Control device for electric vehicles

Abstract

To provide a control device for electric vehicles that allows a driver to experience the same sense of control as in conventional vehicles equipped with automatic transmissions, without compromising quietness that is inherent in electric vehicles, in an appropriate and realistic manner.SOLUTION: In a control device for electric vehicles that uses a motor as a driving source, required driving torque is set in multiple stepped ranges with different torque characteristics for motor revolution (or vehicle speed); motor output torque is controlled based on the required driving torque set for the selected range by automatic control; and pseudo automatic transmission is executed, and if a pseudo AT mode in which pseudo engine sound is added is set, the pseudo engine sound is continued until the pseudo AT mode is canceled and a shift position is set to a D position afterwards (step S103, S104).SELECTED DRAWING: Figure 15

Description

Technical Field

[0001] This invention relates to a control device for an electric vehicle having a motor as a driving power source.

Background Art

[0002] Patent Document 1 describes an electric vehicle having a motor as a driving power source. The electric vehicle described in this Patent Document 1 includes a paddle switch and a shifter (such as a shift lever) electrically connected to an ECU (control device). The ECU controls the output torque of the motor according to the opening degree (operation amount) of the accelerator pedal using a plurality of torque maps that define the relationship between the opening degree of the accelerator pedal and the output torque of the motor. At the same time, the ECU selectively changes the torque map used for the output torque control of the motor based on the operation of the paddle switch or the shifter by the driver. When the torque map is changed, the output torque characteristics of the motor change. As a result, the driving force of the electric vehicle generated by the output torque of the motor changes stepwise. That is, the shifting by a virtual multi-stage transmission is pseudo-replicated.

[0003] Furthermore, Patent Document 2 describes an electric vehicle (electric vehicle) aimed at simulating the gear shifting operation of a conventional vehicle equipped with a manual transmission (MT vehicle). The electric vehicle described in Patent Document 2 is equipped with a shift device and a clutch device operated by the driver. The shift device and clutch device are simulated devices assumed to be installed in an MT vehicle, and the clutch device is operated in conjunction with the driver's operation of the shift device. In addition, the electric vehicle described in Patent Document 2 is equipped with a torque control unit that controls the output torque of the motor that is the driving force source. The torque control unit controls the output torque of the motor according to the amount the clutch device is operated. At the same time, the shift device is configured to select one range from a plurality of ranges (or modes) in which the torque characteristics with respect to the rotational speed of the motor differ in stages, and the torque control unit controls the output torque of the motor according to the range selected by the shift device. Furthermore, in the electric vehicle described in Patent Document 2, a virtual engine sound (simulated engine sound) corresponding to the operation of the simulated shift device and clutch device described above is added. The torque control unit assumes that the engine's output torque is generating the driving force for the electric vehicle, and calculates the engine's rotational speed (virtual engine speed) in that case. Then, it generates a simulated engine sound according to the calculated virtual engine speed. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-12205 [Patent Document 2] Patent No. 6787507 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] The motors installed in electric vehicles as a power source can output large torque from the moment of starting and from low-speed driving. For this reason, there are electric vehicles that do not have a transmission to amplify the driving torque. The electric vehicles described in the above patent documents do not have an actual transmission, but they are equipped with a shift device and shift switch similar to those in conventional vehicles. In addition, multiple torque maps or modes with different torque characteristics of the motor are set. The electric vehicles described in the above patent documents are configured to allow switching between such multiple torque maps or ranges, thereby simulating the presence of a transmission similar to that of conventional vehicles. According to the electric vehicle described in Patent Document 1, the driver can experience the feeling of automatic shifting, where the driving force changes in steps, similar to conventional vehicles equipped with a multi-speed automatic transmission. It is also possible to experience the feeling of manual shifting (sequential shifting) using paddle switches or a shift lever. Furthermore, as described in Patent Document 2, by adding a simulated engine sound corresponding to the shifting operation, the driver can experience a driving sensation even closer to that of an actual engine vehicle.

[0006] On the other hand, when electric vehicles are driven solely by the output torque of the motor, they offer the advantage of seamless and smooth control of the driving force, taking advantage of the motor's characteristics, and also have the advantage of being quieter than conventional engine vehicles, with less noise and vibration. In order to maintain these advantages, the simulated engine sound described above is unnecessary during normal operation of an electric vehicle. Therefore, when providing a virtual automatic transmission and a simulated manual shifting function that assumes such a virtual automatic transmission, it is preferable to distinguish between a normal driving mode that does not assume a virtual automatic transmission and a driving mode that performs a simulated manual shifting assuming a virtual automatic transmission, and to configure the system to add the simulated engine sound described above to each mode. For example, in the D (Drive) position, which is the normal driving mode, the simulated engine sound described above is not added. In contrast, the simulated engine sound and simulated operation sounds associated with shifting are added only to the shift position that sets a driving mode that performs step-like automatic shifting (let's call it AT mode) and the shift position that sets a driving mode that performs manual shifting using a shift lever or paddle switch (let's call it M mode). By configuring it in this way, without compromising the quietness during normal driving, it is possible to add simulated engine sounds and operation sounds that correspond to automatic and manual gear changes, simulating a virtual automatic transmission, allowing the driver to experience a driving sensation similar to that of a conventional engine vehicle equipped with an automatic transmission.

[0007] However, if the system is configured to add simulated engine sounds and simulated operation sounds only to AT mode and M mode as described above, the simulated engine sounds and simulated operation sounds will suddenly disappear when the driver switches from AT mode or M mode to other shift positions (driving modes). As a result, this may cause discomfort to drivers who are driving with the same feeling as conventional automatic transmissions or manual shifting. For example, when a driver is operating the electric vehicle in AT mode or M mode and stops and parks the vehicle, the simulated engine sounds and simulated operation sounds will disappear the moment the driver switches the shift position from AT mode or M mode to the R (reverse) shift position or P (parking) shift position. Furthermore, because the simulated engine sounds disappear, it will also become impossible to reproduce the so-called racing operation (virtual engine revving) where the virtual engine speed is increased by pressing the accelerator pedal in the P position or N (neutral) position.

[0008] Thus, there was still room for improvement in creating an electric vehicle that could provide drivers with the same driving feel as conventional vehicles equipped with automatic transmissions, without compromising the inherent quietness of electric vehicles.

