Electric vehicle

Abstract

To provide an electric vehicle capable of simulating a gear change operation of a manual shift type internal combustion engine, which suppresses a driver from feeling discomfort due to elongation of a shift time.SOLUTION: An electric vehicle with an electric motor as a driving source comprises: an accelerator pedal; a pseudo shifter; and a controller. The pseudo shifter is an operation tool simulating a shifter for a gear change operation of a manual shift type internal combustion engine. The controller is a device that changes relation among a vehicle speed of the electric vehicle, operation amount of the accelerator pedal, and torque of the electric motor on receiving operation of the pseudo shifter. The controller is configured to always change the relation within a prescribed time after operation of the pseudo shifter.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 Art

[0002] Japanese Unexamined Patent Application Publication No. 2022-030838 discloses an electric vehicle capable of pseudo-reproducing a manual shift operation of a vehicle (hereinafter referred to as a manual shift type internal combustion engine vehicle) equipped with a manual transmission having an internal combustion engine as a power source by controlling an electric motor. The electric vehicle disclosed in this publication includes a vehicle model simulating a manual shift type internal combustion engine vehicle and a driver model simulating an exemplary driver. The vehicle model includes an engine model, a clutch model, and a manual transmission model. The driver model calculates the clutch pedal depression amount of a virtual clutch simulated by the clutch model based on the rotational speed difference between the rotational speed of the input shaft of a virtual manual transmission simulated by the manual transmission model and the rotational speed of a virtual engine simulated by the engine model.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the electric vehicle disclosed in the above publication, if the rotational speed difference calculated by the driver model does not decrease, the virtual clutch cannot be engaged, and the shift operation is not completed in terms of the calculation by the vehicle model. During that time, since the behavior of the manual shift type internal combustion engine vehicle with the clutch released is simulated in the electric vehicle, the driver feels a sense of discomfort as the time until the shift operation is completed becomes longer.

[0005] The present disclosure has been made in view of the above problems. One object of the present disclosure is to suppress a driver from feeling discomfort due to a prolonged shift time in an electric vehicle capable of simulating a shift operation of a manual transmission internal combustion engine vehicle.

Means for Solving the Problems

[0006] An electric vehicle according to one embodiment of the present disclosure is an electric vehicle having an electric motor as a drive source, and includes an accelerator pedal, a pseudo shifter, and a control device. The pseudo shifter is an operating tool imitating a shifter used for a shift operation of a manual transmission internal combustion engine vehicle. The control device is a device that changes the relationship among the vehicle speed of the electric vehicle, the operation amount of the accelerator pedal, and the torque of the electric motor in response to an operation of the pseudo shifter, and is configured to change the relationship within a predetermined time after the pseudo shifter is operated.

[0007] In one embodiment of the present disclosure, the control device may be configured as follows.

[0008] The control device may include a memory storing a vehicle model in which a virtual vehicle is modeled, and a processing circuit coupled to the memory and executing the vehicle model. The vehicle model may include a driver model in which a model driver is modeled, an engine model in which a virtual internal combustion engine is modeled, a clutch model in which a virtual clutch is modeled, and a transmission model in which a virtual manual transmission is modeled.

[0009] The driver model may be configured to calculate a virtual throttle opening of the virtual internal combustion engine, a virtual clutch opening of the virtual clutch, and a virtual gear stage of the virtual manual transmission based on the accelerator opening of the accelerator pedal, the shift position of the pseudo shifter, the vehicle speed of the electric vehicle, and the virtual engine rotation speed of the virtual internal combustion engine. The engine model may be configured to calculate the virtual engine rotation speed based on the virtual gear stage and the vehicle speed in the engaged state of the virtual clutch, and calculate the virtual engine rotation speed based on the virtual throttle opening and the virtual inertia moment of the virtual internal combustion engine in the released state of the virtual clutch.

[0010] Further, the driver model may be configured to calculate the virtual clutch opening so as to engage the virtual clutch upon receiving that the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed of the virtual manual transmission has fallen within a predetermined range after the start of shifting of the virtual manual transmission. Further, the driver model may be configured to calculate the virtual clutch opening so as to engage the virtual clutch regardless of the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed when the elapsed time from the start of shifting of the virtual manual transmission exceeds a predetermined backup time.

