Electric vehicle

Abstract

To provide an electric vehicle which allows a driver to learn or practice optimal transmission operation based on a driving condition of a manual transmission vehicle.SOLUTION: An electric vehicle comprises a rotating electric machine which receives power supply from an inverter and outputs torque to be transmitted to a wheel and a shift device allowing a drive to select one of a plurality of modes for which torque characteristics with respect to a rotation speed of the rotating electric machine are set in stages. The driver can arbitrarily set torque characteristics.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to an electric vehicle equipped with a rotating electric machine that outputs torque transmitted to wheels.

Background Art

[0002] Patent Document 1 discloses a technique for producing a pseudo shift change in an electric vehicle driven by a drive motor. In this electric vehicle, at a predetermined timing for producing a pseudo shift change, torque fluctuation control is performed in which the torque of the drive motor is decreased by a set fluctuation amount and then increased over a predetermined time to produce a shift feeling.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The electric vehicle disclosed in Patent Document 1 does not have a clutch device or a shift device for shift operation provided in a manual transmission vehicle (hereinafter referred to as an "MT vehicle"). Therefore, in a pseudo shift change that does not involve a shift operation by the driver, there is a risk of giving a sense of discomfort to the driving feeling of a driver who operates an MT vehicle. Therefore, it is conceivable to provide a clutch device and a shift device for shift operation in an electric vehicle and perform a pseudo shift change according to the shift operation of the clutch device and the shift device by the driver.

[0005] However, in an electric vehicle simply provided with a clutch device and a shift device, unlike an actual MT vehicle, it is possible to travel even if there is an operation error during a shift operation. Therefore, there is a risk that a driver cannot learn or train the optimal shift operation of an MT vehicle according to the driving state.

[0006] The present invention has been made in view of the above problems, and an object thereof is to provide an electric vehicle that allows a driver to learn or train an optimal shifting operation of an MT vehicle according to a driving state.

Means for Solving the Problems

[0007] In order to solve the above-described problems and achieve the object, an electric vehicle according to the present invention includes a rotating electric machine that is supplied with power from an inverter and outputs torque transmitted to wheels, and a clutch device that can pseudo-switch the connection and disconnection of torque from the rotating electric machine to the wheels according to an operation by a driver, and a shift device that can select any one from a plurality of simulated gear stages by operating in a state where the clutch device is operated, and a guiding device that can guide a driver to a change destination of the gear stage or a timing of changing the gear stage by operating the clutch device and the shift device at least according to a vehicle speed.

Effects of the Invention

[0008] According to the present invention, a guiding device can guide a driver to a change destination of a gear stage or a timing of changing the gear stage at least according to a vehicle speed. Thereby, it is possible to provide an electric vehicle that allows a driver to learn or train an optimal shifting operation of an MT vehicle according to a driving state.

Brief Description of the Drawings

[0009]

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[0010] Exemplary embodiments and modifications of the present invention are disclosed below. The configurations of the embodiments and modifications shown below, as well as the actions and effects brought about by the configurations, are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments and modifications. Further, according to the present invention, it is possible to obtain at least one of various effects (including derivative effects) obtained by the configuration.

[0011] Also, the embodiments and modifications disclosed below include similar components. Therefore, in the following, the same reference numerals are given to those similar components, and redundant descriptions are omitted. In the following embodiments and modifications, when referring to numbers such as the number, quantity, amount, range, etc. of each element, the present invention is not limited to the mentioned number, unless otherwise specified or clearly specified by the principle. Also, the structures and steps described in the following embodiments are not necessarily essential to the present invention, unless otherwise specified or clearly specified by the principle.

