Electric vehicles and programs

Abstract

This design prevents accidental operation when switching modes, while allowing the driver to perform the switching operation with smooth movements. [Solution] According to one embodiment, the electric vehicle has multiple modes that differ in the motor output control in response to driver input. The multiple modes include a manual operation mode configured to allow the motor output characteristics to be switched in multiple stages by operating the shift lever 24. Switching between the manual operation mode and the automatic control mode is achieved by pulling up the pull collar 203 (ACT1) and, while maintaining that position, moving the shift lever 24 from the home position 211 of the automatic control mode to the home position 227 of the manual operation mode (ACT2A).

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle having a plurality of modes with different output controls of a motor for driver's operation input. Specifically, the present disclosure relates to an electric vehicle having a manual operation mode configured to be able to switch the output characteristics of the motor in multiple steps by operating a shift lever. Further, the present disclosure relates to a program executable by an in-vehicle computer suitable for use in an electric vehicle equipped with a shift lever.

Background Art

[0002] Patent Document 1 discloses a technique for simulating a virtual engine and a virtual manual transmission by adding a shift lever and a clutch pedal to a battery electric vehicle (BEV) and controlling a motor by an operation signal from these added devices. In this prior art, a mode in which the output characteristics of the motor are controlled according to the operations of the shift lever and the clutch pedal by the driver and a mode in which the output of the motor is controlled without requiring the operations of the shift lever and the clutch pedal by the driver can be switched by the driver's operation. In the prior art, as specific examples of a mode switching device operated by the driver, a switching button installed on an instrument panel inside the vehicle and a voice recognition device recognized by the driver are exemplified.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The biggest concern with mode switching is unintentional mode switching due to accidental operation. If an unintentional mode switch occurs while the vehicle is in motion, the sudden change in the motor's output characteristics could confuse or disorient the driver. One way to avoid such inconvenience is to allow mode switching only when the vehicle is stopped, and not while it is in motion. However, not being able to switch modes while driving could deprive the driver of the enjoyment of driving.

[0005] Therefore, what is required of electric vehicles that have multiple modes that can be switched by the driver, as in conventional technology, is to enable mode switching while driving, while taking measures to prevent accidental operation. However, if the switching operation becomes complicated, it may distract the driver from driving and may make the driver feel that switching modes is troublesome.

[0006] This disclosure is made in view of the above-mentioned issues. One of the purposes of this disclosure is to enable the driver to perform a smooth switching operation while preventing erroneous operation when switching modes in an electric vehicle having multiple modes in which the motor output control differs in response to the driver's input. [Means for solving the problem]

[0007] This disclosure provides an electric vehicle for achieving the above objective. According to one aspect of this disclosure, the electric vehicle has a plurality of modes that differ in the motor output control in response to driver input. These plurality of modes include a manual operation mode configured to allow the motor output characteristics to be switched in multiple stages by operating a shift lever. Switching between modes, from one manual operation mode to another, or from another mode to a manual operation mode, is achieved by operating the shift lever and one or more other operating interfaces in a predetermined manner.

[0008] Furthermore, this disclosure provides a program for achieving the above objectives. This program is executable on an onboard computer of an electric vehicle equipped with a shift lever. According to one aspect of this disclosure, the program makes selectable in an electric vehicle a plurality of modes, which differ in motor output control in response to driver input, and which include a manual operation mode configured to allow multi-stage switching of the motor output characteristics by operating the shift lever. The program also causes the computer to switch modes from the manual operation mode to another mode or from another mode to the manual operation mode when the shift lever and one or more other operating interfaces are operated in a predetermined manner. [Effects of the Invention]

