Electric automobile

Abstract

To provide an electric automobile allowing a driver who has not driven a manual shift-type internal combustion engine vehicle for a long time and a driver who has no experience in driving a manual shift-type internal combustion engine vehicle to easily experience operation of the manual shift-type internal combustion engine vehicle.SOLUTION: An electric automobile according to an embodiment of the present disclosure includes: a driving operation member used for driving thereof; and in addition, a pseudo shift operation member imitating an operation member used for shift operation of a manual shift-type internal combustion engine vehicle. When a selection is made by a driver, a control device for controlling the electric automobile can execute a control mode in which operation of the pseudo shift operation member is associated with torque of an electric motor. Further, the control device imposes a restriction on movement of the electric automobile in response to the operation of the pseudo shift operation member in the control mode. The restriction can be released or eased.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] The present disclosure relates to an electric vehicle having an electric motor as a drive source. [Background technology]

[0002] Patent Publication No. 6,787,507 discloses prior art relating to an electric vehicle that can simulate the manual gear shifting operation of a vehicle equipped with a manual transmission powered by an internal combustion engine (hereinafter referred to as a manual gear shifting internal combustion engine vehicle) by controlling an electric motor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6787507 [Patent Document 2] Patent Publication No. 2022-036908 Summary of the Invention [Problem to be solved by the invention]

[0004] According to the above-mentioned conventional technology, it is possible to experience operating a manual-speed internal combustion engine vehicle with an electric vehicle. However, a driver who has not operated a manual-speed internal combustion engine vehicle for a long time or a driver who has no experience of operating a manual-speed internal combustion engine vehicle may be hesitant to operate an electric vehicle in a control mode that simulates a manual-speed internal combustion engine vehicle.

[0005] The present disclosure has been made in consideration of the above problems. One objective of the present disclosure is to provide an electric vehicle that allows a driver who has not driven a manual transmission internal combustion locomotive for a long time or a driver who has no experience of driving a manual transmission internal combustion locomotive to easily experience operating a manual transmission internal combustion locomotive. [Means for solving the problem]

[0006] The present disclosure provides an electric vehicle to achieve the above-mentioned objective. The electric vehicle includes a pseudo-speed-change operating member that imitates an operating member used for shifting gears in a manually-shifted internal combustion engine vehicle, in addition to a driving operating member used for driving the electric vehicle. The electric vehicle is controlled by a control device in response to the operation of the driving operating member. The control device is configured to be able to execute a control mode that associates the operation of the pseudo-speed-change operating member with the torque of the electric motor, as selected by the driver. Furthermore, the control device is configured to impose a restriction, which can be released or relaxed, on the movement of the electric vehicle in response to the operation of the pseudo-speed-change operating member in the control mode.

[0007] The control device may be configured to release or relax the restriction when a predetermined condition is satisfied by the driver in operation of the pseudo speed-shifting operation member in the control mode. The control device may also be configured to provide the driver with information related to the operation of the pseudo speed-shifting operation member for satisfying the condition via the interface when driving in the control mode. The control device may also be configured to provide the driver with advice or feedback regarding the operation of the pseudo speed-shifting operation member by the driver via the interface when driving in the control mode. The control device may be configured to set the restriction in response to an instruction from the driver, or may be configured to set the restriction in response to the electric vehicle being located within a predetermined area.

[0008] According to one aspect of the present disclosure, the driving operation member may include an accelerator pedal, and the pseudo gear shift operation member may include a pseudo H-type shifter simulating an H-type shifter of a manual transmission and a pseudo clutch operation device simulating a clutch operation device. In addition, the control device may be configured to change the torque of the electric motor in the above control mode according to the shift position selected by the pseudo H-type shifter, the operation amount of the pseudo clutch operation device, and the operation amount of the accelerator pedal.

[0009] According to another aspect of the present disclosure, the driving operation member may include an accelerator pedal, and the pseudo gear shift operation member may include a pseudo sequential shifter that simulates a sequential shifter of a manual transmission. In the control mode, the control device may be configured to change the torque of the electric motor in response to a shift position selected by the pseudo sequential shifter and an operation amount of the accelerator pedal.

[0010] According to yet another aspect of the present disclosure, the driving operation member may include an accelerator pedal, and the pseudo gear shift operation member may include a pseudo H-type shifter that simulates an H-type shifter of a manual transmission. In the above control mode, the control device may be configured to change the torque of the electric motor in response to a shift position selected by the pseudo H-type shifter and an operation amount of the accelerator pedal. Effect of the Invention

[0011] According to the electric vehicle of the present disclosure, the driver can select a control mode that associates the operation of a pseudo-speed-change operating member that imitates an operating member used for shifting gears in a manual-speed internal combustion engine vehicle with the torque of the electric motor. In this case, a restriction that can be released or relaxed is imposed on the movement of the electric vehicle in response to the operation of the pseudo-speed-change operating member, so that even a driver who has not driven a manual-speed internal combustion engine vehicle for a long time or a driver who has no experience of driving a manual-speed internal combustion engine vehicle can easily experience operating a manual-speed internal combustion engine vehicle. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a diagram illustrating a configuration of an electric vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a tree diagram showing an example of electric vehicle control modes selectable by the control device. [Diagram 3] FIG. 2 is a tree diagram showing an example of electric vehicle control modes selectable by the control device. [Figure 4] FIG. 2 is a diagram showing the configuration of a control device related to driving control of an electric vehicle. [Diagram 5]FIG. 2 is a diagram showing the configuration of a control device related to sound control of an electric vehicle. [Figure 6] FIG. 2 is a tree diagram showing functions that limit operation of an electric vehicle in manual mode and corresponding training modes. [Figure 7] FIG. 11 is a diagram showing an example of a method for setting a training mode. [Figure 8] FIG. 13 is a diagram showing another example of a method for setting the training mode. [Figure 9] FIG. 11 is a flow chart showing the restriction functions that are set when a paddle shift is selected as a control mode and the conditions that the driver must clear in order to release the restriction functions. [Figure 10] FIG. 11 is a flow chart showing the restriction function that is set when a stick shift with clutch operation is selected as the control mode and the conditions that the driver must meet to release the restriction function. [Figure 11] FIG. 11 is a flow chart showing a restriction function that is set when a clutch operation-less stick shift is selected as a control mode and a condition that the driver must satisfy in order to release the restriction function. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] 1. Electric vehicle power system configuration 1 is a diagram illustrating a schematic configuration of an electric vehicle 100 according to an embodiment of the present disclosure. First, the configuration of the power system of the electric vehicle 100 will be described with reference to FIG.

[0014] The electric vehicle 100 is equipped with two electric motors (M) 4F, 4R at the front and rear as a power source for driving. The electric motors 4F, 4R are, for example, three-phase AC motors. The front electric motor 4F is connected to a front drive shaft 5F that drives the front wheels 6F. The rear electric motor 4R is connected to a rear drive shaft 5R that drives the rear wheels 6R. The front wheels 6F are suspended by independent left and right electronically controlled front suspensions 7F. The rear wheels 6R are suspended by independent left and right electronically controlled rear suspensions 7R.