[0012] [Embodiment] FIG. 1 is an exemplary and schematic configuration diagram of an electric vehicle 10 according to an embodiment. As shown in FIG. 1, the electric vehicle 10 includes a rotating electric machine 2 as a drive source. The rotating electric machine 2 is, for example, a three-phase AC motor. An output shaft 3 of the rotating electric machine 2 is connected to one end of a propeller shaft 5 via a gear mechanism 4. The other end of the propeller shaft 5 is connected to a drive shaft 7 in front of the vehicle via a differential gear 6. The electric vehicle 10 includes drive wheels 8 as front wheels and driven wheels 12 as rear wheels. The drive wheels 8 are respectively provided at both ends of the drive shaft 7. A rotation speed sensor 40 for detecting a shaft rotation speed Np is disposed on the propeller shaft 5.

[0013] The electric vehicle 10 includes a battery 14 and an inverter 16. The battery 14 stores electric energy used to drive the rotating electric machine 2. The inverter 16 converts, for example, a direct current stored in the battery 14 into a three-phase alternating current by performing pulse width modulation processing (PWM). The inverter 16 also has a function of controlling the drive torque of the rotating electric machine 2 based on a target drive torque input from an ECU (Electronic Control Unit) 50 described later.

[0014] The electric vehicle 10 includes an accelerator pedal 22 for inputting an acceleration request and a brake pedal 24 for inputting a braking request as operation request input devices for a driver to input an operation request for the electric vehicle 10. An accelerator position sensor 32 for detecting an accelerator opening Pap (%) is provided on the accelerator pedal 22. A brake position sensor 34 for detecting a pedal depression amount is provided on the brake pedal 24. Signals detected by the accelerator position sensor 32 and the brake position sensor 34 are respectively output to the ECU 50 described later.

[0015] The electric vehicle 10 further includes a shift lever 26 and a clutch pedal 28 as operation request input devices. The shift lever 26 is an example of a shift device, and the clutch pedal 28 is an example of a clutch device. However, since the electric vehicle 10 of this embodiment is a vehicle driven by a rotating electric machine 2 and does not include an engine, it does not include a transmission and a clutch mechanism provided in an MT vehicle. Therefore, the shift lever 26 and the clutch pedal 28 are given the following functions instead of the function of mechanically operating an actual transmission and clutch mechanism.

[0016] The shift lever 26 functions as a shift device for a driver to select one mode from a plurality of modes in which the torque characteristics with respect to the rotational speed of the rotating electric machine 2 are defined stepwise. The plurality of modes here are shift modes that simulate the gear stages of an MT vehicle, for example, a plurality of gear stages that are pseudo-replicated, including first to sixth speeds as forward gears, reverse as a reverse gear, and each mode corresponding to neutral. The torque characteristics of each mode are preset to torque characteristics that simulate the gear stages of an MT vehicle. However, since these modes are merely a pseudo-replication of the gear stages of an MT vehicle, there are no restrictions on the torque characteristics for corresponding to an actual fixed gear ratio. That is, the torque characteristics of each of the plurality of modes can be freely preset as long as they are within the output range of the rotating electric machine 2.

[0017] The shift lever 26 has a structure that simulates the shift lever provided in an MT vehicle. The arrangement and operation feeling of the shift lever 26 are equivalent to those of an actual MT vehicle. The shift lever 26 is provided with each position corresponding to a plurality of modes with different torque characteristics. The shift lever 26 is provided with a shift position sensor 36 that detects a shift position Gp representing the position of the mode. The signal detected by the shift position sensor 36 is output to an ECU 50 described later.

[0018] The clutch pedal 28 functions as a clutch device having a structure that simulates the clutch pedal of an MT vehicle. The clutch pedal 28 is operated by the driver and can pseudo-switch the connection and disconnection of torque from the rotating electric machine 2 to the drive wheels 8. The clutch pedal 28 is depressed when the driver operates the shift lever 26. The arrangement and operating feel of the clutch pedal 28 are equivalent to those of an actual MT vehicle. The clutch pedal 28 is provided with a clutch position sensor 38 for detecting the clutch pedal depression amount Pc (%) which is the operation amount of the clutch pedal 28. The signal detected by the clutch position sensor 38 is output to the ECU 50 described later.