Advantages of the Invention

[0011] According to an electric vehicle according to one embodiment of the present disclosure, when a pseudo shifter is operated by a driver, the relationship among the vehicle speed of the electric vehicle, the operation amount of the accelerator pedal, and the torque of the electric motor is necessarily changed within a predetermined time. As a result, when simulating the shifting operation of a manual transmission internal combustion engine vehicle, the shifting operation is necessarily completed within a predetermined time from the operation of the pseudo shifter, so that it is possible to suppress the driver from feeling discomfort due to a prolonged shifting time.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

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

[0014] The electric vehicle 100 is equipped with two electric motors (M) 4F and 4R at the front and rear as driving power sources for traveling. The electric motors 4F and 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 an electronically controlled front suspension 7F with independent left and right sides. The rear wheels 6R are suspended by an electronically controlled rear suspension 7R with independent left and right sides.

[0015] Inverters (INV) 3F and 3R are respectively attached to the front electric motor 4F and the rear electric motor 4R. The front inverter 3F and the rear inverter 3R are respectively connected to a battery (BATT) 2. That is, 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. Configuration of the control system of an electric vehicle Subsequently, with reference to FIG. 1, the configuration of the control system of the electric vehicle 100 will be described.

[0017] The electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of the 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. Further, the electric vehicle 100 is equipped with an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is provided on the accelerator pedal 22 and outputs a signal indicating the amount of depression of the accelerator pedal 22, that is, the accelerator opening. Furthermore, the electric vehicle 100 is equipped with a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided on the brake pedal 23 and outputs a signal indicating the amount of depression of the brake pedal 23, that is, the brake opening.

[0018] The accelerator pedal 22 and the brake pedal 23 are driving operation members used for driving the electric vehicle 100. Separately from these driving operation members, the electric vehicle 100 is provided with a pseudo shifter 24 that mimics a shifter used for the shift operation of a manual transmission internal combustion engine vehicle. The pseudo shifter 24 may be a pseudo sequential shifter that mimics a sequential shifter like a paddle shifter, or a pseudo H-type shifter that mimics an H-type shifter. Here, it is assumed that the pseudo shifter 24 is a pseudo paddle shifter that mimics a paddle shifter.

[0019] The pseudo shifter 24 has a structure similar to a shift paddle attached to the steering wheel or the steering shaft, and the left and right paddles can be moved independently. A shift position sensor 14 is provided on the pseudo shifter 24. The shift position sensor 14 outputs an upshift signal when the right paddle is pulled and outputs a downshift signal when the left paddle is pulled.

[0020] In addition, the electric vehicle 100 is provided with a human-machine interface (HMI) 20 as an interface with the driver and a pseudo tachometer 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 through touch operations on the touch panel display. The pseudo tachometer 21 displays the virtual engine rotational speed, which will be described later, to the driver.

[0021] The electric vehicle 100 is provided with a control device 101. Sensors and devices to be controlled mounted on the electric vehicle 100 are connected to the control device 101 through an in-vehicle network. In addition to the vehicle speed sensor 11, the accelerator pedal stroke sensor 12, the brake pedal stroke sensor 13, and the shift position sensor 14, various other sensors are mounted on the electric vehicle 100.

[0022] 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 processing circuit 102 and a memory 103. The processing circuit 102 may be, for example, a CPU or a combination of a CPU and an FPGA. The memory 103 includes a RAM for temporarily recording data, and a ROM for storing a program 104 executable by the processing circuit 102 and various data 105 related to the program. The memory 103 may be built into the processing circuit 102. The program 104 is composed of a plurality of instruction codes. The processing circuit 102 reads the program 104 and the data 105 from the memory 103 and executes them, and generates a control signal based on the signals acquired from each sensor. The number of processing circuits 102 included in the control device 101 may be one or multiple.

[0023] 3. Functions of the Control Device 3-1. Control Modes The control device 101 can control the electric vehicle 100 in various control modes. The control mode can be selected by the driver himself / herself by touching the touch panel display of the HMI 20. Specifically, 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 processing circuit 102.

