Control method for electric vehicles and control device for electric vehicles

Abstract

The present invention provides a control method for an electric vehicle and an electric vehicle that can convey the powerful clutch operation feel of a vehicle powered by an internal combustion engine. [Solution] A control method for an electric vehicle is provided, which controls the torque fluctuations of an electric vehicle 1 driven by an electric motor 20 to mimic the torque fluctuations of a simulated vehicle driven by an internal combustion engine. In this control method, when the electric vehicle 1 changes gears, the electric motor 20 is controlled to generate torque fluctuations that mimic the torque fluctuations that occur when the simulated vehicle changes gears, and the torque fluctuations of the electric vehicle 1 are greater than the torque fluctuations of the simulated vehicle.

Description

[Technical Field]

[0001] The present invention relates to a control method for electric vehicles and a control device for electric vehicles. [Background technology]

[0002] Conventionally, in electric vehicles powered by electric motors, a control method is known that approximates the driving feel of a vehicle powered by an internal combustion engine by setting the torque to characteristics that mimic the output torque characteristics of an internal combustion engine.

[0003] Patent Document 1 discloses an electric vehicle in which an electric motor, which is the drive source, is connected to a manual transmission via a clutch. In this electric vehicle, the target output torque is set to a positive value so as to have characteristics similar to the output torque characteristics of an internal combustion engine, and the target output torque is set to a negative value when the accelerator opening is smaller than a predetermined value and the clutch is disengaged. This brings the rate at which the output shaft rotation speed of the electric motor decreases, which is less prone to decreasing compared to an internal combustion engine, closer to the rate at which the output shaft rotation speed decreases of an internal combustion engine. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2010-252526 [Overview of the project] [Problems that the invention aims to solve]

[0005] In the electric vehicle described in Patent Document 1, the torque only changes to a negative value during gear changes, so only the feeling of deceleration of the vehicle is transmitted, and it is not possible to convey the powerful clutch operation feeling of a vehicle driven by an internal combustion engine.

[0006] The present invention addresses the above-mentioned problems and aims to provide a control method for an electric vehicle and an electric vehicle that can convey a powerful clutch operation feel to a vehicle driven by an internal combustion engine. [Means for solving the problem]

[0007] According to one aspect of the present invention, a control method for an electric vehicle is provided that controls the torque fluctuations of an electric vehicle driven by an electric motor to mimic the torque fluctuations of a simulated vehicle driven by an internal combustion engine. In this control method, when the electric vehicle shifts gears, the electric motor is controlled to generate torque fluctuations that mimic the torque fluctuations that occur when the simulated vehicle shifts gears, and the torque fluctuations of the electric vehicle are greater than those of the simulated vehicle. [Effects of the Invention]

[0008] According to the present invention, when an electric vehicle shifts gears, the torque fluctuation of the electric vehicle is greater than the torque fluctuation of a simulated vehicle driven by an internal combustion engine, thus providing a powerful clutch feel. As a result, the occupant can experience the power performance of a vehicle driven by an internal combustion engine. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic diagram of a simulated control system that implements the electric vehicle control method according to an embodiment of the present invention. [Figure 2] Figure 2 is a block diagram showing the system configuration of the simulated control system. [Figure 3] Figure 3 is a time chart showing engine speed and torque during upshifts when the simulated vehicle is an automatic transmission (AT) vehicle. [Figure 4] Figure 4 is a time chart showing engine speed and torque during upshifts when the simulated vehicle is an AMT vehicle. [Figure 5] Figure 5 is a time chart showing engine speed and torque during downshifting when the simulated vehicle is an automatic transmission (AT) vehicle. [Figure 6] Figure 6 is a time chart showing engine speed and torque during downshifting when the simulated vehicle is an AMT vehicle. [Figure 7]Figure 7 is a block diagram illustrating the simulated control. [Figure 8] Figure 8 is a flowchart illustrating torque fluctuation control. [Figure 9] Figure 9 is a flowchart illustrating engine noise output control during gear changes. [Modes for carrying out the invention]

[0010] The following describes a control method for an electric vehicle according to an embodiment of the present invention, with reference to the drawings.

[0011] Figure 1 is a schematic diagram of the simulated control system 100 that implements the control method for the electric vehicle of this embodiment. The simulated control system 100 is a system that reproduces the power performance of a simulated vehicle in the electric vehicle 1, which is driven by an internal combustion engine selected by the driver or other occupants of the electric vehicle 1 (hereinafter referred to as "driver, etc."). Note that the electric vehicle 1 may be not only a BEV (Battery Electric Vehicle), but also an HEV (Hybrid Electric Vehicle), etc.

[0012] As shown in Figure 1, the simulated control system 100 includes a controller 10, motor 20, speaker 30, and monitor 40 mounted on the electric vehicle 1, as well as an external smartphone 50.

[0013] Motor 20 is an electric drive motor. That is, the electric vehicle 1 uses electric motor 20 as its drive source. The operation of motor 20 is controlled by controller 10, and motor 20 outputs torque based on the torque command value from controller 10.

[0014] Speaker 30 outputs a sound that mimics the engine sound of a simulated vehicle selected by the driver or other user (hereinafter also simply referred to as the simulated vehicle's engine sound). Specifically, based on the vehicle speed and accelerator opening of the electric vehicle 1, and the driving force characteristics of the simulated vehicle, the controller 10 (described later) calculates the engine speed (rotational speed of the internal combustion engine) of the simulated vehicle, and outputs the simulated vehicle's engine sound based on the calculated engine speed. Speaker 30 is controlled by the controller 10.

[0015] The monitor 40 is configured to allow the driver or other user to select a simulated vehicle powered by an internal combustion engine. That is, the driver or other user can select a vehicle equipped with an internal combustion engine that they wish to simulate by operating the monitor 40. The monitor 40 also displays the status of the internal combustion engine of the selected simulated vehicle. The status of the internal combustion engine here includes, for example, the engine speed, engine water temperature, battery voltage, etc., calculated by the controller 10 based on the vehicle speed and accelerator opening of the electric vehicle 1, and the driving force characteristics of the simulated vehicle. The monitor 40 is configured to communicate with the controller 10.

[0016] The smartphone 50 is configured to allow the driver or other user to select a simulated vehicle powered by an internal combustion engine. The smartphone 50 is configured to communicate with the controller 10 and the monitor 40, and the driver or other user can select the internal combustion engine-equipped vehicle they wish to simulate by operating the monitor 40 or the smartphone 50.