[0019] The rotating electric machine 2 of the electric vehicle 10 is controlled by the ECU 50. The ECU 50 is an example of a control device. The processing circuit of the ECU 50 includes at least an input / output interface 52, at least one memory 54, and at least one CPU (Central Processing Unit) 56. The input / output interface 52 is provided for taking in sensor signals from various sensors attached to the electric vehicle 10 and outputting operation signals to various actuators provided in the electric vehicle 10. The sensors from which the ECU 50 takes in signals include various sensors required for controlling the electric vehicle 10 in addition to the various sensors described above. The actuators to which the ECU 50 outputs operation signals include various actuators such as the rotating electric machine 2 described above. The memory 54 stores various control programs, the latest shift position Gp, maps, etc. for controlling the electric vehicle 10. The CPU (processor) 56 reads out control programs and the like from the memory and executes them, generating operation signals based on the taken-in sensor signals.

[0020] Note that each function of the ECU 50 is realized by software, firmware, or a combination of software and firmware. Further, when the processing circuit of the ECU 50 includes at least one dedicated hardware, the processing circuit is, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. The functions of each part of the ECU 50 may be realized by the processing circuit respectively. Also, the functions of each part of the ECU 50 may be realized by the processing circuit collectively. Further, for each function of the ECU 50, a part may be realized by dedicated hardware and the other part may be realized by software or firmware. Thus, the processing circuit realizes each function of the ECU 50 by hardware, software, firmware, or a combination thereof.

[0021] The control of the electric vehicle 10 performed by the ECU 50 includes torque control for controlling the torque transmitted to the drive wheels 8. In the torque control here, the drive torque Tp of the rotary electric machine 2 transmitted to the propeller shaft 5 is controlled so that it becomes the required drive torque Tpreq of the rotary electric machine 2. That is, the ECU 50 functions as a torque control unit provided in the electric vehicle 10.

[0022] Here, in the torque control of the rotary electric machine 2, the ECU 50 performs an assumed calculation in which the running state of the electric vehicle 10 is realized by an MT vehicle equipped with a virtual engine and a transmission. Then, the ECU 50 calculates the transmission output torque Tgout output from the transmission, and uses the calculated transmission output torque Tgout as the required drive torque Tpreq of the rotary electric machine 2. In the following description, the engine virtually mounted on the electric vehicle 10 is denoted as "virtual engine", the engine output torque of the virtual engine is denoted as "virtual engine output torque Teout", and the rotational speed of the virtual engine is denoted as "virtual engine rotational speed Ne".

[0023] FIG. 2 is a diagram showing the functional blocks of ECU 50 related to the torque control of the rotating electric machine 2. As shown in FIG. 2, ECU 50 has a torque control unit 520 as a functional block related to the torque control of the rotating electric machine 2. The torque control unit 520 includes, for example, a virtual engine speed calculation unit 500, a virtual engine output torque calculation unit 502, a torque transmission gain calculation unit 504, a clutch output torque calculation unit 506, a gear ratio calculation unit 508, and a transmission output torque calculation unit 510. Each functional block will be described in detail below.

[0024] During the running of the electric vehicle 10, ECU 50 dynamically calculates the virtual engine speed Ne based on the driving state. For example, ECU 50 calculates the virtual engine speed Ne during running from the following equation (1) using the shaft rotation speed Np of the propeller shaft 5, the gear ratio r corresponding to the shift position Gp, and the slip ratio slip of the clutch mechanism calculated from the clutch pedal depression amount Pc, etc.

[0025] Ne = Np × (1 / r) × slip ···(1)

[0026] It can be assumed that among the energy output from the engine, the kinetic energy not used for torque transmission to the propeller shaft 5 is used for the increase in the virtual engine speed Ne. Therefore, the virtual engine speed Ne may also be dynamically calculated by a method based on the equation of motion based on kinetic energy.

