Electric vehicles and programs

Abstract

When using a pair of left and right switches on the steering wheel or steering column to switch between multiple levels of motor output characteristics, the risk of unintentional mode switching due to erroneous operation is suppressed. [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 a pair of left and right switches 14L, 14R provided on the steering wheel 30 or steering column. Mode switching from one manual operation mode to another mode, or from another mode to the manual operation mode, is achieved by operating at least two or more operating interfaces 14R, 15 without operating at least one of the pair of left and right switches 14L, 14R.

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 a motor in multiple steps by operating a pair of left and right switches provided on a steering wheel or a steering column. Further, the present disclosure relates to a program executable by an in-vehicle computer suitable for use in an electric vehicle including a pair of left and right switches provided on a steering wheel or a steering column.

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 additional 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 greatest concern with mode switching is unintended mode switching due to accidental operation. In particular, if an unintended mode switch occurs while the vehicle is in motion, the sudden change in motor output characteristics may confuse or disorient the driver. While switching using buttons or voice recognition devices, as in the conventional technology described above, is simple, there is a risk of unintentional mode switching due to accidental operation.

[0005] Furthermore, there is a technology that uses a pair of switches, such as paddle switches, located on the steering wheel or steering column to switch the motor's output characteristics, instead of the shift lever and clutch pedal found in the conventional technology described above. While it is possible to assign an operating pattern to these paddle switches for switching modes, accidental mode changes due to incorrect operation of the paddle switches are possible.

[0006] This disclosure is made in view of the above-mentioned issues. One purpose of this disclosure is to reduce the risk of unintentional mode switching due to erroneous operation when using a pair of left and right switches provided on a steering wheel or steering column to switch between multiple stages of motor output characteristics. [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 switching of the motor output characteristics in multiple stages, at least during acceleration, by operating a pair of left and right switches provided on the steering wheel or steering column. Mode switching from one manual operation mode to another mode, or from another mode to the manual operation mode, is achieved by operating at least two or more operating interfaces without operating at least one of the left and right switches. Note that each of the left and right switches is an operating interface, and one of the left and right switches may be used for mode switching.

[0008] Furthermore, this disclosure provides a program for achieving the above objectives. This program is executable on an on-board computer of an electric vehicle equipped with a pair of left and right switches on the steering wheel or steering column. According to one aspect of this disclosure, the program makes it possible to select a plurality of modes in an electric vehicle, which are modes that differ in the motor output control in response to operation input from the driver, and which include a manual operation mode configured to allow switching of the motor output characteristics, at least during acceleration, in multiple stages by operating the pair of left and right switches. 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 at least two or more operation interfaces are operated without operating at least one of the pair of left and right switches. [Effects of the Invention]

[0009] According to this disclosure, the operation of at least two or more operating interfaces is required to switch modes, while at least one of a pair of left and right switches provided on the steering wheel or steering column is not used for switching modes. This makes it possible to achieve multi-stage switching of the motor's output characteristics by operating a pair of left and right switches in manual operation mode, while suppressing the risk of unintentional mode switching due to erroneous operation. [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 a first embodiment of the operating interface used for switching modes. [Figure 4] Figure 4 illustrates a second embodiment of the operating interface used for switching modes. [Figure 5] Figure 5 illustrates a third embodiment of the operating interface used for switching modes. [Figure 6] Figure 6 illustrates a fourth embodiment of the operating interface used for switching modes. [Figure 7] Figure 7 illustrates a fifth embodiment of the operating interface used for switching modes. [Figure 8] Figure 8 illustrates a sixth embodiment of the operating interface used for switching modes. [Figure 9] Figure 9 illustrates a seventh embodiment of the operating interface used for switching modes. [Figure 10] Figure 10 illustrates an eighth embodiment of the operating interface used for switching modes. [Modes for carrying out the invention]

[0011] 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.

[0012] The electric vehicle 100 is equipped with two electric motors (M) 4F and 4R at the front and rear as power sources for propulsion. Hereafter, electric motors will simply be referred to as motors. Motors 4F and 4R are, for example, three-phase AC motors. The front motor 4F is connected to the front drive shaft 5F, which drives the front wheel 6F. The rear 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.