[0009] This invention was conceived in response to the above-mentioned technical problems, and aims to provide a control device for electric vehicles that can appropriately and realistically allow the driver to experience a driving sensation similar to that of a conventional vehicle equipped with an automatic transmission, without compromising the inherent quietness of electric vehicles. [Means for solving the problem]

[0010] To achieve the above objective, this invention provides a control device for an electric vehicle equipped with at least a motor as a driving force source, which controls the motor based on a control target value set in accordance with the required driving force, comprising: a selection device manually operated by the driver; a first sound source that generates motor noise when the motor is operating; a second sound source that generates simulated driving noise according to the driving state of the electric vehicle; and a controller that controls the electric vehicle, wherein the selection device sets at least one of the following as the driving mode of the electric vehicle: a drive position that drives the electric vehicle forward with the output of the motor; a reverse position that drives the electric vehicle in reverse; a parking position that maintains the stopped state of the electric vehicle; and a neutral position that disconnects power transmission between the driving force source and the drive wheels. The controller is characterized in that it is possible to select between a mode that performs automatic shifting and a mode that performs simulated automatic shifting that mimics an existing vehicle equipped with an automatic transmission, by manual operation, and when the drive position is set, the controller generates or adds the motor sound, and maintains the state of generating or adding the motor sound when the vehicle moves from the drive position to any of the reverse position, the parking position, or the neutral position, and when the mode that performs simulated automatic shifting is set, the controller adds the simulated driving sound, and maintains the state of adding the simulated driving sound when the vehicle moves from the mode that performs simulated automatic shifting to any of the reverse position, the parking position, or the neutral position.

[0011] Furthermore, the selection device in this invention includes, as the driving mode, a first mode in which the drive position is set and the motor sound is generated or added; a second mode in which one of the reverse position, the parking position, and the neutral position is set; a third mode in which one of the control target values ​​set in a plurality of ranges with progressively different torque characteristics with respect to the rotational speed of the motor is selected by manual operation, the output torque is controlled based on the selected control target value, and the simulated driving sound is added; a fourth mode in which one of the control target values ​​set in a plurality of ranges is selected by automatic control, the output torque is controlled based on the selected control target value, and the state in which the simulated driving sound is added is maintained; and a fifth mode in which the simulated automatic gear shifting is performed, in which one of the control target values ​​set in a plurality of ranges is selected by automatic control, the output torque is controlled based on the selected control target value, and the simulated driving sound is added. It is possible to selectively set the driving modes, and by manual operation, one of the driving modes is selected, and the controller includes a shift device that selects one of the multiple ranges when the third mode or the fourth mode is selected, and when the fifth mode is selected by the shift device, the controller performs a pseudo-automatic shift control as automatic control, which sets one of the multiple ranges or continuously changes the range based on the vehicle speed and the requested driving force, and controls the output torque based on the control target value set in accordance with any of the driving modes and ranges selected by the shift device, or the control target value set in accordance with the range selected or changed by the pseudo-automatic shift control, and when the driving mode is set to the third mode, the third mode is canceled by transitioning from the third mode to the first mode or the fourth mode, and when the driving mode is set to the fourth mode, the fourth mode is canceled by transitioning from the fourth mode to the third mode,If the driving mode is set to the fifth mode, the system may be configured to deactivate the fifth mode by transitioning from the fifth mode to the third mode or the fourth mode.

[0012] Furthermore, the shift device in this invention may be configured to allow at least a first operation for normal use and a second operation for special use that differs in operation content and feel from the first operation, and to perform transitions between the first mode and the second mode, between the first mode and the third mode, between the second mode and the fifth mode, from the third mode to the second mode, from the fourth mode to the first mode, from the fourth mode to the second mode, and from the fourth mode to the third mode using the first operation, while making it impossible to transition from the second mode to the third mode and from the second mode to the fourth mode, and to perform transitions from the first mode to the fourth mode, from the third mode to the fourth mode, from the third mode to the fifth mode, and from the fourth mode to the fifth mode using the second operation.

[0013] Furthermore, the selection device in this invention further includes a sound source switching device that selects the first sound source or the second sound source by the manual operation, and the sound source switching device in this invention is capable of the second operation, and the transition from the fifth mode to the first mode may be performed by the second operation.

[0014] Furthermore, the sound source switching device in this invention may be configured to perform a transition between the BEV second mode, which corresponds to the state of the second mode immediately after the start of the electric vehicle, or the state of the second mode transitioned from the first mode, and the pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode, in the second operation.

[0015] On the other hand, the selection device in this invention selectively sets the following driving modes: a first mode in which the drive position is set and the motor sound is generated or added; a second mode in which one of the reverse position, the parking position, and the neutral position is set; a third mode in which one of the control target values ​​set in a plurality of ranges with progressively different torque characteristics with respect to the rotational speed of the motor is selected by manual operation, the output torque is controlled based on the selected control target value, and the simulated driving sound is added; a fourth mode in which one of the control target values ​​set in a plurality of ranges is controlled, the simulated driving sound is added, and the state in which the simulated driving sound is added is maintained; and a fifth mode in which one of the control target values ​​set in a plurality of ranges is selected by automatic control, and the output torque is controlled based on the selected control target value. The controller in this invention is capable of the following: the manual operation selects one of the driving modes, and when the third mode or the fourth mode is selected, it includes a shift device that selects one of the multiple ranges, and a sound source switching device that selects the first sound source or the second sound source by the manual operation, and when the fifth mode is selected by the manual operation, the controller in this invention performs a pseudo-automatic shift control as automatic control, which selects one of the multiple ranges or continuously changes the range based on the vehicle speed and the requested driving force, controls the output torque based on the control target value set in accordance with any of the driving modes and ranges selected by the manual operation, or the control target value set in accordance with the range selected or changed by the pseudo-automatic shift control, and when the first mode is selected by the shift device, or when the first sound source is selected by the sound source switching device, it sets the driving mode to the first mode and generates or adds the motor sound, andThe system may be configured to maintain the state in which the motor sound is generated or added when the driving mode transitions from the first mode to the second mode, and when the fifth mode is selected by the shift device, or when the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode and the simulated driving sound is added, and the system may be configured to maintain the state in which the simulated driving sound is added when the driving mode transitions from the fifth mode to the second mode.

[0016] Furthermore, the shift device in this invention is capable of at least a first operation for normal use and a second operation for special use that differs from the first operation in terms of operation content, feel, or mechanism, and the sound source switching device in this invention is capable of the second operation, and the selection device in this invention may be configured so that the selection of the fifth mode, the selection of the first sound source or the second sound source, and the transition from the fifth mode to the first mode are all performed by the second operation.

[0017] Furthermore, the sound source switching device in this invention may be configured to perform a transition between the BEV second mode, which corresponds to the state of the second mode immediately after the start of the electric vehicle, or the state of the second mode transitioned from the first mode, and the pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode, in the second operation.

