Electric vehicle

Abstract

To provide an electric vehicle that is able to effectively notify a driver of the approach of an object.SOLUTION: An electric vehicle includes: a pseudo shifting operation member imitating an operation member used for a shifting operation of a manual transmission type internal combustion engine vehicle; a control device configured to controls the electric vehicle; and a recognition sensor configured to detect an object approaching the electric vehicle, The control device is configured to: execute, according to selection by a driver, a control mode in which an operation of the pseudo member is associated with torque of an electric motor; and In a case where the object approaching the electric vehicle is detected, give notification to the driver by vibrating any member provided in a cabin of the electric vehicle, The notification given to the driver during the execution of the control mode includes notifying the driver by vibrating the pseudo shifting operation member.SELECTED DRAWING: Figure 4

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses an electric vehicle capable of pseudo-reproducing a manual shifting operation of a manual transmission internal combustion engine vehicle (manual transmission vehicle).

[0003] Further, Patent Document 2 discloses a method of notifying a driver of a dangerous situation of a vehicle by generating vibration in an electric vehicle. The electric vehicle includes a vibration actuator embedded in a seat, and when a dangerous situation is detected, vibration is generated in the seat to notify the driver.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0005] While a driver of a motor vehicle is driving, if there is an object approaching the vehicle and the driver does not notice the approach of the object or notices it too late, there is a risk of collision with the object. Therefore, in order to avoid a collision, it is known to notify the driver when an object approaching the vehicle is detected. As one of the notification methods, there is a method of performing notification by vibration. For example, according to Patent Document 2 above, notification to the driver is performed by vibrating the seat. However, when vibration is applied to the seat, the driver may not be able to distinguish between the vibration applied to notify of danger and the vibration generated by the unevenness of the road surface, and there is a possibility of being late in noticing the notification. Thus, when performing notification by vibration, depending on the member that vibrates, there is a possibility that it becomes difficult for the driver to notice the notification. In order to perform notification appropriately, the selection of the member that vibrates becomes an issue.

Means for Solving the Problems

[0006] According to one aspect of the present disclosure, an electric vehicle having an electric motor as a drive source is provided. The electric vehicle includes a driving operation member used for driving, a pseudo-shift operation member imitating an operation member used for the shift operation of a manual transmission internal combustion engine vehicle, a control device that controls the electric vehicle according to the operation of the driving operation member, and a recognition sensor that detects an object approaching the electric vehicle. The control device is configured to detect an object approaching the electric vehicle by the recognition sensor, execute a control mode that associates the operation of the pseudo-shift operation member with the torque of the electric motor according to the driver's selection, and when an object approaching the electric vehicle is detected, perform notification to the driver by vibrating any member provided in the vehicle interior of the electric vehicle. The notification to the driver performed during the execution of the above control mode includes performing notification to the driver by vibrating the pseudo-shift operation member.

[0007] Instead of or in addition to vibrating the pseudo-shift operation member, the control device may perform notification to the driver by vibrating an interior member used for the interior of the electric vehicle.

[0008] According to another aspect of the present disclosure, the notification to the driver performed during the execution of the control mode includes notifying the driver by vibrating an interior member.

Advantages of the Invention

[0009] According to the electric vehicle of the present disclosure, a notification to the driver is made by vibrating at least one of a pseudo-shift operation member and an interior member. Since the driver touches the pseudo-shift operation member with relatively sensitive hands and feet, it is easy for the driver to notice the notification by the vibration of the pseudo-shift operation member. Also, regarding the vibration of the interior member, since the amplitude becomes large, it becomes easy to visually recognize that it is vibrating, and it becomes easy for the driver to notice the notification by the vibration. In this way, by vibrating at least one of the pseudo-shift operation member and the interior member to give a notification, it becomes easy for the driver to notice the notification, and an effective notification can be given to the driver.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0011] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0012] 1. Configuration of the powertrain 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 powertrain of the electric vehicle 100 will be described.

[0013] The electric vehicle 100 is equipped with two electric motors (M) 4F and 4R at the front and rear as driving power sources for running. 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.

[0014] 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. The battery 2 stores electric energy for driving the electric motors 4F and 4R. 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 source inverters, and control the torque of the electric motors 4F and 4R by PWM control.

[0015] 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.

[0016] 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 depression amount 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 depression amount of the brake pedal 23, that is, the brake opening.

