Electric automobile

Abstract

To provide an electric automobile allowing a driver to experience operation of a manual shift-type internal combustion engine vehicle with the driver's preferred operation feeling.SOLUTION: An electric automobile according to an embodiment of the present disclosure includes: a driving operation member used for driving thereof; a pseudo shift operation member imitating an operation member used for shift operation of a manual shift-type internal combustion engine vehicle; and a control device for controlling the electric automobile according to operation of the driving operation member. When a selection is made by a driver, the control device executes a control mode in which an operation amount input to the pseudo shift operation member by the driver is associated with torque of an electric motor. The pseudo shift operation member can be changed in movement in response to operation performed by the driver.SELECTED DRAWING: Figure 9

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.

[0003] In addition to Japanese Patent No. 6787507, JP-A-2022-030834 and JP-A-2022-030814 can be cited as documents disclosing conventional technology relating to electric vehicles capable of simulating manual shifting operations. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6787507 [Patent Document 2] JP 2022-030834 A [Patent Document 3] Patent Publication No. 2022-030814 Summary of the Invention [Problem to be solved by the invention]

[0005] In manual transmission internal combustion engine vehicles, the operating feel varies from vehicle to vehicle. The operating feel also changes with age. Furthermore, some drivers have their own preferred operating feel or an operating feel that they are accustomed to.

[0006] According to the above-mentioned conventional technology, it is possible to experience the operation of a manual-speed internal combustion engine vehicle in an electric vehicle. Thus, studies have been conducted on reproducing the operations unique to manual-speed internal combustion engine vehicles in electric vehicles. However, studies on reproducing the operating feeling of a manual-speed internal combustion engine vehicle in an electric vehicle have not progressed sufficiently.

[0007] The present disclosure has been made in consideration of the above-mentioned problems, and an object of the present disclosure is to provide an electric vehicle that enables a driver to experience operating a manual transmission internal combustion engine vehicle with an operating feeling that is preferred by the driver. [Means for solving the problem]

[0008] The present disclosure relates to an electric vehicle having an electric motor as a drive source. Electric vehicles are 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; and a control device that controls the electric vehicle in response to operation of the driving operation members. The control device is configured to execute a control mode, selected by the driver, that relates an amount of operation input by the driver to the pseudo gear shift operating member to a torque of the electric motor. The pseudo gear shift operation member is configured so as to be able to change its movement in response to an operation performed by the driver.

[0009] In the electric vehicle described above, the pseudo gear shift operation member may be configured to be able to change at least one of a magnitude of a reaction force generated in response to an operation by the driver and an amount of stroke generated in response to an operation performed by the driver.

[0010] In addition, in the above-mentioned electric vehicle, the magnitude of the reaction force of the pseudo gear shift operating member generated in response to the driver's operation and the stroke amount of the pseudo gear shift operating member generated in response to the operation performed by the driver may be set at the driver's discretion. Effect of the Invention

[0011] The electric vehicle of the present disclosure has a control mode that associates the amount of operation input to the pseudo speed-change operating member with the torque of the electric motor. The pseudo speed-change operating member can also adjust its movement in response to the operation performed by the driver. This allows the driver to customize the operation feeling of the pseudo speed-change operating member to their preferred feeling, and then experience the operation of a manually-shifted internal combustion engine vehicle with the electric 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] 1 is a schematic diagram showing a configuration example of a pseudo H-type shifter; [Diagram 3] FIG. 2 is a schematic diagram showing a configuration example of a pseudo paddle shifter. [Figure 4] FIG. 2 is a schematic diagram showing a configuration example of a pseudo clutch pedal; [Diagram 5] FIG. 2 is a tree diagram showing an example of electric vehicle control modes selectable by the control device. [Figure 6] FIG. 2 is a tree diagram showing an example of electric vehicle control modes selectable by the control device. [Figure 7] FIG. 2 is a diagram showing the configuration of a control device related to driving control of an electric vehicle. [Figure 8] FIG. 2 is a diagram showing the configuration of a control device related to sound control of an electric vehicle. [Figure 9] FIG. 11 is a tree diagram showing examples of options for customizing the operation feeling of the pseudo gear shift operation member. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 2. Electric vehicle control system configuration Next, the configuration of the control system of the electric vehicle 100 will be described with reference to FIGS.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] The pseudo-H-shaped shifter 24 is a dummy different from an actual H-shaped shifter. FIG. 2 shows a schematic diagram of the pseudo-H-shaped shifter 24 provided on the console as viewed from the front-rear direction. The left-right direction of FIG. 2 corresponds to the left-right direction of the pseudo-H-shaped shifter 24, and the up-down direction of FIG. 2 corresponds to the up-down direction of the pseudo-H-shaped shifter 24. As shown in FIG. 2, the pseudo-H-shaped shifter 24 includes a shift stick 202 having a shift knob 203, a reaction device 210, and a stroke limiter 220. The shift stick 202 is attached to the console via a fulcrum 201 so that it can be moved along an H-shaped gate between shift positions. However, since the electric vehicle 100 does not include an actual transmission, the shift positions of the pseudo-H-shaped shifter 24 are virtual shift positions. The reaction device 210 and the stroke limiter 220 will be described later.