[0018] Furthermore, the selection device in this invention may be configured such that transitions from the second mode to the third mode, transitions from the second mode to the fourth mode, and selection of the first sound source in the third mode and the fourth mode are all disabled, and transitions between the first mode and the second mode, transitions between the first mode and the third mode, transitions between the second mode and the fifth mode, transitions from the third mode to the second mode, transitions from the fourth mode to the first mode, transitions from the fourth mode to the second mode, and transitions from the fourth mode to the third mode are all performed by the first operation.

[0019] Furthermore, the controller in this invention may be configured to assume that the driving force of the electric vehicle is generated by the output of the engine, calculate a virtual engine speed based on the running state of the electric vehicle, and generate a simulated engine sound that changes according to the virtual engine speed as the simulated driving sound. [Effects of the Invention]

[0020] The electric vehicle controlled by this invention uses at least one motor as a driving force source, and generates driving force from the output torque of that motor to propel itself. In the control device for the electric vehicle of this invention, the output torque of the motor is controlled based on a control target value set in accordance with the required driving force. The control target value is, in other words, the target driving torque or the required driving torque, and is set, for example, in the form of a map, divided into multiple ranges in which the torque characteristics of the motor differ in stages. These multiple ranges are selectively set by a selection device operated manually by the driver, or by a simulated automatic transmission control that assumes a virtual automatic transmission. Therefore, the control device for the electric vehicle of this invention can perform a simulated manual transmission operation and a simulated automatic transmission operation that mimics a conventional vehicle equipped with an automatic transmission. Thus, even in an electric vehicle that does not use a transmission, it is possible to make the driver experience the same feeling of transmission operation as a conventional vehicle equipped with an automatic transmission that has a manual transmission function.

[0021] In addition, the electric vehicle to be controlled in this invention includes two types of sound sources, namely, a first sound source and a second sound source, which generate the driving sound of the electric vehicle. The first sound source is a sound source that generates the operating sound of the motor as the driving power source, that is, the motor sound when the motor operates. The first sound source includes, for example, the motor and the inverter itself. It also includes a device that generates a motor sound and a device that generates a sound with a phase opposite to the motor sound generated by the driving power source to reduce the motor sound (so-called noise canceling device). When the electric vehicle runs solely on the output of the motor as a pure electric vehicle, by using the first sound source as described above and adding a motor sound according to the running state of the electric vehicle, the running sound of the electric vehicle with excellent quietness can be optimized or made even quieter. On the other hand, the second sound source is, for example, a pseudo sound generating device that generates pseudo driving sounds such as a pseudo engine sound generated artificially or an emphasized motor sound. By using such a second sound source and adding a pseudo driving sound according to the running state of the electric vehicle, the driver can experience a driving operation feeling closer to that of a conventional vehicle (especially an engine vehicle).

[0022] In particular, the simulated driving sound described above is added when the third mode is selected using the selection device (shift device). Furthermore, the state in which this simulated driving sound is added is maintained when the vehicle transitions from the third mode to the fourth mode. The third mode is then deactivated when the driving mode transitions from the third mode to the first or fourth mode. Therefore, if the vehicle transitions from the third mode to the second mode, the third mode is not deactivated, and the simulated driving sound is added. On the other hand, the fourth mode is deactivated when the driving mode transitions from the fourth mode to the third mode. Therefore, if the vehicle transitions from the fourth mode to the second mode or the first mode (other than the third mode), the fourth mode is not deactivated, and the simulated driving sound is added. Subsequently, even if the vehicle transitions from the second mode to another driving mode, the fourth mode is not deactivated, and the addition of the simulated driving sound continues. Furthermore, when switching from Mode 4 to Mode 1, the simulated driving sound continues to be added, and the state that allows for simulated manual gear shifting in the Mode 1 drive position is maintained. In other words, Mode 4 is effectively continued. Note that when the driving mode switches from Mode 4 to Mode 3 and Mode 4 is deactivated, while Mode 3 is set, simulated manual gear shifting is possible and simulated driving sounds are added. Subsequently, when switching from Mode 3 to Mode 1, the state that allows for simulated manual gear shifting and the state that adds simulated driving sounds are deactivated, respectively.

[0023] Furthermore, the simulated driving sound described above is added when the fifth mode is selected using the selection device (shift device), or when the second sound source is selected using the selection device (sound source switching device) and the fifth mode is set. Also, in the fifth mode, the state in which the simulated driving sound is added is maintained. The fifth mode is then deactivated when the driving mode is switched from the fifth mode to the third or fourth mode as described above. Alternatively, it is deactivated when the second sound source is selected using the selection device (sound source switching device) and the driving mode is switched from the fifth mode to the first mode. Therefore, if the mode is switched from the fifth mode to the second mode, the fifth mode is not deactivated, and the simulated driving sound is added.

[0024] Therefore, in the control device for an electric vehicle according to this invention, when shifting from the third mode and the fourth mode corresponding to a so-called manual mode or manual position, and the fifth mode that performs pseudo-automatic shifting, to the second mode that sets a reverse position or a parking position, it is possible to avoid the situation where the pseudo-driving sound disappears and gives the driver a sense of discomfort. For example, when the driver is performing a pseudo-manual shifting operation in the third mode or the fourth mode, in a situation where the electric vehicle is stopped and parked, it is possible to avoid the situation where the pseudo-driving sound disappears when the driver switches from the third mode or the fourth mode to the reverse position or the parking position. Also, when performing pseudo-automatic shifting in the fifth mode, in a situation where the electric vehicle is stopped and parked, it is possible to avoid the situation where the pseudo-driving sound disappears when the driver switches from the fifth mode to the reverse position or the parking position. Furthermore, for example, in the parking position or neutral position of the second mode, it is also possible to pseudo-reproduce a so-called racing operation of increasing the virtual engine speed by stepping on the accelerator pedal.