[0017] The accelerator pedal 22, the brake pedal 23, and a steering wheel (not shown) are driving operation members used for driving the electric vehicle 100. Separately from these driving operation members, the electric vehicle 100 is equipped with a pseudo-shift operation member that imitates an operation member used for the shift operation of a manual transmission internal combustion engine vehicle. The pseudo-shift operation member includes the following pseudo H-type shifter 24, pseudo paddle shifter 25, and pseudo clutch pedal 26.

[0018] The pseudo H-type shifter 24 is a dummy different from the original H-type shifter. The pseudo H-type shifter 24 has a structure similar to a shift stick provided on the console and can be moved between shift positions along an H-shaped gate. However, since the electric vehicle 100 does not have an actual transmission, the shift positions of the pseudo H-type shifter 24 are virtual shift positions. A shift position sensor 14 is provided on the pseudo H-type shifter 24. The shift position sensor 14 outputs a signal indicating the shift position selected by the pseudo H-type shifter 24.

[0019] The pseudo paddle shifter 25 is a dummy that is different from the original paddle shifter which is a type of sequential shifter. The pseudo paddle shifter 25 has a structure similar to the shift paddles attached to the steering wheel and is capable of moving the left and right paddles independently. 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 paddle is pulled and outputs a downshift signal when the left paddle is pulled.

[0020] The pseudo clutch pedal 26 is a dummy that is different from the original clutch pedal. The pseudo clutch pedal 26 has a structure similar to the clutch pedal provided in a conventional manual transmission internal combustion engine vehicle. For example, the pseudo clutch pedal 26 is provided with a reaction force mechanism that generates a reaction force against the depression by the driver. The position when no stepping force is applied is the start position of the pseudo clutch pedal 26, and the position when it is depressed to the deepest is the end position of the pseudo clutch pedal 26. The driver can operate the pseudo clutch pedal 26 against the reaction force from the reaction force mechanism from the start position to the end position. 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 depression amount of the pseudo clutch pedal 26. Since the electric vehicle 100 does not have an actual clutch, the operation amount of the pseudo clutch pedal 26, that is, the clutch opening degree is a virtual clutch opening degree.

[0021] Note that the pseudo clutch pedal 26 is a pedal-type operating device operated by foot, but a lever-type operating device or a dial-type operating device operated by hand may be provided as a pseudo clutch operating device. The pseudo clutch operating device can be operated by the driver against the reaction force from the start position to the end position, and various structures can be adopted as long as the operating feeling similar to that of the clutch pedal provided in a conventional manual transmission internal combustion engine vehicle can be felt by foot or hand.

[0022] In addition, the electric vehicle 100 is equipped with a recognition sensor 17 that recognizes the surroundings. By recognizing the surroundings of the electric vehicle 100, the recognition sensor 17 can detect an object approaching the electric vehicle 100. The recognition sensor 17 is, for example, a clearance sonar. Alternatively, the recognition sensor 17 may be a camera, a lidar (Laser Imaging Detection and Ranging), a radar, or the like.

[0023] In addition, the electric vehicle 100 is equipped with a human machine interface (HMI) 20 as an interface with the driver. The HMI 20 includes a touch panel display. The HMI 20 displays information on the touch panel display and accepts input from the driver through a touch operation on the touch panel display.

[0024] In addition, the electric vehicle 100 is equipped with a vibration device 21. The vibration device 21 is mounted on any member provided in the vehicle interior of the electric vehicle 100, and by vibrating the mounted member, it is possible to notify the driver. The notification to the driver by the vibration device 21 will be described later.

[0025] Furthermore, the electric vehicle 100 may be equipped with an in-vehicle speaker (not shown). The in-vehicle speaker can provide information to the driver by voice and output a pseudo engine sound that simulates the engine sound of a manually shifted internal combustion engine vehicle.

[0026] The electric vehicle 100 is equipped with a control device 101. The 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, the shift position sensor 14, the paddle shift switch 15, the clutch pedal stroke sensor 16, and the recognition sensor 17, various other sensors are mounted on the electric vehicle 100.

[0027] The control device 101 is typically an electronic control unit (ECU). The control device 101 may be a combination of a plurality of 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 a plurality of instructions. The processor 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 processors 102 included in the control device 101 may be one or more.

[0028] 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 processor 102. Hereinafter, the control modes of the electric vehicle 100 by the control device 101 that can be selected by the driver through the operation of the HMI 20 will be described.

