Electric vehicles

Abstract

This electric vehicle prevents the driver from feeling uncomfortable by unconditionally allowing manual operation mode even when it is not possible to adequately replicate a gasoline engine vehicle with a manual transmission. [Solution] The electric vehicle comprises a control device and a shifter. The control device switches between an automatic control mode, which drives the electric vehicle as a normal electric vehicle, and a manual operation mode, which accepts virtual gear shifting operations by the shifter and drives the vehicle in a manner simulating a manual transmission engine vehicle, in response to the operation of the driver of the electric vehicle. When a rejection condition is met while the electric vehicle is being controlled in automatic control mode, the control device rejects the driver's request to switch from automatic control mode to manual operation mode. When a cancellation condition is met while the electric vehicle is being controlled in manual operation mode, the control device switches the manual operation mode back to automatic control mode. The rejection condition and the cancellation condition are different conditions.

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle configured to be able to switch the output characteristics of an electric motor in multiple steps, and more particularly to an electric vehicle capable of traveling in a manual operation mode that accepts the selection of a shift position by manual operation of a shifter.

Background Art

[0002] Patent Document 1 discloses a technique in which a sequential shifter is provided in a battery electric vehicle, and the output characteristics of an electric motor are changed in multiple steps in response to the operation of the sequential shifter. According to this technique, a driver can enjoy a driving feeling similar to that of an engine vehicle with a manual transmission in an electric vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Consider an electric vehicle having an automatic control mode for traveling as a normal electric vehicle and a manual operation mode for providing a driver with a driving feeling similar to that of an engine vehicle with a manual transmission. In the manual operation mode, the output characteristics of the engine in an engine vehicle with a manual transmission are reproduced by the torque of the electric motor. However, there is a possibility that the output characteristics of the engine cannot be sufficiently reproduced under a predetermined situation, such as when an output limit is applied to the battery. In addition, when a failure occurs in an operation member for performing a shift operation or the like, there is a possibility that the operation of an engine vehicle with a manual transmission cannot be sufficiently reproduced. Thus, consider the selection of a control mode when a situation where the behavior of an engine vehicle with a manual transmission cannot be sufficiently reproduced may occur.

Means for Solving the Problems

[0005] This disclosure provides an electric vehicle that uses an electric motor as a power source for driving. The electric vehicle comprises a control device and a shifter. The control device switches between an automatic control mode, which drives the electric vehicle as a normal electric vehicle, and a manual operation mode, which accepts virtual gear shifting operations by the shifter and drives the electric vehicle in a manner that simulates a manual transmission engine vehicle, in response to the operation of the driver of the electric vehicle. When a rejection condition is met while the electric vehicle is being controlled in automatic control mode, the control device rejects the driver's request to switch from automatic control mode to manual operation mode. When a cancellation condition is met while the electric vehicle is being controlled in manual operation mode, the control device switches from manual operation mode to automatic control mode. The rejection condition and the cancellation condition are different conditions. [Effects of the Invention]

[0006] In the electric vehicle described above, if a rejection condition is met during control in automatic control mode, the driver's request to switch from automatic control mode to manual control mode will be rejected. Therefore, it is possible to prevent the driver from feeling uncomfortable by unconditionally allowing manual control mode even when it is not possible to adequately replicate a gasoline engine vehicle with a manual transmission. Also, if a cancellation condition is met during control in manual control mode, manual control mode will be canceled and the system will switch to automatic control mode. This prevents the manual control mode from being unconditionally continued even when it is not appropriate to continue it. Furthermore, the rejection condition and the cancellation condition are different. This allows for appropriate responses according to the situation and prevents the driver from feeling uncomfortable by switching from manual control mode to automatic control mode. [Brief explanation of the drawing]

[0007] [Figure 1] This diagram shows the configuration of the control system of an electric vehicle according to this embodiment. [Figure 2] Block diagram showing the functions of the BEV ECU. [Figure 3] This table shows examples of how to use buzzer sound and message display as notifications when manual operation mode is rejected. [Figure 4] This table compares the conditions under which rejection conditions are met with those under which cancellation conditions are met. [Figure 5] This table shows examples of how to use buzzer sound and message display as notifications when manual operation mode is canceled. [Figure 6] This diagram illustrates the switching between deceleration select mode, deceleration fixed mode, and manual operation mode. [Modes for carrying out the invention]

