car

Abstract

To provide an automobile capable of meeting the requirements for the shift selector in both manual and automatic transmission modes. [Solution] This disclosure relates to an automobile capable of switching between a manual shift mode in which the driver performs gear shifting operations and an automatic mode in which the driver does not perform gear shifting operations. The automobile comprises an alternate shift selector used for selecting the shift position in manual shift mode and a momentary shift selector used for selecting the range in automatic mode.

Description

Technical Field

[0001] The present disclosure relates to a motor vehicle capable of switching between a manual shift mode and an automatic mode.

Background Art

[0002] Patent Document 1 discloses a shift device for an automatic transmission of a motor vehicle. The shift device includes a shift lever, and the gear shift stage is selected by turning the shift lever within a shift path.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004]

[0005] The present disclosure relates to a motor vehicle capable of switching between a manual shift mode in which a driver performs a shift operation and an automatic mode in which a shift operation by the driver is unnecessary. The motor vehicle includes an alternate shift selector used for selecting a shift position in the manual shift mode and a momentary shift selector used for selecting a range in the automatic mode.

Advantages of the Invention

[0006] According to the automobile disclosed herein, in manual shift mode, the shift position is selected by an alternate shift selector, and in automatic mode, the range is selected by a momentary shift selector. The requirements for the shift selector differ between manual and automatic shift mode, but it is possible to meet the requirements for each mode. [Brief explanation of the drawing]

[0007] [Figure 1] This diagram shows the configuration of an electric vehicle according to an embodiment of this disclosure. [Figure 2] This diagram shows the configuration of a control device related to the driving control of an electric vehicle. [Figure 3] This figure shows an example of a shift selector in the first embodiment. [Figure 4] This figure shows an example of a shift selector in a modified version of the first embodiment. [Figure 5] This figure shows another example of the shift selector in the first embodiment. [Figure 6] This figure shows yet another example of the shift selector in the first embodiment. [Figure 7] This figure shows an example of a shift selector in the second embodiment. [Figure 8] This figure shows another example of the shift selector in the second embodiment. [Figure 9] This figure shows an example of a shift selector in the third embodiment. [Modes for carrying out the invention]

[0008] 1. Configuration of the powertrain of an electric vehicle Figure 1 is a schematic diagram showing the configuration of an electric vehicle 100 according to an embodiment of this disclosure. First, the configuration of the power system of the electric vehicle 100 will be described with reference to Figure 1.

[0009] The electric vehicle 100 is equipped with two electric motors (M) 4F and 4R at the front and rear as power sources for propulsion. The electric motors 4F and 4R are, for example, three-phase AC motors. The front electric motor 4F is connected to the front drive shaft 5F, which drives the front wheel 6F. The rear electric motor 4R is connected to the rear drive shaft 5R, which drives the rear wheel 6R. The front wheel 6F is suspended by an independently electronically controlled front suspension 7F on the left and right sides. The rear wheel 6R is suspended by an independently electronically controlled rear suspension 7R on the left and right sides.

[0010] The front electric motor 4F and the rear electric motor 4R are each fitted with inverters (INV) 3F and 3R, respectively. The front inverter 3F and the rear inverter 3R are each connected to the battery (BATT) 2. Battery 2 stores the electrical energy that drives the electric motors 4F and 4R. In other words, electric vehicle 100 is a battery electric vehicle (BEV) that runs on the electrical energy stored in battery 2. Inverters 3F and 3R are, for example, voltage-type inverters that control the torque of electric motors 4F and 4R by PWM control.

[0011] 2. Control systems and control modes of electric vehicles Next, we will explain the configuration of the control system of the electric vehicle 100, referring to Figure 1.

[0012] The electric vehicle 100 is equipped with a control device 101. The control device 101 is connected to sensors and controlled devices mounted on the electric vehicle 100 via an in-vehicle network. The control device 101 includes at least a processor (processing circuit) 102 and a memory 103. The memory 103 includes RAM for temporarily recording data and ROM for storing a program 104 executable by the processor 102 and various data 105 related to the program. The program 104 consists of multiple instructions. The processor 102 reads the program 104 and data 105 from the memory 103 and executes them, and generates control signals based on signals acquired from the sensors. The control device 101 may have one or more processors 102 and memory 103.