[0009] According to this disclosure, by using the shift lever as one of the operating interfaces for switching modes, the inevitable movements required for operating the shift lever in manual operation mode can be utilized for switching modes. This prevents accidental operation when switching modes, while allowing the driver to perform the switching operation with smooth movements. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 shows the configuration of the electric vehicle related to this disclosure. [Figure 2] Figure 2 shows the configuration of a control device related to motor output control. [Figure 3] Figure 3 illustrates the configuration of the driving range selector and how to operate it. [Figure 4] Figure 4 illustrates the configuration of the shift position selector and how to operate it. [Figure 5] Figure 5 illustrates how to switch from operating the driving range selector to operating the shift position selector. [Figure 6]Figure 6 illustrates a first embodiment of an operating interface used for switching between the shift position selector and the driving range selector, and the operation for switching from the driving range selector to the shift position selector using the operating interface of the first embodiment. [Figure 7] Figure 7 illustrates the operation for switching from the shift position selector to the driving range selector using the operation interface of the first embodiment. [Figure 8] Figure 8 shows the configuration of the control system and the flow of the switching process for switching between automatic control mode and manual operation mode. [Figure 9] Figure 9 shows another example of a control system configuration and the flow of the switching process for switching between automatic control mode and manual operation mode. [Figure 10] Figure 10 illustrates a second embodiment of the operating interface used for switching between the shift position selector and the driving range selector, and the operation for switching from the driving range selector to the shift position selector using the operating interface of the second embodiment. [Figure 11] Figure 11 illustrates a third embodiment of the operating interface used for switching between the shift position selector and the driving range selector, and the operation for switching from the driving range selector to the shift position selector using the operating interface of the third embodiment. [Figure 12] Figure 12 illustrates a fourth embodiment of the operating interface used for switching between the shift position selector and the driving range selector, and the operation for switching from the driving range selector to the shift position selector using the operating interface of the fourth embodiment. [Figure 13] Figure 13 illustrates a fifth embodiment of the operating interface used for switching between the shift position selector and the driving range selector, and the operation for switching from the driving range selector to the shift position selector using the operating interface of the fifth embodiment. [Figure 14]FIG. 14 is a diagram for explaining a sixth embodiment of an operation interface used for switching between a shift position selector and a driving range selector, and an operation for switching from the driving range selector to the shift position selector using the operation interface of the sixth embodiment. [Figure 15] FIG. 15 is a diagram for explaining a seventh embodiment of an operation interface used for switching between a shift position selector and a driving range selector, and an operation for switching from the driving range selector to the shift position selector using the operation interface of the seventh embodiment. [Figure 16] FIG. 16 is a diagram for explaining the configuration of a first alternative example of the selector. [Figure 17] FIG. 17 is a diagram showing the configuration of a control system and the flow of switching processing for realizing switching between an automatic control mode and a manual operation mode in the first alternative example. [Figure 18] FIG. 18 is a diagram for explaining the configuration of a second alternative example of the selector.

MODE FOR CARRYING OUT THE INVENTION

[0011] 1. Configuration of the power system of an electric vehicle FIG. 1 is a diagram schematically showing the configuration of an electric vehicle 100 according to an embodiment of the present disclosure. First, the configuration of the power system of the electric vehicle 100 will be described with reference to FIG. 1.

[0012] The electric vehicle 100 includes two electric motors (M) 4F and 4R at the front and rear as driving power sources for traveling. Hereinafter, the electric motor will be simply referred to as a motor. The motors 4F and 4R are, for example, three-phase AC motors. The front motor 4F is connected to a front drive shaft 5F that drives the front wheels 6F. The rear motor 4R is connected to a rear drive shaft 5R that drives the rear wheels 6R. The front wheels 6F are suspended by electronically controlled front suspensions 7F with independent left and right sides. The rear wheels 6R are suspended by electronically controlled rear suspensions 7R with independent left and right sides.

[0013] The front motor 4F and rear motor 4R are each fitted with inverters (INV) 3F and 3R, respectively. The front inverter 3F and rear inverter 3R are each connected to the battery (BATT) 2. Battery 2 stores the electrical energy that drives 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 motors 4F and 4R by PWM control.

[0014] 2. Configuration of the control system of an electric vehicle Next, we will explain the configuration of the control system of the electric vehicle 100, referring to Figure 1.

[0015] 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.

[0016] 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.

[0017] The control of the electric vehicle 100 by the control device 101 includes motor output control, which controls the output of motors 4F and 4R. In motor output control, the control device 101 can control motors 4F and 4R in multiple modes. The modes selectable by the control device 101 include an automatic control mode and a manual operation mode. The automatic control mode is a mode in which motors 4F and 4R are controlled with normal output characteristics in response to output requests from the driver. The manual operation mode is a mode for operating the electric vehicle 100 like a manual transmission vehicle (MT vehicle). In manual operation mode, the output characteristics of motors 4F and 4R can be switched in multiple stages by operating the shift lever 24, which will be described later.

[0018] The electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of the wheel speed sensors (not shown) provided on each of the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11.

[0019] The electric vehicle 100 is equipped with an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is located on the accelerator pedal 22 and outputs a signal indicating the amount the accelerator pedal 22 is pressed, i.e., the accelerator opening angle.

[0020] 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.

[0021] The electric vehicle 100 is also equipped with a shift lever 24. The shift lever 24 is coupled to a selector 200 located on the center console. The selector 200 consists of a driving range selector 210 that functions in automatic control mode and a shift position selector 220 that functions in manual operation mode. The shift lever 24 is shared by both the driving range selector 210 and the shift position selector 220.

[0022] In the driving range selector 210, the shift lever 24 is used as an operating interface for selecting a driving range. The driving range selector 210 outputs a signal indicating the driving range selected by the shift lever 24. The detailed configuration of the driving range selector 210 and the operation method using the shift lever 24 will be described later.

[0023] In the shift position selector 220, the shift lever 24 is used as an operating interface for the driver to select a shift position for a virtual manual transmission. The shift position selector 220 outputs a signal indicating the shift position selected by the shift lever 24. The detailed configuration of the shift position selector 220 and the operation method using the shift lever 24 will be described later.