[0024] The control modes selectable by the HMI 20 include an automatic mode and a manual 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 a steering wheel (not shown). In the automatic mode, the shift operation of the pseudo shifter 24 is disabled. The manual mode is a control mode for operating the electric vehicle 100 in the same way as a manually shifted internal combustion engine vehicle. In the manual mode, the operation when the gear ratio of the manual transmission is switched is reproduced by the shift operation of the pseudo shifter 24.

[0025] 3-2. Vehicle Model When one or more torque control programs 104 stored in the memory 103 are executed by the processing circuit 102, the control device 101 functions as a torque control device. A control mode signal is input to the control device 101 functioning as a torque control device from the HMI 20. The control mode signal includes information regarding the control mode selected by the driver. When the control mode is switched to the manual mode, the control device 101 calculates the drive wheel torque to be generated at the drive wheels using the vehicle model, and generates a motor torque command value to be applied to the inverters 3F and 3R based on the drive wheel torque.

[0026] FIG. 2 is a diagram showing the configuration of a vehicle model MOD01 included in the control device 101. The vehicle model MOD01 is composed of a driver model MOD10, an engine model MOD11, a clutch model MOD12, a manual transmission model MOD13, and an axle / drive wheel model MOD14. The internal combustion engine virtually realized by the vehicle model MOD01 is referred to as a virtual internal combustion engine, the clutch virtually realized is referred to as a virtual clutch, and the manual transmission virtually realized is referred to as a virtual manual transmission. And the manual transmission type internal combustion engine vehicle virtually realized by the combination thereof is referred to as a virtual vehicle.

[0027] In the engine model MOD11, a virtual internal combustion engine is modeled. In the clutch model MOD12, a virtual clutch is modeled. In the manual transmission model MOD13, a virtual manual transmission is modeled. In the axle / drive wheel model MOD14, a virtual torque transmission system from the axle to the drive wheels is modeled. And in the driver model MOD10, a model driver is modeled. The model driver is a skilled driver accustomed to driving a manual transmission type internal combustion engine vehicle. The driver model MOD10 can also be said to be a model in which a virtual power train control unit (PCU) that integrally controls a virtual internal combustion engine, a virtual clutch, and a virtual manual transmission is modeled. Input and output of calculation results are performed between the models.

[0028] Engine model MOD11 calculates the virtual engine rotational speed. The virtual engine rotational speed is calculated using different calculation methods for the engaged state and the disengaged state of the virtual clutch. In the engaged state of the virtual clutch, the virtual engine rotational speed is calculated from the vehicle speed, the virtual overall reduction ratio, and the slip ratio of the virtual clutch. The vehicle speed is obtained from the signal of the vehicle speed sensor 11. The virtual overall reduction ratio is a value obtained by multiplying the virtual gear ratio of the virtual manual transmission by the virtual reduction ratio determined by the mechanical structure from the virtual manual transmission to the drive wheels. In the disengaged state of the virtual clutch, the virtual engine rotational speed is calculated using the virtual accelerator opening and the virtual moment of inertia of the virtual internal combustion engine. For example, the virtual engine torque may be calculated from the current virtual engine rotational speed and the virtual accelerator opening, and the change amount of the virtual engine rotational speed after a unit time may be calculated based on the virtual engine torque and the virtual moment of inertia.

[0029] Also, engine model MOD11 calculates the virtual engine torque. The virtual engine torque is calculated from the virtual engine rotational speed and the virtual accelerator opening using a map as shown by the graph in Figure 2. The virtual accelerator opening is calculated by driver model MOD10. In engine model MOD11, the relationship between the virtual engine rotational speed and the virtual engine torque is defined for each virtual accelerator opening. The virtual engine torque is input from engine model MOD11 to clutch model MOD12.

[0030] Clutch model MOD12 calculates the virtual torque transmission gain. The virtual torque transmission gain is a gain for calculating the torque transmission degree of the virtual clutch. The virtual torque transmission gain is calculated from the virtual clutch opening using a map as shown by the graph in Figure 2. The virtual clutch opening is calculated by driver model MOD10. When the virtual clutch is engaged, clutch model MOD12 calculates the virtual clutch torque using the virtual torque transmission gain. The virtual clutch torque is input from clutch model MOD12 to the manual transmission model MOD13.

