Vehicle

Abstract

To provide a technology capable of reducing a sense of incongruity when generating an artificial sound corresponding to a driving state of an electric vehicle even when a request torque independent of an operation amount of an accelerator operation device is generated to a driving system in the electric vehicle.SOLUTION: The electric vehicle includes one or more processors configured to generate an artificial sound associated with a required torque for a drive system of the electric vehicle and output the artificial sound from a speaker mounted on the electric vehicle. In the first mode, the one or more processors are configured to generate an artificial sound associated with a first required torque independent of an operation amount of an accelerator operating device of the electric vehicle.SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] Electric motors can adjust the motor torque they output by controlling the applied voltage and magnetic field. Taking advantage of this, technologies have been proposed in recent years that allow drivers to manually change gears in vehicles that use electric motors as their drive sources.

[0003] For example, Patent Document 1 discloses an electric vehicle that simulates the manual gear shifting operation of a manual transmission vehicle. The electric vehicle disclosed in Patent Document 1 is equipped with a shift lever operated by the driver to simulate the operation of the transmission, a clutch pedal operated by the driver when operating the shift lever to simulate the operation of the clutch mechanism, and a torque control unit that controls the torque of the rotating machine of the electric vehicle. The torque control unit controls the torque of the rotating machine based on a signal including the amount of clutch pedal operation and a signal including the mode selected by the shift lever. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6787507 Summary of the Invention [Problem to be solved by the invention]

[0005] Patent Document 1 discloses that a driver can perform a pseudo-manual gear shifting operation in an electric vehicle by depressing the clutch pedal, operating the shift lever in that state to change gears (select a mode), and then releasing the clutch pedal. However, even though the vehicle does not have an actual clutch, the need for these three operations when changing gears can result in slower gear shifting. [Means for solving the problem]

[0006] One aspect of the present disclosure relates to a vehicle having an electric motor as a drive source. The vehicle includes a pseudo clutch operating device, a shift operating device operated to select a gear, and one or more processors that simulate the driving characteristics of a virtual vehicle by changing the motor torque of the electric motor in response to at least the operation of the pseudo clutch operating device and the operation of the shift operating device. The one or more processors are configured to allow a gear change to a specific gear depending on the motor rotation speed of the electric motor, regardless of whether the pseudo clutch operating device is operated. [Effects of the Invention]

[0007] According to the present disclosure, a gear change to a specific gear according to the motor rotation speed of the electric motor is permitted regardless of whether the pseudo-clutch operating device is operated. This allows a gear change to be performed simply by operating the shift operating device without operating the pseudo-clutch operating device, allowing the driver to quickly change gears. As a result, the drivability of the vehicle can be improved. Furthermore, by permitting a gear change to a specific gear according to the motor rotation speed of the electric motor, the stability of the vehicle's behavior can be ensured. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram schematically illustrating a configuration of a vehicle according to an embodiment. [Figure 2] FIG. 2 is a diagram showing a functional configuration of a control device related to drive control of a vehicle. [Figure 3]FIG. 2 is a diagram illustrating an example of the configuration of a vehicle model. [Figure 4] FIG. 2 is a diagram showing the functional configuration of a control device related to sound control of a vehicle. [Figure 5] FIG. 4 is a diagram showing a time chart of a gear shift operation in the vehicle according to the embodiment. [Figure 6] FIG. 10 is a diagram illustrating an example of a specific gear position according to the motor rotation speed of the electric motor. [Figure 7] 10 is a flowchart showing a process flow executed by a processor of the control device in relation to switching between permission and non-permission of a gear change by the shift device. [Figure 8] FIG. 10 is a diagram showing a comparative example of a time chart when a gear position is changed by a shift operation device without operating a pseudo clutch operation device. [Figure 9] FIG. 10 is a diagram showing another comparative example of a time chart when a gear position is changed by a shift operation device without operating a pseudo clutch operation device. [Figure 10] 3 is a flowchart showing a processing flow of gear shift processing executed by a motor torque calculation unit shown in FIG. 2. [Figure 11] FIG. 4 is a diagram showing an example of a first angular acceleration map. [Figure 12] 9 is a diagram showing a time chart when a gear shift process is executed for the comparative example shown in FIG. 8. FIG. [Figure 13] 10 is a diagram showing a time chart when a gear shift process is executed for the comparative example shown in FIG. 9. FIG. [Figure 14] FIG. 1 is a diagram schematically illustrating a configuration of a vehicle according to an embodiment when the vehicle is equipped with a transmission. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. In each drawing, the same or corresponding components are designated by the same reference numerals, and the description thereof will be simplified or omitted.

[0010] 1. Vehicle power system configuration 1 is a diagram schematically illustrating the configuration of a vehicle 100 according to an embodiment of the present disclosure. First, the configuration of the power system of the vehicle 100 will be described with reference to FIG.

[0011] The vehicle 100 includes an electric motor (M) 4 as a drive source. The electric motor 4 is, for example, a three-phase AC motor. An inverter (INV) 3 is attached to the electric motor 4. The output shaft of the electric motor 4 is connected to a propeller shaft 5 via a speed reducer (not shown). The propeller shaft 5 is connected to a differential gear 6. The differential gear 6 is connected to left and right drive wheels 8 by left and right drive shafts 7. The drive wheels 8 may be front wheels or rear wheels. The inverter 3, the electric motor 4, the speed reducer, and the differential gear 6 may be integrally configured as an e-axle. In this case, the vehicle 100 does not include the propeller shaft 5, and the e-axle is connected to the drive shaft 7. As another variation, the vehicle 100 may be configured as a four-wheel drive vehicle. For example, the vehicle 100 may include a transfer case connected to the electric motor 4, and the output of the electric motor 4 may be distributed to the front wheels and the rear wheels by the transfer case. For example, the vehicle 100 may be configured to have e-axles on both the front drive shaft and the rear drive shaft.

[0012] The inverter 3 is connected to a battery (BATT) 2. The inverter 3 is, for example, a voltage-type inverter, and controls the motor torque of the electric motor 4 by PWM control. That is, the vehicle 100 runs on the electric energy stored in the battery 2, with the electric motor 4 as the drive source. Typically, the vehicle 100 is a battery electric vehicle (BEV). However, the vehicle 100 is not limited to a BEV, and may be any vehicle that is driven by the electric motor 4. For example, the vehicle 100 may be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), or the like.