[0017] The controller 10 consists of a computer equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and an input / output interface (I / O interface), and programmed to execute the processes described later. It is also possible to configure the controller 10 with multiple computer hardware components that distribute the execution of each process.

[0018] The controller 10 acquires information about the simulated vehicle selected by the driver, etc., from the monitor 40 or smartphone 50, and acquires various detection information from various sensors, which will be described later. The controller 10 also has a database that stores information such as the driving force characteristics of various vehicles that use internal combustion engines as a power source, and calculates the torque, engine speed, engine water temperature, battery voltage, etc. of the simulated vehicle based on the various detection information and the driving force characteristics of the simulated vehicle selected by the driver, etc. The controller 10 also displays the engine speed, engine water temperature, battery voltage, etc. of the simulated vehicle on the monitor 40.

[0019] Furthermore, when the electric vehicle 1 changes gears, the controller 10 controls the motor 20 to perform torque fluctuation control, which generates torque fluctuations that mimic the torque fluctuations that occur when the simulated vehicle changes gears, and engine sound output control, which outputs a sound that mimics the engine sound of the simulated vehicle based on the calculated engine speed of the simulated vehicle. In this way, the controller 10 functions as a control device for controlling the electric vehicle 1. Hereafter, torque fluctuation control and engine sound output control will be collectively referred to as simulated control.

[0020] Figure 2 is a block diagram showing the system configuration of the simulated control system 100.

[0021] As shown in Figure 2, the simulated control system 100 consists of a sensor unit B1, a selection unit B2, a display unit B3, an actuator B4, and a calculation processing unit B5.

[0022] Sensor unit B1 consists of various vehicle sensors that detect the driving state of the electric vehicle 1. Sensor unit B1 includes, for example, a vehicle speed sensor that detects the rotational speed of the wheels of the electric vehicle 1, and an accelerator opening (A PO This includes an accelerator opening sensor that detects the position of the accelerator, a shift position sensor that detects the shift position, and a paddle shift sensor that detects the operation of the paddle shifters. The various detection information detected by the sensor unit B1 is transmitted to the arithmetic processing unit B5.

[0023] The selection unit B2 includes a monitor 40 and / or a smartphone 50, and is configured to allow the driver to select and purchase the characteristics of a vehicle powered by an internal combustion engine that they wish to simulate. The driver can operate the monitor 40 and / or smartphone 50 to select a vehicle such as a sports car powered by an internal combustion engine whose power performance they wish to reproduce as a simulated vehicle, and purchase data such as the driving force characteristics of the simulated vehicle. The selectable simulated vehicles include vehicles equipped with automatic transmissions (hereinafter referred to as AT vehicles) and vehicles equipped with automated manual transmissions (hereinafter referred to as AMT vehicles). When the driver selects a simulated vehicle in the selection unit B2, the selection information (i.e., which vehicle the driver selected as a simulated vehicle) is transmitted to the calculation processing unit B5.

[0024] The display unit B3 includes the monitor 40. The display unit B3 displays the status of the simulated vehicle's internal combustion engine, calculated by the calculation processing unit B5 described later, namely the engine speed, engine water temperature, battery voltage, etc., of the simulated vehicle via the monitor 40.

[0025] Actuator B4 includes a motor 20 and a speaker 30. The motor 20, which is the drive motor, outputs torque based on a command signal (torque command value) from the arithmetic processing unit B5. The speaker 30 outputs a sound that mimics the engine sound corresponding to the engine speed of the simulated vehicle (hereinafter also simply referred to as the engine sound corresponding to the engine speed of the simulated vehicle) based on a command from the arithmetic processing unit B5.

[0026] The arithmetic processing unit B5 includes the controller 10. The controller 10 of the arithmetic processing unit B5 receives various detection information detected by the sensor unit B1 and the selection information of the simulated vehicle from the selection unit B2. The controller 10 of the arithmetic processing unit B5 receives the vehicle speed of the electric vehicle 1 and the accelerator opening (A POThe system calculates the operating point of the simulated vehicle's internal combustion engine from the system's internal combustion engine and calculates the simulated vehicle's torque, engine speed, engine water temperature, battery voltage, etc. Based on the operating point of the simulated vehicle's internal combustion engine and changes in shift position or paddle shift operation, it calculates the driving force characteristics (shift characteristics) and engine speed during gear changes of the simulated vehicle and obtains a torque fluctuation profile and engine speed profile during gear changes. Based on the torque fluctuation profile, it generates a torque command value (command signal) such that the torque fluctuation of the electric vehicle 1 mimics the torque fluctuation of the simulated vehicle and outputs it to the motor 20. As described above, the motor 20 outputs torque based on the command signal from the calculation processing unit B5. The calculation processing unit B5 (controller 10) also outputs an engine sound corresponding to the calculated engine speed of the simulated vehicle via the speaker 30. When the electric vehicle 1 shifts gears, it outputs an engine sound corresponding to the engine speed of the simulated vehicle via the speaker 30 based on the engine speed profile. Furthermore, the calculation processing unit B5 (controller 10) outputs and displays the calculated engine speed, engine water temperature, battery voltage, etc., of the simulated vehicle to the monitor 40.

[0027] As described above, the simulation control system 100 selects a vehicle equipped with an internal combustion engine to be simulated using the monitor 40 and / or smartphone 50 of the selection unit B2, and the controller 10 of the calculation processing unit B5 calculates the torque fluctuation and engine speed of the simulated vehicle during gear changes. The system then generates a torque command value such that the torque fluctuation of the electric vehicle 1 mimics the calculated torque fluctuation of the simulated vehicle, and drives the motor 20 based on the torque command value. The system also outputs an engine sound corresponding to the calculated engine speed of the simulated vehicle. This makes it possible to bring the driving feel of the electric vehicle 1 closer to that of a simulated vehicle powered by an internal combustion engine.

[0028] Incidentally, electric vehicles powered by electric motors and vehicles powered by internal combustion engines differ in various performance aspects, such as acceleration and noise / vibration performance. The performance difference is particularly large between fuel-efficient vehicles and sports cars. Therefore, simply controlling the torque (motor torque) of an electric vehicle to mimic the characteristics of the output torque of an internal combustion engine is insufficient to reproduce the powerful clutch feel of a sports car in an electric vehicle, and drivers will not be able to fully appreciate the power performance of an internal combustion engine vehicle. Furthermore, if the simulated internal combustion engine vehicle is equipped with an automatic transmission (AT vehicle) and is controlled so that the driver does not perceive changes in driving force, even if the torque of the electric vehicle is controlled to mimic the characteristics of the output torque of the simulated vehicle, it will still be difficult for the driver to appreciate the power performance of the internal combustion engine vehicle.