[0015] The front electric motor 4F and the rear electric motor 4R are respectively equipped with inverters (INV) 3F and 3R. The front inverter 3F and the rear inverter 3R are respectively connected to a battery (BATT) 2. The battery 2 stores electric energy for driving the electric motors 4F and 4R. In other words, the electric vehicle 100 is a battery electric vehicle (BEV) that runs on the electric energy stored in the battery 2. The inverters 3F and 3R are, for example, voltage-type inverters, and control the torque of the electric motors 4F and 4R by PWM control.

[0016] 2. Electric vehicle control system configuration Next, the configuration of the control system of the electric vehicle 100 will be described with reference to FIG.

[0017] The electric vehicle 100 is equipped with a battery management system (BMS) 10. The battery management system 10 is a device that monitors the cell voltage, current, temperature, etc. of the battery 2. The battery management system 10 has a function of estimating the state of charge (SOC) of the battery 2.

[0018] The electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of wheel speed sensors (not shown) provided on each of the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11. The electric vehicle 100 is also equipped with an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is provided on an accelerator pedal 22, and outputs a signal indicating the amount of depression of the accelerator pedal 22, i.e., the accelerator opening. The electric vehicle 100 is also equipped with a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided on a brake pedal 23, and outputs a signal indicating the amount of depression of the brake pedal 23, i.e., the brake opening.

[0019] The accelerator pedal 22 and the brake pedal 23 are driving operation members used to drive the electric vehicle 100. In addition to these driving operation members, the electric vehicle 100 is equipped with pseudo gear shift operation members that imitate operation members used to change gears in a manually-shifted internal combustion engine vehicle. The pseudo gear shift operation members include a pseudo H-type shifter 24, a pseudo paddle shifter 25, and a pseudo clutch pedal 26 described below.

[0020] The pseudo-H-shaped shifter 24 is a dummy that is different from an actual H-shaped shifter. The pseudo-H-shaped shifter 24 has a structure similar to a shift stick provided in a console, and can be moved between shift positions along an H-shaped gate. However, since the electric vehicle 100 does not have an actual transmission, the shift positions of the pseudo-H-shaped shifter 24 are virtual shift positions. The pseudo-H-shaped shifter 24 is provided with a shift position sensor 14. The shift position sensor 14 outputs a signal indicating the shift position selected by the pseudo-H-shaped shifter 24.

[0021] The pseudo paddle shifter 25 is a dummy that is different from a real paddle shifter, which is a type of sequential shifter. The pseudo paddle shifter 25 has a structure similar to a shift paddle attached to a steering wheel, and the left and right paddles can be moved independently. The pseudo paddle shifter 25 is equipped with a paddle shift switch 15. The paddle shift switch 15 outputs an upshift signal when the right paddle is pulled, and outputs a downshift signal when the left paddle is pulled.

[0022] The pseudo clutch pedal 26 is a dummy that is different from an actual clutch pedal. The pseudo clutch pedal 26 has a structure similar to a clutch pedal equipped in a conventional manual-speed internal combustion engine vehicle. For example, the pseudo clutch pedal 26 is equipped with a reaction mechanism that generates a reaction force against the driver's depression. The position when no depression force is applied is the start end position of the pseudo clutch pedal 26, and the position when the pseudo clutch pedal 26 is depressed to the deepest is the end position of the pseudo clutch pedal 26. The driver can operate the pseudo clutch pedal 26 from the start end position to the end position against the reaction force from the reaction force mechanism. The pseudo clutch pedal 26 is equipped with a clutch pedal stroke sensor 16. The clutch pedal stroke sensor 16 outputs a signal indicating the depression amount of the pseudo clutch pedal 26. Since the electric vehicle 100 does not have an actual clutch, the operation amount of the pseudo clutch pedal 26, i.e., the clutch opening degree, is a virtual clutch opening degree.

[0023] Although the pseudo clutch pedal 26 is a pedal-type operating device operated by foot, a lever-type operating device or a dial-type operating device operated by hand may also be provided as the pseudo clutch operating device. The pseudo clutch operating device can be of various structures as long as the driver can operate it from the start position to the end position against a reaction force and can experience the same operating sensation by foot or hand as the clutch pedal provided in a conventional manually variable-speed internal combustion engine vehicle.

[0024] The electric vehicle 100 also includes a human-machine interface (HMI) 20 as an interface with the driver, and an in-vehicle speaker 21. The HMI 20 includes a touch panel display. The HMI 20 displays information on the touch panel display, and receives input from the driver via touch operation on the touch panel display. The in-vehicle speaker 21 provides information to the driver by voice, and is also capable of outputting a pseudo engine sound, which will be described later.

[0025] The electric vehicle 100 is equipped with a control device 101. Sensors and devices to be controlled mounted on the electric vehicle 100 are connected to the control device 101 via an in-vehicle network. In addition to the battery management system 10, vehicle speed sensor 11, accelerator pedal stroke sensor 12, brake pedal stroke sensor 13, shift position sensor 14, paddle shift switch 15, and clutch pedal stroke sensor 16, the electric vehicle 100 is also equipped with various other sensors.

[0026] The control device 101 is typically an electronic control unit (ECU). The control device 101 may be a combination of multiple ECUs. The control device 101 includes at least a processor 102 and a memory 103. The memory 103 includes a RAM for temporarily recording data and a ROM for storing a program 104 executable by the processor 102 and various data 105 related to the program. The program 104 is composed of multiple instructions. The processor 102 reads out and executes the program 104 and data 105 from the memory 103, and generates control signals based on signals acquired from each sensor. The number of processors 102 included in the control device 101 may be one or more.

[0027] The control device 101 can control the electric vehicle 100 in various control modes. The driver can select the control mode by touching the touch panel display of the HMI 20. In more detail, by touching the touch panel display of the HMI 20, one or more programs 104 associated with each touch operation are read from the memory 103 and executed by the processor 102. The control modes of the electric vehicle 100 by the control device 101 that can be selected by the driver by operating the HMI 20 will be described below.

[0028] 3. Electric vehicle control mode 2 and 3 are tree diagrams showing an example of control modes of the electric vehicle 100 that can be selected by the control device 101. In the HMI 20, a selection screen is displayed on the touch panel display according to the control tree shown in FIG.

[0029] An option "control mode" OP000 is displayed on the initial screen of the HMI 20. By selecting the option "control mode" OP000, an option "automatic mode" OP110 and an option "manual mode" OP120 are displayed on the touch panel display. When the option "automatic mode" OP110 is selected, the control mode of the electric vehicle 100 switches to the automatic mode. The automatic mode is a control mode for driving the electric vehicle 100 as a normal BEV. In the automatic mode, the driver can basically drive the electric vehicle 100 only by operating the accelerator pedal 22, the brake pedal 23, and the steering wheel (not shown). In the automatic mode, the shift operation of the pseudo H-type shifter 24, the shift operation of the pseudo paddle shifter 25, and the clutch operation of the pseudo clutch pedal 26 are disabled.