[0027] Also, during the idling of an MT vehicle, idle speed control (ISC control) for maintaining the engine speed at a constant speed is performed. Therefore, when the shaft rotation speed Np is 0 (zero) and the accelerator opening Pap is 0%, ECU 50 assumes that the virtual engine is idling and outputs the virtual engine speed Ne as a predetermined idling speed (for example, 1000 rpm). The calculated virtual engine speed Ne is output to the virtual engine output torque calculation unit 502.

[0028] The virtual engine output torque calculation unit 502 is a functional block that executes a process of calculating the virtual engine output torque Teout. The accelerator opening Pap and the virtual engine rotational speed Ne are input to the virtual engine output torque calculation unit 502. The memory 54 of the ECU 50 stores a map in which the virtual engine output torque Teout with respect to the virtual engine rotational speed Ne is defined for each accelerator opening Pap.

[0029] FIG. 3 is a diagram showing a calculation map of the virtual engine output torque Teout. In the virtual engine output torque calculation unit 502, the virtual engine output torque Teout corresponding to the input accelerator opening Pap and the virtual engine rotational speed Ne is calculated using the map shown in FIG. 3. The calculated virtual engine output torque Teout is output to the clutch output torque calculation unit 506.

[0030] The torque transmission gain calculation unit 504 is a functional block that executes a process of calculating the torque transmission gain k. The torque transmission gain k is a gain for calculating the degree of torque transmission according to the depression amount of the clutch of the virtual engine. The clutch pedal depression amount Pc is input to the torque transmission gain calculation unit 504. The memory 54 of the ECU 50 stores a map in which the torque transmission gain k with respect to the clutch pedal depression amount Pc is defined.

[0031] Figure 4 is a diagram showing a calculation map of the torque transmission gain k. As shown in Figure 4, the torque transmission gain k is 1 when the clutch pedal depression amount Pc is in the range from pc0 to pc1. When the clutch pedal depression amount Pc is in the range from Pc1 to Pc2, the torque transmission gain k gradually decreases toward 0 as the clutch pedal depression amount Pc increases. When the clutch pedal depression amount Pc is in the range from Pc2 to Pc3, it is defined to be 0. Here, Pc0 corresponds to the position where the clutch pedal depression amount Pc is 0%, Pc1 corresponds to the position of the play limit when depressing from Pc0, Pc3 corresponds to the position where the clutch pedal depression amount Pc is 100%, and Pc2 corresponds to the position of the play limit when returning from Pc3. In the torque transmission gain calculation unit 504, using the map shown in Figure 4, the torque transmission gain k corresponding to the input clutch pedal depression amount Pc is calculated. The calculated torque transmission gain k is output to the clutch output torque calculation unit 506.

[0032] Note that the change in the torque transmission gain k with respect to the increase in the clutch pedal depression amount Pc shown in Figure 4 is not limited to its change curve as long as it is a general monotonic decrease (non-increasing) toward 0. For example, the change in the torque transmission gain k in the range from Pc1 to Pc2 is not limited to a linear monotonic decrease, and may be a monotonic decrease curve that is convex upward or a monotonic decrease curve that is convex downward.

[0033] The clutch output torque calculation unit 506 is a functional block that executes a process of calculating the clutch output torque Tcout. The clutch output torque Tcout is the torque output from the clutch mechanism connected to the virtual engine. The virtual engine output torque Teout and the torque transmission gain k are input to the torque transmission gain calculation unit 504. In the clutch output torque calculation unit 506, the clutch output torque Tcout is calculated using the following formula (2) that multiplies the virtual engine output torque Teout by the torque transmission gain k. The calculated clutch output torque Tcout is output to the transmission output torque calculation unit 510.

[0034] Tcout = Teout × k ···(2)

[0035] Note that an actual clutch mechanism often includes damping devices such as springs and dampers. Therefore, the clutch output torque Tcout may be calculated by taking into account the respective characteristics to calculate the dynamic transmission torque.

