Electric vehicles

Abstract

To provide technology that can improve the operability of electric vehicles equipped with an electric motor as a power source for driving. [Solution] This disclosure relates to an electric vehicle having an electric motor as a drive source. The electric vehicle includes an accelerator operating device, a control device for controlling the electric motor, and a torque operating device to which an input from the driver of the electric vehicle is received. The control device acquires the input from the torque operating device and changes the torque of the electric motor according to the input from the torque operating device.

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses an electric vehicle equipped with a motor as a driving source for traveling and capable of being controlled in a plurality of traveling modes. The plurality of traveling modes include a manual shift traveling mode and an electric traveling mode. In the manual shift mode, the driving torque of the motor is controlled according to the operations of the shift lever and the clutch pedal by the driver, and an operation feeling similar to that of a MT vehicle can be realized. In the electric traveling mode, the driving torque of the motor is controlled according to the operations of the accelerator pedal and the brake pedal by the driver, and an operation feeling similar to that of an AT vehicle is realized.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Consider an electric vehicle equipped with an electric motor as a driving source for traveling. In an electric vehicle, usually, the torque of the electric motor is controlled according to the operation of the accelerator pedal by the driver, and it is possible to drive the electric vehicle. Consider further improving the operability of such an electric vehicle.

[0005] One object of the present disclosure is to provide a technology capable of improving the operability in an electric vehicle equipped with an electric motor as a driving source for traveling.

Means for Solving the Problems

[0006] The first aspect of this disclosure relates to an electric vehicle having an electric motor as a drive source. The electric vehicle includes an accelerator operating device, a control device for controlling the electric motor, and a torque operating device to which an input from the driver of the electric vehicle is received. The control device acquires the input from the torque operating device and changes the torque of the electric motor according to the input from the torque operating device.

[0007] The electric vehicle relating to the first aspect described above is equipped with a torque control device in addition to an accelerator control device. The driver can control the torque of the electric motor not only by operating the accelerator control device but also by operating the torque control device. This allows for finer adjustment of the torque of the electric motor than when the electric vehicle is driven using only the accelerator control device, thereby improving the operability of the electric vehicle for the driver.

[0008] A second aspect of this disclosure relates to an electric vehicle having an electric motor as a drive source. The electric vehicle includes an accelerator operating device, a simulated gear shift operating member, a simulated clutch operating member, and a control device for controlling the electric motor. The control device is configured to switch between a manual gear shift mode, which switches the relationship between the amount operated on the accelerator operating device and the torque of the electric motor in response to the operation of the simulated gear shift operating member and the simulated clutch operating member, and an automatic mode, which continuously changes the torque of the electric motor based on the amount operated on the accelerator operating device without requiring operation of the simulated gear shift operating member. When the automatic mode is selected, the control device changes the torque of the electric motor in accordance with the amount operated on the simulated clutch operating member.

[0009] In the electric vehicle relating to the second aspect described above, when automatic mode is selected, the torque of the electric motor can be changed according to the amount of operation of the simulated clutch operating member. The driver can control the torque of the electric motor not only by operating the accelerator pedal but also by operating the simulated clutch operating member. This allows for finer adjustment of the electric motor torque than when driving the electric vehicle using only the accelerator pedal, improving the operability of the electric vehicle for the driver. Furthermore, the simulated clutch operating member is an operating member used in manual shift mode to switch the relationship between the amount of operation of the accelerator pedal and the torque of the electric motor. By switching the relationship between the amount of operation of the accelerator pedal and the torque of the electric motor, the shifting operation of a manual transmission is simulated. By utilizing this operating member, which is used for such virtual shifting operations, as an operating member for adjusting the torque of the electric motor together with the accelerator pedal in automatic mode, the operating members can be effectively utilized without waste, even when multiple modes are installed. [Effects of the Invention]

[0010] Thus, according to the electric vehicle of this disclosure, by providing an operating member for adjusting the torque of the electric motor in addition to the accelerator operating device, fine adjustment of the torque becomes possible, thereby improving the operability of the electric vehicle. [Brief explanation of the drawing]

[0011] [Figure 1] This figure shows the configuration of an electric vehicle according to an embodiment of this disclosure. [Figure 2] This flowchart shows an example of the processing flow in the first embodiment. [Figure 3] This is a time chart illustrating the relationship between the amount of torque control device and motor torque in the first embodiment. [Figure 4] This flowchart shows an example of the processing flow in the second embodiment. [Figure 5]This figure shows examples of the first motor torque map and the second motor torque map. [Figure 6] This is a time chart illustrating the relationship between the amount of torque control device and motor torque in the second embodiment. [Figure 7] This diagram shows the configuration of the control device related to the driving control of an electric vehicle equipped with an MT mode. [Modes for carrying out the invention]

[0012] Embodiments of this disclosure will be described with reference to the attached drawings.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 2. Configuration of the control system of an electric vehicle Subsequently, while referring to FIG. 1, the configuration of the control system of the electric vehicle 100 will be described.