[0029] 3. Control Modes of Electric Vehicles FIG. 2 is a tree diagram showing an example of the control modes of the electric vehicle 100 selectable by the control device 101. On the HMI 20, a selection screen is displayed on the touch panel display according to the control tree shown in FIG. 2.

[0030] The control modes selectable on the HMI20 include the automatic mode and the manual mode. On the initial screen of the HMI20, the option "Control Mode" OP100 is displayed. By selecting the option "Control Mode" OP100, the options "Automatic Mode" OP110 and "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 operating the electric vehicle 100 as a normal BEV. In the automatic mode, the driver can basically operate 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 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.

[0031] 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 to act like a manually shifted internal combustion locomotive. By selecting the option "Manual Mode" OP120, the option "Shift Mode" OP210 is displayed on the touch panel display.

[0032] Option "Shift Mode" OP210 is an option for selecting the shift mode of the manual transmission when operating the electric vehicle 100 like a manually shifted internal combustion engine vehicle. As shown in FIG. 2, by selecting the option "Shift Mode" OP210, options "Paddle Shift" OP311 and "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 switches to the paddle shift mode. The paddle shift mode is a mode in which the pseudo paddle shifter 25 is used for shift operations. In the paddle shift mode, the shift operation of the pseudo H-type shifter 24 is invalidated. In the paddle shift mode, the operation when the gear ratio of the manual transmission is switched is reproduced by the shift operation of the pseudo paddle shifter 25. Note that the clutch operation in an actual paddle shift type manual transmission is automatically performed by a 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 invalidated.

[0033] When the option "Stick Shift" OP312 is selected, the stick shift mode is selected. The stick shift mode is a mode that uses the pseudo H-type shifter 24 for shift operations. 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 manual transmission gear ratio is switched is reproduced by the shift operation of the pseudo H-type shifter 24. For a genuine H-type shifter manual transmission, there are those where the driver operates the clutch himself and those where the clutch operation is entrusted to a robot. When the option "Stick Shift" OP312 is selected, the options "With Clutch Operation" OP411 and "Clutchless" OP412 are displayed on the touch panel display. When the option "With Clutch Operation" OP411 is selected, the stick shift mode switches to a mode that requires the clutch operation of the pseudo clutch pedal 26. On the other hand, when the option "Clutchless" OP412 is selected, the clutch operation of the pseudo clutch pedal 26 is disabled, and the stick shift mode switches to a mode that does not require a clutch operation.

[0034] The control modes that the driver can select may further include control modes related to engine characteristics, drive modes, etc. For example, the driver may be able to select the characteristics of the internal combustion engine when operating the electric vehicle 100 like a manual transmission internal combustion engine vehicle. Alternatively, the driver may be able to select four-wheel drive or rear-wheel drive as the drive mode.

[0035] By operating the touch panel display of the HMI20 according to such a control tree, the control mode of the electric vehicle 100 can be switched to the driver's preference. The control mode switched by the driver is related to the driving control of the electric vehicle 100. In the next chapter, the driving control of the electric vehicle 100 by the control device 101 will be described.

[0036] 4. Driving Control of Electric Vehicle Figure 3 is a diagram showing the configuration of a control device 101 related to the driving control of the electric vehicle 100. Specifically, Figure 3 shows the configuration related to torque control among the driving controls. When one or a plurality of driving control programs 104 stored in the memory 103 are executed by the processor 102, the processor 102 functions as a driving control device.

[0037] A control mode signal is input to the control device 101 as a driving control device from the HMI 20. The control mode signal includes information regarding the control mode selected by the driver. The control device 101 executes a process P110 based on the control mode signal. In the process P110, the control mode is switched according to the control mode signal. What particularly affects the driving control in the switching of the control mode is the switching between the automatic mode and the manual mode.

[0038] 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 acquires the vehicle speed from the signal of the vehicle speed sensor 11 and acquires the accelerator opening from the signal of the accelerator pedal stroke sensor 12. The control device 101 has a motor torque map using 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 so as to generate the torque obtained from the motor torque map in the electric motors 4F, 4R.

[0039] 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. Further, the process P130 includes processes P132 and P133. The process P132 is a process for calculating the torque to be generated in the front electric motor 4F, and the process P133 is a process for calculating the torque to be generated in the rear electric motor 4R. The processes P132 and P133 are executed according to the torque distribution between the drive wheel torque calculated in the process P130 and the front wheels 6F and the rear wheels 6R.