[0013] 2. Electric vehicle control system configuration Next, the configuration of the control system of the vehicle 100 will be described with reference to FIG.

[0014] The vehicle 100 is equipped with a vehicle speed sensor 11. The vehicle speed sensor 11 outputs a signal indicating the vehicle speed of the vehicle 100. At least one of wheel speed sensors (not shown) provided on each of the left and right front wheels and the left and right rear wheels is used as the vehicle speed sensor 11.

[0015] Vehicle 100 also includes accelerator position sensor 12. Accelerator position sensor 12 is provided on accelerator pedal 22 and outputs a signal indicating the amount of operation of accelerator pedal 22, i.e., the accelerator opening. Note that vehicle 100 may also be equipped with a lever-type accelerator operating device or a dial-type accelerator operating device that is operated by hand, instead of accelerator pedal 22. In this case, accelerator position sensor 12 also outputs a signal indicating the accelerator opening.

[0016] The accelerator pedal 22 is a driving operation member used to drive the vehicle 100. In addition to the accelerator pedal 22, the driving operation members also include a brake operation device that is operated to brake the vehicle 100. The vehicle 100 is further configured to allow gear changes to be performed manually by the driver. For this reason, the vehicle 100 is equipped with a shift operation device 24 and a pseudo-clutch operation device 25 described below in addition to these driving operation members.

[0017] The shift operating device 24 is operated to select a gear position. The shift operating device 24 is, for example, an H-type shifter. The H-type shifter has a shift lever that can be moved along H-shaped gates. Each gate is assigned to a gear position. In the H-type shifter, a gear position is selected by operating the shift lever from a neutral position to a specific gate position. In the example shown in FIG. 1, 1st, 2nd, 3rd, 4th, 5th, and 6th gear positions are selectable by the shift operating device 24. The shift operating device 24 may be in a neutral state in which no gear position is selected.

[0018] The vehicle 100 is equipped with a shift position sensor 14. The shift position sensor 14 is provided in a shift operation device 24 and outputs a signal indicating the gear selected by the shift operation device 24. When the shift operation device 24 is in neutral, the shift position sensor 14 outputs a signal indicating that the shift operation device 24 is in neutral.

[0019] The pseudo clutch operating device 25 is a device for replicating clutch operation. The pseudo clutch operating device 25 is, for example, a pseudo clutch pedal that simulates a clutch pedal provided in a conventional manual transmission vehicle. For example, the pseudo clutch pedal is equipped with a reaction force mechanism that generates a reaction force when the driver presses the pedal. The position when no pressure is applied to the pseudo clutch pedal is the starting position of the pseudo clutch pedal, and the position when the pseudo clutch pedal is pressed all the way down is the ending position of the pseudo clutch pedal. The driver can operate the pseudo clutch pedal from the starting position to the ending position against the reaction force from the reaction force mechanism. Alternatively, the pseudo clutch operating device 25 may be a lever-type operating device or a dial-type operating device that is operated by hand. The pseudo clutch operating device 25 can be configured in various ways as long as the driver can operate it from the starting position to the ending position against the reaction force and can experience the same operating feel as a clutch pedal provided in a conventional manual transmission vehicle with their feet or hands.

[0020] Vehicle 100 is equipped with clutch sensor 15. Clutch sensor 15 is provided in pseudo clutch operating device 25 and outputs a signal indicating the operation amount of pseudo clutch operating device 25, i.e., the clutch opening degree. However, since vehicle 100 is not equipped with an actual clutch, the clutch opening degree is a virtual clutch opening degree.

[0021] The vehicle 100 is equipped with a motor rotation speed sensor 16. The motor rotation speed sensor 16 is provided in the electric motor 4 and outputs a signal indicating the motor rotation speed of the electric motor 4.

[0022] The vehicle 100 also includes a human-machine interface (HMI) 20. The HMI 20 presents various types of information to the user by displaying and sounding the information, and also accepts various types of input from the user. The HMI 20 is composed of a display (e.g., a multi-information display, a meter display), switches, a microphone, a touchpad, a touchscreen, and the like. For example, the HMI 20 displays various types of information on a display and accepts input from the user regarding the displayed content by operating a switch. For example, the HMI 20 displays various types of information on a touchscreen and accepts input from the user regarding the displayed content by touching the touchscreen.

[0023] The vehicle 100 also includes one or more speakers 21. The speaker 21 is, for example, an in-vehicle speaker that outputs sound to the interior of the vehicle 100. As another example, the speaker 21 may be an exterior speaker that outputs sound to the exterior of the vehicle 100. The vehicle 100 may include both an in-vehicle speaker and an exterior speaker as the speaker 21. The speaker 21 may be configured as a part of the HMI 20.

[0024] The vehicle 100 is equipped with a control device 101. Various sensors and devices to be controlled mounted on the vehicle 100 are connected to the control device 101 via an in-vehicle network such as a control area network (CAN). Various sensors other than a vehicle speed sensor 11, an accelerator position sensor 12, a shift position sensor 14, a clutch sensor 15, and a motor rotation speed sensor 16 may also be mounted on the vehicle 100 and connected to the control device 101 via the in-vehicle network.

[0025] The control device 101 generates control signals for various controls of the vehicle 100 based on signals acquired from each sensor. 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 one or more processors 102 (hereinafter simply referred to as processors 102) and one or more storage devices 103 (hereinafter simply referred to as storage devices 103).

[0026] The processor 102 executes various processes. The processor 102 may be configured, for example, as a general-purpose processor, a special-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), an integrated circuit, a conventional circuit, or a combination of one or more of these. The processor 102 may also be referred to as circuitry or processing circuitry. Circuitry is hardware programmed to realize the functions of the control device 101, or hardware that executes the functions of the control device 101.