[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 includes a control device 101. The control device 101 is connected by an in-vehicle network to sensors mounted on the electric vehicle 100 and devices to be controlled. The control device 101 includes at least a processor (processing circuit) 102 and a memory 103. The memory 103 includes a RAM for temporarily recording data, and a ROM for storing a program 104 executable by the processor 102 and various data 105 related to the program. The program 104 is composed of a plurality of instructions. The processor 102 reads the program 104 and the data 105 from the memory 103 and executes them, and generates a control signal based on the signal acquired from the sensor. The number of the processor 102 and the memory 103 included in the control device 101 may be one or plural.

[0016] The control device 101 performs various controls in the electric vehicle 100. By reading one or a plurality of programs 104 from the memory 103 and executing them by the processor 102, the control of the electric vehicle 100 by the control device 101 is realized.

[0017] The control of the electric vehicle 100 by the control device 101 includes motor output control for controlling the outputs of the motors 4F and 4R. In the motor output control, the control device 101 can control the motors 4F and 4R in a plurality of 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 for controlling the motors 4F and 4R with normal output characteristics in response to an output request from the driver. The manual operation mode is a mode for operating the electric vehicle 100 like a manual transmission vehicle (MT vehicle).

[0018] The electric vehicle 100 includes a vehicle speed sensor 11. At least one of 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 pair of paddle switches 14L and 14R. The paddle switches 14L and 14R are mounted on the steering wheel or steering column. The left paddle switch 14L and the right paddle switch 14R can be operated independently. The left paddle switch 14L emits a signal when pulled towards the driver, and the right paddle switch 14R also emits a signal when pulled towards the driver. The paddle switches 14L and 14R are used to switch the regenerative characteristics of motors 4F and 4R in automatic control mode, that is, the output characteristics of regenerative torque in relation to rotational speed. In the electric vehicle 100, the regenerative characteristics of motors 4F and 4R can be fixed or can be switched in multiple stages. In the mode where the regenerative characteristics are variable, when the electric vehicle 100 is decelerating, that is, when the accelerator is released, pulling the right paddle switch 14R increases the regenerative force by one level, and pulling the left paddle switch 1LR decreases the regenerative force by one level.

[0022] Paddle switches 14L and 14R are also used in manual operation mode. In manual operation mode, the output characteristics of motors 4F and 4R during acceleration and deceleration can be switched in multiple stages by operating paddle switches 14L and 14R. When the right paddle switch 14R is pulled, the output characteristics of motors 4F and 4R are switched to reproduce the torque change that occurs when shifting up in a manual transmission vehicle. When the left paddle switch 14L is pulled, the torque of motors 4F and 4R is controlled to reproduce the torque change that occurs when shifting down in a manual transmission vehicle. Note that the paddle switches may be replaced with a pair of left and right button switches located on the front or back of the steering wheel.

[0023] The electric vehicle 100 is equipped with a mode switching button 15. The mode switching button 15 is an operating interface for switching between manual operation mode and automatic control mode by the driver. The mode switching button 15 is configured as a momentary switch, and a signal is emitted each time the mode switching button 15 is pressed. However, the mode switching button 15 is interlocked so that the mode does not switch by pressing the button alone.

[0024] 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.

[0025] 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 the operation of the two operation interfaces described later.

[0026] 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 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.

[0027] 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.

[0028] 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 automatic clutch is called the virtual automatic 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 automatic clutch. The transmission model MOD13 models the virtual manual transmission.

[0029] 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.

[0030] In clutch model MOD12, a virtual clutch capacity is assigned to the virtual clutch opening. The virtual clutch opening is basically set to zero percent. When a signal is input from the left paddle switch 14L or the right paddle switch 14R, the virtual clutch opening is temporarily set to 100%. When the virtual clutch opening is 100%, the virtual clutch capacity is zero. At this time, in clutch model MOD12, the virtual automatic clutch is completely disengaged, and the transmission of virtual engine torque from the virtual engine to the virtual manual transmission is cut off. Subsequently, the virtual clutch opening is returned from the 100% state, and at the clutch engagement point, the state of the virtual automatic clutch 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 state of the virtual automatic clutch becomes engaged, and all of the virtual engine torque output from the virtual engine is input to the virtual manual transmission.

[0031] In the MOD13 transmission model, the virtual shift position is switched by receiving a signal from either the left paddle switch 14L or the right paddle switch 14R. Each time a signal is received from the right paddle switch 14R, the virtual shift position is raised by one step, and each time a signal is received from the left paddle switch 14L, the virtual shift position is lowered by one step. For example, a virtual gear ratio is set for each virtual shift position from 1st to 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.