[0022] 1 again, the pseudo-H-type shifter 24 is provided with the shift position sensor 14. The shift position sensor 14 outputs a signal indicative of the shift position selected by the pseudo-H-type shifter 24.

[0023] 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 levers attached to the left and right sides of the steering wheel, and the left and right levers can be moved independently. FIG. 3 shows a schematic diagram of the pseudo paddle shifter 25 as seen from the side of the steering wheel. As shown in FIG. 3, the pseudo paddle shifter 25 includes a lever 232, a paddle 233, a reaction device 240, and a stroke limiter 250. Note that here, only the lever 232 attached to the right side of the steering wheel and the related configuration are shown, representing the left and right sides. The lever 232 is attached to the steering wheel or the steering column via a fulcrum 231, and the driver can operate the paddle 233 to move the lever 232. The reaction device 240 and the stroke limiter 250 will be described later.

[0024] 1 again, the pseudo paddle shifter 25 is provided with a paddle shift switch 15. The paddle shift switch 15 outputs an upshift signal when the right lever 232 is pulled, and outputs a downshift signal when the left lever 232 is pulled.

[0025] 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 transmission internal combustion engine vehicle. FIG. 4 is a schematic diagram of the pseudo clutch pedal 26 as viewed from the side. As shown in FIG. 4, the pseudo clutch pedal 26 includes a lever 262, a pedal 263, a reaction force device 270, and a stroke limiter 280. The lever 262 is attached to the driver's foot via a fulcrum 261 so that the driver can move the lever 262 by stepping on the pedal 263. The position when no pressure is applied is the start end position of the lever 262, and the position when the lever 262 is pressed to the farthest end is the end position of the lever 262. The driver can operate the lever 262 from the start end position to the end end position by stepping on the pedal 263. The reaction force device 270 and the stroke limiter 280 will be described later.

[0026] Referring again to Figure 1, the pseudo clutch pedal 26 is provided with a clutch pedal stroke sensor 16. The clutch pedal stroke sensor 16 outputs a signal indicating the amount of depression of the pseudo clutch pedal 26. Since the electric vehicle 100 does not have an actual clutch, the amount of operation of the pseudo clutch pedal 26, i.e., the clutch opening, is a virtual clutch opening.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] An option "control mode" OP100 is displayed on the initial screen of the HMI 20. By selecting the option "control mode" OP100, 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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" OP323 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 4. Electric vehicle driving control Fig. 4 is a diagram showing the configuration of the control device 101 related to the driving control of the electric vehicle 100. In detail, Fig. 2 shows the configuration particularly related to torque control among driving control. The processor 102 executes one or more driving control programs 104 stored in the memory 103, so that the processor 102 functions as a driving control device.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] In the configuration shown in Fig. 2, 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 6. First embodiment: Customization of operation feeling 6-1. Overview By switching the control mode to the manual mode, the driver of the electric vehicle 100 can experience operating a manual-speed internal combustion engine vehicle in the electric vehicle 100. In this case, if the operating feeling of the pseudo-speed-change operating member can be customized, the driver can enjoy driving in the manual driving mode even more.