[0027] The storage device 103 stores various types of information required for the processor 102 to execute processing. The storage device 103 is configured with a recording medium such as a random access memory (RAM), a read only memory (ROM), a solid state drive (SSD), or a hard disk drive (HDD). The storage device 103 stores a computer program 104 executable by the processor 102 and various data 105. The computer program 104 is configured with a plurality of instruction codes that describe the processing to be executed by the processor 102. The computer program 104 is recorded on a computer-readable recording medium. The functions of the control device 101 are realized by cooperation between the processor 102, which executes the computer program 104, and the storage device 103.

[0028] 3 Vehicle drive control The control device 101 controls the electric motor 4 to perform drive control of the vehicle 100. FIG. 2 is a block diagram showing the functional configuration of the control device 101 related to the drive control of the vehicle 100. The control device 101 includes, as functional blocks, a motor torque calculation unit 110 and a motor control unit 120. These functional blocks are realized by the cooperation of the processor 102 and the storage device 103. Information required to execute processing is stored in the storage device 103 as data 105.

[0029] The motor torque calculation unit 110 calculates the required motor torque RT to be required of the electric motor 4 in response to the operation of the accelerator pedal 22, the shift operation device 24, and the pseudo-clutch operation device 25. Signals from the vehicle speed sensor 11, the accelerator position sensor 12, the shift position sensor 14, the clutch sensor 15, and the motor rotation speed sensor 16 are input to the motor torque calculation unit 110.

[0030] The drive control of the vehicle 100 by the control device 101 is performed so as to simulate the drive characteristics of a manual transmission virtual vehicle. For this reason, the motor torque calculation unit 110 calculates the required motor torque RT using a vehicle model ML1 that models the virtual vehicle to be simulated. The virtual vehicle is typically a manual transmission vehicle with an internal combustion engine as its drive source (engine). However, the virtual vehicle to be simulated can also be a vehicle equipped with various drive sources (engines), such as an electric motor, a fluid motor, or a steam engine.

[0031] As shown in FIG. 3, the vehicle model ML1 includes an engine model ML11, a clutch model ML12, and a transmission model ML13. The engine model ML11 models a virtual engine of the virtual vehicle. The clutch model ML12 models a virtual clutch of the virtual vehicle. The transmission model ML13 models a virtual transmission of the virtual vehicle. The vehicle model ML1 can also be said to be a plant model of a virtual powertrain of the virtual vehicle.

[0032] The vehicle model ML1 is generated in advance and stored in the storage device 103 as data 105. In particular, a plurality of vehicle models ML1 corresponding to a plurality of types of virtual vehicles may be stored in the storage device 103. The motor torque calculation unit 110 may then read out the vehicle model ML1 to be used from among the plurality of vehicle models ML1. The control device 101 may receive a selection input from the user via the HMI 20, in which the user selects one of the plurality of types of virtual vehicles. In this case, the motor torque calculation unit 110 may be configured to read out the vehicle model ML1 corresponding to the selected virtual vehicle.

[0033] The engine model ML11 calculates a virtual engine speed Ne and a virtual engine torque Te. The virtual engine speed Ne is calculated from the output shaft speed and gear ratio of the virtual transmission. The output shaft speed of the virtual transmission is calculated from the vehicle speed and the reduction ratio determined by the mechanical structure from the virtual transmission to the drive wheels 8. Alternatively, the output shaft speed of the virtual transmission may be calculated from the motor speed of the electric motor 4. The gear ratio of the virtual transmission is calculated by a transmission model ML13, which will be described later.

[0034] In the engine model ML11, the relationship between the virtual engine speed Ne and the virtual engine torque Te is defined for each accelerator opening. That is, the virtual engine torque Te is calculated from the accelerator opening and the virtual engine speed Ne. When the virtual engine and the virtual transmission are in a power disconnected state, i.e., when the virtual clutch is in a disengaged state, the engine model ML11 calculates the virtual engine speed Ne from the current virtual engine torque Te and the specification information of the virtual engine. The specification information of the virtual engine may be stored in the storage device 103 as data 105.

[0035] The clutch model ML12 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. In the clutch model ML12, the torque transmission gain is given for the clutch opening. The clutch opening is acquired from the clutch sensor 15. A torque transmission gain of 1 indicates that the virtual clutch is in an engaged state. A torque transmission gain of 0 indicates that the virtual clutch is in a released state. A torque transmission gain between 0 and 1 indicates that the virtual clutch is in a half-engaged state. In this way, the state of the virtual clutch is adjusted by the driver's operation of the pseudo clutch operating device 25.

[0036] The torque transmission gain is converted into a clutch torque capacity of the virtual clutch (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 ML11, a virtual clutch torque input from the virtual clutch to the virtual transmission is calculated.

[0037] The transmission model ML13 calculates the speed ratio (virtual speed ratio) of the virtual transmission. The virtual speed ratio is set for each gear selected by the shift operation device 24. In the example shown in FIG. 3, the maximum virtual speed ratio is set for 1st, and the virtual speed ratios decrease in the order of 2nd, 3rd, 4th, 5th, and 6th. When the shift operation device 24 is in neutral (N), the virtual speed ratio is set to 0. The gear is determined by a signal from the shift position sensor 14. The transmission model ML13 further calculates a virtual transmission torque using the virtual speed ratio and the virtual clutch torque. The virtual transmission torque is the output shaft torque of the virtual transmission.

[0038] The motor torque calculation unit 110 calculates the drive wheel torque from the virtual transmission torque and the reduction ratio. Then, the motor torque calculation unit 110 calculates the required motor torque RT by multiplying the calculated drive wheel torque by the reduction ratio from the output shaft of the electric motor 4 to the drive wheels 8.

[0039] Referring again to Figure 2, the motor control unit 120 obtains the required motor torque RT calculated by the motor torque calculation unit 110. The motor control unit 120 controls the inverter 3 so that the electric motor 4 generates the obtained required motor torque RT.

[0040] In this manner, in this embodiment, the driving of the vehicle 100 simulating the driving characteristics of a virtual vehicle is realized by the driving control of the vehicle 100 by the control device 101. By operating the accelerator pedal 22, the shift operation device 24, and the pseudo clutch operation device 25, the driver can get a driving sensation as if he or she were driving a virtual vehicle.