[0008] 1. Configuration of the control system of an electric vehicle Figure 1 shows the configuration of the control system of an electric vehicle 100 according to an embodiment of the present disclosure. The electric vehicle 100 is a battery electric vehicle (BEV) that runs on electric energy stored in a battery. The control system of the electric vehicle 100 includes, as controlled objects, an electric motor 10 which is a power device for driving, a meter 11 which provides visual information to the driver, and a buzzer 12 and speaker 13 which provide auditory information to the driver. Furthermore, as a control device that controls these controlled objects, the electric vehicle 100 is equipped with a plurality of ECUs (Electronic Control Units) and an input device which inputs instructions from the driver to these ECUs. The ECUs include BEV (Battery Electric Vehicle)-ECU30, SBW (Shift By Wire)-ECU31, MM (Multi Media)-ECU32, MG (Motor Generator)-ECU33, meter-ECU34, and ASC (Active Sound Control)-ECU35. The input interface includes a shift range selector 20, a control mode selector switch 21, an accelerator pedal 22, a paddle shifter 23, and a multimedia system 24.

[0009] The shift range selector 20 is an input interface for the driver to select a shift range. Selectable shift ranges include, for example, parking range, reverse range, neutral range, and drive range. When the driver operates the shift range selector 20, a signal s1 corresponding to the position of the operating member of the shift range selector 20 is output from the shift range selector 20 to the SBW-ECU 31. The SBW-ECU 31 determines the shift range based on the input signal s1 and outputs a signal s2 containing information about the selected shift range to the BEV-ECU 30.

[0010] The control mode selector switch 21 is an input interface for switching the control mode of the electric vehicle 100 between automatic control mode and manual operation mode. The automatic control mode is a mode in which the electric motor 10 is 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 an engine vehicle with manual gear shifting. In manual operation mode, the output characteristics of the electric motor 10 can be switched in multiple stages by operating the paddle shifter 23, which will be described later. The control mode selector switch 21 may be an alternate switch or a momentary switch. When the driver operates the control mode selector switch 21, a signal s3 corresponding to the control mode specified by that operation is output from the control mode selector switch 21 to the BEV-ECU 30.

[0011] The accelerator pedal 22 is an input interface that acquires the amount of depression the driver makes when they press it, as the driver's acceleration request. When the driver presses the accelerator pedal 22, a signal s4 corresponding to the amount of depression is output from the accelerator pedal stroke sensor to the BEV-ECU 30.

[0012] The paddle shifter 23 is an input interface consisting of a pair of left and right paddles mounted on the steering wheel or steering column. When the driver pulls a paddle towards them, a signal s5 corresponding to the pulled paddle is output from the paddle shifter 23 to the BEV-ECU 30. When manual operation mode is selected, the paddle shifter 23 becomes an input interface for switching between multiple shift positions. However, the electric vehicle 100 does not have a physical transmission. The shift position referred to here is not the shift position of an actual transmission, but one of the parameters of the physical model used to calculate engine torque, as described later. In manual operation mode, the signal s5 output when the right paddle is pulled is a signal requesting an upshift, and the signal s5 output when the left paddle is pulled is a signal requesting a downshift. On the other hand, when automatic control mode is selected, the paddle shifter 23 becomes an input interface for switching between multiple regenerative braking strengths. In automatic control mode, when the right paddle is pulled, signal s5 is output to request a reduction in regenerative braking, and when the left paddle is pulled, signal s5 is output to request an increase in regenerative braking.

[0013] The multimedia system 24 is an input interface equipped with a touchscreen that displays various information such as navigation and audio settings and accepts touch operations from the driver. The driver can make various settings for the electric vehicle 100 by operating the touchscreen. When the driver operates the touchscreen, a signal s6 corresponding to the operation is output from the multimedia system 24 to the MM-ECU 32. The MM-ECU 32 determines the setting requested by the driver based on the input signal s6. If the setting requested by the driver is a driving mode, the MM-ECU 32 outputs a signal s7 containing information about the driving mode selected by the driver to the BEV-ECU 30. The driving mode can be set in manual operation mode, and the driver can select a driving mode that suits their preference from among several driving modes. If the setting requested by the driver is to turn the speaker 13 on / off or the volume, the MM-ECU 32 outputs a signal s8 containing information about turning the speaker 13 on / off or the volume to the ASC-ECU 35.