[0024] Furthermore, the electric vehicle 100 is equipped with a simulated clutch pedal 25. The simulated clutch pedal 25 has a structure similar to the clutch pedal found in conventional manual transmission engine vehicles. For example, the simulated clutch pedal 25 is equipped with a reaction force mechanism that generates a reaction force in response to the driver's pressing. The position when no force is applied to the simulated clutch pedal 25 is the starting position, and the position when it is pressed all the way down is the ending position. The driver can operate the simulated clutch pedal 25 from the starting position to the ending position, resisting the reaction force from the reaction force mechanism.

[0025] Vehicle 100 is equipped with a clutch pedal stroke sensor 15. The clutch pedal stroke sensor 15 is installed on the simulated clutch pedal 25 and is a sensor that outputs a signal corresponding to the amount of operation of the simulated clutch pedal 25. The amount of operation of the simulated clutch pedal 25 refers to the amount the driver depresses the simulated clutch pedal 25, that is, the clutch pedal stroke.

[0026] 3. Motor output control Figure 2 shows the configuration of the control device 101 related to the output control of motors 4F and 4R. The control device 101 has the functions of a mode switching unit 110, an automatic control mode output control unit 120, and a manual operation mode output control unit 130. These functions are realized by the execution of one or more motor control programs 104 stored in memory 103 by the processor 102.

[0027] The mode switching unit 110 switches the output control mode of motors 4F and 4R in response to operation input from the driver. The modes that can be switched by the mode switching unit 110 are the automatic control mode and manual operation mode described above. The mode switching by the mode switching unit 110 is performed in conjunction with a specific operation of the shift lever 24, which will be described later.

[0028] When the mode is switched to automatic control mode by the mode switching unit 110, the control device 101 functions as an automatic control mode output control unit 120. The automatic control mode output control unit 120 performs output control according to the driving range selected by the driving range selector 210. For example, when the selected driving range is the D range, the automatic control mode output control unit 120 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 automatic control mode output control unit 120 has a motor torque map that uses the accelerator opening and vehicle speed as parameters. The automatic control mode output control unit 120 inputs the vehicle speed and accelerator opening to the motor torque map and controls inverters 3F and 3R to generate the torque obtained from the motor torque map in motors 4F and 4R.

[0029] When the mode is switched to manual operation mode by the mode switching unit 110, the control device 101 functions as a manual operation mode output control unit 130. The manual operation mode output control unit 130 executes process P131 to calculate the torque to be generated by the drive wheels. The manual operation mode output control unit 130 also executes processes P132 and P133. Process P132 is for calculating the torque to be generated by the front motor 4F, and process P133 is for calculating the torque to be generated by the rear 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.

[0030] 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 manual transmission is called the virtual manual transmission. The engine model MOD11 models the virtual engine. The clutch model MOD12 models the virtual clutch. The transmission model MOD13 models the virtual manual transmission.

[0031] In engine model MOD11, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator opening. The speed-torque characteristics of engine model MOD11 can be set to simulate a gasoline engine, a diesel engine, a naturally aspirated engine, or a turbocharged engine. The virtual engine torque calculated by engine model MOD11 is input to clutch model MOD12. When the virtual engine speed drops below a predetermined engine stall speed, the virtual engine torque is set to zero after a very short fluctuation, and the virtual engine speed is also reduced to zero.

[0032] In clutch model MOD12, a virtual clutch capacity is assigned to the clutch pedal stroke. When the clutch pedal stroke is 100%, the virtual clutch capacity is zero. At this point, in clutch model MOD12, the virtual clutch is completely disengaged, and the transmission of virtual engine torque from the virtual engine to the virtual manual transmission is cut off. As the clutch pedal stroke is reduced from 100%, the state of the virtual clutch at the clutch engagement point changes from disengaged to semi-engaged. As a result, the virtual clutch capacity begins to increase, and the transmission of virtual engine torque from the virtual engine to the virtual manual transmission begins. When the virtual clutch capacity exceeds the virtual engine torque, the virtual clutch becomes engaged, and all of the virtual engine torque output from the virtual engine is input to the virtual manual transmission.

[0033] In the MOD13 transmission model, a virtual gear ratio is set for each shift position selected by the 220 shift position selector. The largest virtual gear ratio is set for 1st gear, and the virtual gear ratio decreases in the order of 2nd, 3rd, 4th, 5th, and 6th gear. The virtual transmission torque is calculated using the virtual gear ratio calculated by the MOD13 transmission model and the virtual clutch torque input from the MOD12 clutch model. The virtual clutch torque is zero when the clutch pedal stroke is greater than or equal to the clutch engagement point, and as the clutch pedal stroke decreases below the clutch engagement point, it increases from zero to the virtual engine torque in proportion to the decrease in clutch pedal stroke.