[0029] Therefore, in this embodiment, the motor (electric motor) 20 is controlled so that when the electric vehicle 1 shifts gears, the torque fluctuation of the electric vehicle 1 is greater than the torque fluctuation that occurs when the simulated vehicle, which is equipped with an internal combustion engine, shifts gears. As a result, a strong clutch operation feeling can be conveyed when the electric vehicle 1 shifts gears, and the driver of the electric vehicle 1 can experience the power performance of the simulated vehicle driven by an internal combustion engine.

[0030] The following describes in detail the control method (simulated control) for the electric vehicle of this embodiment.

[0031] Figures 3 and 4 are examples of time charts showing engine speed and torque during upshifting. Figure 3 shows the torque fluctuation profile and engine speed profile of the simulated vehicle and the torque T of electric vehicle 1 when the simulated vehicle is an automatic transmission vehicle. EV and engine speed n EV Figure 4 shows the torque fluctuation profile and engine speed profile of the simulated vehicle and the torque T of the electric vehicle 1 when the simulated vehicle is an AMT vehicle. EV and engine speed n EV The engine speed n of electric vehicle 1 in the figure is shown. EV This is a hypothetical setting (hereinafter, the set engine speed n). EV(also referred to as), in practice, an engine sound corresponding to the engine speed is output.

[0032] As shown in FIGS. 3 and 4, the upshift of the electric vehicle 1 and the simulated vehicle which is a vehicle equipped with an internal combustion engine occurs at time t 10 to t 20 , through the torque phase, and then the subsequent time t 20 to t 30 , the shift is completed after going through the inertia phase.

[0033] The torque phase is one of the shift phases that occurs during the progress of shifting. The engine speed does not change, and during an upshift, the output torque (driving force) of the internal combustion engine gradually decreases. When the simulated vehicle is an AT vehicle, as shown in FIG. 3, the output torque of the internal combustion engine of the simulated vehicle (hereinafter also referred to as the simulated vehicle torque) T Eng decreases from torque T1 before shifting to torque T2 after shifting at the end time t of the torque phase 20 . Further, when the simulated vehicle is an AMT vehicle, as shown in FIG. 4, the torque T for the simulated vehicle decreases to 0 Nm at time t in the middle of the torque phase 11

[0034] The inertia phase is one of the shift phases that occurs during the progress of shifting, and it is a shift phase in which the engine speed changes due to a change in the inertia of the drive system. During an upshift, in the inertia phase, the engine speed n of the simulated vehicle Eng gradually decreases from the speed n1 before shifting to the speed n2 after shifting. Further, when the simulated vehicle is an AT vehicle, in the inertia phase during an upshift, the torque T of the simulated vehicle Eng as shown in FIG. 3, fluctuates in the positive direction from the start time t of the inertia phase 20 to t 21 , and then, from time t 25 to the end time t of the inertia phase 30 , it decreases to torque T2 after shifting. When the simulated vehicle is an AMT vehicle, in the inertia phase during an upshift, the torque T of the simulated vehicle Eng ​It is 0 Nm. That is, in an AMT vehicle, t in the middle of the torque phase 11 Therefore, t is the end of the inertia phase. 30 During this period, the torque T is 0 Nm, which is the torque drop-off time. In the case of an AMT vehicle, the torque T of the simulated vehicle Eng The torque increases to T2 after the gear shift, following the end of the inertia phase.

[0035] Here, since electric vehicles powered by electric motors and vehicles powered by internal combustion engines have various performance characteristics such as acceleration performance and noise / vibration performance, the torque T of electric vehicle 1 during gear changes is important. EV Simply matching the torque fluctuations of the simulated vehicle would not allow the driver or other users to fully experience the power performance of the simulated vehicle. Therefore, in electric vehicle 1 (this vehicle), the motor 20 is controlled so that the torque fluctuations during gear changes are greater than the torque fluctuations that occur during gear changes in the simulated vehicle.

[0036] Specifically, if the simulated vehicle is an automatic transmission vehicle, as shown in Figure 3, in the torque phase, at the end of the torque phase t 20 Torque T of electric vehicle 1 (this vehicle) EV The system controls the torque to decrease to near 0 Nm, which is smaller than the torque T2 after the gear change. Also, in the inertia phase, the time t when the inertia phase begins 20 kara t 22 In the meantime, Torque T EV The value is changed to a greater extent than that of the simulated vehicle in the positive direction, and then at time t 24 From the time t when the inertia phase ends 30 During this time, the torque after the gear change is reduced to T2.

[0037] Thus, when the simulated vehicle is an automatic transmission vehicle, the torque fluctuation of the electric vehicle 1 is made greater than the torque fluctuation of the simulated vehicle during gear changes, both in the torque phase and the inertia phase, during upshifts. Also, when the simulated vehicle is an automatic transmission vehicle, the torque T of the electric vehicle 1 is made greater than the torque fluctuation of the simulated vehicle during upshifts, both in the torque phase and the inertia phase. EVThe torque is varied to a degree greater than the inter-stage ratio (the magnitude of the difference between T1 and T2). That is, if the simulated vehicle is an automatic transmission vehicle, in both the torque phase and inertia phase during upshifting, the torque fluctuation of the electric vehicle 1 is made greater than the torque fluctuation of the simulated vehicle during gear changes, and the torque T of the electric vehicle 1 is made greater than the torque fluctuation of the electric vehicle 1 during gear changes. EV This causes the torque to fluctuate more than the inter-gear ratio. As a result, even when using an automatic transmission (AT) vehicle as a simulated vehicle, where torque fluctuations during gear changes are less noticeable compared to an automated manual transmission (AMT) vehicle, the torque fluctuations can be more easily perceived, and even when the simulated vehicle is an AT vehicle, a strong clutch operation feel can be given to the driver.

[0038] Here, during the torque phase of an upshift, the driver may become accustomed to the vibrations, potentially making it difficult for them to perceive the vibrations during the subsequent inertia phase. Therefore, in this embodiment, the magnitude of the difference between the torque fluctuations of the simulated vehicle and the electric vehicle 1 is made larger in the inertia phase than in the torque phase. That is, in this embodiment, during an upshift, the motor 20 is controlled so that the magnitude of the difference between the torque fluctuations of the simulated vehicle and the torque fluctuations of the electric vehicle 1 is larger in the inertia phase than in the torque phase. By exaggerating the torque fluctuations in the inertia phase in this way (making the difference with the torque fluctuations of the simulated vehicle larger), the vibrations in the inertia phase can be transmitted even to drivers who have become accustomed to the vibrations in the torque phase, giving the driver a stronger clutch operation sensation.