[0031] The manual transmission model MOD13 calculates a virtual gear ratio. The virtual gear ratio is the gear ratio determined by the virtual gear stage in the virtual manual transmission. The virtual gear ratio is calculated from the virtual gear stage using a map as shown by the graph in Figure 2. The virtual gear stage is calculated by the driver model MOD10. The manual transmission model MOD13 calculates a virtual transmission torque using the virtual gear ratio and the virtual clutch torque. The virtual transmission torque is input from the manual transmission model MOD13 to the axle and drive wheel model MOD14.

[0032] The axle and drive wheel model MOD14 calculates the drive wheel torque. The drive wheel torque is calculated using the virtual transmission torque and the virtual reduction ratio from the virtual manual transmission to the drive wheels. 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. By multiplying the drive wheel torque by the torque distribution ratio 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 torque generated in the front electric motor 4F is calculated. Also, by multiplying the drive wheel torque by the torque distribution ratio 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 torque generated in the rear electric motor 4R is calculated.

[0033] The driver model MOD10 calculates the virtual accelerator opening of the virtual internal combustion engine, the virtual clutch opening of the virtual clutch, and the virtual gear stage of the virtual manual transmission. For calculating these virtual operation amounts, the driver model MOD10 executes a state determination process P10, a virtual accelerator opening calculation process P21, a virtual clutch opening calculation process P22, and a virtual gear stage calculation process P23.

[0034] In the state determination process P10, the vehicle state and the shift state of the virtual vehicle are determined. The details of the content of the state determination process P10 will be described in detail later. The shift state determined in the state determination process P10 is used in the virtual accelerator opening calculation process P21, the virtual clutch opening calculation process P22, and the virtual gear stage calculation process P23.

[0035] In the virtual accelerator opening calculation process P21, the virtual accelerator opening is calculated based on the accelerator opening obtained by the accelerator pedal stroke sensor 12 and the shift state of the virtual vehicle determined in the state determination process P10. The accelerator opening obtained by the accelerator pedal stroke sensor 12 represents the magnitude of the torque demand for the electric motors 4F and 4R. On the other hand, the virtual accelerator opening represents the magnitude of the torque demand for the virtual internal combustion engine of the virtual vehicle. The virtual accelerator opening calculation process P21 can also be said to be a process of correcting the accelerator opening obtained by the accelerator pedal stroke sensor 12 for use in the virtual internal combustion engine. The virtual accelerator opening calculated in the virtual accelerator opening calculation process P21 is input to the engine model MOD11.

[0036] In the virtual clutch opening calculation process P22, the virtual clutch opening is calculated based on the shift state of the virtual vehicle determined in the state determination process P10. The virtual clutch opening is basically set to 0%. That is, the basic state of the virtual clutch is the engaged state. When an upshift signal or a downshift signal is input from the shift position sensor 14, the virtual clutch opening is temporarily set to 100%. This means that when the shift operation of the pseudo-shifter 24 is performed, the virtual clutch is temporarily disengaged. The virtual clutch opening calculated in the virtual clutch opening calculation process P22 is input to the clutch model MOD12.

[0037] In the virtual gear stage calculation process P23, the virtual gear stage is calculated based on the shift position obtained by the shift position sensor 14 and the shift state of the virtual vehicle determined in the state determination process P10. The number of stages of the virtual gear stage is the number of positions of the pseudo-shifter 24 plus one for neutral. The virtual gear stage calculated in the virtual gear stage calculation process P23 is input to the manual transmission model MOD13.

[0038] FIG. 3 is a diagram for explaining the state determination process P10. The state determination process P10 includes a vehicle state determination process P11 and a shift state determination process P12. The main process of these two processes P11 and P12 is the vehicle state determination process P11. When a predetermined condition is satisfied in the vehicle state determination process P11, the shift state determination process P12 is executed.

[0039] In the vehicle state determination process P11, steps S11, S12, and S13 are executed. In step S11, it is determined whether there is a shift request from the driver. When an upshift signal or a downshift signal is input from the shift position sensor 14, it is determined that the driver is requesting a shift. When a shift request from the driver is received, the shift starts, and the shift-in progress flag indicating that the virtual vehicle is in the middle of a shift is switched from off to on.