[0032] 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).

[0033] 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.

[0034] 4. Configuration and operation method of the mode switching interface 4-1. First Embodiment Figure 3 shows a first embodiment of the operating interface used for switching between automatic control mode and manual operation mode. Two operating interfaces are used for mode switching. One of the operating interfaces for mode switching is the mode switching button 15. In the first embodiment, the mode switching button 15 is configured as a physical button located on the center console or dashboard. The mode switching button 15 is located to the left of the steering wheel 30.

[0035] In the first embodiment, a right paddle switch 14R is used as another operating interface for mode switching. By using the right paddle switch 14R as one of the operating interfaces for mode switching, the driver can operate the right paddle switch 14R with the second to fourth fingers of their right hand while placing their right hand on the steering wheel 30, and operate the mode switching button 15 with the fingers of their left hand.

[0036] An interlock is in place between the right paddle switch 14R and the mode switching button 15. The driver pulls the right paddle switch 14R towards them (ACT1) and presses the mode switching button 15 (ACT2). By performing these operations in a predetermined manner, the system switches from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. Mode switching using the right paddle switch 14R and the mode switching button 15 can be performed even while the vehicle is in motion.

[0037] The following are examples of the specific procedures for the two operations described above, ACT1 and ACT2. Note that the order of operations between the operating interfaces is the same when switching from automatic control mode to manual operation mode and when switching from manual operation mode to automatic control mode. Example 1. Perform operation ACT1, then perform operation ACT2 within a predetermined time. That is, pull the right paddle switch 14R towards you, then press the mode switching button 15 within a predetermined time. Example 2. Perform operation ACT2 and then perform operation ACT1 within a predetermined time. That is, press the mode switching button 15 and then pull the right paddle switch 14R towards you within a predetermined time. Example 3. Perform operation ACT2 while operation ACT1 is in progress. That is, press the mode switching button 15 while pulling the right paddle switch 14R towards you.

[0038] Thus, in this embodiment, the operation of two operating interfaces, including the right paddle switch 14R, is used as a condition for switching modes, while the left paddle switch 14L is not used for switching modes. This makes it possible to achieve multi-stage switching of the output characteristics of motors 4F and 4R by operating the left and right paddle switches 14L and 14R in manual operation mode, while suppressing the risk of unintentional mode switching due to erroneous operation of paddle switches 14L and 14R, which are also used in the regenerative characteristic variable mode.

[0039] 4-2. Second Embodiment Figure 4 shows a second embodiment of the operating interface used to switch between automatic control mode and manual operation mode. The difference between the second embodiment and the first embodiment lies in the location of the mode switching button 15. In the second embodiment, the mode switching button 15 is located on the front side of the left steering spoke 31L. More specifically, the mode switching button 15 is located in a position where the driver can press it with their left thumb while resting their left hand on the steering wheel 30.

[0040] In the second embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1), and presses the mode switching button 15 with the thumb of their left hand (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the second embodiment, both operations ACT1 and ACT2 can be performed using both hands while keeping both hands on the steering wheel 30. Examples of specific procedures for the two operations ACT1 and ACT2 are the same as in the first embodiment.

[0041] The relative positions of the paddle switch and the mode switching button, which are used as the operating interface for switching modes, may be reversed from those shown in Figure 4 with respect to the center of the steering wheel 30. In other words, the left paddle switch 14L may be used as one of the operating interfaces for switching modes, and the mode switching button 15 may be provided on the front side of the right steering spoke 31R.

[0042] 4-3. Third Embodiment Figure 5 shows a third embodiment of the operating interface used to switch between automatic control mode and manual operation mode. The third embodiment is a modification of the second embodiment, and the difference from the second embodiment lies in the location where the mode switching button 15 is provided. In the third embodiment, the mode switching button 15 is provided on the front side of the right steering spoke 31R. More specifically, the mode switching button 15 is provided in a position where the driver can press it with their right thumb while resting their right hand on the steering wheel 30.

[0043] In the third embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1), and presses the mode switching button 15 with their right thumb (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the third embodiment, both operations ACT1 and ACT2 can be performed with one hand while both hands remain on the steering wheel 30. Examples of specific procedures for the two operations ACT1 and ACT2 are the same as in the first embodiment.