[0014] The BEV-ECU30 calculates the torque (hereinafter referred to as motor torque) to be output by the electric motor 10 based on the input signals s2, s3, s4, s5, and s7. However, in addition to these signals, other information, including at least the vehicle speed, is also used in the calculation of motor torque. The vehicle speed is measured using speed sensors provided on each wheel. The BEV-ECU30 calculates the motor torque in a manner corresponding to the control mode specified by signal s3. In automatic control mode, the BEV-ECU30 calculates the motor torque mainly based on signal s4 and the vehicle speed. In manual operation mode, the BEV-ECU30 calculates the motor torque mainly based on signals s4, s5, s7, and the vehicle speed. Details of the motor torque calculation method in each control mode will be described later. The BEV-ECU30 outputs a signal s9 containing the motor torque information obtained in the calculation to the MG-ECU33. The MG-ECU33 generates a signal s12 for PWM control of the electric motor 10 based on signal s9, and controls the electric motor 10 with signal s12.

[0015] The BEV-ECU30 outputs a signal s10 to the meter-ECU34 that includes information to be displayed on the meter 11 and a request to sound the buzzer. The information to be displayed on the meter 11 includes, for example, the selected control mode, the shift position if manual operation mode is selected, and the virtual engine speed. The virtual engine speed is one of the parameters of the physical model used to calculate motor torque in manual operation mode. The meter-ECU34 generates a signal s13 to display this information and controls the meter 11 with signal s13. A request to sound the buzzer is output, for example, to inform the driver of the timing of a downshift or upshift. If a request to sound the buzzer is included in signal s10, the meter-ECU34 generates a signal s14 and sounds the buzzer 12 with signal s14.

[0016] The BEV-ECU30 outputs a signal s11 to the ASC-ECU35 that contains information used to generate a simulated engine sound. The simulated engine sound is a sound that simulates the exhaust sound of an engine vehicle, emitted from the speaker 13 when manual operation mode is selected. The information used to generate the simulated engine sound includes, for example, virtual engine speed, virtual engine torque, and virtual shift position. Virtual engine torque is one of the parameters of the physical model used to calculate motor torque in manual operation mode. Based on this information, the ASC-ECU35 generates a signal s15 that generates a simulated engine sound and controls the speaker 13 with signal s15.

[0017] 2. Functions of the BEV-ECU Next, the functions of the BEV-ECU 30 will be described. The BEV-ECU 30 includes at least a processor (processing circuit) and a memory. The memory includes a RAM for temporarily recording data and a ROM for storing programs executable by the processor and various data related to the programs. The program is composed of a plurality of instructions. The processor reads the program and data from the memory, executes them, and generates signals s9 output to the MG-ECU 33, signal s10 output to the meter-ECU 34, and signal s11 output to the ASC-ECU 35.

[0018] Figure 2 is a block diagram showing the functions of the BEV-ECU 30. The BEV-ECU 30 has functions as a control mode switching unit 310, an automatic control mode parameter calculation unit 320, and a manual operation mode parameter calculation unit 330. These functions are realized by one or more programs stored in the memory of the BEV-ECU 30 being executed by the processor.

[0019] The control mode switching unit 310 switches the mode of output control of the electric motor 10 with respect to the operation input from the driver. The control modes that can be switched by the control mode switching unit 310 are the aforementioned automatic control mode and manual operation mode. The control mode switching unit 310 switches the control mode according to the signal s3 input from the control mode changeover switch 21.