[0040] In the calculation of the driving wheel torque in process P131, vehicle model MOD01 is used. Vehicle model MOD01 includes engine model MOD11, clutch model MOD12, and transmission model MOD13. The engine virtually realized by vehicle model MOD01 is called a virtual engine, the clutch virtually realized is called a virtual clutch, and the transmission virtually realized is called a virtual transmission. In engine model MOD11, the virtual engine is modeled. In clutch model MOD12, the virtual clutch is modeled. In transmission model MOD13, the virtual transmission is modeled.

[0041] Engine model MOD11 calculates the virtual engine speed and the virtual engine torque. The virtual engine speed is calculated from the vehicle speed, the overall 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 the signal of vehicle speed sensor 11. The accelerator opening is obtained from the signal of accelerator pedal stroke sensor 12. The overall reduction ratio is a numerical value obtained by multiplying the gear ratio of the virtual transmission by the reduction ratio determined by the mechanical structure from the virtual transmission to the driving wheels. In engine model MOD11, the relationship between the virtual engine speed and the virtual engine torque is defined for each accelerator opening. The engine characteristics of engine model MOD11 may be selectable by the driver through the operation of HMI20.

[0042] The clutch model MOD12 calculates the torque transmission gain. The torque transmission gain is a gain for calculating the degree of torque transmission of a virtual clutch according to the clutch opening. When the clutch operation stick shift mode is selected as the shift mode, the clutch opening is obtained from the 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 for 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 the comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. Also, in the clutch model MOD12, a value obtained by subtracting the torque transmission gain from 1 is calculated as the slip ratio. The slip ratio is used in the calculation of the virtual engine speed in the engine model MOD11.

[0043] When the paddle shift mode is selected as the shift mode, the clutch opening input to the clutch model MOD12 is calculated using the clutch operation model. Also, when the clutchless stick shift mode is selected as the shift mode, the clutch opening 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, vehicle speed, virtual engine speed, and a signal from the paddle shift switch 15 are input to the clutch operation model. When the clutchless stick shift mode is selected, vehicle speed, virtual engine speed, and a signal from the shift position sensor 14 are input to the clutch operation model.

[0044] The signals from the paddle shift switch 15 and the shift position sensor 14 are used to measure the timing of clutch operation. When the driver's shift operation is detected by the signals from the paddle shift switch 15 or the shift position sensor 14, in the clutch operation model, the clutch opening is maximized to disengage the virtual clutch. The vehicle speed and the virtual engine speed are used in the calculation of 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 them.

[0045] The transmission model MOD13 calculates the virtual gear ratio. The virtual gear ratio is the gear ratio determined by the virtual shift position in the virtual transmission. The virtual gear ratio is set for each shift position. The maximum virtual gear ratio is set for the first gear, and the virtual gear ratio is decreased in the order of the second gear, the third gear, the fourth gear, ···. In the stick shift mode, the shift position is associated one-to-one with the signal of the shift position sensor 14. In the paddle shift mode, when the upshift signal of the paddle shift switch 15 is received, the shift position is shifted up by one step, and when the downshift signal of the paddle shift switch 15 is received, the shift position is shifted down by one step. Note that in the pseudo H-type shifter 24, the number of shift positions is physically determined, while there is no physical restriction on the number of shift positions in the pseudo paddle shifter 25. Therefore, the transmission model MOD13 may be made different between the stick shift mode and the paddle shift mode, and the number of shift positions in the paddle shift mode may be made larger than the number of shift positions in the stick shift mode.

[0046] The transmission model MOD13 calculates virtual transmission torque using a virtual gear ratio and virtual clutch torque. The virtual transmission torque is virtual torque output from the virtual transmission. The control device 101 controls the inverters 3F and 3R so that the output torques of the electric motors 4F and 4R change according to the virtual transmission torque. The virtual transmission torque changes discontinuously according to the switching of the virtual gear ratio. This discontinuous change in the virtual transmission torque generates a torque shock in the electric vehicle 100, producing the feel of a vehicle equipped with a stepped transmission.

[0047] The vehicle model MOD01 calculates drive wheel torque from the virtual transmission torque and the reduction ratio. The torque distribution to the front wheels 6F and the rear wheels 6R can be fixed, or can be actively or passively changed. Also, the driver may be able to select a four-wheel drive mode or a rear-wheel drive mode. 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. 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.