[0017] 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 operating the accelerator may be a device operated by hand. For example, the electric vehicle 100 may include a lever-type accelerator operating device or a dial-type accelerator operating device operated by hand instead of the accelerator pedal 22. Similarly, sensors are provided for these accelerator operating devices, and a signal indicating the operation amount, that is, the accelerator opening, is output.

[0019] The electric vehicle 100 also includes a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided on the brake pedal 23 and outputs a signal indicating the depression amount of the brake pedal 23, that is, the brake opening.

[0020] The accelerator pedal 22 and the brake pedal 23 are driving operation members used for driving the electric vehicle 100. The driver of the electric vehicle 100 can basically drive the electric vehicle 100 only by operating the accelerator pedal 22, the brake pedal 23, and a steering wheel (not shown). Furthermore, in addition to these driving operation members, the electric vehicle 100 includes a torque operation device 24.

[0021] The torque control device 24 is a device for controlling the torque of the electric motors 4F and 4R. If the electric vehicle 100 is an electric vehicle equipped with an MT mode, as described later, the torque control device 24 may be a pseudo-clutch pedal having a structure similar to the clutch pedal of a manual transmission vehicle (MT vehicle). The pseudo-clutch pedal is equipped with, for example, a reaction force mechanism that generates a reaction force in response to the driver pressing it down. The position when no force is applied to the pseudo-clutch pedal is the starting position, and the position when it is pressed all the way down is the ending position. 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. However, the torque control device 24 is not limited to such a pedal-type control device. For example, the torque control device 24 may be a lever-type control device or a dial-type control device operated by hand.

[0022] The torque control device 24 is equipped with an opening degree sensor 14, which outputs a signal indicating the opening degree, or operating amount, of the torque control device 24. The relationship between the operating amount of the torque control device 24 and the torque of the electric motors 4F and 4R will be explained in detail in subsequent chapters.

[0023] The electric vehicle 100 is equipped with a human-machine interface (HMI) 20 as an interface with the driver. The HMI 20 is equipped with a touch panel display. The HMI 20 displays information on the touch panel display and accepts input from the driver via touch operation on the touch panel display. The HMI 20 may also include an in-vehicle speaker that provides information to the driver by voice.

[0024] The electric vehicle 100 is equipped with a control device 101. Sensors and controlled devices mounted on the electric vehicle 100 are connected to the control device 101 via an in-vehicle network. In addition to the vehicle speed sensor 11, accelerator pedal stroke sensor 12, brake pedal stroke sensor 13, and opening degree sensor 14, various other sensors are also installed in the electric vehicle 100.

[0025] 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 that can be executed 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 each sensor. The control device 101 may have one or more processors 102 and memory 103.

[0026] The control device 101 controls the electric vehicle 100. The control of the electric vehicle 100 performed by the control device 101 includes driving control. In driving control, 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 that uses the accelerator opening and vehicle speed as parameters. In driving control, basically, 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.

[0027] Furthermore, when the torque control device 24 is operated by the driver, the control device 101 changes the torque of the electric motors 4F and 4R in accordance with the signal from the opening sensor 14. Specifically, the control device 101 changes the relationship between the accelerator opening and the motor torque depending on whether the amount of operation of the torque control device 24 is below a predetermined amount or greater than a predetermined amount. Two embodiments of the relationship between the torque control device 24 and the torque of the electric motors 4F and 4R will be described below.

[0028] 3. First Embodiment 3-1. Processing Flow Figure 2 is a flowchart showing an example of the processing flow for determining motor torque based on the amount of operation of the torque control device 24 in the first embodiment. The processing in Figure 2 is repeatedly executed by the control device 101 (processor 102) at a predetermined control cycle.