[0020] When the control mode is switched to the automatic control mode by the control mode switching unit 310, the BEV-ECU 30 functions as an automatic control mode parameter calculation unit 320. The automatic control mode parameter calculation unit 320 performs output control according to the shift range selected by the shift range selector 20. For example, when the selected shift range is the D range, the automatic control mode parameter calculation unit 320 obtains the accelerator opening from the signal s4 of the accelerator pedal 22 and obtains the vehicle speed from the signal of a speed sensor (not shown). The automatic control mode parameter calculation unit 320 has a motor torque map with the accelerator opening and the vehicle speed as parameters. The automatic control mode parameter calculation unit 320 calculates the motor torque to be generated in the electric motor 10 by inputting the accelerator opening and the vehicle speed into the motor torque map, and outputs a signal s9 including the information of the calculated motor torque to the MG-ECU 33.

[0021] When the control mode is switched to the manual operation mode by the control mode switching unit 310, the BEV-ECU 30 functions as a manual operation mode parameter calculation unit 330. The manual operation mode parameter calculation unit 330 executes a process of calculating the drive wheel torque generated on the drive wheels and a process of calculating the motor torque based on the drive wheel torque.

[0022] The manual operation mode parameter calculation unit 330 calculates the drive wheel torque using the physical model of the engine vehicle. The physical model includes a virtual engine 331 that models the engine and a virtual transmission 332 that models a transmission capable of manual shifting. Note that the virtual transmission 332 also includes a model of an automated clutch.

[0023] In the virtual engine 331, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator opening. The speed-torque characteristics of the virtual engine 331 can be set to those of a gasoline engine, a diesel engine, a naturally aspirated engine, or a turbocharged engine. The virtual engine speed is calculated based on the virtual gear ratio calculated by the virtual transmission 332, the virtual reduction ratio from the virtual transmission 332 to the drive wheels, and the vehicle speed. The virtual engine torque calculated by the virtual engine 331 is input to the virtual transmission 332.

[0024] In the virtual transmission 332, a virtual gear ratio is set for each shift position. For example, if there are shift positions from 1st to 6th gear, the largest virtual gear ratio is set for 1st gear, and the virtual gear ratios decrease 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 virtual transmission 332 and the virtual engine torque input from the virtual engine 331. The manual operation mode parameter calculation unit 330 calculates the drive wheel torque from the virtual transmission torque and reduction ratio.

[0025] The manual operation mode parameter calculation unit 330 calculates the motor torque by multiplying the drive wheel torque by the actual reduction ratio from the output shaft of the electric motor 10 to the drive wheel, and outputs a signal s9 containing the calculated motor torque information to the MG-ECU 33. However, if the electric vehicle 100 is equipped with electric motors 10 on both the front and rear wheel sides, the manual operation mode parameter calculation unit 330 calculates the motor torque of the front electric motor based on the torque distribution of the drive wheel torque to the front wheel, and calculates the motor torque of the rear electric motor based on the torque distribution of the drive wheel torque to the rear wheel.

[0026] 3. Rejection of the switch request and notification of the rejection As mentioned above, the driver of the electric vehicle 100 can switch between automatic control mode and manual operation mode using the control mode switch 21. When the control mode is switched to manual operation mode, the electric motor 10 is controlled to simulate a virtual engine and virtual transmission.

[0027] However, depending on the vehicle's condition, there may be situations where allowing the switching of control modes is inappropriate. For example, if the battery charge level is insufficient to generate the motor torque required to simulate a virtual engine in the electric motor 10, it may not be possible to simulate the virtual engine or virtual transmission in manual operation mode. Allowing the switch to manual operation mode in such a case may cause discomfort to the driver.

[0028] Therefore, when the rejection condition is met, the BEV-ECU30 rejects the request to switch to manual operation mode, even if the driver requests it. When the driver requests a switch in the control mode, the BEV-ECU30 determines whether the electric vehicle 100 is in a state where it is appropriate to switch the control mode. If it is determined that it is not appropriate to switch the control mode based on the vehicle state of the electric vehicle 100, the rejection condition is met and the switch request is rejected. This prevents the driver from feeling uneasy because the switch in control mode, especially the switch from automatic control mode to manual operation mode, is unconditionally permitted. In addition, when the BEV-ECU30 rejects the switch request, it notifies the driver that it has been rejected. This notification may also be called a rejection notification. By providing this notification, it is possible to prevent the driver from being confused because they do not understand the situation.