[0041] 4 Vehicle sound control The control device 101 performs sound control to control the sound output from the speaker 21. In particular, in the sound control, the control device 101 generates an artificial sound that changes depending on the virtual engine rotation speed Ne and outputs the generated artificial sound from the speaker 21. An example of the artificial sound that changes depending on the virtual engine rotation speed Ne is a "pseudo engine sound" that simulates the engine sound of a virtual engine of a virtual vehicle. However, in this embodiment, the artificial sound output from the speaker 21 by sound control is not limited to the pseudo engine sound. For example, the artificial sound may be a pseudo drive sound that simulates the drive sound of a moving object other than an automobile (e.g., a train, an airplane, etc.). As another example, the artificial sound may be music. In the following description, the artificial sound will be described as a "pseudo engine sound" as an example. However, the technical features of the present disclosure described below can be similarly applied to other artificial sounds. For generalization, the "pseudo engine sound" in the following description may be appropriately replaced with "artificial sound."

[0042] 4 is a block diagram showing the functional configuration of the control device 101 related to sound control. The control device 101 includes, as functional blocks, a motor torque calculation unit 110, an engine sound generation unit 210, and a sound output control unit 220. These functional blocks are realized by the cooperation of the processor 102 and the storage device 103.

[0043] The engine sound generation unit 210 (engine sound simulator) is a simulator that generates a pseudo-engine sound. The engine sound generation unit 210 acquires at least the virtual engine speed Ne from the motor torque calculation unit 110. In the example shown in FIG. 4, the engine sound generation unit 210 also acquires the virtual engine torque Te from the motor torque calculation unit 110. The virtual engine speed Ne and the virtual engine torque Te are calculated in an engine model ML11 included in the vehicle model ML1. The engine sound generation unit 210 generates a pseudo-engine sound using the acquired virtual engine speed Ne and virtual engine torque Te and a sound source. For example, the engine sound generation unit 210 increases or decreases the frequency in proportion to the virtual engine speed Ne and increases or decreases the sound pressure in proportion to the virtual engine torque Te to generate a pseudo-engine sound. The sound source is stored in the storage device 103 as data 105. In particular, multiple sound sources may be stored in the storage device 103. The engine sound generation unit 210 may then read out a sound source to be used from the multiple sound sources. For example, the engine sound generation unit 210 may be configured to read out a sound source corresponding to the vehicle model ML1 used in the motor torque calculation unit 110. The engine sound generation unit 210 outputs engine sound data ES indicating the generated pseudo engine sound.

[0044] The sound output control unit 220 acquires the engine sound data ES generated by the engine sound generation unit 210. The sound output control unit 220 outputs a pseudo engine sound from the speaker 21 based on the engine sound data ES.

[0045] In this manner, in this embodiment, the pseudo engine sound of the virtual engine is output from the speaker 21 by the sound control of the vehicle 100 by the control device 101. The pseudo engine sound changes according to the virtual engine rotation speed Ne. By listening to the pseudo engine sound output from the speaker 21, the driver can enjoy the sense of realism of driving a virtual vehicle.

[0046] 5 Gear shifting As described above, the vehicle 100 according to this embodiment is configured to be able to change gears by changing the gear position selected by the shift operation device 24. In particular, the vehicle 100 is equipped with the shift operation device 24 and the pseudo clutch operation device 25, and the drive control of the vehicle 100 is performed so as to simulate the drive characteristics of a virtual vehicle in response to the operation of the shift operation device 24 and the operation of the pseudo clutch operation device 25. Therefore, the gear change operation of the vehicle 100 can be performed in the same way as in a conventional manual transmission vehicle.

[0047] FIG. 5A is a diagram showing a time chart of a basic gear shift operation in the vehicle 100 according to this embodiment. FIG. 5A shows a time chart of the clutch opening, gear position, and accelerator pedal opening when changing the gear position from second to third. In the example shown in FIG. 5A, the gear shift operation starts at time t1. First, the driver operates the pseudo clutch operating device 25 to change the virtual clutch from an engaged state to a disengaged state. At the same time, the driver releases the accelerator pedal 22 to prevent the engine from racing. When the clutch is released at time t2, the driver then operates the shift operating device 24 to change the gear position from second to neutral (N), and then from neutral to third. After the gear position is changed from neutral to third at time t3, the driver operates the pseudo clutch operating device 25 at time t4 to change the virtual clutch from a disengaged state to an engaged state. Then, at time t5, the clutch is engaged, completing the gear shift. That is, in the example shown in FIG. 5(A), the gear shift period in the gear shift operation is the period from time t1 to time t5.

[0048] As described in FIG. 5A, the gear shifting operation of the vehicle 100 can be performed in the same manner as in a conventional manual transmission vehicle. However, this gear shifting operation requires three operations in sequence. The first operation is an operation performed between time t1 and time t2 in FIG. 5A, and is an operation for changing the virtual clutch from an engaged state to a disengaged state. The second operation is an operation performed between time t2 and time t3 in FIG. 5A, and is an operation for changing the gear position. The third operation is an operation performed between time t4 and time t5 in FIG. 5A, and is an operation for returning the virtual clutch from a disengaged state to an engaged state. In a conventional manual transmission vehicle equipped with an actual clutch, due to mechanical constraints, the gear position cannot be changed unless the clutch is in a disengaged state. For this reason, the above three operations are required for the gear shifting operation. On the other hand, the vehicle 100 according to this embodiment does not have an actual clutch and is therefore not subject to mechanical constraints. Therefore, the need for the above three operations for the gear shifting operation in the vehicle 100 according to this embodiment results in slower gear shifting.

[0049] Therefore, vehicle 100 according to this embodiment is configured to allow the gear position to be changed by shift operation device 24 regardless of whether pseudo clutch operation device 25 is operated. In other words, vehicle 100 is configured so that the condition for changing the gear position by shift operation device 24 is not that the virtual clutch be in a released state.