[0013] The control device 101 performs various controls on the electric vehicle 100. One or more programs 104 are read from the memory 103 and executed by the processor 102, thereby enabling the control device 101 to control the electric vehicle 100.

[0014] The control of the electric vehicle 100 by the control device 101 includes driving control, which controls the movement of the electric vehicle 100. In driving control, the control device 101 can control the electric vehicle 100 in multiple control modes. The control modes of the electric vehicle 100 that can be selected by the control device 101 include EV mode and MT mode. EV mode is a mode in which the electric motors 4F and 4R are controlled to drive with normal torque characteristics. MT mode is a control mode for operating the electric vehicle 100 like a manual transmission vehicle (MT vehicle). In MT mode, the driver can use the shift selector 24, described later, to perform a virtual gear shift operation that simulates the gear shift operation (shift operation) of an MT vehicle and select a virtual shift position.

[0015] The electric vehicle 100 includes 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 receives input from the driver through touch operations on the touch panel display. The driver can select the control mode of the electric vehicle 100 from a selection screen displayed on the touch panel display of the HMI 20. Further, the driver may be able to select from options such as engine characteristics, engine sound, and suspension characteristics simulated in the MT mode by operating the touch panel display of the HMI 20.

[0016] The electric vehicle 100 includes an in-vehicle speaker 21. The in-vehicle speaker 21 provides information to the driver audibly and can output a pseudo engine sound described later.

[0017] Also, the electric vehicle 100 includes 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.

[0018] The electric vehicle 100 includes 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. Although the accelerator pedal 22 is a pedal-type device operated by foot, the device for accelerator operation may be a device operated by hand. For example, the electric vehicle 100 may include a lever-type accelerator operation device or a dial-type accelerator operation device operated by hand instead of the accelerator pedal 22. Similarly, sensors are provided for these accelerator operation devices, and a signal indicating the operation amount, that is, the accelerator opening, is output.

[0019] The electric vehicle 100 is equipped with a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is located on the brake pedal 23 and outputs a signal indicating the amount the brake pedal 23 is pressed, i.e., the brake opening degree.

[0020] The electric vehicle 100 is also equipped with a shift selector 24. The shift selector 24 is located, for example, on the console, and allows the driver to select a shift range or a virtual shift position by operating an operating element such as a shift lever, dial, or button. The shift selector 24 operates as a device for selecting a shift range when EV mode is selected, and as a device for the driver to perform virtual gear changes when MT mode is selected. The driver may also be able to switch between EV mode and MT mode by using the shift selector 24 instead of the HMI 20, or in combination with the HMI 20. Details of the shift selector 24 will be described later.

[0021] The shift selector 24 is equipped with a shift position sensor 14. The shift position sensor 14 detects the shift range (shift position) selected by the driver and outputs a signal indicating the selected shift range (shift position).

[0022] Furthermore, the electric vehicle 100 is equipped with a simulated clutch operating device 25. The simulated clutch operating device 25 is a device for reproducing clutch operation in a manual transmission (MT) vehicle. The operation of the simulated clutch operating device 25 is enabled in MT mode and disabled in EV mode. However, the driver may be able to select between clutch operation enabled and clutch operation disabled in MT mode. Alternatively, if a shift selector 24 is used to switch control modes, the operation of the simulated clutch operating device 25 may also be enabled in EV mode.

[0023] An example of a simulated clutch operating device 25 is a simulated clutch pedal that mimics the clutch pedal of a manual transmission (MT) vehicle. The simulated clutch pedal is a dummy and differs from the actual clutch pedal. The simulated clutch pedal has a structure similar to the clutch pedal found in conventional MT vehicles. For example, the simulated clutch pedal is equipped with a reaction force mechanism that generates a reaction force in response to the driver's depressing. The position when no force is applied to the pedal is the starting position of the simulated clutch pedal, and the position when it is pressed all the way down is the ending position of the simulated clutch pedal. The driver can operate the simulated clutch pedal from the starting position to the ending position, resisting the reaction force from the reaction force mechanism. Alternatively, the simulated clutch operating device 25 may be a lever-type or dial-type operating device operated by hand.