[0029] Rejection notifications include both auditory and visual notifications. Auditory information is a buzzer sound output from buzzer 12. Visual information is a message displayed on meter 11. When notification is given by buzzer sound, a signal s14 containing information about the notification is output from BEV-ECU 30 to buzzer 12, and a buzzer sound is emitted by buzzer 12. When notification is given by message, a signal s13 containing information about the display content is output from BEV-ECU 30 to meter 11, and the message is displayed on meter 11.

[0030] While a buzzer notification only informs the driver that a switching request has been rejected through a sound effect, a message notification can inform the driver of the rejection and the reason for it in text. Therefore, the BEV-ECU30 may use both buzzer and message notifications appropriately. For example, if the reason for the rejection of the switching request is clear to the driver, only a buzzer notification may be used without displaying a message; if it is unclear, both a buzzer and a message notification may be used. By using different notification methods, it is possible to notify the driver of necessary information while preventing them from being bothered by unnecessary information.

[0031] Furthermore, if it is clear to the driver that the switching request has been rejected, the BEV-ECU30 may choose not to provide either a buzzer sound or a message display.

[0032] Figure 3 shows an example of a scenario in which the BEV-ECU30 rejects a request to switch from automatic control mode to manual operation mode, and a table illustrating the different uses of notifications in each scenario.

[0033] The first example is a scenario where the shift range selector 20 has selected either the parking range, reverse range, or neutral range, and a request is made to switch to manual operation mode. Here, manual operation mode is a control mode that supports forward driving only. Therefore, a request to switch to manual operation mode in such a scenario is rejected. At this time, the fact that a rejection has occurred is not necessarily clear to the driver, so a buzzer sound is used to notify the driver. On the other hand, the driver can understand that the current drive mode is not a forward driving mode from the state of the shift range selector 20 and the display on the meter 11. Therefore, for a driver who notices that a rejection has occurred due to the notification from the buzzer 12, it is easy to guess the reason for the rejection. In this case, the rejection is notified only by a buzzer sound, and no message is displayed.

[0034] The second example is a scenario where the control mode selector switch 21 is stuck, and the driver attempts to switch to manual operation mode by operating the control mode selector switch 21. Here, we assume that the control mode selector switch 21 has physically failed and cannot be moved. In this case, since the switch is physically immobile, the driver can intuitively understand that the control mode selector switch 21 has failed, and it is clear to the driver that the switch request has not been accepted. Therefore, in this case, neither a buzzer sound notification nor a message display occurs.

[0035] Furthermore, the BEV-ECU30 will reject the switching request not only if a physical failure occurs in the control mode switching switch 21, but also if the signal output from the control mode switching switch 21 remains stuck in the ON position. Since the control mode switching request due to the stuck signal is not caused by driver operation, neither a buzzer sound nor a message notification will be given.

[0036] The third example is a situation where a switch to manual operation mode is requested while the battery output is limited. Depending on the state of the battery and electric motor 10, including the battery unit temperature and the battery's SOC (State of Charge), the MG-ECU33 may limit the battery output. In this case, the electric motor 10 may not be able to output enough torque necessary to reproduce the virtual engine and virtual transmission, so the request to switch to manual operation mode is rejected. In such a situation, the rejection of the switch request is not clear to the driver, so a buzzer sound is used to notify the driver. At this time, the fact that the battery output is limited is also displayed on the meter 11, etc. However, it may not be easy for the driver to connect the battery output limit with the rejection of the switch request. Therefore, along with the buzzer sound notification, a message indicating that the switch request was rejected and the reason for it is displayed on the meter 11.

[0037] The fourth example is a situation where a switch to manual operation mode is requested while the automatic parking function is active. When the automatic parking function is active, the driver has entrusted the driving operation to the electric vehicle 100's system, which is incompatible with manual operation mode where the driver manually shifts gears. Therefore, the switch request is rejected. Here, the automatic parking function is active only in limited situations such as when parking or exiting a parking space, and it is clear to the driver that the driving operation is being performed automatically, so the reason why the switch request cannot be accepted is clear to the driver. Therefore, neither a buzzer sound notification nor a message display is performed.