[0025] Furthermore, the selection device in the electric vehicle controlled by this invention is configured to allow at least two types of operations: a commonly used first operation, such as moving the shift lever or a normal short press of the paddle switch, and a dedicated second operation, such as a long press of the paddle switch or an ON / OFF operation of a dedicated switch. The selection device (shift device and sound source switching device) is configured so that the second operation is used to transition from the first and third modes to the fourth mode, and from the third and fourth modes to the fifth mode, or to switch from the first sound source to the second sound source to set the fifth mode. Therefore, the driver will perform a second operation different from the usual to select the fourth and fifth modes with the intention of maintaining the state in which the simulated driving sound is added. In other words, the driver can be reliably made aware that the addition of the simulated driving sound will continue. The addition of the simulated driving sound in the fourth mode is canceled only when the driving mode is transitioned to the first mode via the third mode. Furthermore, the addition of simulated driving sounds in the fifth mode is canceled when the driving mode is switched to the first mode via the third or fourth mode, or when the sound source is switched from the second to the first in the fifth mode. The operation of switching between driving modes or shift positions using the first and second operations described above follows the operation of the shift device in conventional engine vehicles equipped with automatic transmissions, so the driver can perform the simulated manual gear shift operation with the same feel as before and without any sense of discomfort.

[0026] Therefore, according to the electric vehicle control device of this invention, the driver can experience a driving sensation similar to that of a conventional vehicle equipped with an automatic transmission, appropriately and realistically, without compromising the inherent quietness of the electric vehicle. [Brief explanation of the drawing]

[0027] [Figure 1] Figure 1 is a schematic block diagram showing the configuration (drive system and control system) of the electric vehicle to be controlled in this invention. [Figure 2]Figure 2 shows the torque characteristics of a typical motor. [Figure 3] Figure 3 shows an image of a map used to calculate the required motor drive torque in response to vehicle speed (or motor rotation speed) and accelerator pedal operation. [Figure 4] Figure 4 shows an image of a map used to calculate the required drive torque when the accelerator pedal is pressed 50%. [Figure 5] Figure 5 shows an image of a shift device having a manual operation section consisting of a shift lever and a shift gate. [Figure 6] Figure 6 shows the manual control section (paddle switches) located on the steering wheel. [Figure 7] Figure 7 shows an image illustrating the transitions between shift positions and driving modes in an engine vehicle equipped with a conventional automatic transmission. [Figure 8] Figure 8 is a diagram illustrating the transitions between shift positions and driving modes in an electric vehicle controlled by this invention, and is particularly intended to explain the characteristics of the M-hold mode (fourth mode). [Figure 9] Figure 9 is a diagram illustrating the transitions between shift positions and driving modes in an electric vehicle controlled by this invention, and is particularly intended to explain the characteristics of the pseudo-AT mode (fifth mode). [Figure 10] Figure 10 is a first flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 11] Figure 11 is a second flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 12] Figure 12 is a third flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 13] Figure 13 is a fourth flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 14] Figure 14 is a fifth flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 15] Figure 15 is a sixth flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Figure 16] Figure 16 is a seventh flowchart illustrating an example of the control performed by the control device for the electric vehicle of this invention. [Modes for carrying out the invention]

[0028] Embodiments of this invention will be described with reference to the drawings. Note that the embodiments shown below are merely examples of how this invention can be implemented and do not limit the invention.

[0029] Figure 1 schematically shows an example of the drive system and control system of an electric vehicle to be controlled in an embodiment of this invention. The electric vehicle (hereinafter referred to as "vehicle") Ve shown in Figure 1 is an electric vehicle equipped with a motor 1 as a driving force source. Furthermore, vehicle Ve is equipped with a selection device 2, a simulated sound generator 3, a detection unit 4, and a controller (ECU) 5.

[0030] In this embodiment of the invention, the vehicle Ve to be controlled may be equipped with one or more motors (not shown) in addition to the motor 1 as a driving force source. Alternatively, it may be a "hybrid vehicle" with the motor 1 and an engine (not shown) as driving force sources. Furthermore, as shown in Figure 1, the vehicle Ve may be a front-wheel drive vehicle that transmits the output torque of the motor 1 to the front wheels (drive wheels) 7 via, for example, a reduction mechanism (not shown) or a differential gear 6, and generates driving force at the front wheels 7. Alternatively, the vehicle Ve may be a rear-wheel drive vehicle (not shown) that transmits the output torque of the motor 1 to the rear wheels 8 via, for example, a propeller shaft (not shown), and generates driving force at the rear wheels 8. Alternatively, the vehicle Ve may be a four-wheel drive vehicle (not shown) equipped with a transfer mechanism (not shown) that transmits the output torque of the motor 1 to both the front wheels 7 and the rear wheels 8, and generates driving force at both the front wheels 7 and the rear wheels 8.

[0031] Motor 1 is composed of, for example, a permanent magnet synchronous motor or an induction motor. Motor 1 has at least the function of a prime mover that is driven by power supply and outputs torque. Motor 1 may also function as a generator that generates power by being driven by torque from an external source. In other words, motor 1 may be a so-called motor-generator that combines the functions of a prime mover and a generator. A battery (not shown) is connected to motor 1 via an inverter (not shown). Therefore, power stored in the battery can be supplied to motor 1, allowing motor 1 to function as a prime mover and output driving torque. Alternatively, motor 1 can function as a generator using torque transmitted from the drive wheels 7, and the regenerative power generated at that time can be stored in the battery. The output rotational speed and output torque of motor 1 are electrically controlled by a controller 5, which will be described later. For example, the required driving force is calculated from the amount of accelerator pedal (not shown) operated by the driver and the vehicle speed, and the output torque of motor 1 is controlled based on the required driving torque (i.e., the control target value of motor 1) set in accordance with that required driving force. The required drive torque is set, for example, in the form of a map, with the torque characteristics of motor 1 divided into multiple ranges with progressively different characteristics, as will be described later. Then, one of the shift positions is selected by the shift device 2a, which will be described later, and the required drive torque corresponding to that selected shift position is set.

[0032] As shown in Figure 2, motor 1 has a unique torque characteristic. In Figure 2, the vertical axis represents the required drive torque and the horizontal axis represents the vehicle speed, showing the torque characteristic of motor 1. Considering the gear ratio between motor 1 and the drive wheels 7, the vehicle speed on the horizontal axis can be considered as the rotational speed of motor 1. Furthermore, the required drive torque of motor 1 is set based on a map such as the one shown in Figure 3. The map shown in Figure 3 shows the required drive torque based on the torque characteristic of motor 1 shown in Figure 2, according to the vehicle speed (or rotational speed of motor 1) and the amount of accelerator pedal operation. Note that Figure 3 shows the required drive torque calculated when the shift position selected by the shift device 2a, which will be described later, is the "D position".