[0024] The simulated clutch operating device 25 is equipped with a clutch sensor 15. The clutch sensor 15 outputs a signal indicating the amount of operation of the simulated clutch operating device 25. If the simulated clutch operating device 25 is a simulated clutch pedal, the amount the pedal is pressed is acquired as the amount of operation of the simulated clutch operating device 25. However, since the electric vehicle 100 does not have a real clutch, the amount of operation of the simulated clutch operating device 25, i.e., the clutch opening, is a virtual clutch opening.

[0025] 3. Driving control of electric vehicles The control modes, which can be switched by the driver, are related to the driving control of the electric vehicle 100. Figure 2 shows the configuration of the control device 101 related to the driving control of the electric vehicle 100. More specifically, Figure 2 shows the configuration related to motor control, which controls the torque of electric motors 4F and 4R, as part of the driving control. The processor 102 functions as a motor control device when one or more motor control programs 104 stored in memory 103 are executed by the processor 102.

[0026] The control device 101, acting as a motor control device, receives a control mode signal from the HMI 20. The control mode signal contains information about the control mode selected by the driver. Based on the control mode signal, the control device 101 performs process P110. In process P110, the control mode is switched according to the control mode signal. The switch between EV mode and MT mode is particularly influential on driving control.

[0027] When the control mode is switched to EV mode, the control device 101 executes process P120 for torque calculation in EV mode. In process P120, the control device 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11 and the accelerator opening from the signal of the accelerator pedal stroke sensor 12. The control device 101 has a motor torque map with accelerator opening and vehicle speed as parameters. The control device 101 inputs the vehicle speed and accelerator opening into the motor torque map and controls the inverters 3F and 3R to generate the torque obtained from the motor torque map in the electric motors 4F and 4R.

[0028] When the control mode is switched to MT mode, the control device 101 executes process P130 for torque calculation in MT mode. Process P130 includes process P131 for calculating the torque to be generated by the drive wheels. Process P130 also includes processes P132 and P133. Process P132 is for calculating the torque to be generated by the front electric motor 4F, and process P133 is for calculating the torque to be generated by the rear electric motor 4R. Processes P132 and P133 are executed according to the drive wheel torque calculated in process P130 and the torque distribution between the front wheel 6F and the rear wheel 6R.

[0029] The vehicle model MOD01 is used to calculate the drive wheel torque in process P131. Vehicle model MOD01 includes the engine model MOD11, the clutch model MOD12, and the transmission model MOD13. The engine virtually realized by vehicle model MOD01 is called the virtual engine, the virtually realized clutch is called the virtual clutch, and the virtually realized transmission is called the virtual transmission. The engine model MOD11 models the virtual engine. The clutch model MOD12 models the virtual clutch. The transmission model MOD13 models the virtual transmission.

[0030] Engine model MOD11 calculates virtual engine speed and virtual engine torque. Virtual engine speed is calculated from vehicle speed, overall reduction ratio, and virtual clutch slip ratio. Virtual engine torque is calculated from virtual engine speed and accelerator opening. Vehicle speed is obtained from the signal of vehicle speed sensor 11. Accelerator opening is obtained from the signal of accelerator pedal stroke sensor 12. The overall reduction ratio is a 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 drive wheels. In engine model MOD11, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator opening. Note that the engine characteristics of engine model MOD11 may be selectable by the driver through the operation of HMI20.

[0031] The clutch model MOD12 calculates the torque transmission gain. The torque transmission gain is used to calculate the degree of torque transmission of the virtual clutch according to the clutch opening. When the clutch operation mode is selected, the clutch opening is obtained from the signal of the clutch sensor 15. The clutch opening is 0% at the starting position of the simulated clutch operating device 25 and 100% at the ending position of the simulated clutch operating device 25. In the clutch model MOD12, a torque transmission gain is assigned to the clutch opening. The torque transmission gain is converted into the clutch torque capacity of the virtual clutch, i.e., the virtual clutch torque capacity. Then, based on a comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. In addition, the clutch model MOD12 calculates the slip ratio as 1 minus the torque transmission gain. The slip ratio is used in the calculation of the virtual engine speed in the engine model MOD11.