[0038] The fifth example is a scenario where a vehicle malfunction is detected and a request is made to switch to manual operation mode. When a vehicle malfunction is detected, it may not be possible to reproduce the virtual engine or virtual transmission, so the request to switch to manual operation mode is rejected. At this time, a warning message indicating that a malfunction has been detected is displayed on the meter 11, etc. However, since the driver who requested to switch to manual operation mode in this state may not have noticed the warning message, a buzzer sound is emitted to clearly indicate to the driver that the switch request has been rejected and to draw their attention. However, it is considered easy for a driver who has noticed the rejection to infer the reason for the rejection from the warning message indicating the detection of a malfunction. Therefore, the reason for the rejection is not notified by displaying a message.

[0039] A vehicle condition in which it is determined that switching the control mode from automatic control mode to manual operation mode is inappropriate may be called a non-switchable state. The first example above is an example in which the vehicle condition is determined to be a non-switchable state based on the shift range selected by the shift range selector 20. The second example above is an example in which the electric vehicle 100 is determined to be a non-switchable state because the control mode change switch 21 is stuck. Similarly, in the third to fifth examples, the non-switchable state is determined based on the vehicle condition.

[0040] Furthermore, the BEV-ECU30 may reject a driver's request in situations other than when a switch to manual operation mode is requested. An example of such a situation is when the driver requests automatic cruise control while the control mode is set to manual operation mode. While manual operation mode is selected, it is assumed that the driver wishes to perform operations that do not need to be performed in automatic control mode. Therefore, activating automatic cruise control while in manual operation mode is not considered to be in line with the driver's wishes, and the request to turn on automatic cruise control is rejected. In this case, a buzzer sound indicates that the request has been rejected. Since the reason for the rejection is considered to be easily inferred by the driver, no message notification is given. Note that the rejection notification may also be given by the buzzer of the automatic cruise control system.

[0041] 4. Cancel manual operation mode The previous chapter described the rejection of a request to switch to manual operation mode when the electric vehicle 100 becomes unable to switch modes while driving in automatic control mode. Next, let's consider the case where the rejection condition is met when the electric vehicle 100 is already driving in manual operation mode. The BEV-ECU30 does not always cancel manual operation mode and forcibly switch to automatic control mode even if the electric vehicle 100 is in a state where it may not be able to reproduce the virtual engine or virtual transmission. This is because canceling manual operation mode can cause a step in the driving force due to the switch in control mode, which may cause discomfort to the driver. Hereafter, the conditions under which manual operation mode is canceled will be called the cancellation conditions. In order to suppress the occurrence of a step in the driving force, the cancellation conditions are set to be stricter than the rejection conditions. Figure 4 shows examples of situations in which manual operation mode is rejected and whether or not the cancellation conditions are met in each situation in a table.

[0042] The first example is a state where at least one of the paddles of the paddle shifter 23 is stuck in the ON position. Here, we assume a scenario where the ON position is stuck due to a physical failure of the paddle. In such a case, it is considered that manual gear shifting in manual operation mode cannot be fully realized, and therefore the request to switch to manual operation mode is rejected. However, in this case, although the gear shifting operations that the driver can perform are limited, it does not mean that the virtual engine and virtual transmission cannot be reproduced. Also, since the driver can recognize the physical failure of the paddle from the feel when operating it, it is considered that the driver wishes to continue driving in manual operation mode even if some gear shifting operations cannot be performed until the driver requests to switch to automatic control mode themselves. Therefore, the cancellation condition is not met, and if the electric vehicle 100 is already driving in manual operation mode, manual operation mode will continue.

[0043] The second example is a situation where the battery output is limited. Under these circumstances, the virtual engine and virtual transmission may not be able to be adequately reproduced, so the request to switch to manual operation mode is rejected. However, the driver can recognize that the battery output is limited by the display on meter 11, and it is assumed that the driver wishes to continue driving in manual operation mode even with the limitations in place until they themselves choose to switch to automatic control mode. Therefore, the cancellation condition is not met, and if the electric vehicle 100 is already driving in manual operation mode, manual operation mode will continue.