[0040] If it is determined that there is a shift request from the driver, in step S12, the virtual vehicle is determined to be in a shift state. If it is determined that there is no shift request from the driver, in step S13, the virtual vehicle is determined to be in a state other than the shift state. The state other than the shift state includes, for example, a state where the pseudo shifter 24 is not operated. When it is determined that the virtual vehicle is in a shift state, the shift state determination process P12 is executed.

[0041] In the shift state determination process P12, it is determined which shift state the virtual vehicle is in from the shift state M1 to the shift state M6. In the shift state M1, the virtual accelerator opening is reduced from the driver's requested accelerator opening to zero. The accelerator opening requested by the driver is the accelerator opening obtained by the accelerator pedal stroke sensor 12. The transition condition E1 from the shift state M1 to the shift state M2 is that the virtual accelerator opening becomes zero. In the shift state M2, the virtual clutch is released. That is, the virtual clutch opening is increased to 100%. The transition condition E2 from the shift state M2 to the shift state M3 is that the release of the virtual clutch is completed. In the shift state M3, the virtual gear stage is changed to the virtual gear stage corresponding to the shift position after the shift operation. The change of the virtual gear stage passes through neutral.

[0042] When the change in the virtual gear stage is downshift, the shift state transitions from M3 to M5 via M4. The transition condition E3 from M3 to M4 is that the gear shift to the changed virtual gear stage is completed. In the shift state M4, the virtual engine rotational speed and the rotational speed of the virtual input shaft of the virtual manual transmission are synchronized. The transition condition E5 from M4 to M5 is that the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed falls within a predetermined range. On the other hand, when the change in the virtual gear stage is upshift, the shift state directly transitions from M3 to M5. The transition condition E4 from M3 to M5 is that the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed falls within a predetermined range.

[0043] In the shift state M5, the virtual clutch is engaged. That is, the virtual clutch opening degree is reduced to 0%. The transition condition E6 from M5 to M6 is that the engagement of the virtual clutch is completed. In the shift state M6, the virtual accelerator opening degree returns to the accelerator opening degree required by the driver, that is, the accelerator opening degree obtained by the accelerator pedal stroke sensor 12. The transition condition E7 from M6 to M1 is that the virtual accelerator opening degree opens to the accelerator opening degree required by the driver.

[0044] Figure 4 is a diagram for explaining the details of the shift state determination process P12. Each shift state from M1 to M6 can be represented by the virtual accelerator opening degree, the virtual clutch opening degree, and the virtual gear stage.

[0045] In the shift state M1, the virtual accelerator opening degree is gradually changed from the opening degree (user required opening degree) required by the driver, who is the user, to 0%. The virtual clutch opening degree is the engagement opening degree. The virtual gear stage is maintained at the current gear stage.

[0046] In the shift state M2, the virtual accelerator opening degree is set to 0%. The virtual clutch opening degree is gradually changed from the engagement opening degree to the release opening degree. The virtual gear stage is maintained at the current gear stage.

[0047] In the shift state M3, the virtual accelerator opening is set to 0%. The virtual clutch opening is set to the release opening. The virtual gear position is changed from the current gear position to neutral once and then changed to the gear position requested by the driver.

[0048] In the shift state M4, blipping is performed to temporarily increase the virtual accelerator opening to increase the virtual engine speed. The virtual clutch opening is set to the release opening. The virtual gear position is set to the requested gear position.

[0049] In the shift state M5, the virtual accelerator opening is set to 0%. The virtual clutch opening is gradually changed from the release opening to the engagement opening. The virtual gear position is set to the requested gear position.

[0050] In the shift state M6, the virtual accelerator opening is gradually changed from 0% to the user-requested opening. The virtual clutch opening is set to the engagement opening. The virtual gear position is set to the requested gear position. And when the virtual accelerator opening returns to the accelerator opening requested by the driver, the flag indicating that the virtual vehicle is in the process of shifting is switched from on to off.