[0032] When the clutch operation-less mode is selected, the clutch opening angle 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 a model driver. The clutch operation model receives signals from the vehicle speed, virtual engine speed, and shift position sensor 14.

[0033] The signal from the shift position sensor 14 is used to time the clutch operation. When the driver's gear shift operation is detected by the signal from the shift position sensor 14, the clutch operation model maximizes the clutch opening to disengage the virtual clutch. Vehicle speed and virtual engine speed are used to calculate the clutch opening. In order to smoothly match the rotational speed of the virtual transmission input shaft, which is calculated from the vehicle speed, with the virtual engine speed, the clutch operation model calculates the clutch opening based on the rotational speed difference between the rotational speed of the virtual transmission input shaft and the virtual engine speed.

[0034] 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. A virtual gear ratio is set for each shift position. The largest virtual gear ratio is set for 1st gear, and the virtual gear ratio decreases in the order of 2nd, 3rd, 4th, and so on. The shift position is mapped one-to-one with the signal from the shift position sensor 14.

[0035] Transmission model MOD13 calculates virtual transmission torque using virtual gear ratios and virtual clutch torque. Virtual transmission torque is a virtual torque output from the virtual transmission. Control device 101 controls inverters 3F and 3R to change the output torque of electric motors 4F and 4R according to the virtual transmission torque. The virtual transmission torque changes discontinuously in accordance with the switching of virtual gear ratios. This discontinuous change in virtual transmission torque generates torque shocks in the electric vehicle 100, creating the impression of a vehicle with a stepped transmission.

[0036] Vehicle model MOD01 calculates drive wheel torque from virtual transmission torque and reduction ratio. Drive wheel torque is the sum of the torques acting on the left and right front wheels 6F and the left and right rear wheels 6R. The torque distribution to the front wheels 6F and rear wheels 6R can be fixed or can be actively or passively changed. For example, the driver may be able to select a four-wheel drive mode that drives all four wheels or a rear-wheel drive mode that drives only the rear wheels.

[0037] Vehicle model MOD01 is predetermined. The relationship between the drive wheel torque calculated based on vehicle model MOD01 and the accelerator opening changes when the virtual shift position is switched. In other words, in EV mode, the torque in response to the accelerator opening changes continuously, whereas in MT mode, the relationship between the accelerator opening and the torque output from electric motors 4F and 4R changes accordingly when the virtual shift position is switched, to a relationship corresponding to the selected shift position from among several relationships predetermined by vehicle model MOD01.

[0038] In process P132, the torque of the front electric motor 4F (front motor torque) in MT mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution ratio to the front wheel 6F and the reduction ratio from the output shaft of the front electric motor 4F to the front wheel 6F. The control device 101 controls the front inverter 3F to generate the front motor torque calculated in process P132 at the front electric motor 4F.

[0039] In process P133, the torque of the rear electric motor 4R (rear motor torque) in MT mode is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the rear wheel 6R and the reduction ratio from the output shaft of the rear electric motor 4R to the rear wheel 6R. The control device 101 controls the rear inverter 3R to generate the rear motor torque calculated in process P133 at the rear electric motor 4R.

[0040] 4. Sound control in electric vehicles The control device 101 may also perform sound control to control the sound emitted by the in-vehicle speaker 21. The processor 102 functions as a sound control device when one or more sound control programs 104 stored in memory 103 are executed by the processor 102. The processor 102 that functions as a driving control device and the processor 102 that functions as a sound control device may be separate processors or the same processor.

[0041] The control device 101, acting as a sound control device, can generate artificially produced sounds from the in-vehicle speaker 21. One of these artificial sounds is a simulated engine sound that resembles the engine sound in a conventional transmission vehicle. When a control mode signal indicating that MT mode has been selected is input from the HMI 20, the control device 101, acting as a sound control device, generates a simulated engine sound based on the virtual engine torque and virtual engine speed calculated in process P131.