[0033] The required drive torque for motor 1, as described above, is set in a map format, for example, as shown in Figure 4, with the torque characteristics of motor 1 divided into multiple ranges with progressively different values. Figure 4 shows, for example, multiple ranges of required drive torque corresponding to when the accelerator pedal is operated to 50%. In the example shown in Figure 4, the required drive torques set for each of the following ranges, from bottom to top: “D range”, “3 range”, “2 range”, and “L range”, or “1 range”. The “D range” is the range for setting the standard required drive torque during normal forward driving. The “3 range” is the range for setting the required drive torque one step higher than the “D range”. The “2 range” is the range for setting the required drive torque one step higher than the “3 range”. And the “L range” is the range for setting the required drive torque one step higher than the “2 range”.

[0034] The selection device 2 is an operating device that is manually operated by the driver. In this embodiment of the invention, the selection device 2 includes a shift device 2a and a sound source switching device 2b.

[0035] The shift device 2a is manually operated by the driver to select one of the torque characteristic ranges of the motor 1, which are set in multiple stages as described above. In this embodiment of the invention, the vehicle Ve does not actually have a transmission like those found in conventional engine vehicles. Therefore, the vehicle Ve does not inherently require a "shift device" for performing transmission shifting operations. This shift device 2a and the torque characteristic ranges, which are divided into multiple stages as described above, are not for performing actual transmission shifting operations, but are provided as a simulation so that the driver can experience a driving sensation similar to that of a conventional vehicle equipped with an automatic transmission, even though the electric vehicle Ve is electric. In addition, the shift device 2a in this embodiment of the invention is used for switching between forward and reverse, that is, switching between the D (drive) position and R (reverse) position, as well as for setting the P (parking) position when parking and the N (neutral) position, even in normal driving where such a simulated automatic transmission is not assumed.

[0036] Specifically, the shift device 2a has a manual operation unit 2c. The manual operation unit 2c is operated manually by the driver and selects one of several ranges. The shift device 2a outputs a switch signal corresponding to the range selected by the manual operation unit 2c. The switch signal is transmitted to the controller 5, which will be described later.

[0037] The manual operation unit 2c consists of, for example, a shift lever 2d and shift gates 2e and 2f, as shown in Figure 5. The shift device 2a shown in Figure 5 has the same configuration as existing "shift devices" used in vehicles equipped with conventional automatic transmissions (multi-speed transmissions). By moving the shift lever 2d at the shift gate 2e shown on the left side of Figure 5, the D position, N position, R position, and P position are selected, respectively. The shift device 2a also selects the M (manual) position or M (manual) mode by moving the shift lever 2d from the D position to the shift gate 2f shown on the right side of Figure 5. In M mode, by moving the shift lever 2d to the up (+) side at the shift gate 2f, the range shifts by one step in the direction of decreasing required drive torque. In other words, a range switch equivalent to upshifting in a conventional transmission is performed. On the other hand, by moving the shift lever 2d to the down (-) side, the range shifts by one step in the direction of increasing required drive torque. In other words, a range change equivalent to downshifting in a conventional transmission is performed.

[0038] Furthermore, the manual operation unit 2c consists of, for example, paddle switches 2g and 2h provided on the steering wheel 9, as shown in Figure 6. The shift device 2a shown in Figure 6 has the same configuration as existing "paddle switches" used in vehicles equipped with conventional automatic transmissions (multi-speed transmissions). When M mode is selected in the shift device 2a, operating the paddle switch (UP switch) 2g shown in Figure 6 once (turning it ON) shifts the gear by one step to a range in the direction of decreasing required drive torque. In other words, a range switch equivalent to an upshift in a conventional transmission is performed. Also, when M mode is selected in the shift device 2a, operating the paddle switch (DOWN switch) 2h shown in Figure 6 once (turning it ON) shifts the gear by one step to a range in the direction of increasing required drive torque. In other words, a range switch equivalent to a downshift in a conventional transmission is performed.

[0039] In a shift device 2a having a manual operation section 2c as shown in Figures 5 and 6 above, the same switching operation as so-called sequential shifting is performed when operating a conventional automatic transmission (multi-speed transmission) in manual mode. For example, if four ranges are set, namely "D range", "3 range", "2 range", and "L range (or 1 range)", then from "D range", operating the paddle switch (DOWN switch) 2g once selects "3 range", which increases the required drive torque by one level; operating the paddle switch 2h twice selects "2 range", which increases the required drive torque by two levels; and operating the paddle switch 2h three times selects "L range", which increases the required drive torque by three levels. Conversely, from the "L range," operating paddle switch (UP switch) 2g once selects the "2 range," which reduces the required drive torque by one level; operating paddle switch 2g twice selects the "3 range," which reduces the required drive torque by two levels; and operating paddle switch 2g three times selects the "D range," which reduces the required drive torque by three levels.

[0040] It should be noted that the manual operation unit 2c in this embodiment of the invention is not limited to the shift lever 2d or paddle switches 2g, 2h as described above. For example, it may be a shift switch (not shown) provided on the spoke portion 9a of the steering wheel 9. Alternatively, it may be a dedicated switch (not shown) provided for switching between ranges or shift positions.

[0041] Furthermore, the shift device 2a in this embodiment of the invention is configured to allow at least two types of manual operations: a commonly used "first operation" and a "second operation" that differs from the "first operation" in terms of operation content and feel. The "first operation" includes, for example, moving the shift lever 2d within the shift gates 2e and 2f to switch between the driving position and the P position, or pressing the paddle switches 2g and 2h for a normal amount of time to switch (up or down) the range for setting the required drive torque. On the other hand, the "second operation" includes, for example, pressing the paddle switches 2g and 2h for a longer time than usual (a so-called long press) to set the M hold mode described later, or turning on and off a dedicated switch mechanism (not shown) provided separately from the shift lever 2d and paddle switches 2g and 2h as described above, in order to set the M hold mode described later.

[0042] On the other hand, the sound source switching device 2b is a selection device 2 that allows the driver to manually select either the "first sound source" or the "second sound source" described later. Furthermore, the sound source switching device 2b is configured to allow for the dedicated "second operation" described above. For example, the sound source switching device 2b is composed of a dedicated switch mechanism (not shown) for switching between the "first sound source" and the "second sound source," such as a toggle switch (not shown), a rocker switch (not shown), or a rotary switch (not shown). Alternatively, when the shift lever 2d or paddle switches 2g, 2h of the manual operation unit 2c described above are operated by a "second operation" such as a long press, these shift lever 2d and paddle switches 2g, 2h also correspond to the sound source switching device 2b.