[0039] In this embodiment, the torque T of the electric vehicle 1 during the torque phase EV While it reduces the torque to near 0 Nm, it is not limited to this. In other words, if the value is smaller than the torque T2 after shifting, the torque T of electric vehicle 1 EV The extent to which this value is reduced during the torque phase is arbitrary.

[0040] When the simulated vehicle is an AMT vehicle, as shown in Figure 4, the torque T of the electric vehicle 1 in the inertia phase EVThe value is varied in the positive direction so that it becomes greater than the torque T2 after the gear change, and then gradually decreased until the inertia phase ends. 30 earlier than t 23 The system controls the torque so that it becomes T2 after the gear change. That is, the torque T EV The torque drop-off time, when the torque becomes zero, is shorter than that of a simulated vehicle. This allows for a quicker clutch feel, and drivers can experience the power performance of an internal combustion engine vehicle, more like a sports car. In addition, the torque T of electric vehicle 1 EV The torque is varied in the positive direction so that it is greater than the torque T2 after shifting. In other words, the torque fluctuation in the positive direction is made larger than that of a simulated vehicle, which gives the driver a strong feeling of clutch operation.

[0041] By the way, in the electric vehicle 1 of this embodiment, the driver and others can better appreciate the power performance of the simulated vehicle driven by an internal combustion engine, so the engine speed (rotational speed) of the simulated vehicle is n ENG The set engine speed (rotational speed) n is designed to mimic the actual engine speed. EV The engine sound corresponding to the output is output. Furthermore, in this embodiment, when the electric vehicle 1 is upshifted, the engine speed n is output before the torque fluctuation in the inertia phase ends. EV This outputs the engine sound when the rotational speed reaches n2 after shifting gears.

[0042] Specifically, if the simulated vehicle is an automatic transmission vehicle, as shown in Figure 3, after the torque phase ends, the set engine speed n of the electric vehicle 1 EV The torque gradually decreases, and the torque fluctuation in the inertia phase of electric vehicle 1 ends. 30 Before that, the rotational speed n2 after the gear change is reached. That is, the torque fluctuation in the inertia phase of the electric vehicle 1 ends t 30 Before that, the engine sound is output when the rotational speed n2 after the gear change is reached. Also, if the simulated vehicle is an AMT vehicle, as shown in Figure 4, from the middle of the torque phase, the set engine rotational speed n EVThe torque gradually decreases, and the torque fluctuation in the inertia phase of electric vehicle 1 ends. 23 Before that, the rotational speed n2 after the gear change is reached. That is, the torque fluctuation in the inertia phase of the electric vehicle 1 ends t 23 Before the torque fluctuations during gear shifting are complete, the engine sound at the point where it reaches the post-shift engine speed n2 is output. By outputting the engine sound at the point where it reaches the post-shift engine speed n2 before the torque fluctuations during gear shifting are complete, the quick response can be conveyed, allowing the driver to experience a more sports car-like performance.

[0043] Note that the set engine speed n shown in Figures 3 and 4 EV The control method for (engine sound output) is just one example and is not necessarily limited to these. In other words, the engine speed (engine sound output) of the electric vehicle 1 can be set arbitrarily as long as it outputs the engine sound at the rotational speed n2 after the gear change before the torque fluctuation in the inertia phase of the electric vehicle 1 ends. For example, in Figure 3, the set engine speed n after the end of the torque phase EV It is gradually decreasing, but is not limited to this, and from the middle of the torque phase, the set engine speed n EV It may be gradually reduced.

[0044] Figures 5 and 6 are examples of time charts showing engine speed and torque during downshifting. Figure 5 shows the torque fluctuation profile and engine speed profile of the simulated vehicle and the torque T of electric vehicle 1 when the simulated vehicle is an automatic transmission vehicle. EV and engine speed n EV Figure 6 shows the torque fluctuation profile and engine speed profile of the simulated vehicle and the torque T of the electric vehicle 1 when the simulated vehicle is an AMT vehicle. EV and engine speed n EV This is the case. Furthermore, similar to Figures 3 and 4, the engine speed n of the electric vehicle 1 shown in the figure. EV This is a hypothetical setting (set engine speed), and in reality, the engine sound output will correspond to that engine speed.

[0045] As shown in Figures 5 and 6, the downshift of the electric vehicle 1 and the simulated vehicle equipped with an internal combustion engine occurs at time t 40 kara t 50 The inertia phase up to that point, and the time t thereafter. 50 kara t 60 The process is completed after going through the torque phase.

[0046] As shown in Figures 5 and 6, during a downshift, the engine speed of the simulated vehicle is n during the inertia phase. ENG The engine speed gradually increases from n3 before the gear shift to n4 after the gear shift. Meanwhile, in the torque phase, similar to the upshift, the engine speed of the simulated vehicle n ENG It is constant.

[0047] Furthermore, if the simulated vehicle is an automatic transmission vehicle, the torque of the simulated vehicle during downshifting will be... Eng This is the time t when the inertia phase begins. 40 From time t 41 It gradually increases until then, and then at time t before the inertia phase ends. 42 It gradually decreases (becoming larger in the negative direction), and the inertia phase ends at time t. 50 The torque before shifting becomes T3. Then, in the torque phase after the inertia phase, the torque of the simulated vehicle T Eng The torque gradually decreases to T4 after the gear change (increasing in the negative direction). On the other hand, if the simulated vehicle is an AMT vehicle, blipping is assumed to occur during downshifting. Therefore, the torque T of the simulated vehicle during gear change (inertia phase and torque phase) Eng It is constant.

[0048] In this embodiment, during downshifting, if the simulated vehicle is an automatic transmission vehicle, the torque T of the electric vehicle 1 in the inertia phase is as shown in Figure 5. EV This is made to fluctuate in the positive direction, larger than the torque fluctuation of the simulated vehicle. Specifically, the inertia phase time t 41 In this case, the torque T of the simulated vehicle EngTorque T of electric vehicle 1 than EV becomes larger, the time t at which the inertia phase starts 40 to time t 41 , the torque T of electric vehicle 1 EV is increased. Thereafter, the torque T of electric vehicle 1 EV at the end of the inertia phase t 50 becomes the torque T3 before shifting, from time t before the inertia phase ends 42 , the torque T of electric vehicle 1 EV is gradually decreased (increased in the negative direction). Further, in the torque phase, control is performed such that the torque T of electric vehicle 1 EV reaches the post-shift torque T4 in the middle of the torque phase. That is, control is performed to reach the post-shift torque T4 earlier than the simulated vehicle. In this way, by greatly varying the torque T EV toward the positive side in the inertia phase, it can be perceived that a forceful downshift has been performed. Also, by varying the torque T of electric vehicle 1 Eng in the negative direction earlier than the simulated vehicle, a stronger clutch operation feeling can be conveyed.