[0029] In step S110, the control device 101 determines whether the amount of manipulation of the torque control device 24 has become greater than a first predetermined amount. If the amount of manipulation input to the torque control device 24 is greater than a first predetermined amount (step S110; Yes), the process proceeds to step S120. On the other hand, if the amount of manipulation input to the torque control device 24 is less than or equal to the first predetermined amount (step S110; No), the process ends.

[0030] In step S120, the control device 101 maintains a constant motor torque for the electric motors 4F and 4R. In other words, the control device 101 controls the inverters 3F and 3R so that the motor torque is maintained at the point when the amount of operation of the torque control device 24 exceeds a predetermined amount, regardless of changes in the accelerator opening.

[0031] If the motor torque is maintained, the determination in step S110 is performed again. If the amount of the torque control device 24 is kept greater than the first predetermined amount, the process proceeds to step S120 again, and the motor torque at the point when the amount of the torque control device 24 was greater than the first predetermined amount continues to be output. If the amount of the torque control device 24 is less than or equal to the first predetermined amount, the process ends. After that, the normal motor torque based on the vehicle speed and accelerator opening is output.

[0032] In the first embodiment, as long as the amount of operation of the torque control device 24 is greater than a predetermined amount, the motor torque is maintained at a constant level, and changes in the accelerator opening are not reflected. For example, a driver who wants to keep the electric vehicle 100 running steadily may want to maintain a constant motor torque. In such a case, it is easier for the driver to operate the torque control device 24 so that the amount of operation is greater than the first amount of operation, rather than fine-tuning the amount of depression of the accelerator pedal 22 to maintain a constant torque. Therefore, by maintaining a constant motor torque when the amount of operation of the torque control device 24 is greater than a predetermined amount, the operability of the electric vehicle 100 can be improved.

[0033] 3-2. Time Chart Figure 3 is a time chart illustrating the relationship between the amount of torque control device 24 and motor torque in the first embodiment. Here, the first predetermined amount is set to 0%. Although not shown in the figure, the shift range is always in the driving range from the start to the end of the time chart.

[0034] At time T0, when the time chart begins, the driver has not operated the torque control device 24. The control device 101 calculates the torque based on the vehicle speed and accelerator opening, and controls the inverters 3F and 3R to generate the calculated torque in the electric motors 4F and 4R. Here, since the vehicle speed and accelerator opening are kept constant, the motor torque is constant.

[0035] At time T1, the driver presses the accelerator pedal 22 further, increasing the accelerator opening. As the accelerator opening increases, the motor torque calculated from the torque map also increases, and the vehicle speed begins to rise.

[0036] At time T2, the driver operates the torque control device 24. Upon receiving the information that the torque control device 24 has been operated and the manipulated amount has become greater than 0, the control device 101 stores the motor torque at the point in time when the manipulated amount became greater than 0. In other words, the motor torque at time T2 is stored.

[0037] Between times T2 and T3, a control input is continuously received by the torque control device 24. While a control input is received by the torque control device 24, the control device 101 keeps the torque output from the electric motors 4F and 4R constant, regardless of the accelerator opening. After time T2, the driver presses the accelerator pedal 22 further, increasing the accelerator opening, but the control device 101 controls the inverters 3F and 3R so that the motor torque stored at time T2 continues to be output from the electric motors 4F and 4R.

[0038] At time T3, the driver has finished operating the torque control device 24, and no further input is received from the torque control device 24 after time T3. Since the input amount of the torque control device 24 is 0% or less, the control device 101 calculates the torque based on the vehicle speed and accelerator opening as usual, and controls the inverters 3F and 3R so that the calculated torque is output from the electric motors 4F and 4R. In addition, the control device 101 may perform filtering to smooth the change in torque so that the motor torque output at time T3 does not change abruptly.

[0039] 4. Second Embodiment 4-1. Processing Flow Figure 4 is a flowchart showing an example of the processing flow for determining the motor torque based on the amount of manipulation of the torque control device 24 in the second embodiment. The processing in Figure 4 is repeatedly executed by the control device 101 (processor 102) at a predetermined control cycle.

[0040] In step S210, the control device 101 determines whether the amount of operation of the torque operating device 24 has become greater than a second predetermined amount. The second predetermined amount used for this determination may be the same as or different from the first predetermined amount in the first embodiment. If the amount of operation input to the torque operating device 24 becomes greater than the second predetermined amount (step S210; Yes), the process proceeds to step S220. On the other hand, if the amount of operation input to the torque operating device 24 is less than or equal to the second predetermined amount (step S210; No), the process ends.

