric vehicle according to any one of claims 1 to 9, 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 second sound source 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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