[0061] For example, in an actual H-type shifter or clutch pedal mechanically connected to the transmission of a manual-speed internal combustion engine vehicle, a reaction force is generated against the driver's operation. Therefore, if a reaction force simulating that of an actual H-type shifter or clutch pedal can be applied to the driver's operation of the pseudo H-type shifter 24 or pseudo clutch pedal 26, the driver can feel a response as if he or she were operating a real H-type shifter or clutch pedal, and the sense of realism can be enhanced as if he or she were driving a real manual-speed internal combustion engine vehicle. In addition, when a driver who is accustomed to operating a manual-speed internal combustion engine vehicle drives the electric vehicle 100, the preferred operation feeling or the familiar operation feeling may differ depending on the driver. In such a case, if the operation feeling of the pseudo-speed change operation member can be customized to provide an operation feeling that suits each driver, the ease of driving and the enjoyment of driving can be further improved.

[0062] Therefore, in this embodiment, the pseudo speed-change operating member is provided with a mechanism for customizing the operation feeling. Hereinafter, the mechanism for customizing the operation feeling will be described with reference to Figs. 2 to 4.

[0063] 6-2.Mechanism When operating the pseudo H-shaped shifter 24, the driver holds the shift knob 203 and moves the shift stick 202 to select a shift position. Examples of factors that affect the operational feeling at this time include the reaction force generated against the driver's operation and the stroke amount of the shift stick 202.

[0064] The reaction force device 210 is a mechanism that generates a reaction force against the operation of the shift stick 202 and makes the magnitude of the generated reaction force adjustable. The reaction force device 210 is composed of a first spring 211, a second spring 212, and a variable damper 213. The first spring 211 is connected in series to the variable damper 213, and the second spring 212 is connected in parallel to the variable damper 213.

[0065] The variable damper 213 is a damper capable of changing the damping force. The variable damper 213 is connected to the control device 101, and the damping force is electronically controlled by the control device 101. When the damping force of the variable damper 213 decreases, the reaction force generated by the reaction force device 210 decreases. When the damping force of the variable damper 213 increases, the reaction force generated by the reaction force device 210 increases.

[0066] The stroke limiter 220 is a mechanism for adjusting the stroke amount of the shift stick 202. The stroke limiter 220 is composed of a pair of left and right stoppers 221 and an actuator 222 for moving the stoppers 221. The stoppers 221 determine the position of the shift position in the left-right direction, in other words, the movable range of the shift stick 202 when viewed in the left-right direction. The actuator 222 is connected to the control device 101, and the control device 101 can control the position of the stoppers 221 to expand or reduce the distance between the stoppers 221.

[0067] In this way, the magnitude of the reaction force generated when the driver operates the pseudo-H-shaped shifter 24 and the stroke amount of the shift stick 202 can be controlled by the control device 101. Note that while Fig. 2 shows a mechanism capable of adjusting the magnitude and stroke amount of the reaction force in the left-right direction, the pseudo-H-shaped shifter 24 may also be equipped with a similar mechanism in the front-rear direction. Also, the reaction force device 210 and the stroke limiter 220 are examples of mechanisms for customizing the operation feeling, and the pseudo-H-shaped shifter 24 may be equipped with both of these, or with either one of them, or may be capable of customizing the operation feeling by a mechanism different from these mechanisms.

[0068] Examples of factors that affect the operational feeling of the pseudo paddle shifter 25 include the reaction force generated when the driver pulls the lever 232 and the stroke amount of the paddle 233.

[0069] The reaction force device 240 is a mechanism for generating a reaction force when the lever 232 is pulled, and for making the magnitude of the generated reaction force adjustable. The reaction force device 240 is composed of a first spring 241, a second spring 242, and a variable damper 243. The first spring 241 is connected in series to the variable damper 243, and the second spring 242 is connected in parallel to the variable damper 243. Using a mechanism similar to that of the reaction force device 210, the magnitude of the reaction force generated by the reaction force device 240 can be controlled by the control device 101.

[0070] The stroke limiter 250 is a mechanism for adjusting the stroke amount of the lever 232. The stroke limiter 250 is composed of a pin 251 and a cylinder 252. The rotation of the lever 232 around the fulcrum 231 is regulated by the pin 251. Therefore, the stroke amount of the lever 232 is determined by the extension amount of the pin 251 from the cylinder 252. The control device 101 is connected to the cylinder 252, and the stroke amount of the lever 232 can be changed by electronically controlling the extension amount of the pin 251 from the cylinder 252.