[0030] When the option "manual mode" OP120 is selected, the control mode of the electric vehicle 100 switches to the manual mode. The manual mode is a control mode for operating the electric vehicle 100 like a manually-shifted internal combustion engine vehicle. By selecting the option "manual mode" OP120, the following options are displayed on the touch panel display: "shift mode" OP210, "engine characteristics" OP220, "engine sound" OP230, "drive mode" OP240, and "suspension characteristics" OP250. By appropriately combining these options OP210-OP250, the driver can determine the characteristics of a manually-shifted internal combustion engine vehicle that he or she wants the electric vehicle 100 to emulate.

[0031] The option "shift mode" OP210 is an option for selecting a shift mode of the manual transmission when the electric vehicle 100 is operated like a manually-shifted internal combustion engine vehicle. As shown in FIG. 2, by selecting the option "shift mode" OP210, an option "paddle shift" OP311 and an option "stick shift" OP312 are displayed on the touch panel display. When the option "paddle shift" OP311 is selected, the shift mode of the manual transmission reproduced in the electric vehicle 100 is switched to the paddle shift mode. The paddle shift mode is a mode in which the pseudo paddle shifter 25 is used for shifting. In the paddle shift mode, the shift operation of the pseudo H-type shifter 24 is disabled. In the paddle shift mode, the operation when the gear ratio of the manual transmission is changed is reproduced by the shift operation of the pseudo paddle shifter 25. Note that the clutch operation in a real paddle shift type manual transmission is automatically performed by the robot. Therefore, in the paddle shift mode, the clutch operation of the pseudo clutch pedal 26 is not required. In the paddle shift mode, the clutch operation of the pseudo clutch pedal 26 is disabled.

[0032] When the option "stick shift" OP312 is selected, the stick shift mode is selected. The stick shift mode is a mode in which the pseudo H-type shifter 24 is used for shifting. In the stick shift mode, the shift operation of the pseudo paddle shifter 25 is disabled. In the stick shift mode, the operation when the gear ratio of the manual transmission is changed is reproduced by the shift operation of the pseudo H-type shifter 24. In the real H-type shifter type manual transmission, there are those in which the driver performs the clutch operation himself and those in which the clutch operation is left to a robot. When the option "stick shift" OP312 is selected, the touch panel display displays the options "with clutch operation" OP411 and "without clutch operation" OP412. When the option "with clutch operation" OP411 is selected, the stick shift mode is switched to a mode that requires the clutch operation of the pseudo clutch pedal 26. On the other hand, when the option "without clutch operation" OP412 is selected, the clutch operation of the pseudo clutch pedal 26 is disabled and the stick shift mode is switched to a mode that does not require the clutch operation.

[0033] The option "engine characteristics" OP220 is an option for selecting the characteristics of the internal combustion engine when the electric vehicle 100 is operated like a manually-shifted internal combustion engine vehicle. As shown in FIG. 2, by selecting the option "engine characteristics" OP220, an option "low-medium revolution type" OP321, an option "high revolution type" OP322, and an option "all-range type" OP323 are displayed on the touch panel display. When the option "low-medium revolution type" OP321 is selected, the characteristics of the internal combustion engine reproduced in the electric vehicle 100 are switched to a low-medium revolution type in which the torque in the low-medium revolution range is relatively high. When the option "high revolution type" OP322 is selected, the characteristics of the internal combustion engine reproduced in the electric vehicle 100 are switched to a high revolution type in which the torque in the high revolution range is relatively high. And when the option "all-range type" OP323 is selected, the characteristics of the internal combustion engine reproduced in the electric vehicle 100 are switched to an all-range type in which the torque is uniform over the entire range. However, the low to medium revolution type, the high revolution type, and the full range type are merely examples of engine characteristics that can be reproduced by controlling the electric vehicle 100.

[0034] The option "engine sound" OP230 is an option for selecting an engine sound to be reproduced in the electric vehicle 100. As shown in FIG. 2, by selecting the option "engine sound" OP230, the options "inline 4 supercharged engine" OP331, "flat 6 engine" OP332, and "V12 engine" OP333 are displayed on the touch panel display. When the option "inline 4 supercharged engine" OP331 is selected, the engine sound reproduced in the electric vehicle 100 is switched to the engine sound of an inline 4 supercharged engine. When the option "flat 6 engine" OP332 is selected, the engine sound reproduced in the electric vehicle 100 is switched to the engine sound of a flat 6 engine. And, when the option "V12 engine" OP333 is selected, the engine sound reproduced in the electric vehicle 100 is switched to the engine sound of a V12 engine. However, the inline 4 supercharged engine, the flat 6 engine, and the V12 engine are only examples of engine sounds that can be reproduced in the electric vehicle 100.

[0035] The option "drive mode" OP240 is an option for selecting the drive mode of the electric vehicle 100. As shown in FIG. 3, by selecting the option "drive mode" OP240, an option "four-wheel drive" OP341 and an option "rear-wheel drive" OP342 are displayed on the touch panel display. When the option "four-wheel drive" OP341 is selected, the drive mode of the electric vehicle 100 is switched to the four-wheel drive mode. In the four-wheel drive mode, the front wheels 6F are driven by the front electric motor 4F, and the rear wheels 6R are driven by the rear electric motor 4R. The torque distribution between the front wheels 6F and the rear wheels 6R can be fixed or variable by the control of the electric motors 4F, 4F by the inverters 3F, 3R. When the option "rear-wheel drive" OP342 is selected, the drive mode of the electric vehicle 100 is switched to the rear-wheel drive mode. In the rear-wheel drive mode, only the rear wheels 6R are driven by the rear electric motor 4R. However, in the electric vehicle 100, instead of or in addition to the rear-wheel drive mode, a front-wheel drive mode in which only the front wheels 6F are driven by the front electric motor 4F can also be selected.

[0036] The option "suspension characteristics" OP250 is an option for selecting the suspension characteristics of the electric vehicle 100. As shown in FIG. 3, by selecting the option "suspension characteristics" OP250, an option "soft" OP351, an option "hard" OP352, and an option "medium" OP353 are displayed on the touch panel display. When the option "soft" OP351 is selected, the suspension characteristics of the electric vehicle 100 are switched to the soft mode. In the soft mode, the damping force of the suspensions 7F and 7R is made low. When the option "hard" OP352 is selected, the suspension characteristics of the electric vehicle 100 are switched to the hard mode. In the hard mode, the damping force of the suspensions 7F and 7R is made high. And when the option "medium" OP353 is selected, the suspension characteristics of the electric vehicle 100 are switched to the medium mode. In the medium mode, the damping force of the suspensions 7F and 7R is made intermediate between the soft mode and the hard mode. However, since the suspensions 7F and 7R are electronically controlled, the suspension characteristics can be adjusted widely. Therefore, the soft mode, hard mode, and medium mode are merely examples of suspension characteristics that can be realized in the electric vehicle 100. Note that the drive mode and suspension characteristics may be selectable not only in the manual mode but also in the automatic mode.