[0034] Virtual transmission torque is a virtual torque output from a virtual manual transmission. Vehicle model MOD01 calculates drive wheel torque from the 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).

[0035] In process P132, the torque of the front motor 4F is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the front wheel 6F and the reduction ratio from the output shaft of the front motor 4F to the front wheel 6F. The control device 101 controls the front inverter 3F to generate the torque calculated in process P132 at the front motor 4F. In process P133, the torque of the rear motor 4R 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 motor 4R to the rear wheel 6R. The control device 101 controls the rear inverter 3R to generate the torque calculated in process P133 at the rear motor 4R.

[0036] 4. Selector configuration and mode switching method Figure 3 illustrates the configuration of the selector 200, particularly the configuration of the driving range selector 210 and its operation. The driving range selector 210 is a momentary selector with a home position 211. When the driver moves the shift lever 24 along the reverse gate 212 to the Nr position, the neutral range is selected, and when the shift lever 24 is moved to the R position, the reverse range is selected. When the driver moves the shift lever 24 along the drive gate 213 to the Nd position, the neutral range is selected, and when the shift lever 24 is moved to the D position, the drive range is selected. In any position, when the driver releases their hand, the shift lever 24 automatically returns to the home position 211. The parking range is selected when the driver presses the P button 214. In other words, in automatic control mode, when the driver is not operating the shift lever 24, it is in the home position 211 and does not indicate the vehicle's status. In automatic control mode, the current driving range is displayed on the meter panel or touch panel display.

[0037] Figure 4 illustrates the configuration and operation method of the shift position selector 220. The shift position selector 220 is a selector that mimics an H-type shifter and is an alternate-type selector. The shift position selector 220 is equipped with six shift gates 221-226 corresponding to shift positions from 1st to 6th gear. Each of the shift gates 221-226 is connected via a neutral 227. When the driver places the shift lever 24 into any of the shift gates, the shift position selector 220 outputs a shift position signal associated with that shift gate. The shift lever 24, once placed into a shift gate, remains in that position until it is operated again by the driver. Figure 4 shows the movement of the shift lever 24 when shifting from 2nd gear to 3rd gear. The shift lever 24 is moved from the 2nd gear shift gate 222 back to neutral 227, and then from neutral 227 into the 3rd gear shift gate 223. When the shift lever 24 is returned to neutral 227, the shift position selector 220 outputs a shift position signal indicating neutral, and when the shift lever 24 is placed in the shift gate 223, a shift position signal indicating 3rd gear is output.

[0038] Selecting a driving range by operating the driving range selector 210 is an operation performed in automatic control mode. Selecting a shift position by operating the shift position selector 220 is an operation performed in manual operation mode. Therefore, switching between automatic control mode and manual operation mode means switching between operating the driving range selector 210 and operating the shift position selector 220.

[0039] Figure 5 illustrates the method for switching from operating the driving range selector 210 to operating the shift position selector 220. The home position 211 of the driving range selector 210 and the neutral position 227 of the shift position selector 220 are connected by a selector connecting path 228. As described above, the shift lever 24 is shared between the driving range selector 210 (second position) and the shift position selector 220 (first position). The driver can move the shift lever 24 along the selector connecting path 228 from the home position 211 to neutral 227, or from neutral 227 to the home position 211. Switching the position of the shift lever 24 can be done, for example, by sliding the shift lever 24 or by rotating the shift lever 24 around a pivot point. As shown in Figure 5, switching the position of the shift lever 24 from the home position 211 to neutral 227 achieves a switch from automatic control mode to manual operation mode. Conversely, switching the position of the shift lever 24 from neutral 227 to the home position 211 achieves a switch from manual operation mode to automatic control mode.

[0040] However, if the position of the shift lever 24 between neutral 227 and home position 211 were freely adjustable without any restrictions, there is a risk that the mode may be switched unintentionally due to misoperation. For this reason, the shift lever 24 is locked to restrict the switching of its position between neutral 227 and home position 211. When switching modes, the driver is required to release this lock. The lock on the shift lever 24 is released during the operation of the switching operation interface, which will be described next.

[0041] 5. Configuration and operation method of the switching interface 5-1. First Embodiment Figure 6 shows a first embodiment of the operating interface used for switching between the shift position selector 220 and the driving range selector 210. As mentioned above, one of the operating interfaces for switching is the shift lever 24. In other embodiments described later, the shift lever 24 is also used as one of the operating interfaces for switching. By using the shift lever 24 as one of the operating interfaces for switching modes, the necessary movements for operating the shift lever 24 in manual operation mode can be used for switching modes. This allows the driver to perform the switching operation with smooth movements.