[0049] Also, during a downshift, when the simulated vehicle is an AMT vehicle, as shown in FIG. 6, in the inertia phase, the torque T of electric vehicle 1 EV is oscillated in the positive direction. Then, at time t when the inertia phase ends 50 , the torque T of electric vehicle 1 EV becomes torque T5 before and after shifting, from before time t when the inertia phase ends 50 , the torque T of electric vehicle 1 EV is decreased (increased in the negative direction). Note that in the torque phase, the torque T of electric vehicle 1 EV is controlled to be constant in the same manner as the torque T of the simulated vehicle Eng .

[0050] As described above, during a downshift, the torque T of electric vehicle 1 in the inertia phase EVis varied only in the positive direction, and by a larger amount than the torque fluctuation of the simulated vehicle. In this way, torque T on the positive side EV is varied to a large extent, thereby conveying the sensation of a forceful downshift, allowing a driver or the like to experience power performance closer to that of a sports car.

[0051] Furthermore, in the present embodiment, during downshifting, similarly to upshifting, before the torque fluctuation in the inertia phase ends, the engine rotational speed n EV outputs an engine sound in a state where it has reached the post-shift rotational speed n4.

[0052] Specifically, as shown in FIG. 5 and FIG. 6, the end time t of the inertia phase at which the torque fluctuation in the inertia phase of electric vehicle 1 ends 50 the engine sound in a state of having reached the post-shift rotational speed n4 is output before said time t. This makes it possible to convey rapid responsiveness, allowing a driver or the like to experience power performance closer to that of a sports car even during downshifting.

[0053] Note that the torque fluctuation of electric vehicle 1 described above is executed by controlling motor 20. Preferably, when the battery of electric vehicle 1 is in a fully charged state, the torque fluctuation during deceleration of electric vehicle 1 is executed via a brake device (not shown) mounted on electric vehicle 1. As a result, even when the battery is fully charged and motor regeneration cannot be performed, a forceful clutch operation feel can be conveyed, allowing the driver or the like of electric vehicle 1 to experience the power performance of a simulated vehicle using an internal combustion engine as a driving source.

[0054] Furthermore, preferably, in both upshifting and downshifting, when making the torque fluctuation of electric vehicle 1 larger than the torque fluctuation during shifting of the simulated vehicle, the torque fluctuation is increased within a range that does not exceed the absolute value of the torque before shifting. For example, as shown in FIG. 3 and FIG. 4, during upshifting, the torque T of electric vehicle 1 EV is varied within a range that does not exceed the absolute value of torque T1 before shifting. Therefore, the torque T of electric vehicle 1 EVThe torque T will never be less than 0 Nm, nor will it ever be greater than T1. Furthermore, as shown in Figures 5 and 6, during downshifting, if the simulated vehicle is an automatic transmission (AT) vehicle, the torque T3 will fluctuate within a range that does not exceed the absolute value of the torque T3 before the gear shift, and if the simulated vehicle is an automated manual transmission (AMT) vehicle, the torque T5 will fluctuate within a range that does not exceed the absolute value of the torque T5 before the gear shift. Therefore, the torque T of the electric vehicle 1 EV The torque will never exceed 0 Nm, nor will it ever be less than T3 and T5 (larger in the negative direction). In this way, when the torque fluctuation of the electric vehicle 1 is made larger than the torque fluctuation of the simulated vehicle during gear changes, by making it larger within a range that does not exceed the absolute value of the torque before gear changes, the tires of the electric vehicle 1 are prevented from slipping on low-friction surfaces, etc. However, in the torque phase of a downshift in which the torque fluctuation of the electric vehicle 1 is not made larger than the torque fluctuation of the simulated vehicle, the torque of the electric vehicle 1 may be made to exceed the absolute value of the torque before gear changes.

[0055] Figure 7 is a block diagram illustrating the simulated control.

[0056] As shown in Figure 7, when a driver or other user selects a simulated vehicle equipped with an internal combustion engine using the monitor 40 or smartphone 50, and its characteristics are purchased, the driving force characteristics of the simulated vehicle are changed (updated) (B101). The driving force characteristics of the simulated vehicle are obtained, for example, from a database.

[0057] Furthermore, when a paddle shift operation is detected by the paddle shift sensor, or when a change in shift position is detected by the shift position sensor, the driving force characteristics (shift characteristics) of the simulated vehicle during gear changes are calculated based on the driving force characteristics of the simulated vehicle (B102). Specifically, if the paddle shift operation or change in shift position is an upshift, the driving force characteristics (torque fluctuation profile) of the simulated vehicle during an upshift are calculated, and if the paddle shift operation or change in shift position is a downshift, the driving force characteristics (torque fluctuation profile) of the simulated vehicle during a downshift are calculated.

[0058] Furthermore, the vehicle speed and accelerator opening (A) of the electric vehicle 1 detected by various sensors. PO ) Using the engine map, the current vehicle speed and throttle opening (A PO The driving force (torque) of the simulated vehicle corresponding to (B103) is calculated. In addition, the vehicle speed and accelerator opening (A) of the electric vehicle 1 detected by various sensors are calculated. PO Based on the driving force characteristics of the simulated vehicle, the operating point of the simulated vehicle's internal combustion engine is calculated, and the engine speed n of the simulated vehicle is calculated. Eng Calculate (B104).

[0059] Furthermore, the system receives the drive mode and determines whether or not to perform simulated control (B105). The drive modes include an engine vehicle reproduction mode that controls torque fluctuations to mimic the torque fluctuations of a simulated vehicle equipped with an internal combustion engine, and a normal mode that performs control to achieve optimal vehicle behavior as an electric vehicle. The drive mode is selected by the driver or other relevant party.