[0037] By operating the touch panel display of the HMI 20 according to the control tree described above, the control mode of the electric vehicle 100 can be switched to suit the driver's preference. The switchable control modes include a mode related to the driving control of the electric vehicle 100 and a mode related to the sound control of the electric vehicle 100. Specifically, the mode related to the option "engine sound" OP230 is the mode related to sound control, and the other modes are the modes related to driving control. In the following chapters, the driving control and sound control of the electric vehicle 100 by the control device 101 will be described.

[0038] 4. Electric vehicle driving control Fig. 4 is a diagram showing the configuration of a control device 101 related to driving control of an electric vehicle 100. In detail, Fig. 4 shows the configuration particularly related to torque control among driving control. One or more driving control programs 104 stored in a memory 103 are executed by the processor 102, whereby the processor 102 functions as a driving control device.

[0039] A control mode signal is input from the HMI 20 to the control device 101 as a driving control device. The control mode signal includes information about the control mode selected by the driver. The control device 101 executes process P110 based on the control mode signal. In process P110, the control mode is switched in accordance with the control mode signal. The control mode switching that particularly affects driving control is switching between automatic mode and manual mode.

[0040] When the control mode is switched to the automatic mode, the control device 101 executes a process P120 for torque calculation in the automatic mode. In the process P120, the control device 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11, and obtains the accelerator opening from the signal of the accelerator pedal stroke sensor 12. The control device 101 has a motor torque map with the accelerator opening and the vehicle speed as parameters. The control device 101 inputs the vehicle speed and the accelerator opening into the motor torque map, and controls the inverters 3F, 3R to generate the torque obtained from the motor torque map in the electric motors 4F, 4R.

[0041] When the control mode is switched to the manual mode, the control device 101 executes a process P130 for torque calculation in the manual mode. The process P130 includes a process P131 for calculating the torque to be generated at the drive wheels. The process P130 also includes a process P132 and a process P133. The process P132 is a process for calculating the torque to be generated at the front electric motor 4F, and the process P133 is a process for calculating the torque to be generated at the rear electric motor 4R. The process P132 and the process P133 are executed according to the drive wheel torque calculated in the process P130 and the torque distribution between the front wheels 6F and the rear wheels 6R.

[0042] A vehicle model MOD01 is used for calculating the drive wheel torque in process P131. The vehicle model MOD01 includes an engine model MOD11, a clutch model MOD12, and a transmission model MOD13. An engine virtually realized by the vehicle model MOD01 is called a virtual engine, a clutch virtually realized is called a virtual clutch, and a transmission virtually realized is called a virtual transmission. A virtual engine is modeled in the engine model MOD11. A virtual clutch is modeled in the clutch model MOD12. A virtual transmission is modeled in the transmission model MOD13.

[0043] The engine model MOD11 calculates a virtual engine speed and a virtual engine torque. The virtual engine speed is calculated from the vehicle speed, the total reduction ratio, and the slip ratio of the virtual clutch. The virtual engine torque is calculated from the virtual engine speed and the accelerator opening. The vehicle speed is obtained from a signal of the vehicle speed sensor 11. The accelerator opening is obtained from a signal of the accelerator pedal stroke sensor 12. The total reduction ratio is a numerical value obtained by multiplying the speed ratio of the virtual transmission by a reduction ratio determined by the mechanical structure from the virtual transmission to the driving wheels. In the engine model MOD11, the relationship between the virtual engine speed and the virtual engine torque is specified for each accelerator opening. The engine characteristics of the engine model MOD11 can be selected by the driver by operating the HMI 20. In the example shown in FIG. 2, the engine characteristics can be selected from a low-medium rotation type, a high rotation type, and a full-range type.

[0044] The clutch model MOD12 calculates a torque transmission gain. The torque transmission gain is a gain for calculating the degree of torque transmission of the virtual clutch according to the clutch opening. When the stick shift mode with clutch operation is selected as the shift mode, the clutch opening is acquired from a signal of the clutch pedal stroke sensor 16. The clutch opening is 0% at the start position of the pseudo clutch pedal 26 and 100% at the end position of the pseudo clutch pedal 26. In the clutch model MOD12, a torque transmission gain is given with respect to the clutch opening. The torque transmission gain is converted into the clutch torque capacity of the virtual clutch, that is, the virtual clutch torque capacity. Then, based on a comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11, a virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. In addition, in the clutch model MOD12, a value obtained by subtracting the torque transmission gain from 1 is calculated as a slip ratio. The slip ratio is used to calculate the virtual engine speed in the engine model MOD11.

[0045] When the paddle shift mode is selected as the shift mode, the clutch opening degree input to the clutch model MOD12 is calculated using the clutch operation model. Also, when the clutch operation-less stick shift mode is selected as the shift mode, the clutch opening degree input to the clutch model MOD12 is calculated using the clutch operation model. The clutch operation model is a model that simulates the clutch operation of an exemplary driver. When the paddle shift mode is selected, the vehicle speed, virtual engine speed, and a signal from the paddle shift switch 15 are input to the clutch operation model. When the clutch operation-less stick shift mode is selected, the vehicle speed, virtual engine speed, and a signal from the shift position sensor 14 are input to the clutch operation model.

[0046] The signals from the paddle shift switch 15 and the shift position sensor 14 are used to time the clutch operation. When the driver's shift operation is detected by the signals from the paddle shift switch 15 and the shift position sensor 14, the clutch opening is maximized in the clutch operation model so as to disengage the virtual clutch. The vehicle speed and the virtual engine speed are used to calculate the clutch opening. In the clutch operation model, the clutch opening is calculated based on the rotational speed difference between the rotational speed of the input shaft of the virtual transmission calculated from the vehicle speed and the virtual engine speed so as to smoothly match the virtual engine speed.

[0047] The transmission model MOD13 calculates a virtual gear ratio. The virtual gear ratio is a gear ratio in a virtual transmission that is determined by a virtual shift position. The virtual gear ratio is set for each shift position. The maximum virtual gear ratio is set for first gear, and the virtual gear ratios become smaller in the order of second gear, third gear, fourth gear, .... In the stick shift mode, the shift positions are in one-to-one correspondence with the signal of the shift position sensor 14. In the paddle shift mode, the shift position is increased by one step in response to an upshift signal from the paddle shift switch 15, and decreased by one step in response to a downshift signal from the paddle shift switch 15. Note that while the number of shift positions is physically determined in the pseudo H-type shifter 24, there are no physical restrictions on the number of shift positions in the pseudo paddle shifter 25. Therefore, the transmission model MOD13 may be different between the stick shift mode and the paddle shift mode, and the number of shift positions in the paddle shift mode may be greater than the number of shift positions in the stick shift mode.

[0048] The transmission model MOD13 calculates a virtual transmission torque using the virtual gear ratio and the virtual clutch torque. The virtual transmission torque is a virtual torque output from the virtual transmission. The control device 101 controls the inverters 3F, 3R so as to change the output torque of the electric motors 4F, 4R in response to the virtual transmission torque. The virtual transmission torque changes discontinuously in response to switching of the virtual gear ratio. This discontinuous change in the virtual transmission torque generates a torque shock in the electric vehicle 100, creating the impression that the vehicle is equipped with a stepped transmission.