[0042] If the driver can select the engine sound, the engine sound selected on the HMI 20 is used as the sound source for the simulated engine sound generated from the in-car speaker 21. However, the sound source is not used as is; the sound pressure of the engine sound is calculated so that the sound pressure increases with increasing virtual engine torque, and the frequency of the engine sound is calculated so that the frequency increases with increasing virtual engine speed. Then, for example, the sound pressure of the sound source is changed by an amplifier, and the frequency of the sound source is changed by a frequency modulator, and the simulated engine sound is played back from the in-car speaker 21. The virtual engine torque and virtual engine speed change according to the driver's accelerator, gear shift, and clutch operations. By changing the sound pressure and frequency of the simulated engine sound in accordance with the virtual engine torque and virtual engine speed that change according to the driver's operations, it is possible to give the driver a sense of realism as if they were driving a real transmission vehicle.

[0043] 5. Shift Selector Configuration 5-1. First Embodiment As described above, the shift selector 24 operates as a device for selecting the shift range in EV mode and as a device for selecting a virtual shift position in MT mode. An example of the shift selector 24 in the first embodiment is shown in Figure 3.

[0044] The shift selector 24 in Figure 3 is a device in which a shift range or shift position is associated with a predetermined physical position, and the physical position is selected by an operating member. The shift selector 24 has a shift lever as an operating member, allowing the driver to move it along the shift path between each shift range (shift position). The shift path in EV mode and the shift path in MT mode are integrated, and the same shift lever is used for both EV mode and MT mode.

[0045] While EV mode is selected, the shift lever is in area (b) of the integrated shift path. From this state, if the driver moves the shift lever to area (a) while fulfilling the control mode switching conditions, the control mode switches to MT mode. Switching from MT mode to EV mode is the reverse operation. In other words, the shift selector 24 also serves as a device for switching between EV mode and MT mode.

[0046] The conditions for switching the control mode can be any conditions. For example, the switching condition may be that the driver operates the HMI 20 to select a control mode switch, and then operates the shift lever within a predetermined time. Alternatively, the switching condition may be that the driver moves the shift lever while inputting an operation amount to the simulated clutch operating device 25.

[0047] Furthermore, it's not just the position of the shift lever that changes when the control mode is switched. The behavior of the shift lever is also switched according to the control mode.

[0048] While EV mode is selected, the shift lever is basically in the home position (H). When the driver moves the shift lever to any of the R, Nr, Nd, or D positions, an operation is input, and either the reverse range, neutral range, or drive range is selected. However, when the driver finishes the operation and releases their hand, the shift lever automatically returns to the home position. The parking range is selected by the driver pressing a button. In other words, in EV mode, when the driver is not operating the lever, it is in the home position and does not indicate the vehicle's status. In EV mode, the current shift range is displayed on the instrument panel or HMI20, etc.

[0049] In contrast, in MT mode, the shift lever remains in the shift position selected by the driver. For example, when the driver moves the shift lever to the 1st gear position, a signal is output indicating that 1st gear has been selected as the virtual shift position, and the shift lever remains in the 1st gear position until further input is received. In other words, in MT mode, the shift selector 24 accepts input about the shift position and simultaneously indicates the current shift position by the physical position of the shift lever.

[0050] The behavior of the shift selector 24 in EV mode and MT mode is sometimes referred to as momentary and alternate, respectively. In other words, the shift selector 24 operates as a momentary shift selector in EV mode and as an alternate shift selector in MT mode.

[0051] The effect of configuring the shift selector 24 to be switchable between momentary and alternate modes will be explained.

[0052] Generally, manual transmission (MT) vehicles use an alternate shift mechanism for gear changes. When changing gear positions while driving an MT vehicle, the driver determines the current gear position by the feel of the shift lever rather than visually checking its position. In the MT mode of the Electric Vehicle 100, by allowing the driver to select the gear position using an alternate shift selector, the driver can determine the current gear position by touching the shift lever without having to lower their gaze. This improves operability for the driver. Furthermore, since it brings the behavior closer to that of a typical MT vehicle, it is expected to increase the satisfaction of drivers who want to experience driving an MT car.