[0044] The third example is when the automatic parking function is active. In this situation, priority is given to completing parking or exiting using the automatic parking function, and requests to switch to manual operation mode are rejected. Furthermore, while the automatic parking function is active, the driver has entrusted the operation to the electric vehicle 100's system, and even if it were switched to automatic control mode, it would not be against the driver's will. Also, since the vehicle speed is kept low during parking or exiting, and sudden changes in driving force are unlikely, the cancellation conditions are also met.

[0045] The fourth example is a situation where a vehicle malfunction is detected in electric vehicle 100. In this case, both the reject and cancellation conditions are met. The driver's request to switch to manual control mode is rejected, and if electric vehicle 100 is running in manual control mode, the manual control mode is canceled and the system automatically switches to automatic control mode. This is because, when a malfunction is detected, not only can the virtual engine and virtual transmission not be reproduced, but it is also necessary to immediately put electric vehicle 100 into failsafe mode to ensure safety.

[0046] The fifth example is a situation where the driver has selected either the parking range, reverse range, or neutral range. Since the manual operation mode is limited to forward driving, the rejection condition is met in this case. Also, since the operation of the shift range reflects the driver's intention, the driver's intention takes precedence, the cancellation condition is met, and the manual operation mode is switched to automatic control mode.

[0047] In the first and second examples, the cancellation condition is not met, but once the driver requests to switch to automatic control mode and the control mode has been switched to automatic control mode, the switch to manual operation mode is rejected. Also, when canceling manual operation mode and switching to automatic control mode, the BEV-ECU30 may perform a gradual torque change process from the electric motor 10 to prevent abrupt changes in driving force.

[0048] 5. Cancellation notification The BEV-ECU30 issues a cancellation notification to the driver when the manual operation mode is canceled. The cancellation notification includes both auditory and visual information. The auditory notification is a buzzer sound emitted from the buzzer 12. The visual notification is a message displayed on the meter 11. Similar to the rejection notification, the auditory and visual notifications may be used interchangeably. That is, if the reason for cancellation is clear to the driver, only a buzzer sound notification may be given, and if it is not clear, a message indicating that the cancellation has occurred and the reason for the cancellation may be displayed on the meter 11.

[0049] Figure 5 shows a table indicating whether or not a buzzer sound notification and a message notification are provided when the manual operation mode is canceled.

[0050] If the shift range is switched to the parking range, reverse range, or neutral range, and the cancellation condition is met, or if the driver turns on automatic parking and the cancellation condition is met, neither a buzzer sound nor a message notification will be issued. This is because these actions reflect the driver's intentions, and it is assumed that the driver will understand that the manual operation mode has been canceled and why.

[0051] If a vehicle malfunction is detected and the manual operation mode is canceled, a buzzer sound will be emitted to notify the driver, but no message will be displayed. In this case, a buzzer sound is emitted to notify the driver that the cancellation was caused by a malfunction. However, since the driver can recognize the occurrence of a malfunction from the display on the meter 11, etc., and the reason for the cancellation is considered clear to the driver, no message is displayed.

[0052] 6. Multiple modes in automatic control mode The automatic control mode may include multiple modes. Figure 6 shows the deceleration select mode and deceleration fixed mode included in the automatic control mode, as well as the manual operation mode, and an example of the operation for switching between control modes.

[0053] The deceleration select mode allows the driver to switch the deceleration, or the strength of the regenerative braking. The driver can weaken the deceleration by briefly operating the right paddle of the paddle shifter 23, and strengthen the deceleration by briefly operating the left paddle. The deceleration fixed mode is a mode in which the deceleration is fixed. When the control mode is set to deceleration fixed mode, the driver cannot switch the deceleration until the control mode is switched.

[0054] The driver can switch from either deceleration select mode or deceleration fixed mode to manual operation mode. However, from manual operation mode, only switching to deceleration fixed mode is permitted; switching from manual operation mode to deceleration select mode is not permitted. This is to prevent the driver from accidentally changing the deceleration speed due to a sudden switch to deceleration select mode.