[0049] The vehicle model MOD01 calculates the drive wheel torque from the virtual transmission torque and the reduction ratio. When the four-wheel drive mode is selected as the drive mode, the drive wheel torque is the sum of the torques acting on the left and right front wheels 6F and the left and right rear wheels 6R. The torque distribution to the front wheels 6F and the rear wheels 6R can be fixed or can be changed actively or passively. When the rear-wheel drive mode is selected as the drive mode, the drive wheel torque is the sum of the torques acting on the left and right rear wheels 6R.

[0050] In process P132, the torque of the front electric motor 4F in the manual mode (front motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the front wheels 6F and the reduction ratio from the output shaft of the front electric motor 4F to the front wheels 6F. The control device 101 controls the front inverter 3F so that the front electric motor 4F generates the front motor torque calculated in process P132.

[0051] In process P133, the torque of the rear electric motor 4R in the manual mode (rear motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the rear wheels 6R and the reduction ratio from the output shaft of the rear electric motor 4R to the rear wheels 6R. The control device 101 controls the rear inverter 3R so as to cause the rear electric motor 4R to generate the rear motor torque calculated in process P133.

[0052] In the configuration shown in Fig. 4, the battery management system 10 and the brake pedal stroke sensor 13 are not necessarily required for the above-mentioned driving control. However, if switching of the control mode affects the SOC of the battery 2, the signal of the battery management system 10 may be used as information for determining whether or not to switch the control mode. Also, in a case where the operation method of the electric vehicle 100 changes significantly, such as switching between the automatic mode and the manual mode, the condition for switching may be that the brake pedal 23 is depressed. In that case, the signal of the brake pedal stroke sensor 13 can be used as information for determining that the brake pedal 23 is depressed.

[0053] 5. Sound control for electric vehicles 5 is a diagram showing the configuration of a control device 101 related to sound control of an electric vehicle 100. One or more sound control programs 104 stored in a memory 103 are executed by the processor 102, causing the processor 102 to function as a sound control device. The processor 102 functioning as a torque control device and the processor 102 functioning as a sound control device may be separate processors or may be the same processor.

[0054] The control device 101 as a sound control device can generate artificially generated sounds from the in-vehicle speaker 21. One of the artificial sounds is a pseudo engine sound that resembles the engine sound of a conventional internal combustion engine vehicle. When a control mode signal indicating that the manual mode has been selected is input from the HMI 20, the control device 101 as a sound control device executes process P140. In process P140, a pseudo engine sound is generated based on the virtual engine torque and virtual engine speed calculated in process P131.

[0055] In process P140, the engine sound selected by the HMI 20 is used as the sound source of the pseudo engine sound generated from the in-vehicle speaker 21. In the example shown in FIG. 2, an engine sound selected from an in-line 4-cylinder supercharged engine, a flat 6-cylinder engine, and a V12 engine is used as the sound source of the pseudo engine sound. However, in process P140, the sound of the sound source is not used as is. In process P140, the sound pressure of the sound source is changed, for example, by an amplifier, and the frequency of the sound source is changed, for example, by a frequency modulator.

[0056] The process P140 includes a process P141 for calculating the engine sound pressure and a process P142 for calculating the engine sound frequency. In the process P141, the sound pressure of the pseudo engine sound is calculated from the virtual engine torque using a sound pressure map M11. The sound pressure map M11 is created so that the sound pressure increases as the virtual engine torque increases. In the process P142, the frequency of the pseudo engine sound is calculated from the virtual engine speed using a frequency map M12. The frequency map M12 is created so that the frequency increases as the virtual engine speed increases. The virtual engine torque and the virtual engine speed change depending on the accelerator operation, the shift operation, and the clutch operation of the driver. By changing the sound pressure and the frequency of the pseudo engine sound according to the changing virtual engine torque and the virtual engine speed, the driver can be given a sense of reality as if he or she were driving a real manual transmission internal combustion engine vehicle.

[0057] 6. Training Mode 6-1. Overview The driver of the electric vehicle 100 can experience operating a manual transmission internal combustion engine vehicle in the electric vehicle 100 by operating the HMI 20 to switch the control mode to the manual mode. However, for a driver who has not driven a manual transmission internal combustion engine vehicle for a long time or a driver who has no experience of driving a manual transmission internal combustion engine vehicle, operating a manual transmission internal combustion engine vehicle is not easy and there is a risk that the driver will not enjoy driving the manual transmission internal combustion engine vehicle.

[0058] For this reason, the manual mode allows the driver to safely and easily experience operating a manual transmission internal combustion engine vehicle by restricting the movement of electric vehicle 100 in response to shift operations and clutch operations that are specific to manual transmission internal combustion engine vehicles. However, the restrictions imposed on the movement of electric vehicle 100 in the manual mode can be lifted when the driver meets certain conditions that indicate that the driver's operating skills have improved.

[0059] To improve the driver's operating skills, the electric vehicle 100 is provided with a training mode suitable for training in the operation of a manual transmission internal combustion engine vehicle. By removing restrictions as a result of training in the training mode, the original operation of a manual transmission internal combustion engine vehicle with respect to shifting and clutching is reproduced in the electric vehicle 100. For a driver who has improved his or her shifting and clutching skills, driving the electric vehicle 100 as if it were a manual transmission internal combustion engine vehicle becomes more enjoyable.

[0060] 6-2. Specific details FIG. 6 is a tree diagram showing functions that limit the operation of the electric vehicle 100 when driving in manual mode and the corresponding training modes. According to FIG. 6, when the option "paddle shift" OP311 is selected on the touch panel display of the HMI 20, the acceleration / deceleration suppression LM11 is set as a function that limits the operation of the electric vehicle 100. The acceleration / deceleration suppression LM11 is a function that suppresses the electric vehicle 100 from suddenly accelerating or decelerating due to an inappropriate shift operation by a driver who is not familiar with the paddle shifter. By setting the acceleration / deceleration suppression LM11, the driver can enjoy the shift operation using the pseudo paddle shifter 25 with peace of mind. The set acceleration / deceleration suppression LM11 can be released by clearing a predetermined condition.

[0061] A training mode TR10 is prepared for the option "paddle shift" OP311. When the driver selects the training mode TR10 on the touch panel display of the HMI 20, the control device 101 executes downshift training TR11 and upshift training TR12. The downshift training TR11 is training to measure the timing of downshifting by operating the pseudo paddle shifter 25. The upshift training TR12 is training to measure the timing of upshifting by operating the pseudo paddle shifter 25.