[0036] The gear ratio calculation unit 508 is a functional block that executes a process of calculating the gear ratio r. The gear ratio r is the torque characteristic of the rotary electric machine 2 corresponding to a plurality of modes, and is an analog of the gear ratio of the transmission. The shift position Gp is input to the gear ratio calculation unit 508. The memory 54 of the ECU 50 stores a map in which the gear ratio r for the shift position Gp is defined.

[0037] FIG. 5 is a diagram showing a calculation map of the gear ratio r. As shown in FIG. 5, the gear ratio r is defined such that the gear ratio r decreases as the shift position Gp is in the high gear. In the gear ratio calculation unit 508, the gear ratio corresponding to the input shift position Gp is calculated using the map shown in FIG. 5. The calculated gear ratio r is output to the transmission output torque calculation unit 510.

[0038] The transmission output torque calculation unit 510 is a functional block that executes a process of calculating the transmission output torque Tgout. The transmission output torque Tgout is the torque output from the transmission. The clutch output torque Tcout and the gear ratio r are input to the transmission output torque calculation unit 510. In the transmission output torque calculation unit 510, the transmission output torque Tgout is calculated using the following equation (3) that multiplies the clutch output torque Tcout by the gear ratio r.

[0039] Tgout = Tcout × r ···(3)

[0040] In torque control, the ECU 50 sequentially executes the processes in the virtual engine output torque calculation unit 502, the torque transmission gain calculation unit 504, the clutch output torque calculation unit 506, the gear ratio calculation unit 508, and the transmission output torque calculation unit 510. The calculated transmission output torque Tgout is output to the inverter 16 as the required drive torque Tpreq of the rotating electrical machine 2. In the inverter 16, the command value to the rotating electrical machine 2 is controlled so that the drive torque Tp of the rotating electrical machine 2 approaches the calculated required drive torque Tpreq of the rotating electrical machine 2. In torque control, such processing is repeatedly executed at a predetermined control cycle, whereby the drive torque Tp of the rotating electrical machine 2 is controlled to the required drive torque Tpreq of the rotating electrical machine 2.

[0041] FIG. 6 is an operation flowchart showing the procedure of a pseudo manual shift operation executed by the driver. The driver of the electric vehicle 10 performs a manual shift operation at an arbitrary timing during driving. As shown in FIG. 6, when the driver of the electric vehicle 10 in the present embodiment performs a pseudo manual shift operation, the driver first depresses the clutch pedal 28 (step S100). When the clutch pedal depression amount Pc exceeds Pc1, the clutch output torque Tcout changes toward 0 as the clutch pedal depression amount Pc increases. Then, when the clutch pedal depression amount Pc exceeds Pc2, the clutch output torque Tcout becomes 0. According to such a depression operation of the clutch pedal 28, since the drive torque Tp of the rotating electrical machine 2 changes toward 0 corresponding to the depression operation of the clutch pedal 28, the driver can experience the feeling of torque loss when depressing the clutch pedal of an MT vehicle.

[0042] Next, the driver operates the shift lever 26 while depressing the clutch pedal 28 (step S102). Here, for example, the mode of the shift lever 26 is operated from the first gear to the second gear. According to such an operation of the shift lever 26 accompanied by the depression of the clutch pedal 28, the driver can obtain a feeling similar to the manual shift operation of an MT vehicle.

[0043] Next, the driver returns the clutch pedal 28 (step S104). When the depression amount Pc of the clutch pedal is less than Pc2, as the depression amount Pc of the clutch pedal decreases, the clutch output torque Tcout changes toward the virtual engine output torque Teout. Then, when the depression amount Pc of the clutch pedal is less than Pc1, the clutch output torque Tcout becomes the virtual engine output torque Teout. According to such an operation of returning the clutch pedal 28, the drive torque Tp of the rotating electrical machine 2 changes toward the drive torque Tp of the rotating electrical machine 2 in which the current mode is reflected in response to the operation of returning the clutch pedal 28. Therefore, the driver can experience the feeling that the torque is connected when returning the clutch pedal of the MT vehicle.