[0051] The virtual accelerator opening calculation process P21 is executed according to the state of the virtual accelerator opening defined in each of the shift states M1 - M6 as described above. Also, the virtual clutch opening calculation process P22 is executed according to the state of the virtual clutch opening defined in each of the shift states M1 - M6. And the virtual gear position calculation process P23 is executed according to the state of the virtual gear position defined in each of the shift states M1 - M6.

[0052] 4. Backup Shift Process In the above shift state determination process P12, the engagement timing of the virtual clutch is determined based on the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed. However, during an upshift, it is assumed that the rotational speed difference does not easily decrease and it takes time for the transition condition E4 to be satisfied. Also, during a downshift, it is assumed that the rotational speed difference does not easily decrease and it takes time for the transition condition E5 to be satisfied. Until the transition condition E4 or E5 is satisfied, the virtual clutch cannot be engaged, and the shifting operation in the virtual vehicle is not completed. The longer the time until the shifting operation is completed, the more discomfort the driver will feel.

[0053] As a measure to prevent the shift time from being prolonged, the control device 101 executes the backup shift process described below. More specifically, the backup shift process is incorporated into the shift state determination process P12.

[0054] FIG. 5 is a flowchart showing the flow of the backup shift process. In step S101, it is determined whether there is a shift request from the driver. When an upshift signal is input from the shift position sensor 14 or a downshift signal is input, it is determined that the driver is requesting a shift. Upon receiving a shift request from the driver, the shift is started, and the shifting-in progress flag is switched from off to on.

[0055] If it is determined that there is a shift request from the driver, a backup time is set in step S102. The length of the backup time is set in advance and stored as data 105 in the memory 103. Then, in step S103, it is determined whether the shift time has exceeded the backup time. The shift time may be defined, for example, as the elapsed time from the time when the virtual gear stage is switched from the gear stage before the start of the shift to neutral. Alternatively, the elapsed time from the time when the virtual gear stage is switched from neutral to the requested gear stage may be used as the shift time.

[0056] Proceed to step S104 until the shift time exceeds the backup time. In step S104, normal synchronization determination is performed. In the normal synchronization determination, when the transition condition E4 or E5 is satisfied, it is determined that the virtual engine rotation speed and the virtual input shaft rotation speed are synchronized. That is, upon receiving that the rotational speed difference between the virtual engine rotation speed and the virtual input shaft rotation speed falls within a predetermined range, it is determined that the two are synchronized. When the normal synchronization determination is satisfied, in the virtual clutch opening calculation process P22, the virtual clutch opening is calculated so as to engage the virtual clutch. Thereby, the shift is completed, and the shift-in progress flag is switched from on to off.

[0057] If the shift time exceeds the backup time, proceed to step S105. In step S105, forced synchronization determination is performed. In the forced synchronization determination, even when the rotational speed difference between the virtual engine rotation speed and the virtual input shaft rotation speed does not fall within a predetermined range, it is forcibly determined that the virtual engine rotation speed and the virtual input shaft rotation speed are synchronized. When the forced synchronization determination is satisfied, in the virtual clutch opening calculation process P22, the virtual clutch opening is calculated so as to engage the virtual clutch regardless of the rotational speed difference. Thereby, the shift is completed, and the shift-in progress flag is switched from on to off.

[0058] When the shift-in progress flag is switched from on to off, proceed from step S101 to step S106. In step S106, the shift time is cleared.

[0059] Finally, a specific example of shift control including the backup shift process executed by the control device 101 will be described with reference to FIG. 6.

[0060] According to the time chart shown in FIG. 6, an upshift signal is input from the shift position sensor 14 to the control device 101 at time t1. In response to the input of the upshift signal, the release from the engagement opening of the virtual clutch opening starts at time t2. As the release of the virtual clutch opening progresses, the virtual engine rotational speed decreases, and the longitudinal acceleration acting on the electric vehicle 100 also decreases. Then, in response to the virtual clutch opening reaching the full release opening at time t3, the virtual gear stage is switched from the current N stage to neutral.