[0060] The torque command value (command signal) to motor 20 is determined by the drive mode, the driving force characteristics of the simulated vehicle, the shifting characteristics of the simulated vehicle, the current vehicle speed, and the accelerator opening (A PO The driving force (torque) of the simulated vehicle corresponding to ) Eng It is generated based on the following. At this time, the driving force characteristics of the simulated vehicle may be appropriately corrected, such as by adding turbo characteristics. When the drive mode is the engine vehicle reproduction mode, when paddle shift operation or a change in shift position is detected and the shift characteristics of the simulated vehicle are calculated, the driving force characteristics of the simulated vehicle and the current vehicle speed and accelerator opening (A PO The driving force (torque) of the simulated vehicle corresponding to ) EngBased on this, a torque command value is generated so that the torque fluctuation of the electric vehicle 1 mimics the torque fluctuation of the simulated vehicle. Furthermore, the torque command value is generated so that the torque fluctuation of the electric vehicle 1 is greater than that of the simulated vehicle. On the other hand, when the drive mode is normal mode, the torque command value is generated to achieve optimal vehicle behavior as an electric vehicle. Once the torque command value is generated, the motor 20 is controlled based on the torque command value (B106). Note that the torque T is not during gear changes. EV There is no difference between the engine vehicle simulation mode and the normal mode.

[0061] The engine sound is produced at the engine speed n of the simulated vehicle. Eng Based on this, the output from speaker 30 is generated, and the engine speed n of the simulated vehicle is also output. Eng This is output to monitor 40 and displayed (B107). However, if paddle shift operation or a change in shift position is detected, the engine sound of the engine reaching the post-shift engine speed (rotational speed) is output before the torque fluctuation in the inertia phase ends.

[0062] Figure 8 is a flowchart illustrating the torque fluctuation control of this embodiment. The following controls are all repeatedly executed by the controller 10 at predetermined time intervals. The controller 10 appropriately receives information from various sensors regarding vehicle speed, accelerator opening (A) PO ), acquires information such as shift position and paddle shift operation.

[0063] When a simulated vehicle equipped with an internal combustion engine is selected by the driver or other user, and the engine vehicle reproduction mode is selected, the controller 10 starts torque fluctuation control.

[0064] In step S101, the controller 10 determines whether or not an upshift command is issued. The controller 10 determines that an upshift command is issued when the paddle shifter is operated to "+" (plus) by the driver or the like, or at the timing when the electric vehicle 1 automatically shifts to the upshift side. If an upshift command is issued, the controller 10 executes the process in step S102. On the other hand, if there is no upshift command, the controller 10 executes the process in step S107.

[0065] If an upshift command is issued, in step S102, the controller 10 acquires the torque fluctuation profile of the simulated vehicle during the upshift.

[0066] When the controller 10 obtains the torque fluctuation profile of the simulated vehicle during an upshift, in step S103, the controller 10 controls the motor 20 such that the torque fluctuation in the negative direction of the electric vehicle 1 is greater than the torque fluctuation in the negative direction of the simulated vehicle. Specifically, it generates a torque command value such that the torque fluctuation in the negative direction of the electric vehicle 1 is greater than the torque fluctuation in the negative direction in the torque fluctuation profile of the simulated vehicle, and transmits it to the motor 20. As a result, in the torque phase, the torque fluctuation in the negative direction is greater than that in the torque fluctuation profile of the simulated vehicle. The controller 10 also controls the motor 20 so that the torque fluctuation in the negative direction of the electric vehicle 1 is greater than or equal to the inter-stage ratio.

[0067] If the torque fluctuation in the negative direction in step S103 becomes larger than the torque fluctuation of the simulated vehicle, the controller 10 determines in step S104 whether the torque phase has ended. Whether the torque phase has ended is determined, for example, in the case of an automatic transmission vehicle, by the torque T of the electric vehicle 1. EVThe process can be considered complete when the torque starts to move in the positive direction, but it is not limited to this. If the torque phase has not ended, the controller 10 repeats the process in step S104 until the torque phase ends. On the other hand, if the torque phase has ended, the controller 10 executes the process in step S105.

[0068] When the torque phase ends, in step S105, the controller 10 controls the motor 20 such that the torque fluctuation in the positive direction of the electric vehicle 1 is greater than the torque fluctuation in the positive direction of the simulated vehicle. Specifically, it generates a torque command value such that the torque fluctuation in the positive direction of the electric vehicle 1 is greater than the torque fluctuation in the positive direction in the torque fluctuation profile of the simulated vehicle, and transmits it to the motor 20. As a result, in the inertia phase, the torque fluctuation in the positive direction is greater than that in the torque fluctuation profile of the simulated vehicle. The controller 10 also controls the motor 20 so that the torque fluctuation in the positive direction of the electric vehicle 1 is greater than or equal to the interstage ratio. Furthermore, as mentioned above, the controller 10 controls the motor 20 such that the magnitude of the difference between the torque fluctuation of the electric vehicle 1 and the torque fluctuation profile of the simulated vehicle is greater in the inertia phase than in the torque phase.

[0069] If the torque fluctuation in the positive direction in step S105 becomes larger than the torque fluctuation of the simulated vehicle, the controller 10 determines in step S106 whether the inertia phase has ended. Whether the inertia phase has ended can be determined, for example, by whether or not it is detected that the electric vehicle 1 is outputting driving force after shifting gears, but is not limited to this. If the inertia phase has not ended, the controller 10 repeats the process in step S105 until the inertia phase ends. On the other hand, if the inertia phase has ended, the controller 10 terminates the torque fluctuation control.

[0070] In step S101, if there is no upshift command, the controller 10 determines in step S107 whether there is a downshift command. The controller 10 determines that there is a downshift command when the paddle shifter is operated to "-" (minus) by the driver or the like, or when an automatic downshift occurs in the electric vehicle 1. If there is a downshift command, the controller 10 executes the process in step S108. On the other hand, if there is no downshift command, the controller 10 terminates torque fluctuation control because it is not a gear change.

[0071] If a downshift command is given, in step S108, the controller 10 acquires the torque fluctuation profile of the simulated vehicle during the downshift.

[0072] When the controller 10 obtains the torque fluctuation profile of the simulated vehicle during downshifting, in step S109, the controller 10 controls the motor 20 such that the torque fluctuation of the electric vehicle 1 in the positive direction is greater than the torque fluctuation of the simulated vehicle in the positive direction. Specifically, it generates a torque command value such that the torque fluctuation of the electric vehicle 1 in the positive direction is greater than the torque fluctuation of the simulated vehicle in the torque fluctuation profile, and transmits it to the motor 20. As a result, in the inertia phase, the torque fluctuation in the positive direction is greater than that of the simulated vehicle in the torque fluctuation profile.