[0055] Furthermore, the paddle shifter 23 is also used here as an operating member for switching the control mode between the deceleration select mode and the deceleration fixed mode. The operation to switch from the deceleration fixed mode to the deceleration select mode is to briefly operate the left or right paddle. The operation to switch from the deceleration select mode to the deceleration fixed mode is to operate the right paddle for a predetermined time or longer. In other words, in the deceleration select mode, if the driver holds the right paddle for less than a predetermined time, the regenerative braking force is switched, and if the driver continues to hold the right paddle for a predetermined time or longer, the control mode is switched to the deceleration fixed mode.

[0056] Here, the BEV-ECU30 may determine, based on the state of the electric vehicle 100, whether a second reject condition has occurred that rejects switching from the fixed deceleration mode to the select deceleration mode. If the electric vehicle 100 enters the second reject condition while under control in the fixed deceleration mode, the second reject condition is met, and the switch to the select deceleration mode is rejected. An example of the second reject condition is a malfunction in the paddle shifter 23. For example, if at least one of the paddles of the paddle shifter 23 becomes stuck and stops operating normally while under control in the fixed deceleration mode, the BEV-ECU30 determines that the second reject condition has been met, and rejects the request to switch to the select deceleration mode even if the driver requests it.

[0057] In this way, if the second rejection condition is met, the switch from deceleration fixed mode to deceleration select mode is rejected. This prevents the control mode from switching to deceleration select mode when the paddle shifter 23 does not operate properly, thus preventing the driver from experiencing inconvenience due to being unable to operate as usual. [Explanation of Symbols]

[0058] 10 Electric motor, 11 Meter, 12 Buzzer, 13 Speaker, 20 Shift range selector, 21 Control mode switch, 22 Accelerator pedal, 23 Paddle shifter, 24 Multimedia system, 30 BEV-ECU, 31 SBW-ECU, 32 MM-ECU, 33 MG-ECU, 34 Meter-ECU, 35 ASC-ECU, 100 Electric vehicle, 310 Control mode switching unit, 320 Automatic control mode parameter calculation unit, 330 Manual operation mode parameter calculation unit, 331 Virtual engine, 332 Virtual transmission

Claims

1. An electric vehicle that uses an electric motor as a power source for driving, A control device for controlling the electric vehicle, Shifta and, Equipped with, The control device is In response to the driver's input of the electric vehicle, the system switches between an automatic control mode that operates as a normal electric vehicle and a manual operation mode that simulates driving a gasoline engine vehicle with a manual transmission by accepting virtual gear changes via the shifter. If a rejection condition is met during the control of the electric vehicle by the automatic control mode, the driver's request to switch from the automatic control mode to the manual operation mode is rejected. If a cancellation condition is met while the electric vehicle is being controlled by the manual operation mode, the manual operation mode is switched to the automatic control mode. It is configured in such a way, The rejection conditions and the cancellation conditions are different. An electric vehicle characterized by the following features.

2. An electric vehicle according to claim 1, The aforementioned cancellation conditions are set to be stricter than the aforementioned rejection conditions. An electric vehicle characterized by the following features.

3. An electric vehicle according to claim 2, The rejection condition is met if, during control by the automatic control mode, at least one of the following occurs: a malfunction of the electric vehicle is detected, the automatic parking function is activated, the output of the electric motor is limited, or the shifter malfunctions. An electric vehicle characterized by the following features.

4. An electric vehicle according to claim 2, If, during control by the manual operation mode, at least one of the following occurs: a malfunction of the electric vehicle is detected, or the automatic parking function is activated, then the cancellation condition is met. An electric vehicle characterized by the following features.

5. An electric vehicle according to claim 2, If, during control by the aforementioned automatic control mode, the output of the electric motor is limited, or if a failure of the shifter occurs, the rejection condition is met. Even if the output of the electric motor is limited or the shifter malfunctions during control using the manual operation mode, the cancellation condition will not be met. An electric vehicle characterized by the following features.

6. An electric vehicle according to claim 5, The automatic control mode includes a fixed deceleration mode in which the deceleration is fixed, and a selectable deceleration mode in which the deceleration is switched according to the driver's operation. If a failure of the shifter occurs during control by the automatic control mode described above, the second rejection condition is met. The control device rejects the request to switch from the deceleration fixed mode to the deceleration select mode when the second rejection condition is met. An electric vehicle characterized by the following features.

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