[0041] In the second embodiment, a motor torque map is provided for when the amount of operation of the torque control device 24 exceeds a second predetermined amount. Hereinafter, this motor torque map will be referred to as the second motor torque map. In contrast to the second motor torque map, a normal motor torque map that does not take into account the amount of operation of the torque control device 24 will be referred to as the first motor torque map. The second motor torque map is prepared in advance and stored as data 105 in the memory 103.

[0042] In step S220, the control device 101 sets the motor torque map used for calculating motor torque to the second motor torque map.

[0043] Figure 5 shows examples of the first and second motor torque maps. The left side shows the first motor torque map, and the right side shows the second motor torque map. In each motor torque map, the horizontal axis represents vehicle speed, and the vertical axis represents motor torque, with the relationship between vehicle speed and motor torque defined for each accelerator opening. In the second motor torque map, the motor torque for each accelerator opening is defined such that the absolute value of the motor torque is smaller compared to the first motor torque map.

[0044] Refer to Figure 4 again. When the motor torque map is set to the second motor torque map, the process proceeds to step S230. In step S230, the control device 101 calculates the motor torque based on the second motor torque map set in step S220. The motor torque calculated here is smaller in absolute value than the torque calculated when the first motor torque map is used.

[0045] Once the motor torque is calculated, the determination in step S210 is performed again. If the amount of the torque control device 24 is kept greater than the second predetermined amount, the process proceeds again to steps S220 and S230, and the motor torque based on the second motor torque map is calculated. If the amount of the torque control device 24 is less than or equal to the second predetermined amount, the process ends. After that, the normal motor torque based on the vehicle speed and accelerator opening is calculated according to the first motor torque map.

[0046] In the second embodiment, when the amount of operation of the torque control device 24 exceeds a second predetermined amount, the motor torque is calculated using a second torque map that differs from the normal first torque map. In the second motor torque map, the motor torque for each accelerator opening is defined such that the absolute value of the motor torque is smaller than in the first motor torque map. Therefore, the absolute value of the output motor torque is smaller compared to when the amount of operation of the torque control device 24 is less than or equal to the second predetermined amount.

[0047] When the amount of torque control device 24 is operated is greater than a second predetermined amount, a different motor torque map is used. This makes it easier for the driver to fine-tune the motor torque compared to when the motor torque is controlled solely by the accelerator pedal 22. In this way, the operability of the electric vehicle 100 can be improved.

[0048] As another example, if the amount of the torque control device 24 is manipulated exceeds a predetermined amount, the output motor torque may be set to 0. The predetermined amount in this case may be the same as the second predetermined amount, or it may be greater than the second predetermined amount. For example, if the second predetermined amount is set to 0%, the motor torque calculated from the second motor torque map may be output when the amount of the torque control device 24 is manipulated exceeds 0%, and the output motor torque may be set to 0 when the amount of the torque control device 24 is manipulated further and reaches 100%.

[0049] 4-2. Time Chart Figure 6 is a time chart illustrating the relationship between the amount of torque control device 24 and motor torque in the second embodiment. Here, the second predetermined amount is set to 0%. Although not shown in the figure, the shift range is always in the driving range from the start to the end of the time chart.

[0050] At time T0, when the time chart begins, the driver has not operated the torque control device 24. The control device 101 calculates the motor torque based on the vehicle speed and accelerator opening according to the first motor torque map, and controls the inverters 3F and 3R to generate the calculated torque in the electric motors 4F and 4R. Here, since the vehicle speed and accelerator opening are kept constant, the motor torque is constant.

[0051] At time T1, the driver presses the accelerator pedal 22 further, increasing the accelerator opening. At this point, the torque control device 24 is not being operated, so the control device 101 calculates the motor torque according to the first motor torque map. As the accelerator opening increases, the calculated torque increases.

[0052] Between time T2 and time T3, the driver operates the torque control device 24 to input a control amount. Since the control amount is greater than 0%, the control device 101 calculates the motor torque according to the second motor torque map. As the accelerator opening increases, the motor torque calculated based on the second motor torque map also increases. However, the absolute value of the motor torque is smaller compared to that calculated from the first motor torque map.

[0053] When the driver finishes operating the torque control device 24 at time T3, the motor torque is calculated again using the first motor torque map. Note that at times T2 and T3, the control device 101 may perform filtering to prevent sudden changes in motor torque.