[0048] In process P132, the front motor torque (front motor torque in manual mode) of the front electric motor 4F is calculated by multiplying the drive wheel torque calculated in process P131 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 control device 101 controls the front inverter 3F so as to generate the front motor torque calculated in process P132 in the front electric motor 4F.

[0049] In process P133, the torque of the rear electric motor 4R (rear motor torque) in the manual mode is calculated by multiplying the driving wheel torque calculated in process P131 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 control device 101 controls the rear inverter 3R to generate the rear motor torque calculated in process P133 in the rear electric motor 4R.

[0050] In addition to the travel control, the control device 101 may perform sound control. The control device 101 as a sound control device can generate a pseudo engine sound similar to the engine sound in a conventional internal combustion engine vehicle from the in-vehicle speaker. The pseudo engine sound is created such that the sound pressure increases as the virtual engine torque increases, and the frequency increases as the virtual engine speed increases. By reproducing the pseudo engine sound whose sound pressure and frequency are changed according to the virtual engine torque and the virtual engine speed in this way, a sense of reality as if driving a real manual transmission internal combustion engine vehicle can be given to the driver.

[0051] 5. Notification to the Driver 5-1. Overview As described above, the configuration of the electric vehicle 100 and the travel control by the control device 101 have been explained. The control device 101 also has a function of notifying the driver of the approach of an object approaching the electric vehicle 100. The control device 101 can detect the approach of an object to the electric vehicle 100 based on the signal acquired from the recognition sensor 17. A typical object to be detected is a bicycle traveling on the road. Alternatively, the detected object may be other traffic participants such as a pedestrian, a two-wheeled vehicle, or a four-wheeled vehicle. Alternatively, it may be an animal that has invaded the road or a fallen object on the road. By notifying the driver of the approach of the object, the driver can be urged to avoid a collision with the object, and the risk of an accident or the like can be reduced.

[0052] FIG. 4 is a diagram showing a configuration example of the control device 101 related to the notification to the driver. The functions of the control device 101 shown in FIG. 4 are realized by executing one or more programs 104 stored in the memory 103 by the processor 102.

[0053] Information detected by the recognition sensor 17 is input to the control device 101. The information detected by the recognition sensor 17 includes information about an object approaching the electric vehicle 100. The control device 101 executes process P140 upon detecting an object approaching the electric vehicle 100. In process P140, information for applying vibration to a member by the vibration device 21 is generated and sent to the vibration device 21. The vibration device 21 vibrates the member based on the information from the control device 101.

[0054] In this way, the notification to the driver is made by vibrating the member on which the vibration device 21 is mounted. However, there is room for consideration as to which member is the most suitable as the member on which the vibration device 21 is mounted, that is, the member to be vibrated for notification.

[0055] 5-2. Comparative Examples Before describing this embodiment, first two comparative examples are given. In the first comparative example, the vibration device 21 is mounted on the driver seat. That is, by vibrating the seat surface on which the driver is sitting, a notification about an approaching object is made. In such a comparative example, there is a problem that it is difficult for the driver to notice the notification. That is, although the vibration of the seat surface is transmitted to the driver's back and buttocks, the back and buttocks are less sensitive than the hands and feet, so the driver is relatively less likely to notice the vibration. In addition, it is difficult to distinguish the vibration of the seat surface from vibrations generated by other factors such as vibrations transmitted from the road surface due to the vehicle running. For such reasons, there is also a possibility that the driver is less likely to notice the notification.

[0056] In the second comparative example, the vibration device 21 is mounted on the steering wheel. Then, notification is made by applying vibration to the steering wheel. The steering wheel is a member that the driver touches and operates by hand. Therefore, it is effective from the viewpoint of making it easier for the driver to notice the notification. However, in this case, another problem may occur. This is a problem caused by the fact that the steering wheel is a driving operation member used for driving. Specifically, when the steering wheel vibrates, the driver who is holding the steering wheel may be surprised by the vibration and cause an accidental operation. If an accidental operation occurs, the notification may instead interfere with safe driving.

[0057] As described above, there is room for consideration regarding which member to vibrate in order to give a notification. Hereinafter, a plurality of embodiments will be described regarding the method of notifying the driver by vibration.