[0073] If, in step S109, the torque fluctuation in the positive direction is made larger than the torque fluctuation of the simulated vehicle, the controller 10 determines in step S110 whether the inertia phase has ended. Whether the inertia phase has ended is determined, for example, by the torque T of the electric vehicle 1. EVHowever, the process can be considered complete when the torque returns to the torque level before the gear change after the torque fluctuation, but it is not limited to this. If the inertia phase has not ended, the controller 10 repeats the process of step S110 until the inertia phase ends. On the other hand, if the inertia phase has ended, the controller 10 executes the process of step S111.

[0074] When the inertia phase ends, in step S111, the controller 10 controls the torque T of the electric vehicle 1 if the simulated vehicle is an automatic transmission vehicle. EV However, the motor 20 is controlled so that it reaches the torque after gear shifting faster than the simulated vehicle, and so that the torque changes to a negative value faster than the simulated vehicle. If the simulated vehicle is an AMT vehicle, the controller 10 does not change the torque and maintains the torque before gear shifting.

[0075] In step S111, if the torque fluctuation in the negative direction is faster than the torque fluctuation of the simulated vehicle (AT vehicle), or if the torque before the gear shift is maintained (AMT vehicle), the controller 10 determines in step S112 whether the torque phase has ended. Whether the torque phase has ended can be determined, for example, by whether or not it is detected that the electric vehicle 1 is outputting driving force after the gear shift, but is not limited to this. If the torque phase has not ended, the controller 10 repeats the process in step S112 until the torque phase has ended. On the other hand, if the torque phase has ended, the controller 10 terminates the torque fluctuation control.

[0076] Figure 9 is a flowchart illustrating the engine noise output control during gear shifting in this embodiment. The following controls are all repeatedly executed by the controller 10 at predetermined intervals. As mentioned above, the controller 10 appropriately receives information from various sensors regarding vehicle speed, accelerator opening (A) PO ), acquires information such as shift position and paddle shift operation.

[0077] When a simulated vehicle equipped with an internal combustion engine is selected by the driver or other user, and the engine vehicle reproduction mode is selected, the controller 10 starts controlling the engine sound output during gear changes.

[0078] In step S201, the controller 10 determines whether or not an upshift command is present. The controller 10 determines that an upshift command is present when the paddle shifter is operated to "+" (plus) by the driver or the like, or at the timing when the electric vehicle 1 automatically shifts to the upshift side. If an upshift command is present, the controller 10 executes the process in step S202. On the other hand, if there is no upshift command, the controller 10 executes the process in step S207.

[0079] If an upshift command is issued, in step S202, the controller 10 acquires the torque fluctuation profile and engine speed profile of the simulated vehicle during the upshift.

[0080] When the controller 10 obtains the torque fluctuation profile and engine speed profile of the simulated vehicle during upshifting, in step S203, the controller sets the engine speed n of the electric vehicle 1 so that it reaches the engine speed after the gear change before the torque fluctuation of the electric vehicle 1 in the inertia phase ends. EV Set the engine speed n. EV The engine emits a corresponding engine sound. As a result, the engine sound corresponding to the engine speed after the gear change is emitted before the torque fluctuation of the electric vehicle 1 in the inertia phase ends.

[0081] The engine speed n set in step S203 EVWhen the controller outputs an engine sound corresponding to the gear shift, in step S204, the controller 10 determines whether the gear shift (inertia phase) has ended. Whether the inertia phase has ended can be determined, for example, by whether or not it is detected that the electric vehicle 1 is outputting driving force after the gear shift, but is not limited to this. If the inertia phase has not ended, the controller 10 repeats the process in step S204 until the inertia phase ends. On the other hand, if the inertia phase has ended, the controller 10 terminates the engine sound output control during gear shifting.

[0082] In step S201, if there is no upshift command, the controller 10 determines in step S205 whether there is a downshift command. The controller 10 determines that there is a downshift command when the paddle shifter is operated to "-" (minus) by the driver or the like, or at the timing when the electric vehicle 1 automatically shifts to the downshift side. If there is a downshift command, the controller 10 executes the process in step S206. On the other hand, if there is no downshift command, since it is not a gear change, the controller 10 terminates the engine sound output control during gear changes.

[0083] If a downshift command is given, in step S206, the controller 10 acquires the torque fluctuation profile and engine speed profile of the simulated vehicle during the downshift.

[0084] When the controller 10 obtains the torque fluctuation profile and engine speed profile of the simulated vehicle during downshifting, in step S207, the controller 10 sets the engine speed n of the electric vehicle 1 so that it reaches the engine speed after the gear change before the torque fluctuation of the electric vehicle 1 in the inertia phase ends. EV Set the engine speed n. EV The engine emits a corresponding engine sound. As a result, the engine sound corresponding to the engine speed after the gear change is emitted before the torque fluctuation of the electric vehicle 1 in the inertia phase ends.

[0085] The engine speed n set in step S207 EV When the corresponding engine sound is output, the controller 10 determines in step S208 whether the gear shift (torque phase) has ended. Whether the torque phase has ended can be determined, for example, by whether or not it is detected that the electric vehicle 1 is outputting driving force after the gear shift, but is not limited to this. If the torque phase has not ended, the controller 10 repeats the process in step S207 until the torque phase has ended. On the other hand, if the torque phase has ended, the controller 10 terminates the engine sound output control during gear shifting.

[0086] As described above, in the electric vehicle control method of this embodiment, the torque fluctuation is made larger than the torque fluctuation that occurs when the simulated vehicle shifts gears, conveying a powerful clutch operation feel. Furthermore, the engine sound of the vehicle reaching the post-shift rotational speed is output before the torque fluctuation in the inertia phase of the electric vehicle 1 ends, conveying the speed of responsiveness.

[0087] According to the electric vehicle control method of the embodiment described above, the following effects can be obtained.

[0088] In the electric vehicle control method of this embodiment, when the electric vehicle 1 shifts gears, the motor (electric motor) 20 is controlled to generate torque fluctuations that mimic the torque fluctuations that occur when a simulated vehicle powered by an internal combustion engine shifts gears, and the torque fluctuations of the electric vehicle 1 are greater than those of the simulated vehicle. As a result, a strong clutch operation feeling is transmitted when the electric vehicle 1 shifts gears, and the driver of the electric vehicle 1 can experience the power performance of a simulated vehicle powered by an internal combustion engine.