[0042] In the first embodiment, a pull collar 203 provided on the shift lever 24 is used as another switching operation interface. The shift lever 24 has a shift rod 201 extending upward from the selector 200 and a shift knob 202 provided at its tip. The pull collar 203 is provided on the shift rod 201 and can be moved axially along the shift rod 201. The pull collar 203 is positioned so that the driver can pull it upward with their fingers while gripping the shift knob 202. The pull collar 203 is a momentary switch and automatically returns to its original position when the driver releases their fingers from the pull collar 203. The pull collar 203 is a switch that unlocks the shift lever 24, and the shift lever 24 remains unlocked while the pull collar 203 is being pulled up.

[0043] Figure 6 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver pulls up the pull collar 203 (ACT1). Next, while holding up the pull collar 203, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). These two actions release the lock on the shift lever 24, and the switch from the driving range selector 210 to the shift position selector 220, that is, the switch from automatic control mode to manual operation mode, is achieved.

[0044] Figure 7 shows the driver's actions for switching from the shift position selector 220 to the driving range selector 210. First, with the shift position selector 220 in the neutral position 227, the driver pulls up the pull collar 203 (ACT1). Next, while holding up the pull collar 203, the driver switches the position of the shift lever 24 from neutral 227 to the home position 211 of the driving range selector 210 (ACT2B). These two actions release the lock on the shift lever 24, and the switch from the shift position selector 220 to the driving range selector 210, that is, the switch from manual operation mode to automatic control mode, is achieved.

[0045] According to the first embodiment, the driver can unlock the shift lever 24 by operating the pull collar 203 while keeping the hand opposite to the one operating the shift lever 24 on the steering wheel. This prevents accidental operation when switching modes and allows the driver to safely switch modes even while the vehicle is in motion.

[0046] Furthermore, according to the first embodiment, the driver can operate the pull collar 203 while operating the shift lever 24 with the same hand that operates the shift lever 24, thereby releasing the lock on the shift lever 24. In other words, the driver can perform a series of operations for switching modes with one hand. This prevents accidental operation when switching modes, and allows the driver to switch modes with smooth and hassle-free movements.

[0047] Furthermore, according to the first embodiment, the operation sequence of the pull collar 203 and the shift lever 24 is the same when switching from automatic control mode to manual operation mode and when switching from manual operation mode to automatic control mode. That is, the pull collar 203 is first pulled up, and then the shift lever 24 is switched. By making the operation sequence the same between modes in this way, it is possible not only to prevent erroneous operation but also to improve operability for the driver.

[0048] Figure 8 shows the configuration of the control system and the flow of the switching process for achieving the above-mentioned switching between automatic control mode and manual operation mode. Here, the pull color is referred to as the unlock switch, focusing on its function. In the control system shown in Figure 8, the shift lever 24 is mechanically locked by the unlock switch 203, and the lock can also be mechanically released. When the lock is released by operation ACT1 on the unlock switch 203, operation ACT2A or ACT2B of the shift lever 24 becomes possible.

[0049] When a signal corresponding to operation ACT2A is input to the mode switching unit 110, the mode switching unit 110 switches the mode from automatic control mode to manual operation mode. After operation ACT2A, the shift position selector 220 can be operated using the shift lever 24. The shift position selected by the shift position selector 220 is input to the manual operation mode output control unit 130, and the motor output control according to the shift position is performed by the manual operation mode output control unit 130.

[0050] When a signal corresponding to operation ACT2B is input to the mode switching unit 110, the mode switching unit 110 switches the mode from manual operation mode to automatic control mode. After operation ACT2B, the driving range selector 210 can be operated using the shift lever 24. The driving range selected by the driving range selector 210 is input to the automatic control mode output control unit 120, and the motor output control according to the driving range is performed by the automatic control mode output control unit 120.

[0051] Figure 9 shows another example of the configuration of the control system for realizing the switching between the automatic control mode and manual operation mode described above, and the flow of the switching process. In the control system shown in Figure 9, a lock mechanism 204 is provided separately from the unlock switch 203. The unlock switch 203 outputs a signal in response to operation ACT1. When the signal corresponding to operation ACT1 is input to the mode switching unit 110, the mode switching unit 110 issues a release command to the lock mechanism 204. Locking and unlocking of the shift lever 24 is performed mechanically or electromagnetically by the lock mechanism 204. Upon receiving the release command from the mode switching unit 110, the lock mechanism 204 releases the lock on the shift lever 24. With the lock mechanism 204 releasing the lock on the shift lever 24, operation ACT2A or ACT2B of the shift lever 24 becomes possible.