[0071] In this way, the magnitude of the reaction force and the stroke amount generated when the driver pulls the lever 232 of the pseudo paddle shifter 25 can be controlled by the control device 101. Note that the reaction force device 240 and the stroke limiter 250 are examples of mechanisms for customizing the operation feeling, and the pseudo paddle shifter 25 may be equipped with both of these mechanisms, or with either one of them, or may be able to customize the operation feeling by a mechanism different from these mechanisms.

[0072] Examples of factors that affect the operational feeling of pseudo clutch pedal 26 include the reaction force generated when the driver depresses pedal 263 and the stroke amount of pedal 263.

[0073] The reaction force device 270 generates a reaction force against the depression of the pedal 263 by the driver. The reaction force device 270 is composed of a first spring 271, a second spring 272, and a variable damper 273. The first spring 271 is connected in series to the variable damper 273, and the second spring 272 is connected in parallel to the variable damper 273. The first spring 271 and the second spring 272 generate a reaction force against the depression of the pedal 263, and the driver can operate the pedal 263 from the start position to the end position against the reaction force from the reaction force device 270. In addition, the magnitude of the generated reaction force can be controlled by the control device 101 by a mechanism similar to that of the reaction force device 210.

[0074] The stroke limiter 280 is a mechanism for adjusting the stroke amount of the pedal 263. The stroke limiter 280 is composed of a pin 281 and a cylinder 282. The rotation of the pedal 263 around the fulcrum 231 is regulated by the pin 281. Therefore, the stroke amount of the pedal 263 is determined by the extension amount of the pin 281 from the cylinder 282. The control device 101 is connected to the cylinder 282, and by electronically controlling the extension amount of the pin 281 from the cylinder 282, it is possible to change the stroke amount of the pedal 263.

[0075] In this way, the magnitude of the reaction force and the stroke amount generated when the driver depresses the pseudo clutch pedal 26 can be controlled by the control device 101. Note that the reaction force device 270 and the stroke limiter 280 are examples of mechanisms for customizing the operation feeling, and the pseudo clutch pedal 26 may be equipped with both of these mechanisms, or with either one of them, or the operation feeling may be customizable by a mechanism different from these mechanisms.

[0076] 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.

[0077] 6-3.Customization by the driver The driver may be able to customize the operational feeling of the pseudo gear-shifting operation member himself. Fig. 9 is a tree diagram showing an example of customization of the operational feeling of the pseudo gear-shifting operation member when driving in manual mode. In the HMI 20, a selection screen is displayed on the touch panel display according to the control tree shown in Fig. 9. The driver can display the selection screen at any time other than when the electric vehicle 100 is running, and customize the operational feeling of the pseudo gear-shifting operation member.

[0078] When the option "paddle shift" OP311 is selected on the touch panel display of the HMI 20, an option "stroke amount" OP511 and an option "reaction force" OP521 are displayed on the touch panel display. The option "stroke amount" OP511 is an option for customizing the stroke amount of the paddle 233. As shown in FIG. 9, by selecting the option "stroke amount" OP511, an option "large" OP611 and an option "small" OP612 are displayed on the touch panel display. When the option "large" OP611 is selected, the extension amount of the pin 251 from the cylinder 252 is reduced. When the option "small" OP612 is selected, the extension amount of the pin 251 from the cylinder 252 is increased. The driver can adjust the stroke amount of the paddle 233 to a preferred stroke amount by selecting "large" OP611 or "small" OP612. For example, a driver who wants to emphasize the feeling of firmly operating the paddle 233 and the difficulty of erroneous input of a shift change can set the stroke amount to a large value. Alternatively, a driver who wishes to perform quick gear changes with a lighter feel can set the stroke amount to a smaller value.

[0079] The option "reaction force" OP521 is an option for customizing the magnitude of the reaction force against the operation of the paddle 233. When the option "reaction force" OP521 is selected, an option "large" OP621 and an option "small" OP622 are displayed. When the option "large" OP621 is selected, the damping force of the variable damper 243 increases, and therefore the reaction force when the driver pulls the lever 232 increases. When the option "small" OP622 is selected, the damping force of the variable damper 243 decreases, and therefore the reaction force when the driver pulls the lever 232 decreases. By selecting "large" OP621 or "small" OP622, the driver can adjust the reaction force when the paddle 233 is operated to a desired magnitude.