[0058] 5-3. First Embodiment In the first embodiment, the vibration device 21 is mounted on the pseudo shift operation member. Then, by vibrating the pseudo shift operation member, the approach of an object is notified.

[0059] The pseudo shift operation member is a member that the driver touches with the hand or foot. Compared with the back or buttocks, the hand and foot are more sensitive in sensation and are more likely to sense vibration. Therefore, there is an advantage that it is easier for the driver to notice the notification compared to the case of vibrating the seat surface or the like. In addition, the pseudo shift operation member is a member that is not mounted on a normal electric vehicle. Therefore, for the driver, an unexpected member vibrates, increasing the possibility of noticing the vibration. In this way, the approach of an object can be effectively notified.

[0060] The notification by vibration of the pseudo shift operation member may be performed when the manual mode is selected. When the manual mode is selected, the frequency with which the driver touches the pseudo shift operation member increases, so it becomes easier for the driver to notice the notification.

[0061] Moreover, the pseudo-shifting operation members are dummy operation members, and the operations input by the driver through these members are not essential for driving the electric vehicle 100. Therefore, while vibrating the pseudo-shifting operation members for notification, the control device 101 may invalidate the operations input from the pseudo-shifting operation members. Even if the driver touching the pseudo-shifting operation member is startled by the sudden vibration and makes a wrong operation, trouble caused by the wrong operation can be prevented by invalidating the input.

[0062] Moreover, the pseudo-shifting operation member on which the vibration device 21 is mounted may be any one or two of the pseudo-H-type shifter 24, the pseudo-paddle shifter 25, and the pseudo-clutch pedal 26, or may be mounted on all of them. However, it is more effective if the vibration device 21 is mounted on the pseudo-H-type shifter 24 and the pseudo-paddle shifter 25. Since these members are members that the driver touches by hand and the hand can sense vibration more sensitively than the foot, notification to the driver can be made more effectively.

[0063] When the vibration device 21 is mounted on the pseudo-H-type shifter 24 and the pseudo-paddle shifter 25, the control device 101 may vibrate both the pseudo-H-type shifter 24 and the pseudo-paddle shifter 25 when notifying the driver, or may change the member to be vibrated according to the control mode. Specifically, when the shift mode is the paddle shift mode, the pseudo-paddle shifter 25 may be vibrated, and when the shift mode is the stick shift mode, the pseudo-H-type shifter 24 may be vibrated.

[0064] 5-4. Example of Processing An example of the processing in the first embodiment is shown in FIG. 5. The example of the processing shown in FIG. 5 is an example in which the input from the pseudo-shifting operation member is invalidated during vibration. A series of processes are realized by the processor 102 executing the program 104.

[0065] In step S101, the processor 102 determines whether there is an object approaching the electric vehicle 100. The processor 102 can detect an object approaching the electric vehicle 100 based on the signal obtained from the recognition sensor 17. If there is an object approaching the electric vehicle 100 (step S101; Yes), the process proceeds to step S102. If there is no object approaching the electric vehicle 100 (step S101; No), the series of processes ends.

[0066] In step S102, the processor 102 invalidates the input from the pseudo-shift operation member. When the input is invalidated, the process proceeds to step S103.

[0067] In step S103, the processor 102 vibrates the pseudo-shift operation member by the vibration device 21 to notify the driver. When the notification by vibration is performed, the process proceeds to step S104.

[0068] In step S104, the processor 102 cancels the invalidation of the input from the pseudo-shift operation member set in step S102. When the invalidation of the input is canceled, the series of processes ends.

[0069] In the above processing example, the input from the pseudo-shift operation member is invalidated between step S102 and step S104. The pseudo-shift operation member is an operation member for the driver to perform an operation simulating the shift operation of a manual transmission internal combustion engine vehicle in the manual mode. Therefore, while the notification by vibration is being performed, the driver cannot change the virtual shift position. However, the shift change of the virtual shift position is not necessarily an operation required for the operation of the electric vehicle 100. Therefore, an effective notification can be performed without adversely affecting the operation of the electric vehicle 100.

[0070] 5-5. Second Embodiment In the second embodiment, the vibration device 21 is mounted on an interior member, and the control device 101 vibrates the interior member to notify the driver. The interior member is a member used for the interior of the electric vehicle 100, such as a floor, dashboard, ceiling, door panel, etc.