[0052] 5-2. Second Embodiment Figure 10 shows a second embodiment of the operating interface used for switching between the shift position selector 220 and the driving range selector 210. In the second embodiment, a button 205 provided on the shift knob 202 is used as an operating interface for switching, separate from the shift lever 24. The button 205 may be provided on the side of the shift knob 202 as shown in the example in Figure 10, on the top of the shift knob 202, or on the front of the shift knob 202. However, the button 205 is provided in a position where the driver can press it with their finger while gripping the shift knob 202. The button 205 is a momentary switch and automatically returns to its original position when the driver releases their finger from the button 205. The button 205 is a lock release switch that unlocks the shift lever 24, and the lock of the shift lever 24 is maintained in the unlocked state while the button 205 is pressed.

[0053] Figure 10 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver presses button 205 (ACT1). Next, while still holding down button 205, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). These two actions release the lock on the shift lever 24, and the switch from the driving range selector 210 to the shift position selector 220, that is, the switch from automatic control mode to manual operation mode, is achieved. Switching from the shift position selector 220 to the driving range selector 210 is also achieved by similar actions by the driver.

[0054] 5-3. Third Embodiment Figure 11 shows a third embodiment of the operating interface used to switch between the shift position selector 220 and the driving range selector 210. In the third embodiment, a button 32 provided on the steering wheel 30 is used as an operating interface for switching, separate from the shift lever 24. Preferably, the button 32 is positioned so that the driver can operate it with the hand opposite to the hand that operates the shift lever 24. For example, if the shift lever 24 is located to the left of the steering wheel 30, the button 32 may be provided on the right steering spoke 31. Furthermore, it is preferable that the position of the button 32 is such that the driver can press it while gripping the steering wheel 30. The button 32 is a momentary switch and automatically returns to its original position when the driver releases their finger from the button 32. The button 32 is a lock release switch that unlocks the shift lever 24, and the lock of the shift lever 24 is maintained in the unlocked state while the button 32 is pressed.

[0055] Figure 11 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver presses button 32 (ACT1). Next, while still holding down button 32, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). These two actions release the lock on the shift lever 24, achieving a switch from the driving range selector 210 to the shift position selector 220, i.e., a switch from automatic control mode to manual operation mode. Switching from the shift position selector 220 to the driving range selector 210 is achieved by similar actions by the driver.

[0056] 5-4. Fourth Embodiment Figure 12 shows a fourth embodiment of the operating interface used for switching between the shift position selector 220 and the driving range selector 210. In the fourth embodiment, a simulated clutch pedal 25 is used as a separate operating interface for switching from the shift lever 24. The simulated clutch pedal 25 is also a type of momentary switch, and it automatically returns to its original position when the driver takes their foot off the simulated clutch pedal 25. In the mode switching situation, the simulated clutch pedal 25 functions as an unlock switch that releases the lock of the shift lever 24, and the lock of the shift lever 24 is maintained in the unlocked state while the simulated clutch pedal 25 is pressed down.

[0057] Figure 12 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver depresses the simulated clutch pedal 25 (ACT1). Next, while still depressing the simulated clutch pedal 25, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). These two actions release the lock on the shift lever 24, achieving a switch from the driving range selector 210 to the shift position selector 220, that is, a switch from automatic control mode to manual operation mode. Switching from the shift position selector 220 to the driving range selector 210 is achieved by similar actions by the driver.

[0058] 5-5. Fifth Embodiment Figure 13 shows a fifth embodiment of the operating interface used to switch between the shift position selector 220 and the driving range selector 210. In the fifth embodiment, a touch panel display 40 provided in the cockpit is used as an operating interface for switching, separate from the shift lever 24. Specifically, the touch panel display 40 displays an automatic control mode selection button 41 and a manual operation mode selection button 42. The driver can turn on these buttons 41 and 42 by touching them with their finger. However, the two buttons 41 and 42 can only be selected mutually. When the automatic control mode selection button 41 is on and the manual operation mode selection button 42 is pressed, the automatic control mode selection button 41 is turned off and the manual operation mode selection button 42 is turned on. Also, these buttons 41 and 42 are alternate switches, and the on / off state is maintained even when the driver releases their finger. The automatic control mode selection button 41 and the manual operation mode selection button 42 constitute an unlock switch that unlocks the shift lever 24.

[0059] Figure 13 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver presses the manual operation mode selection button 42 (ACT1). It is easy to determine whether automatic control mode or manual operation mode is currently selected from the difference in the display patterns of the two buttons 41 and 42. When the manual operation mode selection button 42 is pressed, the lock on the shift lever 24 is released, and the lock on the shift lever 24 remains released even after releasing the finger. Next, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). Through these two actions, the lock on the shift lever 24 is released, and the switch from the driving range selector 210 to the shift position selector 220, that is, the switch from automatic control mode to manual operation mode, is achieved. Once the switch to manual operation mode is complete, the shift lever 24 is locked again. Switching from the shift position selector 220 to the driving range selector 210 is also achieved by a similar action by the driver.