[0080] When the option "stick shift" OP312 is selected, an option "stroke amount" OP531 and an option "reaction force" OP541 are displayed on the touch panel display. The option "stroke amount" OP531 is an option for customizing the stroke amount of the shift stick 202. As shown in FIG. 9, by selecting the option "stroke amount" OP531, an option "large" OP631 and an option "small" OP632 are displayed on the touch panel display. When the option "large" OP631 is selected, the actuator 222 increases the distance between the left and right stoppers 221. When the option "small" OP632 is selected, the actuator 222 decreases the distance between the left and right stoppers 221. By selecting "large" OP631 or "small" OP632, the driver can adjust the stroke amount of the shift stick 202 to a preferred stroke amount. For example, a driver who is accustomed to driving a manually-shifted internal combustion locomotive can adjust the stroke amount of the pseudo H-type shifter 24 so that it is closer to the stroke amount that he or she is accustomed to operating, thereby enhancing the sense of realism as if the driver were driving a real manually-shifted internal combustion locomotive.

[0081] Option "Reaction Force" OP541 is an option for customizing the magnitude of the reaction force against the operation of the shift stick 202. When the option "Reaction Force" OP541 is selected, option "Large" OP641 and option "Small" OP642 are displayed. When option "Large" OP641 is selected, the damping force of the variable damper 213 increases, thereby increasing the reaction force of the shift stick 202 against the driver's operation. When option "Small" OP622 is selected, the damping force of the variable damper 213 decreases, thereby decreasing the reaction force of the shift stick 202 against the driver's operation. The driver can adjust the reaction force when operating the shift stick 202 to the preferred magnitude by selecting "Large" OP621 or "Small" OP622. For example, by adjusting the reaction force to be larger, the driver can operate the pseudo H-type shifter 24 while feeling a sense of feedback as if the pseudo H-type shifter 24 is a real H-type shifter mechanically connected to the transmission. Conversely, a driver who wants to emphasize being able to quickly move the shift stick 202 with an operation feeling lighter than the real feedback can set the reaction force to be smaller.

[0082] When the option "stick shift" OP312 is selected and further the option "with clutch operation" OP411 is selected, an option "stroke amount" OP551 and an option "reaction force" OP561 are displayed on the touch panel display. The option "stroke amount" OP551 is an option for customizing the stroke amount of the pedal 263. As shown in FIG. 9, by selecting the option "stroke amount" OP551, an option "large" OP651 and an option "small" OP652 are displayed on the touch panel display. When the option "large" OP651 is selected, the extension amount of the pin 281 from the cylinder 282 is reduced. When the option "small" OP652 is selected, the extension amount of the pin 281 from the cylinder 282 is increased. By selecting "large" OP651 or "small" OP652, the driver can adjust the stroke amount of the pedal 263 to a desired stroke amount. For example, a driver who is accustomed to driving a manually-shifted internal combustion engine vehicle can adjust the stroke amount of the pseudo clutch pedal 26 so that it approaches the stroke amount that he or she is accustomed to operating, thereby enhancing the sense of realism as if the driver were driving a real manually-shifted internal combustion engine vehicle.

[0083] The option "reaction force" OP561 is an option for customizing the magnitude of the reaction force against the depression of the pedal 263. When the option "reaction force" OP561 is selected, an option "large" OP661 and an option "small" OP662 are displayed. When the option "large" OP661 is selected, the damping force of the variable damper 273 increases, and thus the reaction force of the pedal 263 against the driver's operation increases. When the option "small" OP662 is selected, the damping force of the variable damper 273 decreases, and thus the reaction force against the depression of the pedal 263 decreases. By selecting "large" OP661 or "small" OP662, the driver can adjust the reaction force when the pedal 263 is depressed to a desired magnitude. For example, by adjusting the reaction force to a larger value, the driver can operate the pseudo clutch pedal 26 while feeling a response as if the pseudo clutch pedal 26 was a real clutch pedal mechanically connected to the transmission. Conversely, a driver who places more importance on being able to move the pedal 263 quickly with a light operating feel than on a realistic response can set the reaction force to be smaller.