[0053] On the other hand, electric vehicles 100 may be equipped with support functions to improve the convenience of the driver and other vehicle users, and these support functions may control the shift range. For example, if the support function is an automatic parking brake, the shift range will automatically switch to the parking range when the vehicle is stopped or parked. Or, if the support function is an automatic parking function, the reverse range and drive range will automatically switch.

[0054] Such assistance functions may be disabled in MT mode. This is because drivers who select MT mode, which requires more operation than EV mode, are more likely to prefer to perform driving operations themselves without relying on assistance functions. However, it is desirable that assistance functions be available when EV mode is selected.

[0055] In EV mode, by allowing the shift range to be selected using a momentary shift selector, it is possible to prevent discrepancies between the state physically indicated by the shift selector 24 and the actual state of the vehicle, even when assistance functions are activated. For example, it is possible to prevent situations where the shift lever is in the drive range position even though the vehicle has been automatically switched to the reverse range by parking assistance. In this way, it is possible to prevent driver confusion caused by discrepancies between the state indicated by the operating components and the state of the vehicle, making it easier for the driver to understand the state of the vehicle.

[0056] In this way, the shift selector 24 can accommodate the requirements of both EV mode and MT mode. This improves the operability of the shift selector.

[0057] Furthermore, in the example shown in Figure 3, the alternate shift selector used in MT mode and the momentary shift selector used in EV mode are configured as a single shift selector 24, and a single common operating element is used for both the alternate and momentary shift selectors. Therefore, it is convenient for the driver as they can easily determine whether the current control mode is EV mode or MT mode by the position of the shift lever.

[0058] Furthermore, in the example shown in Figure 3, the neutral position of the alternate shift selector and the home position of the momentary shift selector are connected on the shift lever's operating line. When switching the control mode from MT mode to EV mode, the driver needs to move the shift lever from the neutral position of MT mode to the home position of the momentary shift selector. After switching to EV mode, the shift lever first enters the home position of the momentary shift selector. The shift range at this time can be set arbitrarily. When switching the control mode from EV mode to MT mode, the driver needs to move the shift lever from the home position of the momentary shift selector to the neutral position of the alternate shift selector. After switching to MT mode, the shift lever first enters the neutral position, so the driving force is not transmitted to the 6F and 6R wheels until the driver selects one of the shift positions.

[0059] 5-2. Modified Examples of the First Embodiment Figure 4 shows a modified example of the first embodiment. The shift path may have the shape shown in Figure 4. The alternate shift selector and momentary shift selector are configured as an integrated shift selector, similar to Figure 3. When the shift lever is to the left of the dashed line, MT mode is selected, and when it is to the right, EV mode is selected. However, in the example in Figure 4, the neutral position of the alternate shift selector and the drive range of the momentary shift selector are connected together.

[0060] 5-3. Shift path arrangement In the examples shown in Figures 3 and 4, the shift path of the shift selector 24 is configured such that the momentary shift selector used in EV mode is on the right side, and the alternate shift selector used in MT mode is on the left side. However, the arrangement of the momentary shift selector and the alternate shift selector is not limited to this arrangement.

[0061] For example, the shift path of the shift selector 24 may be configured such that the momentary shift selector is on the left and the alternate shift selector is on the right. Figures 5 and 6 show examples of the shift path of the shift selector 24 configured in this way. In the example in Figure 5, the neutral position of the alternate shift selector and the home position of the momentary shift selector are connected. In the example in Figure 6, the neutral position of the alternate shift selector and the drive range of the momentary shift selector are connected. The behavior of the shift selector 24 is as described above. The same shift lever is used for both MT mode and EV mode. When the shift lever is to the right of the dashed line, MT mode is selected, and when it is to the left, EV mode is selected. The shift selector 24 operates as an alternate shift selector when the shift lever is to the right of the dashed line, and as a momentary shift selector when it is to the left.

[0062] 5-4. Second Embodiment In the second embodiment, the shift selector 24 also includes an alternate shift selector used in MT mode and a momentary shift selector used in EV mode. However, the alternate shift selector and the momentary shift selector are configured as separate selectors. Figure 7 shows two examples of the shift selector 24 in the second embodiment.