[0060] 5-6. Sixth Embodiment Figure 14 shows a sixth embodiment of the operating interface used for switching between the shift position selector 220 and the driving range selector 210. In the sixth embodiment, a mode selector switch 50, located on the center console or dashboard, is used as a separate operating interface from the shift lever 24. The mode selector switch 50 is an alternate switch that exclusively selects between automatic control mode and manual operation mode. The mode selector switch 50 also functions as an unlock switch that releases the lock on the shift lever 24.

[0061] Figure 14 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver switches the mode switch 50 from automatic control mode to manual operation mode (ACT1). Switching the mode switch 50 releases the lock on the shift lever 24, and the shift lever 24 remains unlocked even when the driver releases their finger. Next, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). These two actions release the lock on the shift lever 24, achieving the switch from the driving range selector 210 to the shift position selector 220, i.e., the switch from automatic control mode to manual operation mode. Once the switch to manual operation mode is complete, the shift lever 24 is locked again. Switching from the shift position selector 220 to the driving range selector 210 is also achieved by similar actions by the driver.

[0062] 5-7. Seventh Embodiment Figure 15 shows a seventh embodiment of the operating interface used for switching between the shift position selector 220 and the driving range selector 210. In the seventh embodiment, a button 32 and a simulated clutch pedal 25 provided on the steering wheel 30 are used as a separate operating interface for switching from the shift lever 24. In this embodiment, the button 32 and the simulated clutch pedal 25 constitute a lock release switch that releases the lock of the shift lever 24. As long as the button 32 is pressed and the simulated clutch pedal 25 is depressed, the lock of the shift lever 24 is maintained in the unlocked state.

[0063] Figure 15 shows the driver's actions for switching from the driving range selector 210 to the shift position selector 220. First, with the driving range selector 210 in the home position 211, the driver presses button 32 (ACT1A) and depresses the simulated clutch pedal 25 (ACT1B). These actions may be performed simultaneously, or the driver may press button 32 first, or depress the simulated clutch pedal 25 first. Next, with button 32 pressed and the simulated clutch pedal 25 depressed, the driver switches the position of the shift lever 24 from the home position 211 to the neutral position 227 of the shift position selector 220 (ACT2A). Through these three actions, the lock on the shift lever 24 is released, and the switch from the driving range selector 210 to the shift position selector 220, that is, the switch from automatic control mode to manual operation mode, is achieved. Switching from the shift position selector 220 to the driving range selector 210 is also achieved by similar actions by the driver.

[0064] The seventh embodiment is a combination of the third and fourth embodiments, but it may also be a combination of the first embodiment or the second embodiment and the third embodiment, or a combination of the first embodiment or the second embodiment and the fourth embodiment.

[0065] 6. Another example of selector configuration 6-1. First alternative example Figure 16 shows the configuration of a first alternative example of the selector 200. In this first alternative example, the selector 200 consists of a driving range selector 230 and a shift position selector 220. The driving range selector 230 includes a parking button 232, a reverse button 233, a neutral button 234, and a drive button 235. These buttons 232-235 are momentary switches and return to their original positions when the finger is released. In the driving range selector 230, the driving range is selected using buttons 232-235. The driving range selector 230 also has a home position 231 for the shift lever 24. However, in this first alternative example, the shift lever 24 is used only with the shift position selector 220 and is not shared with the driving range selector 230.

[0066] Figure 17 shows the configuration of the control system and the flow of the switching process for switching between automatic control mode and manual operation mode in the first alternative example. In the control system shown in Figure 17, the shift lever 24 is mechanically locked by the lock release switch 203, and the lock can also be mechanically released. When the lock is released by operation ACT1 on the lock release switch 203, operation ACT2A or ACT2B of the shift lever 24 becomes possible.

[0067] When a signal corresponding to operation ACT2A is input to the mode switching unit 110, the mode switching unit 110 switches the mode from automatic control mode to manual operation mode. After operation ACT2A, the shift position selector 220 can be operated using the shift lever 24. The shift position selected by the shift position selector 220 is input to the manual operation mode output control unit 130, and the motor output control according to the shift position is performed by the manual operation mode output control unit 130.

[0068] When a signal corresponding to operation ACT2B is input to the mode switching unit 110, the mode switching unit 110 switches the mode from manual operation mode to automatic control mode. After operation ACT2B, the driving range selector 230 can be operated not by the shift lever 24, but by buttons 232-235. The driving range selected by the driving range selector 230 is input to the automatic control mode output control unit 120, and the motor output control according to the driving range is performed by the automatic control mode output control unit 120.

[0069] 6-2.Second alternative example Figure 18 shows the configuration of a second alternative example of the selector 200. In the second alternative example, the selector 200 consists of a driving range selector 210 and a shift position selector 240. The shift position selector 240 is a selector that mimics a sequential shifter and is configured as a momentary selector. The shift position selector 240 has a home position 241, a shift-up gate 242, and a shift-down gate 243. When the driver pushes the shift lever 24 in the direction of the shift-up gate 242, the shift position is shifted up one step, and when the driver pulls the shift lever 24 in the direction of the shift-down gate 243, the shift position is shifted down one step. The shift position selector 240 can also be combined with the driving range selector 230 of the first alternative example.