[0050] FIG. 5(B) is a diagram showing a time chart of a characteristic gear shifting operation in the vehicle 100 according to this embodiment. Similar to FIG. 5(A), FIG. 5(B) shows a time chart of the clutch opening, gear position, and accelerator pedal opening when changing the gear position from 2nd to 3rd. In the example shown in FIG. 5(B), the gear shifting operation is performed with the virtual clutch remaining engaged. That is, the driver does not operate the pseudo clutch operating device 25 during the gear shifting operation. Furthermore, the driver does not need to release the accelerator pedal 22 during the gear shifting operation. In the example shown in FIG. 5(B), the gear shifting operation starts at time t2. The driver operates the shift operating device 24 to change the gear position from 2nd to neutral (N), and then from neutral to 3rd. Then, at time t3, the gear shifting is completed by changing the gear position to 3rd. That is, in the example shown in FIG. 5(B), the gear shifting period during the gear shifting operation is the period from time t2 to time t3.

[0051] As explained in FIG. 5(B), the gear shifting operation of the vehicle 100 can be performed simply by operating the shift operation device 24 while the virtual clutch remains engaged. In other words, in this case, the gear shifting operation of the vehicle 100 is completed simply by the second operation described above. In this way, the vehicle 100 according to this embodiment allows the driver to quickly perform gear changes. As a result, the drivability of the vehicle 100 can be improved.

[0052] 5.1 Allowing and disallowing gear changes As described above, the vehicle 100 according to this embodiment is configured to allow the gear position to be changed by the shift operation device 24, regardless of whether the pseudo clutch operation device 25 is operated. Consider now the case where the gear position is changed by the shift operation device 24 without operating the pseudo clutch operation device 25 (with the virtual clutch remaining engaged). In this case, the virtual engine speed Ne immediately changes to a value corresponding to the destination gear position when the gear position is changed. For this reason, if a change to an arbitrary gear position is permitted, the virtual engine speed Ne may change excessively depending on the combination of the motor speed at the time of the change and the destination gear position. Because the virtual engine speed Ne affects the required motor torque RT, excessively large changes in the virtual engine speed Ne may impair the stability of the vehicle 100's behavior.

[0053] Therefore, the vehicle 100 according to this embodiment may be configured to permit only a gear change to a specific gear corresponding to the motor rotation speed of the electric motor 4, regardless of whether the pseudo clutch operating device 25 is operated. In other words, the vehicle 100 may be configured to prohibit a gear change to a gear other than the specific gear when the pseudo clutch operating device 25 is not operated. However, the configuration for prohibiting a gear change to a gear other than the specific gear does not necessarily mean a configuration for physically locking a gear change to a prohibited gear (for example, by controlling an actuator to prevent the shift lever from being shifted to a prohibited gear). The configuration for prohibiting a gear change to a gear other than the specific gear may be realized by internal processing of the control device 101. In this case, it may be possible to operate the shift operating device 24 to a prohibited gear. For example, the control device 101 may be configured to prevent a gear change from being reflected in drive control or sound control when a prohibited gear is selected until that gear is permitted. At this time, the control device 101 may notify the driver that the gear change is not permitted (rejected). Also, for example, when a gear that is not permitted is selected, the control device 101 may be configured to limit the virtual engine speed Ne to a predetermined value so as not to perform a substantial gear change until that gear is permitted. At this time, the control device 101 may notify the driver that a substantial gear change is being performed.

[0054] The specific gear position corresponding to the motor rotation speed may be, for example, a gear position where the change in the virtual engine rotation speed Ne falls within a predetermined allowable range. From this perspective, the specific gear position can be determined using a map (hereinafter referred to as a "virtual engine rotation speed map") that indicates the value of the virtual engine rotation speed Ne relative to the motor rotation speed for each gear position. The virtual engine rotation speed map is determined by the vehicle model ML1. The virtual engine rotation speed map may be stored in the storage device 103 as data 105.

[0055] FIG. 6 is a diagram showing an example of specific gear positions assigned using a virtual engine rotation speed map. In the example shown in FIG. 6, specific gear positions are assigned at two operating points OP1 and OP2 on the virtual engine rotation speed map. The operating point OP1 is when the gear position is selected as 3rd and the motor rotation speed is N1. From the gear positions included in the allowable range for the operating point OP1, 2nd, 4th, and 5th are assigned as specific gear positions for the operating point OP1. The operating point OP2 is when the gear position is selected as 4th and the motor rotation speed is N2, which is larger than N1. From the gear positions included in the allowable range for the operating point OP2, 3rd and 5th are assigned as specific gear positions for the operating point OP2.

[0056] The switching between permission and prohibition of gear position change by the shift operation device 24 is realized by the processor 102 of the control device 101 executing processing. Figure 7 is a flowchart showing the processing flow executed by the processor 102 in relation to the switching between permission and prohibition of gear position change by the shift operation device 24. The processing flow shown in Figure 7 may be repeatedly executed at predetermined processing intervals.

[0057] In step S110, processor 102 acquires various information. For example, processor 102 acquires information such as the clutch opening and motor rotation speed from signals of each sensor. Alternatively, for example, processor 102 may acquire information on the state of the virtual clutch from vehicle model ML1. Alternatively, for example, processor 102 may read information on a virtual engine rotation speed map corresponding to vehicle model ML1 from storage device 103.

[0058] Next, in step S120, the processor 102 determines whether or not the pseudo clutch operating device 25 is being operated. The processor 102 can determine whether or not the pseudo clutch operating device 25 is being operated from information about the clutch opening degree. Alternatively, the processor 102 may determine that the pseudo clutch operating device 25 is being operated when the virtual clutch is in the released state.

[0059] When it is determined that pseudo clutch operating device 25 is being operated (step S120; Yes), processor 102 permits a change of the gear position to any gear position (step S130). After step S130, processor 102 ends the current processing.

[0060] When it is determined that the pseudo clutch operating device 25 is not operated (step S120; No), the processor 102 determines a specific gear position according to the motor rotation speed (step S140). For example, the processor 102 determines the specific gear position from the motor rotation speed using a virtual engine rotation speed map.

[0061] After step S140, in step S150, processor 102 permits a change of gear to the specific gear. In other words, processor 102 does not permit a change of gear to a gear other than the specific gear. After step S140, processor 102 ends the current processing.