[0044] Thus, according to the electric vehicle 10 of the present embodiment, since the torque changes according to the operation of the clutch pedal 28, the driver can pseudo-experience the unique behavior of the MT vehicle by the manual shifting operation.

[0045] Also, in the present embodiment, the ECU 50 has an acquisition unit 512, an estimation unit 514, and an output control unit 516 as functional blocks related to a pseudo-shift change by the driver, as shown in FIG. 2. Hereinafter, each functional block will be described in detail.

[0046] The acquisition unit 512 is a functional block that acquires data (information) according to the driving state of the electric vehicle 10. Input to the acquisition unit 512 are, for example, the vehicle speed, the depression amounts of the accelerator pedal 22, the brake pedal 24, and the clutch pedal 28, the gear stage (shift position Gp) selected by the operation of the shift lever 26, the planned route of the vehicle searched by the car navigation, and the like.

[0047] The estimation unit 514 is a functional block that estimates the shifting operations of the clutch pedal 28 and the shift lever 26 according to the driving state of the electric vehicle 10, based on, for example, a comparison between the data (information) acquired by the above-described acquisition unit 512 and a database of data serving as a model (template) of shifting operations pre-stored in the ECU 50. The database is constituted by, for example, table data indicating the relationship between the data acquired by the acquisition unit 512 and the destination of gear stage change and the timing of gear stage change that are optimal.

[0048] Based on the comparison of the above-described data, the estimation unit 514 can estimate the destination of gear stage change according to the driving state (vehicle speed) of the electric vehicle, or can estimate the timing of gear stage change according to the driving state (vehicle speed, planned route, etc.) of the electric vehicle. Note that the shifting operation estimated by the estimation unit 514 is not limited to the destination of gear stage change (selection destination) or the timing of gear stage change (selection).

[0049] The output control unit 516 controls the speaker 60, the indicator 62, etc. based on the estimation result of the estimation unit 514. In the present embodiment, the speaker 60 is configured to be able to guide the driver to the destination of gear stage change and the timing of gear stage change by voice guidance or the like during a pseudo shift change by the driver. The speaker 60 is an example of a guiding device.

[0050] The indicator 62 is, for example, a shift indicator or the like. In the present embodiment, the indicator 62 is configured to be able to guide the driver to the destination of gear stage change and the timing of gear stage change by indicating an upshift or a downshift with an arrow or the like, or by displaying the destination gear stage during a pseudo shift change by the driver. The indicator 62 is an example of a guiding device. Note that the guiding device is not limited to this example, and may be, for example, a display device or the like.

[0051] As described above, in this embodiment, the electric vehicle 10 includes a clutch pedal 28 (clutch device) that can pseudo-switch the connection and disconnection of torque from the rotating electric machine 2 to the drive wheels 8 (wheels) according to an operation by the driver, and an operation when the clutch pedal 28 is being operated. A shift lever 26 (shift device) that can select any one of a plurality of pseudo-reproduced gear stages, and a speaker 60 and an indicator 62 (guidance device) that can guide the driver to the gear stage change destination or the gear stage change timing by operating the clutch pedal 28 and the shift lever 26 at least according to the vehicle speed.

[0052] According to such a configuration, for example, at least one of the speaker 60 and the indicator 62 can guide the driver to the gear stage change destination or the gear stage change timing at least according to the vehicle speed. Thereby, it is possible to provide an electric vehicle 10 that allows the driver to learn or train the optimal shifting operation of an MT vehicle according to the driving state.

[0053] The electric vehicle 10 of the embodiment may adopt a modified aspect as follows. Although several modification examples will be described below, these modification examples may also have a structure combined as appropriate.

[0054] [Modification Example 1] The electric vehicle 10 may be configured to be switchable between an MT driving mode in which driving is performed with a pseudo-manual shifting operation and an EV driving mode in which general EV driving without a pseudo-manual shifting operation is performed. In this case, the electric vehicle 10 only needs to be provided with a configuration for switching between the MT driving mode and the EV driving mode by a switch or the like.