[0084] As another example, the driver may be able to set the options related to the operation feeling exemplified above through a mobile communication terminal that the driver owns. For example, by installing a dedicated application, the driver may be able to connect a smartphone or tablet to the electric vehicle 100 and display the selection screen as described above.

[0085] Effects As described above, the electric vehicle 100 according to this embodiment includes the pseudo H-type shifter 24, the pseudo paddle shifter 25, and the pseudo clutch pedal 26, which imitate the operation members used for shifting in a manual-speed internal combustion engine vehicle. The movement of these pseudo-speed operation members can be controlled by the control device 101. This allows the driver to customize the operation feeling of the pseudo-speed operation members to suit his / her preferences. The driver can drive the electric vehicle 100 with a preferred operation feeling or a familiar operation feeling, which enhances the sense of realism as if he / she is driving a real manual-speed internal combustion engine vehicle, and allows the driver to enjoy driving in a way that suits him / her. In addition, even a driver who is not accustomed to driving a manual-speed internal combustion engine vehicle can drive with an operation feeling that suits him / her, which improves the ease of driving and the fun of driving.

[0086] 6-5. Automatic customization The operation feeling of the pseudo gear shifting operation member may be automatically customized by the control device 101. As an example, the operation feeling may be customized according to the road surface environment. The control device 101 acquires the road surface environment of the road surface on which the electric vehicle 100 runs by a sensor mounted on the electric vehicle 100. For example, the road surface on which the electric vehicle 100 runs is captured by a camera, and the road surface environment is acquired by image analysis of the captured image. Then, when the electric vehicle 100 is running on a road surface with large undulations, the reaction force and stroke amount of the pseudo gear shifting operation member are reduced. As a result, in a situation where the frequency of shift changes is high, the driver can operate the pseudo gear shifting operation member with a light operation feeling, and is less likely to feel fatigued. On the other hand, when the electric vehicle 100 is running on a flat road surface, the control device 101 increases the reaction force and stroke amount of the pseudo gear shifting operation member. As a result, in a situation where the frequency of shift changes is low, the driver can operate the pseudo gear shifting operation member while firmly feeling the response of operating the pseudo gear shifting operation member, and erroneous operation is less likely to occur.

[0087] In this case, the driver can select whether or not to automatically customize the operation feeling. If the driver does not select automatic customization, the control device 101 will not automatically customize the operation feeling.

[0088] 7. Second embodiment - Customization of shift shock In the electric vehicle 100, a shift shock occurs due to discontinuous changes in the virtual transmission torque in response to switching of the virtual gear ratio. In the initial manual mode, the shift shock is determined by the amount of change in the virtual transmission, reproducing the shift shock in an actual manually variable internal combustion engine vehicle. However, since the virtual transmission torque is a virtual torque in the electric vehicle 100, it is possible to control the magnitude of the shift shock.

[0089] In this embodiment, the magnitude of the gear shift shock is customized according to the driver's request and the conditions around the electric vehicle 100. When downshifting, the control device 101 increases the virtual engine speed, thereby making it possible to reduce the gear shift shock. When upshifting, the control device 101 decreases the virtual engine speed, thereby making it possible to reduce the gear shift shock. The opposite is true when increasing the gear shift shock.

[0090] Examples of situations in which the driver may wish to customize the magnitude of the gear shift shock include the following. For example, when there is a passenger in the electric vehicle 100, the driver may wish to eliminate or reduce the gear shift shock. Alternatively, when the electric vehicle 100 is simulating a vehicle model that has a large gear shift shock, the driver may wish to enjoy the operation feel and engine sound, but may not wish to experience a large gear shift shock. Conversely, when the electric vehicle 100 is traveling on a winding road such as a mountain road, the driver may wish to set the gear shift shock to a large value. This is because it is easier for the driver to drive on a winding road, for example, if the driver feels the shift change as a physical sensation through a gear shift shock.

[0091] The magnitude of the gear shift shock may be manually set by the driver. The driver can select the magnitude of the gear shift shock from the HMI 20. Specifically, for example, a selection screen for selecting either "yes" or "no" for the gear shift shock is displayed on the touch panel display. Alternatively, a selection screen for selecting the magnitude of the gear shift shock from three levels, "large", "medium", and "small", may be displayed.