[0043] The simulated sound generator 3, as the "first sound source" and "second sound source" in this embodiment of the invention, generates simulated operating sounds such as the motor sound when the motor 1 is operating, and simulated operating sounds of the motor 1 (motor sound) and the operating sound of the "virtual engine" (simulated engine sound). Specifically, the simulated sound generator 3 generates simulated operating sounds according to the driving conditions of the vehicle Ve, such as vehicle speed, motor rotation speed, or virtual engine rotation speed. The simulated sound generator 3 has, for example, a dedicated speaker (not shown) or a speaker (not shown) that is also used with other sound devices (not shown), and outputs the simulated operating sounds generated by the controller 5, which will be described later, from the speaker. Alternatively, the simulated sound generator 3 has a calculation device (not shown) for generating the above-mentioned simulated operating sounds together with the speaker, and outputs the simulated operating sounds generated by the calculation device from the speaker. Vehicle Ve is equipped with such a simulated sound generating device 3, and by adding simulated driving sounds according to the driving state of Vehicle Ve, the driver can experience a driving sensation that is even closer to that of a conventional vehicle equipped with a transmission.

[0044] The simulated operating sound generated by the simulated sound generator 3 includes a simulated motor sound generated by the simulated sound generator 3, separate from the actual motor sound generated by the motor 1 and inverter when the motor 1 is operating. By adding the simulated motor sound generated by the simulated sound generator 3 to the vehicle Ve according to the operating state of the motor 1, the motor sound of the motor 1 can be optimized. Alternatively, by using the simulated sound generator 3 as a so-called noise canceling device and adding a simulated motor sound with the opposite phase to the actual motor sound, the motor sound of the motor 1 can be reduced, further reducing the noise level of the vehicle Ve.

[0045] In this embodiment of the invention, the "first sound source" generates the motor sound produced when the motor 1 is operating. Therefore, as described above, the motor 1 and inverter themselves, which generate the original motor sound, correspond to the "first sound source" in this embodiment of the invention. At the same time, as described above, the simulated sound generating device 3, which generates a simulated motor sound for the purpose of optimizing or silencing the motor sound, also corresponds to the "first sound source" in this embodiment of the invention. When the vehicle Ve runs as a pure electric vehicle using only the output of the motor 1, the "first sound source" described above can be used to add motor sound according to the running state of the vehicle Ve, thereby maintaining the quietness of the vehicle Ve, optimizing the running sound of the already quiet vehicle Ve, or making it even quieter.

[0046] On the other hand, the “second sound source” in this embodiment of the invention generates simulated driving sounds according to the driving state of the vehicle Ve. Therefore, the simulated sound generator 3 that generates the above-mentioned simulated motor sounds and engine sounds corresponds to the “second sound source” in this embodiment of the invention. By using such a “second sound source” and adding the above-mentioned simulated engine sounds and motor sounds (emphasized motor sounds) according to the driving state of the vehicle Ve, for example, the driver can experience a driving sensation similar to that of a conventional “engine vehicle.”

[0047] In particular, the calculation unit of the simulated sound generator 3, or the controller 5 described later, assumes that the driving force of the vehicle Ve is generated by the output of the "engine," and calculates a virtual engine speed based on the assumed engine speed, according to the driving state of the vehicle Ve. The simulated sound generator 3 then generates a simulated engine sound that changes according to the above virtual engine speed as a simulated driving sound. In this way, by generating a simulated engine sound that assumes the "engine" as the driving force source, the vehicle Ve can give the driver a driving sensation that is even closer to that of a conventional "engine vehicle." Furthermore, for example, in the parking position or neutral position of the second mode, it is possible to simulate so-called racing operation (or "revving the engine"), where the driver increases the virtual engine speed by pressing the accelerator pedal.

[0048] The detection unit 4 is a device or apparatus for acquiring various data and information necessary for controlling the vehicle Ve, and includes, for example, a power supply unit, a microcomputer, sensors, and an input / output interface. In particular, the detection unit 4 in this embodiment of the invention detects the driving state of the vehicle Ve, the operating state of the motor 1, and the operating state of the selection device 2, respectively, and also detects various data for controlling the motor 1 and the simulated sound generator 3. Specifically, the detection unit 4 includes a vehicle speed sensor 4a for detecting the vehicle speed of the vehicle Ve, an accelerator pedal sensor 4b for detecting the amount of accelerator pedal operation by the driver (amount of depression, depression angle, etc.), a shift position sensor 4c for detecting the operating position (shift position) of the shift device 2a by the driver, a switch sensor 4d for detecting the operating position (or ON-OFF, etc.) of the sound source switching device 2b by the driver, and a motor rotation speed sensor (or resolver) 4e for detecting the rotation speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4f for detecting the acceleration of the vehicle Ve. The detection unit 4 is electrically connected to the controller 5, which will be described later, and outputs electrical signals as detection data to the controller 5 according to the detected or calculated values ​​of the various sensors, equipment, and devices mentioned above.

[0049] Controller 5 is an electronic control device mainly composed of a microcomputer, and in this embodiment of the invention, Controller 5 controls the vehicle Ve and, in particular, controls the output torque of the motor 1 as a driving force source. Various data detected or calculated by the detection unit 4 are input to Controller 5. Controller 5 performs calculations using the input data and pre-stored data and calculation formulas. Controller 5 then outputs the calculation result as a control command signal and is configured to control the output torque of the motor 1 as described above. Furthermore, as mentioned above, the vehicle Ve in this embodiment of the invention is equipped with a simulated sound generator 3, and Controller 5 generates a simulated driving sound output from the speaker of the simulated sound generator 3. Alternatively, it outputs a control command signal to the calculation unit of the simulated sound generator 3 and controls the simulated driving sound generated by the simulated sound generator 3. For example, Controller 5 assumes that the driving force of the vehicle Ve is generated by the output of the "engine", and calculates a virtual engine speed based on the assumed engine speed based on the driving state of the vehicle Ve. The controller 5 then controls the simulated sound generator 3 and generates a simulated engine sound that changes according to the virtual engine speed, as a simulated operating sound. Although Figure 1 shows an example where one controller 5 is provided, multiple controllers 5 may be provided, for example, one for each device or equipment to be controlled, or one for each control function.

[0050] The control device for the electric vehicle in this embodiment of the invention is configured to allow the driver to experience the same gear shifting operation as a conventional "engine vehicle" equipped with an automatic transmission, as well as the feeling of manual gear shifting. In a conventional "engine vehicle," for example, as shown in Figure 7, manual gear shifting is possible by the driver selecting M mode (or M position) on the "shift device." In M mode, for example, upshifting or downshifting is performed by manually operating the shift lever 2d as shown in Figure 5. Alternatively, upshifting or downshifting is performed by manually operating the paddle switches 2g and 2h as shown in Figure 6. Normally, in an "engine vehicle," the start switch can be turned ON (READY ON) when the shift position of the "shift device" is in the P position. Furthermore, the "shift device" is configured so that it cannot be directly switched to M mode from the P position, N position, etc. M mode is always entered from the D position. For example, M mode is set by moving the shift lever 2d from the D position to the M mode (M position) position. Alternatively, with the D position set, M mode can be activated by operating either paddle switch 2g or 2h in the prescribed manner. M mode can be canceled by manually shifting to another shift position while M mode is activated.