[0062] As described above, the vehicle 100 according to this embodiment may be configured to permit a gear change to a specific gear according to the motor rotation speed, regardless of whether or not the pseudo clutch operation device 25 is operated. This makes it possible to prevent the virtual engine rotation speed Ne from changing excessively significantly when a gear change is performed by the shift operation device 24 without operating the pseudo clutch operation device 25. As a result, it is possible to ensure stability in the behavior of the vehicle 100.

[0063] Incidentally, the motor rotation speed is proportional to the vehicle speed. Therefore, as a modified example, the specific gear position may be determined based on the vehicle speed instead of the motor rotation speed. For example, the specific gear position may be determined using a map showing the value of the virtual engine rotation speed Ne relative to the vehicle speed for each gear position.

[0064] 5.2 Gearshift Processing As described above, vehicle 100 according to this embodiment is configured to enable the gear position to be changed by shift operation device 24 without operating pseudo clutch operation device 25 (while the virtual clutch remains engaged). On the other hand, when the gear position is changed by shift operation device 24 without operating pseudo clutch operation device 25, the virtual engine rotation speed Ne and required motor torque RT calculated by motor torque calculation unit 110 change to values ​​corresponding to the gear position to which the gear position is changed from neutral to any of the gear positions.

[0065] 8 and 9 are time charts illustrating, as a comparative example, a case where a gear position is changed by the shift operation device 24 without operating the pseudo clutch operation device 25. FIGS. 8 and 9 show time charts of the clutch opening, gear position, accelerator opening, motor torque (required motor torque RT), and virtual engine speed Ne. FIG. 8 shows a time chart illustrating a case where a gear position is changed from 2nd to 3rd. In the example illustrated in FIG. 8, the gear position is changed from 2nd to neutral (N) at time t1, and from neutral to 3rd at time t2. In the example illustrated in FIG. 8, it can be seen that the virtual engine speed Ne and motor torque change to values ​​NC3 and TC3 corresponding to the 3rd gear position, respectively, at time t2. FIG. 9 also shows a time chart illustrating a case where a gear position is changed from 3rd to 2nd to apply engine braking. In the example illustrated in FIG. 9, the driver releases the accelerator pedal 22 at time t1, and a gear change operation is initiated at time t2 when the accelerator opening becomes zero. Then, at time t2, the gear position is changed from 3rd to neutral (N), and at time t3, the gear position is changed from neutral to 2nd. In the example shown in Figure 9, it can be seen that at time t3, the virtual engine speed Ne and motor torque have changed to values ​​NC2 and TC2, respectively, which correspond to the 2nd gear position.

[0066] In this way, in the comparative example, the virtual engine rotation speed Ne and the motor torque (required motor torque RT) change to values ​​corresponding to the gear position after the gear position is changed from neutral to any gear position. This phenomenon means that the behavior of the vehicle 100 ignores the inertia of the virtual engine. Such behavior of the vehicle 100 may cause discomfort to the driver.

[0067] Therefore, the motor torque calculation unit 110 may be configured to execute a "gear shift process" described below when the gear position is changed from neutral to any gear position without operating the pseudo clutch operation device 25. In the following description, for convenience, the gear position to which the gear position is changed is referred to as the "first gear position," and the timing at which the gear position is changed from neutral to the first gear position is referred to as the "first timing."

[0068] The gear shift process is a process for producing the behavior of the vehicle 100 due to the inertia of the virtual engine when the gear position is changed from neutral to the first gear position during a certain time period from the first timing (hereinafter referred to as the "first time period"). In the gear shift process, the motor torque calculation unit 110 corrects the required motor torque RT and calculates the virtual engine rotation speed Ne. FIG. 10 is a flowchart showing the processing flow of the gear shift process. The processing flow shown in FIG. 10 starts at the first timing.

[0069] In step S210, the motor torque calculation unit 110 sets the angular acceleration of the virtual engine rotation speed Ne at a first time (hereinafter referred to as the "first angular acceleration"). The first angular acceleration differs depending on the first gear. The first angular acceleration for the first gear is determined from the virtual engine rotation speed Ne and the vehicle speed at the first timing. Therefore, the first angular acceleration can be set using a map (hereinafter referred to as the "first angular acceleration map") that defines the first angular acceleration for a pair of the virtual engine rotation speed Ne and the vehicle speed. The first angular acceleration map corresponding to each gear is determined by the vehicle model ML1. The first angular acceleration map may be generated in advance for each of the multiple gears selectable by the shift operation device 24 and stored in the storage device 103 as data 105. The motor torque calculation unit 110 may then be configured to read the first angular acceleration map corresponding to the first gear from the storage device 103 and set the first angular acceleration using the read first angular acceleration map.

[0070] FIG. 11 is a diagram showing an example of a first angular acceleration map. In the first angular acceleration map shown in FIG. 11, a first angular acceleration is defined with respect to the virtual engine rotation speed Ne for each of vehicle speeds V1, V2, V3, and V4. According to the example shown in FIG. 11, when the virtual engine rotation speed Ne at the first timing is NA and the vehicle speed is V2, the first angular acceleration is set to ωA (<0). As shown in FIG. 11, the set first angular acceleration may be positive. Furthermore, in the first angular acceleration map, the lower the vehicle speed, the larger the first angular acceleration in the negative direction. This is because the lower the vehicle speed, the smaller the virtual engine rotation speed Ne corresponding to the first gear position. Note that the first angular acceleration map may be generated to define the first angular acceleration with respect to continuous vehicle speed values.

[0071] Referring again to FIG. 10 , after step S210, in step S220, the motor torque calculation unit 110 calculates the inertia torque of the virtual engine according to the set first angular acceleration. For example, the motor torque calculation unit 110 calculates the inertia torque of the virtual engine through a simulation using the engine model ML11. In addition, for example, the motor torque calculation unit 110 acquires the moment of inertia of the virtual engine and calculates the inertia torque of the virtual engine from the acquired moment of inertia and the first angular acceleration. The moment of inertia of the virtual engine may be determined by the engine model ML11 and stored in the storage device 103 as data 105.