[0044] The relative positions of the paddle switch and the mode switching button, which are used as the operating interface for switching modes, may be reversed from those shown in Figure 5 with respect to the center of the steering wheel 30. In other words, the left paddle switch 14L may be used as one of the operating interfaces, and the mode switching button 15 may be provided on the front side of the left steering spoke 31L.

[0045] 4-4. Fourth Embodiment Figure 6 shows a fourth embodiment of the operating interface used for switching between automatic control mode and manual operation mode. The difference between the fourth embodiment and the first embodiment lies in the type of operating interface used for mode switching. In the fourth embodiment, a touch panel display 40 provided in the cockpit is used as a mode switching operating interface separate from the right paddle switch 14R. In other words, instead of a physical button, the mode switching button 15 is displayed on the touch panel display 40.

[0046] In the fourth embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1), and presses the mode switching button 15 displayed on the touch panel display 40 with the fingers of their left hand (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the second embodiment, the driver can perform both operations ACT1 and ACT2 using both hands while keeping one hand on the steering wheel 30. The specific procedures for the two operations ACT1 and ACT2 are the same as in the first embodiment.

[0047] 4-5. Fifth Embodiment Figure 7 shows a fifth embodiment of the operating interface used for switching between automatic control mode and manual operation mode. In the fifth embodiment, the brake pedal 23 is used as one of the operating interfaces instead of the mode switching button. The right paddle switch 14R is used as another operating interface for mode switching. However, the left paddle switch 14L may be used as one of the operating interfaces for mode switching instead of the right paddle switch 14R.

[0048] In the fifth embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1) and presses the brake pedal 23 with their right foot (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the fifth embodiment, both operations ACT1 and ACT2 can be performed using one hand and one foot while both hands remain on the steering wheel 30. The specific manners for the two operations ACT1 and ACT2 are the same as in the first embodiment. However, unlike the mode switching button in the first to fourth embodiments, mode switching by operating the right paddle switch 14R and the brake pedal 23 is only permitted when the vehicle is stopped.

[0049] 4-6. Sixth Embodiment Figure 8 shows a sixth embodiment of the operating interface used for switching between automatic control mode and manual operation mode. In the sixth embodiment, as in the fifth embodiment, a foot pedal is used as one of the operating interfaces for mode switching. The foot pedal used in the sixth embodiment is a simulated clutch pedal 25. A clutch pedal stroke sensor is attached to the simulated clutch pedal 25. In the sixth embodiment, instead of a virtual clutch opening, the clutch opening calculated from the clutch pedal stroke of the simulated clutch pedal 25 is used in the calculation of the clutch model MOD12.

[0050] In the sixth embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1) and presses the simulated clutch pedal 25 with their left foot (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the sixth embodiment, both operations ACT1 and ACT2 can be performed using one hand and one foot while both hands remain on the steering wheel 30. Examples of the specific manner for the two operations ACT1 and ACT2 are the same as in the first embodiment. Mode switching by operating the right paddle switch 14R and the simulated clutch pedal 25 can be performed even while the vehicle is in motion. The left paddle switch 14L may be used as one of the operation interfaces for mode switching instead of the right paddle switch 14R.

[0051] 4-7. Seventh Embodiment Figure 9 shows a seventh embodiment of the operating interface used to switch between automatic control mode and manual operation mode. In the seventh embodiment, three operating interfaces are used to switch modes: a right paddle switch 14R, a mode switching button 15 located on the center console or dashboard, and a simulated clutch pedal 25. The mode switching button 15 is located to the left of the steering wheel 30.

[0052] In the seventh embodiment, the driver pulls the right paddle switch 14R towards them with the second to fourth fingers of their right hand (ACT1), presses the mode switching button 15 with the fingers of their left hand (ACT2), and presses the simulated clutch pedal 25 with their left foot (ACT3). By performing these operations in a predetermined manner, a switch from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode, is achieved. In the seventh embodiment, the three operations ACT1, ACT2, and ACT3 can be performed using both hands and one foot while keeping one hand on the steering wheel 30. Examples of specific manners for the three operations ACT1, ACT2, and ACT3 include performing operations ACT2 and ACT3 within a predetermined time after performing operation ACT1, and performing operations ACT2 and ACT3 while operation ACT1 is being performed.