[0089] In the electric vehicle control method of this embodiment, when the electric vehicle 1 shifts gears, the speaker 30 outputs an engine sound that indicates the rotational speed (rotational velocity) of the internal combustion engine has reached the rotational speed (rotational velocity) after the gear shift, before the torque fluctuation in the inertia phase, which simulates the torque fluctuation in the inertia phase of the simulated vehicle, has finished. This conveys the speed of response, allowing the driver to experience a more sports car-like power performance.

[0090] In the electric vehicle control method of this embodiment, when the electric vehicle 1 is upshifted, the torque fluctuation is made larger than the torque fluctuation during gear changes of the simulated vehicle. The magnitude of the difference between the torque fluctuation during gear changes of the simulated vehicle and the electric vehicle is made larger in the inertia phase than in the torque phase. By thus exaggerating the torque fluctuation in the inertia phase (making the difference with the torque fluctuation of the simulated vehicle larger), the vibration in the inertia phase can be transmitted to drivers who have become accustomed to the vibration in the torque phase, and a stronger clutch operation sensation can be given to the driver.

[0091] In the electric vehicle control method of this embodiment, when the electric vehicle 1 is downshifted, the torque fluctuation in the inertia phase is made larger than that of the simulated vehicle only in the positive direction. In this way, when downshifting, the torque T is increased in the positive direction. EV By significantly changing the gear ratio, the driver can sense a powerful downshift, allowing them to experience a more sports car-like driving performance.

[0092] In the electric vehicle control method of this embodiment, when the simulated vehicle is an AT vehicle (vehicle equipped with an automatic transmission), when the electric vehicle 1 is upshifted, the torque fluctuation in the torque phase and the torque fluctuation in the inertia phase are both made larger than the torque fluctuation during gear changes of the simulated vehicle, and the torque T of the electric vehicle 1 EVThis causes the torque to fluctuate more than the inter-gear ratio. As a result, even when using an AT vehicle (vehicle equipped with an automatic transmission), which is less likely to feel torque fluctuations during gear changes compared to an AMT vehicle (vehicle equipped with an automatic transmission), the torque fluctuations can be more easily felt, and even when the simulated vehicle is an AT vehicle (vehicle equipped with an automatic transmission), a strong clutch operation feel can be given to the driver.

[0093] In the electric vehicle control method of this embodiment, when the simulated vehicle is an AMT vehicle (vehicle equipped with an automated manual transmission), the torque T is controlled when the electric vehicle 1 shifts gears. EV The torque drop-off time at which the torque becomes zero is made shorter than the torque drop-off time of the simulated vehicle. This allows for a quicker clutch operation feel, and drivers can experience the power performance of an internal combustion engine vehicle, more like a sports car.

[0094] While it is preferable to perform torque fluctuation control and engine sound output control as in this embodiment, the system is not necessarily limited to this, and torque fluctuation control alone may also be performed. That is,

[0095] Furthermore, the torque fluctuations in the torque fluctuation control described in this embodiment are merely examples and are not limited thereto. As long as the control makes the torque fluctuations of the electric vehicle 1 larger than those of the simulated vehicle, the specific way in which the torque fluctuations are controlled can be arbitrarily changed.

[0096] Although embodiments of the present invention have been described above, these embodiments only represent a part of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments. [Explanation of Symbols]

[0097] 1: Electric vehicle, 10: Controller (control device), 20: Motor (electric motor), 30: Speaker, 40: Monitor, 50: Smartphone, 100: Simulated control system

Claims

1. A control method for an electric vehicle, wherein the torque fluctuations of an electric vehicle driven by an electric motor are controlled to mimic the torque fluctuations of a simulated vehicle driven by an internal combustion engine, When the electric vehicle shifts gears, the electric motor is controlled to generate torque fluctuations that mimic the torque fluctuations that occur when the simulated vehicle shifts gears. The torque fluctuation of the electric vehicle is greater than the torque fluctuation of the simulated vehicle. A method for controlling electric vehicles.

2. A control method for an electric vehicle according to claim 1, The electric vehicle is equipped with a speaker that outputs a sound that mimics the engine sound of the simulated vehicle. When the electric vehicle shifts gears, the speaker outputs an engine sound that indicates the rotational speed of the internal combustion engine has reached the rotational speed after the gear shift, before the torque fluctuation in the inertia phase, which simulates the torque fluctuation in the inertia phase of the simulated vehicle, ends. A method for controlling electric vehicles.

3. A method for controlling an electric vehicle according to claim 1 or 2, When the electric vehicle is upshifting, if the torque fluctuation is to be greater than the torque fluctuation during gear shifting of the simulated vehicle, the magnitude of the difference between the torque fluctuation during gear shifting of the simulated vehicle and the simulated vehicle is made greater in the inertia phase than in the torque phase. A method for controlling electric vehicles.

4. A control method for an electric vehicle according to claim 3, During downshifting of the electric vehicle, the torque fluctuation in the inertia phase is greater than that of the simulated vehicle, but only in the positive direction. A method for controlling electric vehicles.

5. A control method for an electric vehicle according to claim 3, If the simulated vehicle is equipped with an automatic transmission, during the upshift of the electric vehicle, the torque fluctuation in the torque phase and the torque fluctuation in the inertia phase are both made greater than the torque fluctuation during gear changes of the simulated vehicle, and the torque of the electric vehicle is made to fluctuate by more than the inter-stage ratio. A method for controlling electric vehicles.

6. A control method for an electric vehicle according to claim 3, The torque drop-off time during gear changes in the aforementioned electric vehicle, when torque becomes zero, is made shorter than the torque drop-off time in the aforementioned simulated vehicle equipped with an automatic manual transmission. A method for controlling electric vehicles.

7. A control method for an electric vehicle according to claim 3, When the battery of the electric vehicle is fully charged, torque fluctuations during deceleration of the electric vehicle are performed not by the electric motor but by the braking system mounted on the electric vehicle. A method for controlling electric vehicles.

8. A control method for an electric vehicle according to claim 3, The torque fluctuation during gear changes of the electric vehicle is made greater than the torque fluctuation during gear changes of the simulated vehicle, but within a range that does not exceed the absolute value of the torque before gear changes. A method for controlling electric vehicles.

9. A control device for an electric vehicle that controls the torque fluctuations of an electric vehicle driven by an electric motor so that they mimic the torque fluctuations of a simulated vehicle driven by an internal combustion engine, When the electric vehicle shifts gears, the electric motor is controlled to generate torque fluctuations that mimic the torque fluctuations that occur when the simulated vehicle shifts gears. The torque fluctuation of the electric vehicle is greater than the torque fluctuation of the simulated vehicle. Control device for electric vehicles.

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