[0072] Next, in step S230, the motor torque calculation unit 110 corrects the required motor torque RT. Specifically, the motor torque calculation unit 110 adds the inertia torque calculated in step S220 to the required motor torque RT calculated from the vehicle model ML1. During the gear shift process, the motor torque calculation unit 110 outputs the required motor torque RT corrected in step S230. Here, the original required motor torque RT calculated from the vehicle model ML1 is a value corresponding to the first gear position calculated based on the virtual gear ratio for the first gear position. Furthermore, when the first angular acceleration is negative, the inertia torque is positive, and when the first angular acceleration is positive, the inertia torque is negative. Therefore, when the first angular acceleration is negative, the motor torque generated in the electric motor 4 by the motor control unit 120 during the gear shift process overshoots the value corresponding to the first gear position by the amount of the inertia torque. On the other hand, when the first angular acceleration is positive, the motor torque generated in the electric motor 4 by the motor control unit 120 during the gear shift process will undershoot the value corresponding to the first gear by the amount of inertia torque.

[0073] Next, in step S240, motor torque calculation unit 110 calculates virtual engine speed Ne based on the first angular acceleration set in step S210. That is, virtual engine speed Ne calculated in step S240 is a value obtained by changing virtual engine speed Ne at the first timing by the first angular acceleration from the first timing. During execution of the gear shift process, motor torque calculation unit 110 outputs virtual engine speed Ne calculated in step S240.

[0074] Next, in step S250, the motor torque calculation unit 110 determines whether or not the termination condition for the gear shift process is satisfied. If the termination condition is satisfied (step S250; Yes), the motor torque calculation unit 110 terminates the gear shift process. If the termination condition is not satisfied (step S250; No), the motor torque calculation unit 110 returns to step S230 and repeats the process.

[0075] An example of the termination condition is that the virtual engine speed Ne calculated in step S240 becomes a value corresponding to the first gear. Here, the value corresponding to the first gear is the virtual engine speed Ne calculated from the vehicle model ML1. When the gear shift process ends, the virtual engine speed Ne output by the motor torque calculation unit 110 becomes the virtual engine speed Ne calculated from the vehicle model ML1. Therefore, by providing such a termination condition, it is possible to smoothly change the virtual engine speed Ne before and after the gear shift process ends. This termination condition corresponds to setting the first time period during which the gear shift process is executed as the time required for the virtual engine speed Ne to become a value corresponding to the first gear. Other termination conditions include that the execution time of the gear shift process exceeds a predetermined time period.

[0076] As described above, the motor torque calculation unit 110 may be configured to execute gear shift processing when the gear position is changed from neutral to first gear position without operating the pseudo clutch operating device 25. Figures 12 and 13 are diagrams showing time charts when the gear shift processing is executed for the comparative examples shown in Figures 8 and 9, respectively. Figure 12 shows a time chart when the gear position is changed from 2nd to 3rd, similar to the example shown in Figure 8. Figure 13 shows a time chart when the gear position is changed from 3rd to 2nd to apply engine braking, similar to the example shown in Figure 9.

[0077] In the example shown in FIG. 12, at time t2 (first timing) when the gear position is changed from neutral to 3rd (first gear position), the virtual engine speed Ne and motor torque (required motor torque RT) do not change to values ​​NC3 and TC3 corresponding to the 3rd gear position. On the other hand, between time t2 and time dt1 (first time), the virtual engine speed Ne changes at a first angular acceleration (<0). Here, time dt1 is the time it takes for the virtual engine speed Ne to reach the value NC3 corresponding to the 3rd gear position. Furthermore, between time t2 and time dt1, the motor torque overshoots the value TC3 corresponding to the 3rd gear position.

[0078] In the example shown in FIG. 13, at time t3 (first timing) when the gear position is changed from neutral to 2nd (first gear position), the virtual engine speed Ne and motor torque do not change to values ​​NC2 and TC2 corresponding to the 2nd gear position. On the other hand, between time t3 and time dt2 (first time), the virtual engine speed Ne changes at a first angular acceleration (>0). Here, time dt2 is the time it takes for the virtual engine speed Ne to reach the value NC2 corresponding to the 2nd gear position. Furthermore, between time t2 and time dt2, the motor torque undershoots the value TC2 corresponding to the 2nd gear position.

[0079] As shown in Figures 12 and 13, the execution of the gear shift process causes the motor torque of the electric motor 4 to overshoot or undershoot from the first timing to the first time period. The driver can perceive a change in the driving force of the vehicle 100 from the first timing to the first time period. Furthermore, the execution of the gear shift process causes the virtual engine speed Ne to change at a first angular acceleration from the first timing to the first time period. The driver can perceive a change in the pseudo engine sound from the first timing to the first time period. In this way, the behavior of the vehicle 100 due to the inertia of the virtual engine when the gear position is changed from neutral to the first gear position is simulated. This reduces the sense of discomfort felt by the driver.

[0080] 5.3 Effects As described above, according to this embodiment, the gear shift operation of the vehicle 100 can be performed by simply operating the shift operation device 24 while the virtual clutch remains engaged. This allows the driver to quickly change gears. As a result, the drivability of the vehicle 100 can be improved.

[0081] Furthermore, as described in Section 5.1, the vehicle 100 according to this embodiment may be configured to permit a gear change to a specific gear according to the motor rotation speed of the electric motor 4, regardless of whether the pseudo clutch operation device 25 is operated. This makes it possible to prevent the virtual engine rotation speed Ne from changing excessively significantly when the gear is changed by the shift operation device 24 without operating the pseudo clutch operation device 25. As a result, it is possible to ensure stability in the behavior of the vehicle 100.

[0082] Furthermore, as described in Section 5.2, the vehicle 100 according to this embodiment may be configured so that when the gear position is changed from neutral to the first gear position at a first timing without operating the pseudo clutch operating device 25, the motor torque calculation unit 110 executes gear shift processing. This makes it possible to simulate the behavior of the vehicle 100 due to the inertia of the virtual engine when the gear position is changed from neutral to the first gear position. As a result, it is possible to reduce the sense of discomfort felt by the driver.

[0083] The above two features can also be combined.