[0055] Also, when the electric vehicle 10 has an automatic driving function for autonomous driving to the destination, in addition to the MT driving mode and the EV driving mode, it may further have an autonomous driving mode for autonomous driving. According to such a configuration for switching driving modes, it is possible to switch the driving mode according to the purpose of use. For example, when the electric vehicle 10 is used by three people, namely, father, mother, and child, the MT driving mode can be selected when the father is driving, the EV driving mode can be selected when the mother is driving, and the autonomous driving mode can be selected when the child is driving, etc., so that it is possible to cope with various usage forms.

[0056] [Modification Example 2] In an MT vehicle, the gear stage cannot be changed unless the clutch pedal is depressed. Therefore, in the electric vehicle 10 of this modification example, in order to approximate the actual operation feeling of an MT vehicle, the operation of selecting a mode by operating the shift lever 26 may be configured to be permitted only when the driver depresses the clutch pedal 28. Such a configuration may be, for example, a configuration in which the ECU 50 permits writing only the shift position Gp input when the clutch pedal depression amount Pc is greater than a predetermined depression amount Pcth into the memory 54 as the latest shift position.

[0057] Note that in an MT vehicle, it is usually possible to change the mode to the neutral position without depressing the clutch pedal. Therefore, in the electric vehicle 10 of this modification example, similar to an MT vehicle, the change of the mode to the neutral position may be configured to be permitted regardless of whether the clutch pedal 28 is depressed. Thereby, it is possible to further approximate the operation feeling of the manual shifting operation of an MT vehicle.

[0058] [Modification Example 3] In the electric vehicle 10, within the output range of the rotating electric machine 2, the torque characteristics can be freely set. Therefore, in the electric vehicle 10 of this modification example, a plurality of preset patterns of torque characteristics corresponding to a plurality of modes may be provided, and a configuration may be adopted in which the driver can select a preferred preset pattern from these preset patterns.

[0059] FIG. 7 is a diagram illustrating torque characteristics of the rotating electric machine 2 corresponding to a plurality of modes. In this figure, a first preset pattern of torque characteristics and a second preset pattern of torque characteristics set at a cross ratio higher than the first preset pattern are illustrated. In the memory 54 of the ECU 50, a gear ratio calculation map corresponding to the first preset pattern and a gear ratio calculation map corresponding to the second preset pattern are stored respectively. The driver operates a mode change switch in the vehicle to select a desired pattern. The pattern selection result is output to the ECU 50. Note that the number of preset patterns of torque characteristics and the content of the patterns are not limited.

[0060] In addition to the shift position Gp, the pattern selection result is input to the gear ratio calculation unit 508. The gear ratio calculation unit 508 calculates a gear ratio corresponding to the input shift position Gp using a gear ratio calculation map corresponding to the pattern selection result. According to such a configuration, the driver can select a pattern of torque characteristics according to his / her mood on that day. Thereby, it becomes possible to realize a driving feeling according to the driver's mood.

[0061] [Modification Example 4] The torque characteristics corresponding to a plurality of modes may be configured to be arbitrarily set by the driver. In the following description, the process of setting torque characteristics by the driver is referred to as "torque characteristic setting process", and the pattern of torque characteristics to be set is referred to as "user preset pattern".

[0062] FIG. 8 is a block diagram showing the configuration and functions related to the torque characteristic setting process. As shown in FIG. 8, the user preset pattern can be set using, for example, the touch panel 70. The touch panel 70 includes an input device 72 that receives contact operations on the display as input information, and an output device 74 that displays output information on the display. The ECU 50 includes a torque characteristic setting unit 518 as a functional block that executes the torque characteristic setting process. The torque characteristic setting unit 518 sets a user preset pattern based on the input information input by the driver from the input device 72, and outputs the result to the output device 74.

[0063] FIG. 9 is a diagram showing an example of the torque characteristic setting process using the touch panel 70. In the torque characteristic setting process, the torque characteristic setting unit 518 causes the output device 74 of the touch panel 70 to display a base pattern of a torque characteristic curve as shown in FIG. 9. The base pattern may be configured such that the driver selects from the stored preset patterns, or the torque characteristic setting unit 518 may display an arbitrary base pattern.