[0062] When the option "stick shift" OP312 is selected and the option "with clutch operation" OP411 is selected, the acceleration / deceleration suppression LM21, the stall prevention LM22, the shift down assist LM23, the shift up assist LM24, and the hill start assist LM25 are set as functions for restricting the operation of the electric vehicle 100. The acceleration / deceleration suppression LM21 is a function for suppressing the electric vehicle 100 from suddenly accelerating or decelerating due to an inappropriate shift operation by a driver who is not familiar with the H-type shifter. The stall prevention LM22 is a function for turning off the simulated engine stall of the electric vehicle 100 so that even a driver who is not familiar with the operation of the clutch pedal can operate the clutch with confidence. The simulated engine stall is a function for simulating an engine stall caused by an inappropriate clutch operation by generating a torque shock in the electric motors 4F and 4R. The shift down assist LM23 is a function for suppressing a shift shock by increasing the virtual engine speed when shifting down. The shift up assist LM24 is a function for suppressing a shift shock by decreasing the virtual engine speed when shifting up. The hill start assist LM25 is a function that prevents the vehicle from rolling back due to delays in accelerator operation or clutch operation when starting on a slope. By setting these limiting functions, the driver can safely enjoy shifting using the pseudo H-type shifter 24 and clutch operation using the pseudo clutch pedal 26. Note that these limiting functions can be released by meeting certain conditions even after they have been set.

[0063] A training mode TR20 is prepared for the option "with clutch operation" OP411. When the driver selects the training mode TR20, the control device 101 executes stick operation training TR21, clutch operation training TR22, downshift training TR23, upshift training TR24, and hill start training TR25. The stick operation training TR21 is training to quickly move the stick of the pseudo H-type shifter 24 to the correct position. The clutch operation training TR22 is training to use a half-clutch by operating the pseudo clutch pedal 26. The downshift training TR23 is training to increase the virtual engine speed to an appropriate speed by operating the accelerator when downshifting. The upshift training TR24 is training to quickly engage the virtual clutch by operating the pseudo clutch pedal 26 when upshifting. The hill start training TR25 is training to operate the accelerator pedal 22 and the pseudo clutch pedal 26 in cooperation so as not to roll the vehicle back when starting on a hill.

[0064] When the option "stick shift" OP312 is selected and further the option "clutch-less" OP412 is selected, the acceleration / deceleration suppression LM31 is set as a function for restricting the operation of the electric vehicle 100. The acceleration / deceleration suppression LM31 is a function for suppressing sudden acceleration or deceleration of the electric vehicle 100 due to inappropriate shifting operation by a driver who is not accustomed to the H-type shifter. By setting the acceleration / deceleration suppression LM31, the driver can enjoy shifting operation using the pseudo H-type shifter 24 with peace of mind. The set acceleration / deceleration suppression LM31 can be released by meeting certain conditions.

[0065] A training mode TR30 is prepared for the option "with clutch operation" OP412. When the driver selects the training mode TR30, the control device 101 executes stick operation training TR31, downshift training TR32, and upshift training TR33. Stick operation training TR31 is training to accurately move the stick of the pseudo H-type shifter 24 to the correct position. Downshift training TR32 is training to increase the virtual engine speed to an appropriate speed by operating the accelerator when downshifting. Upshift training TR33 is training to quickly engage the virtual clutch by operating the pseudo clutch pedal 26 when upshifting.

[0066] 6-3.How to set up training mode The driver can set the above-mentioned training mode as desired. Fig. 7 is a diagram showing one example of a method for setting the training mode. In the example shown in Fig. 7, the selection of the training mode input by the driver to the HMI 20 is input from the HMI 20 to the control device 101. The control device 101 receives the selection of the training mode and executes process P150. In process P150, training related to the selected training mode is executed.

[0067] When training is performed, a guide for shifting using the pseudo H-type shifter 24 or the pseudo paddle shifter 25, and a guide for clutching using the pseudo clutch pedal 26 are displayed on the HMI 20. The contents of these guides relate to, for example, exemplary methods of shifting and clutching. By performing training according to the guides displayed on the HMI 20 and clearing predetermined conditions, it becomes possible to release the restriction functions such as acceleration / deceleration suppression that are set when the manual mode is selected. The operation guides may be read out from the memory 103 of the control device 101 and displayed on the HMI 20, or may be downloaded from a server each time and displayed on the HMI 20.

[0068] During training, audio advice or feedback is given to the driver using the in-vehicle speaker 21. The advice is, for example, teaching tips on how to skillfully perform shifting operations using the pseudo H-type shifter 24 or the pseudo paddle shifter 25, or clutch operations using the pseudo clutch pedal 26. The advice is given according to the driver's current situation. The feedback is, for example, suggestions on improvements to be made to the driver's shifting operations or clutch operations. The results of a score for the driver's shifting operations or clutch operations may be conveyed together with suggestions on improvements. Note that instead of or in addition to the audio from the in-vehicle speaker 21, the contents of the advice or feedback may be displayed on the HMI 20.

[0069] As a method for setting the training mode, it is also possible to automatically set the training mode within a preregistered area. FIG. 8 is a diagram showing another example of a method for setting the training mode. In the example shown in FIG. 8, the training area set by the driver using the HMI 20 is input to the navigation device 30. A plurality of training areas can be set, and a training mode to be executed for each training area can be selected in advance. In addition, the self-position of the electric vehicle 100 estimated by the GPS 18 is input to the navigation device 30. When the electric vehicle 100 enters a set training area, the navigation device 30 inputs the training mode selected in advance for that training area to the control device 101. The control device 101 executes the process P150 upon receiving the selection of the training mode. The area in which the training mode is executed can be a place where the driver can train without worrying about the surroundings, such as a driving school or a large open space.

[0070] 6-4. Canceling the restriction function As described above, the restriction function that restricts the operation of the electric vehicle 100 in manual mode can be released by the driver clearing a specific condition even after it has been set. Below, the conditions that the driver must clear in order to release the restriction function are explained for each control mode. It is also possible for the driver to forcibly release the restriction function at his / her will, regardless of whether the specific condition has been cleared. The forcible release of the set restriction function can be performed on the touch panel display of the HMI 20.

[0071] Fig. 9 is a flow diagram showing the restriction functions that are set when paddle shift is selected as the control mode and the conditions that the driver must clear in order to release the restriction functions. According to the flow shown in Fig. 9, first, in step S101, it is determined whether paddle shift has been selected as the control mode. If paddle shift has not been selected, the flow ends.

[0072] When paddle shift is selected as the control mode, step S102 is executed. In step S102, it is determined whether downshift training TR11 has ended. For example, it may be determined that downshift training TR11 has ended when the number of downshifts caused by operating the pseudo paddle shifter 25 exceeds a predetermined number of times. Alternatively, it may be determined that downshift training TR11 has ended when the difference between the actual timing and the target timing of downshifts caused by operating the pseudo paddle shifter 25 falls within an allowable range. If downshift training TR11 has not ended, the flow ends.

[0073] If the downshift training TR11 has ended, step S103 is executed. In step S103, it is determined whether the upshift training TR12 has ended. For example, the upshift training TR12 may be determined to have ended on the condition that the number of upshifts by operating the pseudo paddle shifter 25 exceeds a predetermined number of times. The upshift training TR12 may also be determined to have ended on the condition that the difference between the actual timing and the target timing of the upshifts by operating the pseudo paddle shifter 25 falls within an allowable range. If the upshift training TR12 has not ended, the flow ends.