[0071] Since the interior member has a wider surface compared to the driver's seat and the steering wheel, the amplitude when vibration is applied becomes larger. By increasing the amplitude, the driver can recognize the vibration visually, making it easier to notice the notification. Also, when the amplitude increases, the sound associated with the vibration is more likely to occur. In this case, the driver can also recognize the vibration by hearing, and it also becomes easier to notice the notification.

[0072] The second embodiment can also be combined with the first embodiment. That is, the vibration device 21 may be mounted on both the pseudo-shift operation member and the interior member. And the control device 101 may notify the driver by vibrating both the pseudo-shift operation member and the interior member. Alternatively, the control device 101 may vibrate the pseudo-shift operation member to give a notification when the manual mode is selected, and vibrate the interior member to give a notification when the automatic mode is selected. Or, the control device 101 may vibrate the pseudo-shift operation member when the driver is touching the pseudo-shift operation member, and vibrate the interior member when not touching the pseudo-shift operation member. In this case, for example, a contact sensor is mounted on the pseudo-shift operation member, and it is determined whether the driver is touching the pseudo-shift operation member based on the signal obtained from the contact sensor.

[0073] 5-6. Example of Processing An example of the processing in the second embodiment is shown in FIG. 6. The example of the processing shown in FIG. 6 is an example when notification is given by vibrating either the pseudo-shift operation member or the interior member. The series of processing is realized by the processor 102 executing the program 104.

[0074] In step S201, the processor 102 determines whether there is an object approaching the electric vehicle 100. The processor 102 can detect an object approaching the electric vehicle 100 based on the signal obtained from the recognition sensor 17. If there is an object approaching the electric vehicle 100 (step S201; Yes), the process proceeds to step S202. If there is no object approaching the electric vehicle 100 (step S201; No), the series of processes ends.

[0075] In step S202, the processor 102 determines whether the driver is touching the pseudo-shift operation member. Whether the driver is touching the pseudo-shift operation member is determined based on the signal obtained from the contact sensor mounted on the pseudo-shift operation member. If the driver is touching the pseudo-shift operation member (step S202; Yes), the process proceeds to step S203. If the driver is not touching the pseudo-shift operation member (step S202; No), the process proceeds to step S204.

[0076] In step S203, the processor 102 vibrates the pseudo-shift operation member by the vibration device 21 to notify the driver. When the notification by vibration is performed, the series of processes ends.

[0077] In step S204, the processor 102 vibrates the interior member by the vibration device 21 to notify the driver. When the notification by vibration is performed, the series of processes ends.

[0078] According to the above processing, the driver is notified by vibrating the pseudo-shift operation member or the interior member. Vibrating the pseudo-shift operation member or the interior member is effective in that, as described above, it is easier for the driver to notice the notification. Also, since the interior member is vibrated at least when the driver is not touching the pseudo-shift operation member, it is possible to reduce the possibility that the driver may be late in noticing the notification due to not touching the pseudo-shift operation member. Thus, the notification to the driver can be effectively performed.

[0079] 5-7. Third Embodiment The third embodiment can be combined with at least one of the first and second embodiments. In the third embodiment, in addition to vibrating a member by the vibration device 21 to notify the driver, the control device 101 automatically controls the steering of the electric vehicle 100 and steers the electric vehicle 100 in a direction to avoid an approaching object. Thereby, even if the driver is late in noticing the notification, the risk of collision can be reduced. Also, since the driver is being notified, the discomfort with respect to the automatic steering of the electric vehicle 100 can be reduced.

[0080] Also, in this case, the control device 101 may reproduce from the in-vehicle speaker a voice notifying that an object is approaching and that steering control for collision avoidance is being performed. The content of the reproduced voice may be a predetermined message or may be generated by AI. By performing notification by voice in addition to vibration, the discomfort of the driver with respect to automatic steering can be further reduced.