[0051] As mentioned above, when simulating manual or automatic gear shifting operations in conventional "engine vehicles" equipped with automatic transmissions, there was a problem in that when switching from M mode or AT mode to other shift positions, the simulated engine sound and simulated operation sound would disappear, causing discomfort to the driver. Therefore, in the control device for electric vehicles in this embodiment of the invention, for example as shown in Figure 8, in addition to M mode, a simulated manual gear shifting operation that mimics a conventional "engine vehicle" is performed, and the state in which a simulated engine sound is added is maintained (M hold). HA mode is set. Furthermore, as shown in Figure 9, for example, in addition to M mode and M hold mode, a pseudo AT (M) mode is set which performs a simulated automatic transmission operation that mimics a conventional "engine vehicle" equipped with an automatic transmission, and maintains a state in which a simulated engine sound is added. AT The mode is set.

[0052] M mode is a driving mode in which the output torque of motor 1 is controlled based on control target values ​​set in multiple ranges with progressively different torque characteristics for the rotational speed of motor 1. In other words, M mode is a driving mode that enables a simulated manual gear shift operation that mimics a conventional "engine vehicle". At the same time, M mode is a driving mode in which the above-mentioned simulated engine sound (simulated driving sound) is added. Therefore, this M mode corresponds to the "third mode" in the embodiment of this invention.

[0053] The M-Hold mode, like the M-mode, is a driving mode that maintains a state in which the output torque of motor 1 is controlled based on control target values ​​set in multiple ranges with progressively different torque characteristics for the rotational speed of motor 1. In other words, the M-Hold mode is a driving mode that maintains a state in which a simulated manual gear shift operation, mimicking a conventional "engine vehicle," is possible. At the same time, the M-Hold mode is a driving mode in which the above-mentioned simulated engine sound (simulated driving sound) is added. Therefore, this M-Hold mode corresponds to the "fourth mode" in the embodiment of this invention.

[0054] The pseudo-AT mode is a driving mode that simulates automatic transmission, mimicking an existing vehicle equipped with an automatic transmission. Specifically, in the pseudo-AT mode, one of several control target values ​​set in multiple ranges with progressively different torque characteristics for the rotational speed of motor 1 is automatically selected (pseudo-automatic transmission control), and the output torque of motor 1 is controlled based on the selected control target value. In addition, the pseudo-AT mode is a driving mode in which the above-mentioned simulated engine sound (simulated driving sound) is added. Therefore, this pseudo-AT mode corresponds to the "fifth mode" in the embodiment of this invention.

[0055] In the examples shown in Figures 8 and 9 above, the D position is a driving mode in which the vehicle Ve is driven forward by the output torque of motor 1, as in a normal electric vehicle. Therefore, the D position corresponds to the "first mode" in this embodiment of the invention. The R position, P position, and N position are driving modes in which the vehicle Ve is driven in reverse, driving modes in which the vehicle Ve is kept stopped (or braked), and driving modes in which power transmission between motor 1 and drive wheels 7 is interrupted, respectively. Therefore, the R position, P position, and N position correspond to the "second mode" in this embodiment of the invention.

[0056] The transitions between the various driving modes described above, as well as the selection and setting of each driving mode, are performed by the driver manually operating the shift device 2a. This can also be done by the driver manually operating the sound source switching device 2b, which will be described later. Similar to the conventional "engine vehicle" described above, vehicle Ve can turn the power switch (or main switch, start switch) ON (READY ON) when the shift position of the shift device 2a is in the P position. Furthermore, the shift device 2a is configured so that it cannot directly transition from the P position, N position, etc., to M mode or M hold mode.

[0057] M mode is always set by transitioning from the D position. In other words, the "third mode" is set by transitioning from the "first mode". For example, M mode is set by moving the shift lever 2d from the D position to the M mode (M position) position. Alternatively, M mode is set by operating either paddle switch 2g or 2h in the usual prescribed manner while the D position is set. M mode is canceled by manually switching from the set state of M mode to M hold mode or the D position, i.e., the "first mode".

[0058] Furthermore, transitions between the D position and the P, N, R positions, and M mode, that is, between the "first mode" and the "second mode" and "third mode," are performed by the driver manually operating the shift lever 2d as shown in Figure 5 and the paddle switches 2g and 2h as shown in Figure 6. In this case, manual operation involves moving the shift lever 2d to its normal position and for a normal amount of time, or pressing the paddle switches 2g and 2h for a normal amount of time (short press operation). These operations are all commonly used operations and correspond to the "first operation" in this embodiment of the invention. Also, transitions from M mode to the P position, N position, or R position, that is, transitions from the "third mode" to the "second mode," are also performed by the commonly used "first operation" described above.

[0059] On the other hand, the M-Hold mode is always set by transitioning from the D position or M mode. In other words, the "fourth mode" is set by transitioning from the "first mode" or "third mode". For example, the M-Hold mode is set by moving the shift lever 2d from the D position to the M mode (M position) position and operating it in a way other than the usual way. Alternatively, the M-Hold mode is set by operating either the paddle switch 2g or 2h in a way other than the usual way while the D position is set.

[0060] Specifically, the M-Hold Mode, or "Fourth Mode," is set, for example, by moving the shift lever 2d from the D position to the M-Mode (M-Position) position and holding it for a longer period of time than the normal way to set the M-Mode. Alternatively, the M-Hold Mode is set by moving the shift lever 2d from the D position to a position specifically provided for the M-Hold Mode (M-Hold Position). Alternatively, the M-Hold Mode is set by pressing either the paddle switch 2g or 2h for a longer period of time than the normal time to set the M-Mode (long press operation). Alternatively, the M-Hold Mode is set by turning on a specially provided switch (not shown) separate from the shift lever 2d and paddle switches 2g and 2h. All of the above operations for setting the M-Hold Mode are special operations that differ in content and feel from the commonly used "First Operation" described above, and correspond to the "Second Operation" in this embodiment of the invention.