[0054] At time T4, the driver releases the accelerator pedal 22, and the accelerator opening decreases. As the accelerator opening decreases, the torque calculated from the first motor torque map also decreases, eventually becoming a negative value. Consequently, the vehicle speed gradually decreases.

[0055] At time T5, the driver operates the torque control device 24 again. In response to the input amount to the torque control device 24 becoming greater than 0%, the control device 101 switches the motor torque map to the second motor torque map. The absolute value of the calculated torque becomes smaller than that calculated from the first motor torque map. Due to the smaller absolute value of the torque, the deceleration becomes smaller compared to when the torque control device 24 is not operated.

[0056] At time T6, the driver ends operation of the torque control device 24. The control device 101 calculates the motor torque again using the first motor torque map. The absolute value of the calculated torque is greater than that calculated from the second motor torque map. Because the output torque is a negative value, the vehicle will eventually stop and the motor torque will become 0.

[0057] 5. Examples of Use The electric vehicle 100 may be a vehicle that has an "MT mode" that simulates the driving of a manual transmission vehicle. The driver can switch the control mode between EV mode, which drives the electric vehicle 100 as a normal BEV, and MT mode via the HMI 20. Alternatively, the control mode may be switched automatically. For example, the control mode may be automatically switched to EV mode if the battery level of battery 2 decreases, if battery 2 becomes hot, or if an abnormality is detected in the powertrain of the electric vehicle 100.

[0058] In MT mode, the driver performs a virtual gear shift operation using the simulated gear shift operating member 25 and the torque operating device 24.

[0059] The simulated gear shift operating member 25 is, for example, a simulated H-type shifter that simulates an H-type shifter. The simulated H-type shifter has a structure similar to a shift stick provided on the console and can be moved along an H-shaped gate between shift positions. However, since the electric vehicle 100 does not have a real transmission, the shift positions of the simulated H-type shifter are virtual shift positions. The simulated gear shift operating member 25 is equipped with a shift position sensor 15. The shift position sensor 15 outputs a signal indicating the shift position selected by the simulated gear shift operating member 25.

[0060] In MT mode, the torque operating device 24 is used as an operating member to simulate clutch operation. Since the torque operating device 24 in MT mode is used as a device that simulates clutch operation, it may also be called a simulated clutch operating member. In MT mode, the amount of the torque operating device 24 acquired by the opening sensor 14 is processed by the control device 101 as the amount of the simulated clutch operating device, that is, the clutch opening. However, since the electric vehicle 100 does not have a real clutch, the amount of the simulated clutch operating device is a virtual clutch opening.

[0061] Figure 5 shows an example configuration of a control device 101 for controlling the driving of such an electric vehicle 100. The processor 102 functions as a driving control device when one or more driving control programs 104 stored in memory 103 are executed by the processor 102.

[0062] The control device 101, which functions as a driving 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.

[0063] When the control mode is switched to EV mode, the control device 101 executes process P120 for torque calculation in EV mode. The method for calculating motor torque in process P120 is as described above. The control device 101 inputs the vehicle speed and accelerator opening into the motor torque map and controls inverters 3F and 3R to generate the torque obtained from the motor torque map in electric motors 4F and 4R. In other words, in EV mode, operation of the pseudo-speed shifting operating member 25 by the driver is not required, and the motor torque is continuously changed based on the accelerator opening. At this time, the control device 101 also changes the motor torque according to the amount of operation of the torque operating device 24.

[0064] 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.

[0065] 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.

[0066] 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. The engine characteristics of engine model MOD11 may be selectable by the driver through the operation of HMI 20.

[0067] 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. The clutch opening is obtained from the signal of the opening sensor 14. If the torque operating device 24 is a simulated clutch pedal that simulates a clutch pedal, the clutch opening is 0% at the starting position of the simulated clutch pedal and 100% at the ending position of the simulated clutch pedal. In the clutch model MOD12, a torque transmission gain is given for the clutch opening. The torque transmission gain is converted into the clutch torque capacity of the virtual clutch, 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.

[0068] 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.

[0069] 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 it can be actively or passively changed. The torque distribution may also be selectable by the driver, and if the mode that drives only the rear wheels is selected, the drive wheel torque will be the sum of the torques acting on the left and right rear wheels 6R.

[0070] 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.

[0071] 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.

[0072] Thus, in MT mode, the relationship between the accelerator opening and motor torque is switched according to the operation of the simulated gear shift operating member 25 and the simulated clutch operating device, thereby reproducing a virtual gear shift operation. Since it involves gear shifting by the driver, MT mode may also be called manual gear shift mode. In contrast to manual gear shift mode, EV mode may also be called automatic mode.