[0074] If the shift-up training TR12 is completed, step S104 is executed. In step S104, the acceleration / deceleration suppression LM11, which is a limiting function, is permitted to be turned off. After permission is granted, the driver can leave the acceleration / deceleration suppression LM11 on as is, or can turn off the acceleration / deceleration suppression LM11 on the touch panel display of the HMI 20.

[0075] Fig. 10 is a flow diagram showing the restriction functions that are set when a stick shift with clutch operation is selected as the control mode and the conditions that the driver must clear in order to release the restriction functions. According to the flow shown in Fig. 10, first, in step S201, it is determined whether or not a stick shift with clutch operation has been selected as the control mode. If a stick shift with clutch operation has not been selected, the flow ends.

[0076] When a stick shift with clutch operation is selected as the control mode, step S202 is executed. In step S202, it is determined whether the stick operation training TR21 has ended. For example, the stick operation training TR21 may be determined to have ended when the number of operations of the pseudo H-type shifter 24 exceeds a predetermined number of times. Also, the stick operation training TR21 may be determined to have ended when the operation speed of the pseudo H-type shifter 24 exceeds a target speed.

[0077] If the stick operation training TR21 has ended, step S203 is executed. In step S203, the acceleration / deceleration suppression LM21, which is a limiting function, is permitted to be turned off. After permission, the driver can leave the acceleration / deceleration suppression LM21 on as is, or can turn off the acceleration / deceleration suppression LM21 on the touch panel display of the HMI 20. If the stick operation training TR21 has not ended, step S203 is skipped.

[0078] Next, step S204 is executed. In step S204, it is determined whether the clutch operation training TR22 has ended. For example, it may be determined that the clutch operation training TR22 has ended when the number of times the pseudo clutch pedal 26 is operated exceeds a predetermined number of times. It may also be determined that the clutch operation training TR22 has ended when the change in virtual engine speed accompanying the operation of the pseudo clutch pedal 26 falls within an allowable range.

[0079] If the clutch operation training TR22 has ended, step S205 is executed. In step S205, the stall prevention LM22, which is a restriction function, is permitted to be turned off. After permission, the driver can leave the stall prevention LM22 on as is, or can turn off the stall prevention LM22 on the touch panel display of the HMI 20. If the clutch operation training TR22 has not ended, step S205 is skipped.

[0080] Next, step S206 is executed. In step S206, it is determined whether the downshift training TR23 has ended. For example, it may be determined that the downshift training TR23 has ended on the condition that the number of downshift operations using the pseudo H-type shifter 24 and the pseudo clutch pedal 26 exceeds a predetermined number of times. Alternatively, it may be determined that the downshift training TR23 has ended on the condition that the speed difference between the virtual engine speed and the target speed when the virtual clutch is engaged by operation of the pseudo clutch pedal 26 after the downshift by operation of the pseudo H-type shifter 24 falls within an allowable range.

[0081] If the downshift training TR23 has ended, step S207 is executed. In step S207, the restricted function, the downshift assist LM23, is permitted to be turned off. After permission, the driver can leave the downshift assist LM23 on, or can turn off the downshift assist LM23 on the touch panel display of the HMI 20. If the downshift training TR23 has not ended, step S207 is skipped.

[0082] Next, step S208 is executed. In step S208, it is determined whether the upshift training TR24 has ended. For example, the upshift training TR24 may be determined to have ended if the number of upshift operations using the pseudo H-type shifter 24 and the pseudo clutch pedal 26 exceeds a predetermined number of times. The upshift training TR24 may also be determined to have ended if the speed at which the virtual clutch is engaged by operation of the pseudo clutch pedal 26 after the upshift by operation of the pseudo H-type shifter 24 exceeds the target speed.

[0083] If the shift-up training TR24 has ended, step S209 is executed. In step S209, the shift-up assist LM24, which is a restricted function, is permitted to be turned off. After permission, the driver can leave the shift-up assist LM24 on as is, or can turn off the shift-up assist LM24 on the touch panel display of the HMI 20. If the shift-up training TR24 has not ended, step S209 is skipped.

[0084] Next, step S210 is executed. In step S210, it is determined whether the hill start training TR25 has ended. For example, the hill start training TR25 may be determined to have ended on the condition that the number of times the pseudo clutch pedal 26 is operated on an uphill road exceeds a predetermined number of times. Alternatively, the hill start training TR25 may be determined to have ended on the condition that the time from when the brake pedal 23 is released to when the accelerator pedal 22 is depressed and the pseudo clutch pedal 26 is operated to put the virtual clutch into a half-clutch state falls within a target time.

[0085] If the hill start training TR25 has ended, step S211 is executed. In step S211, the hill start assist LM25, which is a restricted function, is permitted to be turned off. After permission, the driver can leave the hill start assist LM25 on as is, or can turn off the hill start assist LM25 on the touch panel display of the HMI 20. If the hill start training TR25 has not ended, step S211 is skipped.

[0086] Fig. 11 is a flow diagram showing the restriction functions that are set when clutch-less stick shift is selected as the control mode and the conditions that the driver must meet to release the restriction functions. According to the flow shown in Fig. 11, first, in step S301, it is determined whether clutch-less stick shift has been selected as the control mode. If clutch-less stick shift has not been selected, the flow ends.

[0087] When the clutch operation-less stick shift is selected as the control mode, step S302 is executed. In step S302, it is determined whether the stick operation training TR31 has ended. For example, it may be determined that the stick operation training TR31 has ended when the number of times the pseudo H-type shifter 24 is operated exceeds a predetermined number of times. Also, it may be determined that the stick operation training TR31 has ended when the operation speed of the pseudo H-type shifter 24 exceeds a target speed. If the stick operation training TR31 has not ended, the flow ends.

[0088] If the stick operation training TR31 has ended, step S303 is executed. In step S303, it is determined whether the downshift training TR32 has ended. For example, the downshift training TR32 may be determined to have ended on the condition that the number of downshifts caused by the operation of the pseudo H-type shifter 24 exceeds a predetermined number of times. Alternatively, the downshift training TR32 may be determined to have ended on the condition that the difference between the actual timing and the target timing of the downshifts caused by the operation of the pseudo H-type shifter 24 falls within an allowable range. If the downshift training TR32 has not ended, the flow ends.

[0089] If the downshift training TR32 has ended, step S304 is executed. In step S304, it is determined whether the upshift training TR33 has ended. For example, the upshift training TR33 may be determined to have ended on the condition that the number of upshifts caused by the operation of the pseudo H-type shifter 24 exceeds a predetermined number of times. The upshift training TR33 may also be determined to have ended on the condition that the difference between the actual timing and the target timing of the upshifts caused by the operation of the pseudo H-type shifter 24 falls within an allowable range. If the upshift training TR33 has not ended, the flow ends.