[0070] 7. Other The mode switching technology used in electric vehicles according to this disclosure is not limited to battery electric vehicles (BEVs), but is broadly applicable to any electric vehicle having a manual operation mode configured to allow multi-stage switching of the motor's output characteristics by operating a shift lever. For example, the mode switching technology according to this disclosure can be applied to hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) that have a mode in which the vehicle runs solely on the driving force of the motor. Furthermore, the mode switching technology according to this disclosure can also be applied to fuel cell electric vehicles (FCEVs) that supply electric energy generated by a fuel cell to the motor. [Explanation of Symbols]

[0071] 2 Battery, 3F Front Inverter, 3R Rear Inverter, 4F Front Electric Motor, 4R Rear Electric Motor, 11 Vehicle Speed ​​Sensor, 12 Accelerator Pedal Stroke Sensor, 13 Brake Pedal Stroke Sensor, 15 Clutch Pedal Stroke Sensor, 22 Accelerator Pedal, 23 Brake Pedal, 24 Shift Lever, 25 Simulated Clutch Pedal, 30 Steering Wheel, 31 Steering Spokes, 40 Touch Panel Display, 50 Mode Switching Button, 32 Button, 100 Electric Vehicle, 101 Control Unit, 102 Processor, 103 Memory, 104 Program, 105 Data, 110 Mode Switching Unit, 120 Automatic Control Mode Output Control Unit, 130 Manual Operation Mode Output Control Unit, 200 Selector, 201 Shift Rod, 202 Shift Knob, 203 Pull Collar, 204 Locking Mechanism, 205 Button, 210 Driving Range Selector, 211 Home Position, 220 Shift position selector, 227 Neutral, 228 Selector linkage, 230 Driving range selector, 240 Shift position selector

Claims

1. An electric vehicle having multiple modes that differ in the motor output control in response to driver input, The aforementioned multiple modes include a manual operation mode configured to allow the output characteristics of the motor to be switched in multiple stages by operating the shift lever. Mode switching from the manual operation mode to another mode, or from the other mode to the manual operation mode, is achieved by operating the shift lever and one or more other operating interfaces in a predetermined manner. An electric vehicle characterized by the following features.

2. In the electric vehicle according to claim 1, The mode switching is achieved by a specific operation of the shift lever performed during the operation of one or more other operating interfaces. An electric vehicle characterized by the following features.

3. In the electric vehicle according to claim 2, The operation of one or more of the aforementioned other operating interfaces unlocks the shift lever for the specific operation, and the operation of the shift lever for the specific operation achieves the mode switching. An electric vehicle characterized by the following features.

4. In the electric vehicle according to claim 1, The shift lever is configured to operate as an alternate-type lever in the first position and as a momentary-type lever in the second position. The first position is associated with the manual operation mode, and the second position is associated with the other modes. The lock on the movement of the shift lever between the first position and the second position is released by operating one or more of the other operating interfaces. The mode switching is achieved by switching the position of the shift lever between the first position and the second position. An electric vehicle characterized by the following features.

5. In the electric vehicle according to claim 4, The aforementioned other modes are configured to allow selection of a driving range based on the amount of operation of the shift lever from the home position, or the direction and amount of operation of the shift lever from the home position. An electric vehicle characterized by the following features.

6. In an electric vehicle according to any one of claims 1 to 5, The one or more other operating interfaces are operating interfaces that can be operated while the hand opposite to the hand operating the shift lever is resting on the steering wheel. An electric vehicle characterized by the following features.

7. In an electric vehicle according to any one of claims 1 to 5, The one or more other operating interfaces are operating interfaces that can be operated with the same hand used to operate the shift lever, while operating the shift lever. An electric vehicle characterized by the following features.

8. In an electric vehicle according to any one of claims 1 to 5, An electric vehicle characterized in that the operating sequence of the shift lever and the one or more other operating interfaces is common between modes being switched.

9. In an electric vehicle according to any one of claims 1 to 5, The aforementioned other mode is a mode in which the operation of the shift lever is not required to control the output of the motor. An electric vehicle characterized by the following features.

10. A program that can be executed on a computer installed in an electric vehicle equipped with a shift lever, Multiple modes are available in the electric vehicle, each having different motor output control in response to driver input, and including a manual operation mode configured to allow switching between multiple motor output characteristics in multiple stages by operating the shift lever. The configuration is such that when the shift lever and one or more other operating interfaces are operated in a predetermined manner, the computer is made to perform a mode switch from the manual operation mode to another mode, or from the other mode to the manual operation mode. A program characterized by the following features.

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