[0073] The simulated clutch operating device is used in MT mode as a device for the driver to input the clutch opening angle, and in EV mode as the torque operating device 24 for controlling the torque as described above. By using the same device in different ways depending on the control mode, the operability of the electric vehicle 100 is improved, and the device mounted on the vehicle can be used in various situations, making efficient and effective use of the device. [Explanation of Symbols]

[0074] 2…Battery 3F…Front inverter 3R…Rear inverter 4F…Front electric motor 4R…Rear electric motor 5F…Front drive shaft 5R…Rear drive shaft 6F…Front wheel 6R…Rear wheel 7F…Front suspension 7R…Rear suspension 11…Vehicle speed sensor 12…Accelerator pedal stroke sensor 13…Brake pedal stroke sensor 14…Opening angle sensor 15…Shift position sensor 22…Accelerator pedal 23…Brake pedal 24…Torque control device 25…Simulated gear shift control component 100…Electric vehicle 101…Control device 102…Processor 103…Memory 104…Program 105…Data

Claims

1. An electric vehicle having an electric motor as its driving source, Accelerator control device, A control device for controlling the aforementioned electric motor, A torque control device to which the driver of the electric vehicle inputs an input, Equipped with, The control device is The amount of operation of the torque control device is acquired, The torque of the electric motor is changed according to the amount of operation of the torque control device. Electric vehicle.

2. An electric vehicle according to claim 1, The control device is The relationship between the amount of operation of the accelerator control device and the torque of the electric motor is changed depending on whether the amount of operation of the torque control device is less than or equal to a predetermined amount or greater than a predetermined amount. Electric vehicle.

3. An electric vehicle according to claim 2, The control device is If the amount of the torque control device is operated is less than or equal to a predetermined amount, the torque of the electric motor is determined based on the vehicle speed of the electric vehicle and the amount of the accelerator control device operated. The torque of the electric motor is kept constant while the amount of the torque control device is greater than a predetermined amount. Electric vehicle.

4. An electric vehicle according to claim 2, The control device is The system includes a storage device that stores a first motor torque map used when the amount of torque control device is less than or equal to a predetermined amount, and a second motor torque map used when the amount of torque control device is greater than a predetermined amount. The torque defined by the second motor torque map is smaller in absolute value than the torque defined by the first motor torque map. Electric vehicle.

5. An electric vehicle having an electric motor as its driving source, Accelerator control device, Simulated gear shift operating member, Simulated clutch operating member, A control device for controlling the aforementioned electric motor, Equipped with, The control device is The system is configured to allow switching between a manual shift mode, which switches the relationship between the amount of operation of the accelerator pedal and the torque of the electric motor in accordance with the operation of the simulated shift operating member and the simulated clutch operating member, and an automatic mode, which continuously changes the torque of the electric motor based on the amount of operation of the accelerator pedal without requiring operation of the simulated shift operating member. If the aforementioned automatic mode is selected, The torque of the electric motor is changed according to the amount of operation of the simulated clutch operating member. Electric vehicle.

6. An electric vehicle according to claim 5, The control device is When the automatic mode is selected, the relationship between the amount of operation of the accelerator operating device and the torque of the electric motor is changed depending on whether the amount of operation of the pseudo-clutch operating member is less than or equal to a predetermined amount or greater than a predetermined amount. Electric vehicle.

7. An electric vehicle according to claim 6, The control device is If the aforementioned automatic mode is selected, If the amount of operation of the simulated clutch operating member is less than or equal to a predetermined amount, the torque of the electric motor is determined based on the vehicle speed of the electric vehicle and the amount of operation of the accelerator operating device. The torque of the electric motor is kept constant while the amount of operation of the pseudo-clutch operating member exceeds a predetermined amount. Electric vehicle.

8. An electric vehicle according to claim 6, The control device is If the aforementioned automatic mode is selected, If the amount of operation of the pseudo-clutch operating member is less than or equal to a predetermined amount, the torque of the electric motor is calculated based on the first motor torque map. If the amount of operation of the pseudo-clutch operating member is greater than a predetermined amount, the torque of the electric motor is calculated based on the second motor torque map. The torque defined by the second motor torque map is smaller in absolute value than the torque defined by the first motor torque map. Electric vehicle.

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