[0084] 6. Other 6.1 Vehicles with transmissions In the above-described embodiment, the vehicle 100 does not include an actual transmission. However, the vehicle 100 may include an actual transmission. Fig. 14 is a diagram schematically showing the configuration of the vehicle 100 including a transmission (T / M) 9.

[0085] The transmission 9 is connected to an output shaft of the electric motor 4. The transmission 9 is also connected to a differential gear 6 via a propeller shaft 5. The gear stages of the transmission 9 are changed by a control device 101. The control device 101 is configured to change the gear stages of the transmission 9 in accordance with the gear stage selected by the shift operation device 24.

[0086] 2 and 4. However, since the vehicle 100 is equipped with an actual transmission 9, the motor torque calculation unit 110 is configured to calculate the required motor torque RT so that the virtual gear ratio of the virtual transmission is realized, taking into account the gear ratio of the transmission 9. This is possible by calculating the required motor torque RT by including the gear ratio of the transmission 9 in the reduction ratio from the output shaft of the electric motor 4 to the drive wheels.

[0087] In this way, the vehicle 100 can be configured to include an actual transmission 9. The technical features of this embodiment can be similarly applied to the vehicle 100 that includes the transmission 9 in this way.

[0088] 6.2 EV mode The vehicle 100 according to this embodiment may have a control mode (EV mode) in which it operates with the driving characteristics of a normal EV. The vehicle 100 may be configured so that the user can switch between the control mode that simulates the driving characteristics of a virtual vehicle and the EV mode through operation of the HMI 20. In the EV mode, operation of the shift operation device 24 and the pseudo clutch operation device 25 may be disabled. [Explanation of symbols]

[0089] 100 vehicles 4 electric motors 21 Speaker 22 Accelerator pedal 24 Shift operation device 25 Pseudo clutch operating device 101 Control device 102 processors 103 Storage device

Claims

1. A vehicle having an electric motor as a drive source, A pseudo clutch operating device; a shift operation device that is operated to select a gear stage; one or more processors that simulate driving characteristics of a virtual vehicle by varying a motor torque of the electric motor in response to at least an operation of the pseudo clutch operating device and an operation of the shift operating device; Equipped with the one or more processors: A shift to a specific gear position according to a motor rotation speed of the electric motor is permitted regardless of whether the pseudo clutch operation device is operated or not. It was configured as vehicle.

2. 2. The vehicle according to claim 1, the one or more processors: When the gear position is changed from neutral to a first gear position at a first timing without the pseudo clutch operation device being operated, the motor torque is overshooted or undershooted for a first time period from the first timing. It was configured as vehicle.

3. 3. The vehicle according to claim 2, the virtual vehicle comprises a virtual engine; The one or more processors further A virtual engine rotation speed of the virtual engine is changed at a first angular acceleration between the first timing and the first time period. It was configured as vehicle.

4. 4. The vehicle according to claim 3, The first time is the time until the virtual engine speed reaches a value corresponding to the first gear position. vehicle.

5. 4. The vehicle according to claim 3, the one or more processors: overshooting the motor torque when the first angular acceleration is negative; When the first angular acceleration is positive, the motor torque is undershooted. It was configured as vehicle.

6. 6. The vehicle according to claim 5, The motor torque is made to overshoot or undershoot a value corresponding to the first gear position by an amount of inertia torque of the virtual engine corresponding to the first angular acceleration. It was configured as vehicle.

7. 3. The vehicle according to claim 2, the virtual vehicle comprises a virtual engine; the one or more processors: a first angular acceleration that is an angular acceleration of the virtual engine rotation speed of the virtual engine at the first time; The motor torque is made to overshoot or undershoot a value corresponding to the first gear position by an amount of inertia torque of the virtual engine corresponding to the first angular acceleration. It was configured as vehicle.

8. A vehicle according to any one of claims 3 to 7, a storage device that stores a map that defines the first angular acceleration for each pair of the virtual engine rotation speed and the vehicle speed for each of a plurality of gear stages that can be selected by the shift operation device; the one or more processors: The first angular acceleration is set from the virtual engine rotation speed and the vehicle speed at the first timing using the map for the first gear position. It was configured as vehicle.

9. A vehicle according to any one of claims 3 to 7, the one or more processors: An artificial sound that changes depending on the virtual engine speed is generated, and the artificial sound is output from a speaker mounted on the vehicle. It was configured as vehicle.

10. A vehicle having an electric motor as a drive source, A pseudo clutch operating device; a shift operation device that is operated to select a gear stage; one or more processors that simulate driving characteristics of a virtual vehicle by varying a motor torque of the electric motor in response to at least an operation of the pseudo clutch operating device and an operation of the shift operating device; Equipped with the one or more processors: When the gear position is changed from neutral to a first gear position at a first timing without the pseudo clutch operation device being operated, the motor torque is overshooted or undershooted for a first time period from the first timing. It was configured as vehicle.

11. 11. A vehicle according to claim 10, the virtual vehicle comprises a virtual engine; the one or more processors: a first angular acceleration that is an angular acceleration of the virtual engine rotation speed of the virtual engine at the first time; The motor torque is made to overshoot or undershoot a value corresponding to the first gear position by an amount of inertia torque of the virtual engine corresponding to the first angular acceleration. It was configured as vehicle.

12. A vehicle having an electric motor as a drive source, A pseudo clutch operating device; a shift operation device that is operated to select a gear stage; one or more processors that simulate driving characteristics of a virtual vehicle by varying a motor torque of the electric motor in response to at least an operation of the pseudo clutch operating device and an operation of the shift operating device; Equipped with the virtual vehicle comprises a virtual engine; the one or more processors: When the gear position is changed from neutral to a first gear position at a first timing without the pseudo clutch operation device being operated, the virtual engine rotation speed of the virtual engine is changed at a first angular acceleration during a first time period from the first timing. It was configured as vehicle.

13. 13. A vehicle according to claim 12, The first time is the time until the virtual engine speed reaches a value corresponding to the first gear position. vehicle.

14. 13. A vehicle according to claim 12, the one or more processors: An artificial sound that changes depending on the virtual engine speed is generated, and the artificial sound is output from a speaker mounted on the vehicle. It was configured as vehicle.

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