[0090] If the shift-up training TR33 has ended, step S305 is executed. In step S305, the acceleration / deceleration suppression LM31, which is a limiting function, is permitted to be turned off. After permission is granted, the driver can leave the acceleration / deceleration suppression LM31 on as is, or can turn off the acceleration / deceleration suppression LM31 on the touch panel display of the HMI 20.

[0091] 7.Effects As described above, the electric vehicle 100 according to this embodiment is equipped with the pseudo H-shifter 24, the pseudo paddle shifter 25, and the pseudo clutch pedal 26, which imitate operation members used for shifting gears in a manual transmission internal combustion engine vehicle. The control device 101 of the electric vehicle 100 can select a control mode (manual mode) that associates the operation of these pseudo shifting operation members with the torque of the electric motors 4F, 4R.

[0092] When the manual mode is selected, a releasable restriction is imposed on the movement of the electric vehicle 100 in response to the operation of the pseudo speed change operation member. By imposing such a restriction, even a driver who has not driven a manual speed change type internal combustion engine vehicle for a long time or a driver who has no experience of driving a manual speed change type internal combustion engine vehicle can easily experience operating a manual speed change type internal combustion engine vehicle by selecting the manual mode.

[0093] Furthermore, the restrictions imposed on the movement of the electric vehicle 100 in the manual mode can be lifted by the driver training in the training mode and meeting certain conditions. By lifting the restrictions, the original behavior of a manual transmission internal combustion engine vehicle in response to shift operations and clutch operations can be reproduced in the electric vehicle 100. Therefore, a driver who has improved his or her shift operations and clutch operations through training can enjoy driving the electric vehicle 100 as if it were a manual transmission internal combustion engine vehicle.

[0094] 8. Other embodiments In the above embodiment, when the driver meets a predetermined condition, the restrictions imposed on the movement of the electric vehicle 100 can be released, but the restrictions may be relaxed rather than released completely. For example, in the case of acceleration / deceleration suppression LM11, the limit value of acceleration / deceleration may be increased. In the case of engine stall prevention LM22, stalls with small shocks may be permitted while stalls with large shocks are prevented. In the case of hill start assistance LM25, a predetermined amount of reverse movement may be permitted.

[0095] As another configuration of the electric vehicle 100, the pseudo paddle shifter 25 may not be provided, and only the pseudo H-type shifter 24 and the pseudo clutch pedal 26 may be provided. As another configuration of the electric vehicle 100, the pseudo H-type shifter 24 and the pseudo clutch pedal 26 may not be provided, and only the pseudo paddle shifter 25 may be provided. As another configuration of the electric vehicle 100, the pseudo paddle shifter 25 and the pseudo clutch pedal 26 may not be provided, and only the pseudo H-type shifter 24 may be provided.

[0096] The electric vehicle 100 is equipped with electric motors 4F, 4R at the front and rear, but may be equipped with only one of them. In addition, the electric vehicle 100 is a battery electric vehicle (BEV) that runs on electricity stored in a battery 2, but the electric vehicle of the present disclosure may be any electric vehicle that has an electric motor as a drive source. Therefore, the electric vehicle of the present disclosure can also be applied to a plug-in hybrid electric vehicle (PHEV) or a fuel cell electric vehicle (FCEV). [Explanation of symbols]

[0097] 2 battery, 3F front inverter, 3R rear inverter, 4F front electric motor, 4R rear electric motor, 5F front drive shaft, 5R rear drive shaft, 6F front wheel, 6R rear wheel, 7F front suspension, 7R rear suspension, 10 battery management system, 11 vehicle speed sensor, 12 accelerator pedal stroke sensor, 13 brake pedal stroke sensor, 14 shift position sensor, 15 paddle shift switch, 16 clutch pedal stroke sensor, 18 GPS, 20 HMI, 21 in-car speaker, 22 accelerator pedal, 23 brake pedal, 24 pseudo H-type shifter, 25 pseudo paddle shifter, 26 pseudo clutch pedal, 100 electric vehicle, 101 control device, 102 processor, 103 memory, 104 program, 105 data

Claims

1. An electric vehicle having an electric motor as a drive source, A driving operation member used for driving the electric vehicle; A pseudo speed change operation member that imitates an operation member used for speed change operation of a manually-shifted internal combustion engine vehicle; a control device that controls the electric vehicle in response to an operation of the driving operation member; The control device includes: Executing a control mode in which operation of the pseudo speed-change operating member is related to torque of the electric motor, as selected by a driver; and applying a restriction that can be released or relaxed to a movement of the electric vehicle in response to the operation of the pseudo gear shift operating member in the control mode. An electric vehicle characterized by

2. 2. The electric vehicle according to claim 1, The control device is further configured to release or relax the restriction when the driver satisfies a predetermined condition in the operation of the pseudo speed-change operating member in the control mode. An electric vehicle characterized by

3. 2. The electric vehicle according to claim 1, The controller is further configured to receive an instruction from the driver to set the limit. An electric vehicle characterized by

4. 2. The electric vehicle according to claim 1, The controller is further configured to set the limit in response to the electric vehicle being located within a predetermined area. An electric vehicle characterized by

5. 3. The electric vehicle according to claim 2, An interface for providing information to the driver is further provided, The control device is further configured to provide the driver, via the interface, with information regarding the operation of the pseudo gear shift operating member for satisfying the condition when driving in the control mode. An electric vehicle characterized by

6. 2. The electric vehicle according to claim 1, An interface for providing information to the driver is further provided, The control device is further configured to provide the driver with advice or feedback regarding the operation of the pseudo gear shift operating member by the driver via the interface during driving in the control mode. An electric vehicle characterized by

7. 7. The electric vehicle according to claim 1, The driving operation member includes an accelerator pedal, The pseudo speed change operation member is A pseudo H-type shifter simulating an H-type shifter of a manual transmission; and a pseudo clutch operating device that simulates a clutch operating device. An electric vehicle characterized by

8. 8. The electric vehicle according to claim 7, The control device is configured to change the torque of the electric motor in accordance with the shift position selected by the pseudo H-type shifter, the operation amount of the pseudo clutch operation device, and the operation amount of the accelerator pedal in the control mode. An electric vehicle characterized by

9. 7. The electric vehicle according to claim 1, The driving operation member includes an accelerator pedal, The pseudo speed change operation member includes a pseudo sequential shifter that simulates a sequential shifter of a manual transmission. An electric vehicle characterized by

10. 10. The electric vehicle according to claim 9, The control device is configured to change the torque of the electric motor in accordance with the shift position selected by the pseudo sequential shifter and the operation amount of the accelerator pedal in the control mode. An electric vehicle characterized by

11. 7. The electric vehicle according to claim 1, The driving operation member includes an accelerator pedal, The pseudo speed-change operation member includes a pseudo H-type shifter that simulates an H-type shifter of a manual transmission. An electric vehicle characterized by

12. 12. The electric vehicle according to claim 11, The control device is configured to change the torque of the electric motor in accordance with the shift position selected by the pseudo H-type shifter and the operation amount of the accelerator pedal in the control mode. An electric vehicle characterized by

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