Explanation of Reference Numerals

[0081] 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 Wheels, 6R… Rear Wheels, 7F… Front Suspension, 7R… Rear Suspension, 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, 17… Recognition Sensor, 21… Vibration Device, 21… Vibration Device, 22… Accelerator Pedal, 23… Brake Pedal, 24… Pseudo H-Type Shifter, 25… Pseudo Paddle Shifter, 26… Pseudo Clutch Pedal, 100… Electric Vehicle, 101… Control Device, 102… Processor, 103… Memory, 104… Program, 105… Data

Claims

1. An electric vehicle having an electric motor as a drive source, a driving operation member used for driving the electric vehicle, a pseudo-shifting operation member imitating an operation member used for shifting operation of a manual transmission internal combustion locomotive, a control device for controlling the electric vehicle according to an operation of the driving operation member, and a recognition sensor for detecting an object approaching the electric vehicle, wherein the control device is configured to detect an object approaching the electric vehicle by the recognition sensor, execute a control mode in which an operation of the pseudo-shifting operation member is associated with the torque of the electric motor according to a selection by a driver, and when detecting an object approaching the electric vehicle, perform notification to the driver by vibrating any member provided in the vehicle interior of the electric vehicle, and the notification to the driver performed during execution of the control mode includes performing notification to the driver by vibrating the pseudo-shifting operation member An electric vehicle characterized by the above.

2. In the electric vehicle according to Claim 1, the driving operation member includes an accelerator pedal, and the pseudo-shifting operation member includes a pseudo H-type shifter imitating an H-type shifter of a manual transmission, and a pseudo clutch operation device imitating a clutch operation device An electric vehicle characterized by the above.

3. In the electric vehicle according to Claim 2, the control device is configured to change the torque of the electric motor according to a shift position selected by the pseudo H-type shifter, an operation amount of the pseudo clutch operation device, and an operation amount of the accelerator pedal in the control mode, and the notification to the driver performed during execution of the control mode is performed by vibrating at least one of the pseudo H-type shifter and the pseudo clutch operation device An electric vehicle characterized by the above.

4. In the electric vehicle according to Claim 1, the driving operation member includes an accelerator pedal, and the pseudo-shifting operation member includes a pseudo sequential shifter imitating a sequential shifter of a manual transmission An electric vehicle characterized by the above.

5. In the electric vehicle according to Claim 4, the control device is configured to change the torque of the electric motor according to a shift position selected by the pseudo sequential shifter and an operation amount of the accelerator pedal in the control mode, The notification to the driver that is performed during the execution of the control mode is performed by vibrating the pseudo-sequential shifter. An electric vehicle characterized by the above.

6. In the electric vehicle according to claim 1, the driving operation member includes an accelerator pedal, the pseudo-shift operation member includes a pseudo-H-type shifter that simulates the H-type shifter of a manual transmission An electric vehicle characterized by the above.

7. In the electric vehicle according to claim 6, the control device is configured to change the torque of the electric motor according to the shift position selected by the pseudo-H-type shifter and the operation amount of the accelerator pedal in the control mode, the notification to the driver that is performed during the execution of the control mode is performed by vibrating the pseudo-H-type shifter. An electric vehicle characterized by the above.

8. In the electric vehicle according to any one of claims 1 to 7, the control device invalidates the input from the pseudo-shift operation member while performing the notification to the driver by vibrating the pseudo-shift operation member. An electric vehicle characterized by the above.

9. In the electric vehicle according to any one of claims 1 to 7, the notification to the driver that is performed during the execution of the control mode is performed by vibrating the pseudo-shift operation member and the interior member used for the interior of the electric vehicle. An electric vehicle characterized by the above.

10. In the electric vehicle according to any one of claims 1 to 7, the pseudo-shift operation member is provided with a contact sensor that detects contact by the driver, the notification to the driver that is performed during the execution of the control mode, when it is detected by the contact sensor that the driver is touching the pseudo-shift operation member, it is performed by vibrating the pseudo-shift operation member, when it is not detected by the contact sensor that the driver is touching the pseudo-shift operation member, it is performed by vibrating the interior member used for the interior of the electric vehicle. An electric vehicle characterized by the above.

11. An electric vehicle having an electric motor as a drive source, a driving operation member used for driving the electric vehicle, a pseudo-shift operation member that imitates the operation member used for the shift operation of a manually shifted internal combustion locomotive, a control device that controls the electric vehicle according to the operation of the driving operation member, a recognition sensor that detects an object approaching the electric vehicle The control device detects an object approaching the electric vehicle by the recognition sensor executes a control mode that associates the operation of the pseudo-shift operation member with the torque of the electric motor according to the driver's selection when an object approaching the electric vehicle is detected, notifies the driver by vibrating any member provided in the passenger compartment of the electric vehicle The notification to the driver performed during the execution of the control mode includes notifying the driver by vibrating an interior member used for the interior of the electric vehicle An electric vehicle characterized by the above

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