[0061] The measurement of the shift time starts from time t3 when the virtual gear stage is switched to neutral. At time t4 when a certain time has elapsed since the virtual gear stage is switched from the N stage to neutral, the virtual gear stage is switched from neutral to the driver's requested gear stage (N + 1 stage in the example shown in FIG. 6). During this period, the normal synchronization determination is continuously performed, and it is determined whether the rotational speed difference between the virtual engine rotational speed and the virtual input shaft rotational speed (N + 1 stage rotational speed in the example shown in FIG. 6) falls within the allowable speed difference.

[0062] In the example shown in FIG. 6, the shift time reaches the backup time before the rotational speed difference between the virtual engine rotational speed and the N + 1 stage rotational speed falls within the allowable speed difference. For this reason, a forced synchronization determination is executed at time t5 when the shift time reaches the backup time. By executing the forced synchronization determination, the change from the release opening to the engagement opening of the virtual clutch opening starts, and the virtual engine rotational speed rapidly converges to the N + 1 stage rotational speed. Then, at time t6 when the change from the release opening to the engagement opening of the virtual clutch opening is completed, the virtual engine speed is completely synchronized with the N + 1 stage rotational speed.

[0063] As described above, in the electric vehicle 100 according to the present embodiment, the backup shift process is executed during the shift control that is started by the operation of the pseudo shifter 24 by the driver. As a result, the shift operation of the manual transmission type internal combustion engine vehicle simulated in the electric vehicle 100 will surely be completed within a predetermined time from the operation of the pseudo shifter 24. Therefore, according to the electric vehicle 100 according to the present embodiment, it is possible to suppress the driver from feeling discomfort due to the prolongation of the shift time.

Explanation of Signs

[0064] 2 Battery, 4F Front electric motor, 4R Rear electric motor, 11 Vehicle speed sensor, 12 Accelerator pedal stroke sensor, 14 Shift position sensor, 15 Paddle shift switch, 16 Clutch pedal stroke sensor, 20 HMI, 22 Accelerator pedal, 24 Pseudo shifter, 100 Electric vehicle, 101 Control device, 102 Processing circuit, 103 Memory, MOD01 Vehicle model, MOD10 Driver model, MOD11 Engine model, MOD12 Clutch model, MOD13 Manual transmission model, MOD14 Axle · Driving wheel model

Claims

1. An electric vehicle having an electric motor as a drive source, an accelerator pedal, a pseudo shifter imitating a shifter used for the shifting operation of a manually shifted internal combustion engine vehicle, and a control device configured to change the relationship among the vehicle speed of the electric vehicle, the operation amount of the accelerator pedal, and the torque of the electric motor in response to the operation of the pseudo shifter. The control device is configured to change the relationship within a predetermined time after the pseudo shifter is operated. An electric vehicle characterized by the above.

2. In the electric vehicle according to Claim 1, the control device includes a memory storing a vehicle model in which a virtual vehicle is modeled, and a processing circuit coupled to the memory and executing the vehicle model. The vehicle model includes a driver model in which an exemplary driver is modeled, an engine model in which a virtual internal combustion engine is modeled, a clutch model in which a virtual clutch is modeled, and a transmission model in which a virtual manual transmission is modeled. The driver model is configured to calculate a virtual accelerator opening of the virtual internal combustion engine, a virtual clutch opening of the virtual clutch, and a virtual gear stage of the virtual manual transmission based on the accelerator opening of the accelerator pedal, the shift position of the pseudo shifter, the vehicle speed of the electric vehicle, and the virtual engine rotation speed of the virtual internal combustion engine. The engine model is configured to calculate the virtual engine rotation speed based on the virtual gear stage and the vehicle speed when the virtual clutch is engaged, and to calculate the virtual engine rotation speed based on the virtual accelerator opening and the virtual moment of inertia of the virtual internal combustion engine when the virtual clutch is disengaged. The driver model is configured to calculate the virtual clutch opening so as to engage the virtual clutch in response to the rotational speed difference between the virtual engine rotation speed and the virtual input shaft rotation speed of the virtual manual transmission falling within a predetermined range after the start of the shift of the virtual manual transmission. When the elapsed time from the start of the shift of the virtual manual transmission exceeds a predetermined backup time, the virtual clutch opening is calculated so as to engage the virtual clutch regardless of the rotational speed difference between the virtual engine rotation speed and the virtual input shaft rotation speed. An electric vehicle characterized by the above.

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