[0092] The magnitude of the gear shift shock may be automatically controlled by the control device 101. For example, the control device 101 may adjust the magnitude of the gear shift shock according to the road conditions acquired by a sensor. In this case, the gear shift shock may be made large when the electric vehicle 100 is traveling on a winding road, and may be made small when the electric vehicle 100 is traveling on a straight road. In this case, the driver can also select whether or not to automatically set the gear shift shock.

[0093] In this way, by being able to customize the presence or absence and the magnitude of gear shift shock to suit one's preferences and circumstances, the ease and enjoyment of driving electric vehicle 100 can be improved for the driver.

[0094] 8. Third embodiment - Customization of clutch operation model When the paddle shift mode or the clutch-less stick shift mode is selected as the shift mode, the clutch opening is calculated using a clutch operation model. The clutch operation model is a model that simulates the clutch operation of a model driver using software, and the vehicle behavior achieved by the clutch operation of the model driver will be different. In this embodiment, the clutch operation model can be selected from multiple models to achieve the vehicle behavior desired by the driver and passengers.

[0095] The driver selects a preferred clutch operation model from the HMI 20. The clutch operation model may be given a name that represents the vehicle behavior so that the driver can imagine the vehicle behavior. For example, here, the clutch operation model can be selected from "exciting mode", "fun mode", and "calm mode". The "exciting mode" is a mode in which a racing driver is the model driver, and is characterized by a well-balanced driving with a sense of acceleration and deceleration. The "fun mode" is a mode in which a taxi driver is the model driver, and is characterized by a driving that is gentle on the passengers and causes little shock. The "calm mode" is a mode in which a precision machinery delivery driver is the model driver, and is characterized by a driving that causes little shock, and is suitable for a case in which the electric vehicle 100 is carrying fragile cargo. These options are displayed on a selection screen of the display together with an explanation of each feature. [Explanation of symbols]

[0096] 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, 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, 201 fulcrum, 202 shift stick, 203 shift knob, 210 reaction device, 211 first spring, 212 Second spring, 213 Variable damper, 220 Stroke limiter, 221 Stopper, 222 Actuator, 231 Fulcrum, 232 Lever, 233 Paddle, 240 Reaction device, 241 First spring, 242 Second spring, 243 Variable damper 250 Stroke limiter, 251 Pin, 252 Cylinder, 261 Fulcrum, 262 Lever, 263 Pedal, 270 Reaction device, 271 First spring, 272 Second spring, 273 Variable damper, 280 Stroke limiter, 281 Pin, 282 Cylinder

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 is configured to execute a control mode in which an operation amount input by the driver to the pseudo gear shift operating member is associated with a torque of the electric motor, when selected by the driver; The pseudo gear shift operation member is configured to be able to change its movement in response to an operation performed by the driver. An electric vehicle characterized by

2. 2. The electric vehicle according to claim 1, the pseudo gear shift operation member has a reaction force mechanism that generates a reaction force against the operation, The reaction force mechanism is configured to be able to change the magnitude of the reaction force generated in response to the operation. An electric vehicle characterized by

3. 2. The electric vehicle according to claim 1, The pseudo gear shift operation member is configured to be able to change the amount of stroke generated in response to an operation performed by the driver. An electric vehicle characterized by

4. 3. The electric vehicle according to claim 2, The reaction force mechanism is configured to allow the driver to arbitrarily set the magnitude of the reaction force generated in response to the operation. An electric vehicle characterized by

5. 5. The electric vehicle according to claim 4, The magnitude of the reaction force generated in response to the operation can be set via a communication device that is connected to the electric vehicle and carried by the driver, or via an in-vehicle device that is mounted on the electric vehicle and has a display unit. An electric vehicle characterized by

6. 3. The electric vehicle according to claim 2, The control device sets a magnitude of the reaction force generated in response to the operation in accordance with a road surface environment on which the electric vehicle runs. 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

13. 9. The electric vehicle according to claim 8, the control device is configured to generate a torque shock simulating a shift shock by changing a torque of the electric motor in accordance with a shift position selected by the pseudo H-type shifter and an operation amount of the pseudo clutch operation device in the control mode, The magnitude of the torque shock can be arbitrarily set by the driver. An electric vehicle characterized by

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