[0064] When the driver performs an operation such as touch-and-drag on the torque curve of the base pattern displayed on the touch panel 70, the information is input to the torque characteristic setting unit 518 as input information. The torque characteristic setting unit 518 deforms the torque curve in the direction in which the driver dragged based on the input information. The torque characteristic setting unit 518 causes the output device 74 to display the deformed torque curve. FIG. 9 illustrates the case where the driver changes the high rotation region of the sixth gear in the direction in which the rotational electric machine driving force increases. According to such a torque characteristic setting process, the driver can set an arbitrary user preset pattern according to their preference.

[0065] In the above-described modification example, an example where the driver deforms the base pattern into an arbitrary pattern has been described. However, a configuration may be adopted in which the driver sets a pattern from scratch using the input device 72 of the touch panel 70. Further, the input device 72 is not limited to the touch panel 70, and other input means such as input by buttons or voice input may be used.

[0066] [Modification Example 5] It may be possible to further enhance the feeling of driving an MT vehicle equipped with an engine by adding engine sound. Such a configuration may be, for example, a configuration in which the ECU 50 generates engine sound corresponding to the virtual engine rotational speed Ne and outputs it from the speaker 60. Note that the engine sound may be configured such that the driver can select a preferred engine sound from among a plurality of types corresponding to, for example, the engine type. In this case, the ECU 50 may generate an engine sound imitating the sound of the selected engine type based on the engine type (for example, V8) selected by the driver and the virtual engine rotational speed Ne. According to such a configuration, various usage methods such as allowing the driver to enjoy the V8 sound while driving the electric vehicle 10 become possible. Further, since the engine sound is generated according to the virtual engine rotational speed Ne, it is also possible to reproduce the engine sound in situations such as engine revving or semi-clutch in an MT vehicle.

[0067] [Modification Example 6] The electric vehicle 10 may be configured not only as a four-wheel MT vehicle but also as a two-wheel MT vehicle. A general two-wheel MT vehicle is provided with a clutch lever operated by hand and a shift pedal operated by foot. Therefore, in the case of a two-wheel vehicle as the electric vehicle 10, the function of the shift device may be provided to the shift pedal instead of the shift lever 26 of the four-wheel vehicle, and the function of the clutch device may be provided to the clutch lever instead of the clutch pedal 28 of the four-wheel vehicle. This makes it possible to pseudo-reproduce the manual shifting operation of an MT vehicle in an electric two-wheel vehicle.

[0068] The above-described embodiments and modifications of the present invention have been illustrated. However, the above embodiments and modifications are merely examples and are not intended to limit the scope of the invention. The above embodiments and modifications can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the gist of the invention. Also, each configuration, shape, etc. of the specifications (structure, type, direction, form, size, length, width, thickness, height, number, arrangement, position, material, etc.) can be appropriately changed and implemented.

Explanation of Reference Numerals

[0069] 2... Rotating electrical machine 8... Driving wheel (wheel) 10... Electric vehicle 16... Inverter 26... Shift lever (shift device) 28... Clutch pedal (clutch device) 50... ECU (control device) 60... Speaker (guidance device) 62... Indicator (guidance device)

Claims

[Claim 1] a rotating electric machine that receives power from the inverter and outputs torque to be transmitted to wheels; a shift device for allowing a driver to select one mode from a plurality of modes in which torque characteristics with respect to the rotation speed of the rotating electric machine are specified in a stepwise manner; a torque characteristic setting unit that sets a preset pattern of the torque characteristics based on input information input by a driver and outputs the set information; Equipped with The torque characteristic setting unit acquires, as the input information, information on an operation performed by a driver with respect to a torque curve displayed on a display device, The plurality of modes are set such that the upper limit rotation speed of the rotating electric machine increases as the simulated gear stage selectable by the shift device increases.

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