[0053] As a variation of the seventh embodiment, a button provided on the steering wheel, as in the second and third embodiments, may be used as the mode switching button 15. Alternatively, a button displayed on a touch panel display may be used as the mode switching button 15 instead of a physical button. Furthermore, a brake pedal may be used as the mode switching operation interface instead of a simulated clutch pedal.

[0054] 4-8. Eighth Embodiment Figure 10 shows an eighth embodiment of the operating interface used for switching between automatic control mode and manual operation mode. In the eighth embodiment, neither the right paddle switch 14R nor the left paddle switch 14L is used as the operating interface for mode switching. Instead, a first mode switching button 15A provided on the steering wheel 30 and a second mode switching button 15B provided on the center console or dashboard are used as the operating interface for mode switching. Specifically, the first mode switching button 15A is provided on the front side of the right steering spoke 31R, and the second mode switching button 15B is provided on the left side relative to the steering wheel 30.

[0055] In the eighth embodiment, the driver presses the first mode switching button 15A with the thumb of their right hand (ACT1) and the second mode switching button 15B with the fingers of their left hand (ACT2). By performing these operations in a predetermined manner, a switch is achieved from automatic control mode to manual operation mode, or from manual operation mode to automatic control mode. In the seventh embodiment, the two operations ACT1 and ACT2 can be performed while one hand remains on the steering wheel 30. Examples of specific manners for the two operations ACT1 and ACT2 can be given in Examples 1 and 2 of the first embodiment.

[0056] As a variation of the eighth embodiment, a button displayed on a touch panel type display may be used as the second mode switching button 15B instead of a physical button. Alternatively, a foot pedal, such as a simulated clutch pedal, may be used as the mode switching operation interface instead of the second mode switching button 15B. In that case, the first mode switching button 15A may be provided on the front side of the left steering spoke 31L.

[0057] 5. Others 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]

[0058] 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, 14R Right paddle switch, 14L Left paddle switch, 15 Mode switching button, 22 Accelerator pedal, 23 Brake pedal, 25 Simulated clutch pedal, 30 Steering wheel, 31L Left steering spoke, 31R Right steering spoke, 40 Touch panel display, 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

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 switching between multiple stages of the motor's output characteristics, at least during acceleration, by operating a pair of left and right switches provided on the steering wheel or steering column. Mode switching from the manual operation mode to another mode, or from another mode to the manual operation mode, is achieved by operating at least two or more operating interfaces without operating at least one of the left and right switches. An electric vehicle characterized by the following features.

2. In the electric vehicle according to claim 1, The two or more operating interfaces are operating interfaces that can be operated while at least one hand is resting on the steering wheel. An electric vehicle characterized by the following features.

3. In the electric vehicle according to claim 2, The above-mentioned at least two operating interfaces include one of the left and right pairs of switches. An electric vehicle characterized by the following features.

4. In the electric vehicle according to claim 3, The two or more operating interfaces are one of the pair of left and right switches, and an operating interface that can be operated with a hand different from the hand that operates the one of the pair of left and right switches. An electric vehicle characterized by the following features.

5. In the electric vehicle according to claim 3, The mode switching is achieved by operating one of the pair of left and right switches and the other operating interfaces in a predetermined manner. An electric vehicle characterized by the following features.

6. In an electric vehicle according to any one of claims 1 to 5, An electric vehicle characterized in that the order of operations between the at least two or more operating interfaces is common to the modes being switched between.

7. In an electric vehicle according to any one of claims 1 to 5, The aforementioned multiple modes include a variable regenerative characteristic mode configured to allow switching between multiple stages of the motor's regenerative characteristics during deceleration by operating the pair of left and right switches. An electric vehicle characterized by the following features.

8. In an electric vehicle according to any one of claims 1 to 5, The aforementioned pair of left and right switches are paddle switches. An electric vehicle characterized by the following features.

9. A program executable on a computer installed in an electric vehicle equipped with a pair of left and right switches on the steering wheel or steering column, 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 stages of the motor's output characteristics, at least during acceleration, by operating the left and right pair of switches. The configuration is configured to cause the computer to perform a mode switch from the manual operation mode to another mode, or from another mode to the manual operation mode, when at least two or more operating interfaces are operated without operating at least one of the pair of left and right switches. A program characterized by the following features.

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