[0063] In example (1), both the alternate shift selector and the momentary shift selector are configured to select a shift range (shift position) by moving the shift lever along the shift path. However, the shift paths are not connected, and each has a different shift lever. In example (2), the momentary shift selector is a button-type operating device. In the second embodiment as well, the shift selector 24 may also serve as a control mode switching device. In this case, for example, if the alternate shift selector is operated while the switching conditions are met, the MT mode may start, and if the momentary shift selector is operated while the switching conditions are met, the EV mode may start. The effects of being able to switch between the alternate and momentary types are the same as in the first embodiment.

[0064] In the example shown in Figure 7, the alternate shift selector is located on the left and the momentary shift selector is located on the right. However, in the second embodiment, the arrangement of the alternate and momentary shift selectors is arbitrary. Figure 8 shows two examples of the shift selector 24 when the alternate shift selector is located on the right and the momentary shift selector is located on the left. In example (1), both the alternate and momentary shift selectors are configured to select the shift range (shift position) by moving the shift lever along the shift path. In example (2), the momentary shift selector is operated by a button. The behavior of the shift selector 24 is the same as in the example shown in Figure 7.

[0065] 5-5. Other Embodiments Figure 9 shows examples of the third and fourth embodiments. In the third embodiment shown in (1), the shift paths for the alternate shift selector and the momentary shift selector are in the same area. The shift selector 24 may be configured in this way. In the fourth embodiment shown in (2), a dial is used as the operating member. The dial is common to both the alternate shift selector and the momentary shift selector. The shift selector 24 operates as an alternate shift selector when the dial is in the upper position, and as a momentary shift selector when the dial is in the lower position.

[0066] 6. Variations The configuration of the shift selector 24 has been described above. The following modifications are possible in any of the first to fourth embodiments described above. That is, although the shift selector 24 was described above as a device installed in an electric vehicle, the shift selector 24 can be applied to vehicles other than electric vehicles, as long as they can switch between a shift mode between an automatic mode, which does not require driver shifting, and a manual shift mode, in which the driver performs the shifting operation themselves. For example, the shift selector 24 may be applied to a semi-automatic transmission vehicle. In this case as well, the shift selector 24 is switched to a momentary shift selector in automatic mode and to an alternate shift selector in manual shift mode. In the electric vehicle 100, the EV mode corresponds to the automatic mode, and the MT mode corresponds to the manual shift mode. [Explanation of Symbols]

[0067] 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 Clutch sensor, 21 In-cabin speaker, 22 Accelerator pedal, 23 Brake pedal, 24 Shift selector, 25 Simulated clutch operating device, 100 Electric vehicle, 101 Control unit, 102 Processor, 103 Memory, 104 Program, 105 Data

Claims

1. An automobile capable of switching between a manual transmission mode in which the driver performs gear shifting operations and an automatic mode in which the driver does not perform gear shifting operations, An alternate shift selector used for selecting the shift position in the aforementioned manual shift mode, The system includes a momentary shift selector used for selecting the range in the aforementioned automatic mode. car.

2. The automobile according to claim 1, The alternate shift selector is configured such that the shift position is selected by moving the first operating member. The momentary shift selector is configured such that the range is selected by moving the second operating member. A single common operating member is used as both the first operating member and the second operating member. car.

3. The automobile according to claim 2, In the operation of the aforementioned common operating member, the neutral position of the alternate shift selector and the home position of the momentary shift selector are connected as one unit. car.

4. An automobile according to any one of claims 1 to 3, The alternate shift selector, when operated in the automatic mode, switches the mode to the manual shift mode. The momentary shift selector, when operated in the manual shift mode, switches the mode to the automatic mode. car.

5. An automobile according to any one of claims 1 to 3, An electric motor as a power source, The accelerator pedal and The system includes a control device for controlling the aforementioned electric motor, The aforementioned gear shift operation is a virtual gear shift operation. The control device is In the automatic mode, the output torque of the electric motor is continuously changed in response to the driver's operation of the accelerator pedal. In the manual shift mode, the relationship between the amount of accelerator pedal operation and the output torque of the electric motor is switched from a predetermined set of relationships according to the driver's operation of the alternate shift selector. car.

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