[0061] The M Hold mode is canceled by manually switching from the M Hold mode to M mode. This manual operation is performed using the commonly used "first operation" described above. Therefore, canceling the M Hold mode, that is, switching from "fourth mode" to "first mode," "second mode," and "third mode," is all done using the "first operation." Note that the operation to cancel the M Hold mode is not limited to the "first operation"; it may also be performed using a "second operation," such as the long press operation described above. When switching from M Hold mode to M mode, even if the M Hold mode is canceled, the simulated engine sound will be added as long as M mode is set. The addition of the simulated engine sound ends when M mode is canceled following the M Hold mode.

[0062] Therefore, when switching from M Hold mode to M mode, M Hold mode is deactivated, but while M mode is set, simulated manual gear shifting, mimicking an "engine vehicle," is possible, and a simulated engine sound is added. Subsequently, when switching from M mode to the "first mode" D position, M mode is deactivated, and the addition of the simulated engine sound is removed. Similarly, when switching from M mode to M Hold mode, M mode is deactivated, but because M Hold mode is set, the M mode is effectively continued. In other words, the state in which simulated manual gear shifting is possible and the state in which the simulated engine sound is added continues.

[0063] Furthermore, when switching from M-Hold mode to D position, M-Hold mode is not deactivated, so a state where simulated manual gear shifting is possible is maintained, and a simulated engine sound is added. Subsequently, when switching from D position to another shift position or driving mode, M-Hold mode is not deactivated, so the simulated engine sound is added. Also, when switching from M-Hold mode to "Second Mode," M-Hold mode is not deactivated, so the simulated engine sound is added. Subsequently, when switching from "Second Mode" to another shift position or driving mode, M-Hold mode is not deactivated, so the simulated engine sound is added.

[0064] Furthermore, the pseudo-AT mode is activated, for example, when the M mode or M-Hall mode is set, by operating either paddle switch 2g or 2h in a way other than the usual method. Alternatively, the pseudo-AT mode is activated when the D position, P position, N position, or R position is set, by operating in a way other than the usual method.

[0065] Specifically, the pseudo-AT mode, or "fifth mode," is set, for example, by pressing paddle switch 2g for a longer period of time than usual (long press operation) while M mode is set. Alternatively, the pseudo-AT mode is set by pressing paddle switch 2g for a longer period of time than usual (long press operation) while M hold mode is set. Or, the pseudo-AT mode is set by operating a specially provided switch (not shown) separate from the shift lever 2d and paddle switches 2g and 2h. All of the operations for setting the pseudo-AT mode as described above are special operations that differ in content and feel from the commonly used "first operation" described above, and correspond to the "second operation" in the embodiment of this invention.

[0066] The pseudo-AT mode is canceled by manually switching from the set state to M mode or M-Hole mode. If the system has previously switched from M mode to pseudo-AT mode through a previous operation, canceling that pseudo-AT mode will switch the system back to M mode. If the system has previously switched from M-Hold mode to pseudo-AT mode through a previous operation, canceling that pseudo-AT mode will switch the system back to M-Hold mode. This manual operation to cancel the pseudo-AT mode is performed by the commonly used "first operation" described above. For example, pressing paddle switch 2h for the normal duration (short press) cancels the pseudo-AT mode and switches to M mode or M-Hole mode. Note that this operation to cancel the pseudo-AT mode is not limited to the "first operation"; for example, it may also be performed by a "second operation," such as a long press of paddle switch 2h as described above. When switching from pseudo-AT mode to M mode or M-hall mode, the pseudo-engine sound will be added as long as M mode or M-hall mode is set, even if pseudo-AT mode is canceled. The addition of the pseudo-engine sound will end when M mode or M-hall mode is canceled following pseudo-AT mode.

[0067] Furthermore, the transition to the pseudo-AT mode can be performed not only by the shift device 2a (shift lever 2d and paddle switches 2g, 2h) as described above, but also by manually operating the sound source switching device 2b. For example, with the D position set, a short press of paddle switches 2g, 2h will switch to the pseudo-AT mode. Also, with the pseudo-AT mode set, a short press of paddle switches 2g, 2h will switch back to the D position. As mentioned above, paddle switches 2g, 2h are originally operated to perform pseudo-manual gear changes in M ​​mode or M-Hall mode, and are ineffective in the conventional (normal) D position or AT mode. Therefore, as described above, the short press of paddle switches 2g, 2h to transition between the pseudo-AT mode and the D position is a special operation different from the normally used "first operation," and corresponds to the "second operation" in this embodiment of the invention.

[0068] Furthermore, the transition between the pseudo-AT mode and the D position can be performed via the “second mode” in this embodiment of the invention, namely the P position, N position, or R position. Specifically, the “second mode” immediately after starting the vehicle Ve, namely the P position, N position, and R position immediately after starting the vehicle Ve, in a state where no pseudo-engine sound (pseudo-driving sound) is added, is defined as the “BEV second mode.” The P position, N position, and R position when transitioned from the first mode and no pseudo-engine sound is added are also defined as the “BEV second mode.” On the other hand, the P position, N position, and R position when transitioned from the “fifth mode,” namely the pseudo-AT mode, and where a pseudo-engine sound is added, are defined as the “pseudo-AT second mode.” The transition between these “BEV second mode” and “pseudo-AT second mode” can be performed by manual operation of the sound source switching device 2b, namely the “second operation.” For example, by switching from "BEV 2nd mode" to "Pseudo AT 2nd mode" using the "2nd operation," and then selecting the D position from the P, N, or R positions in "Pseudo AT 2nd mode," you can switch to pseudo AT mode. Alternatively, by switching from "Pseudo AT 2nd mode" to "BEV 2nd mode" using the "2nd operation," and then selecting the D position from the P, N, or R positions in "BEV 2nd mode," you can switch to the normal D position without the added pseudo engine sound.

[0069] Furthermore, the transitions between the pseudo-AT mode and the D position, and between the "BEV 2nd mode" and the "pseudo-AT 2nd mode," are not limited to short-press operations of the paddle switches 2g and 2h as described above. For example, the transitions between the "1st mode" and the "5th mode" can be performed by manually operating a dedicated changeover switch mechanism (not shown) provided as the sound source switching device 2b, such as a toggle switch, rocker switch, or rotary switch.

[0070] Thus, the control device for the electric vehicle in this embodiment of the invention is configured to allow two types of operation: the commonly used "first operation" and the dedicated "second operation." The shift device 2a is configured so that the transition from the "first mode" and "third mode" to the "fourth mode," i.e., the M-hold mode, is performed by the "second operation." Furthermore, the shift device 2a and the sound source switching device 2b are configured so that the transition between the "first mode" and the "fifth mode," and between the "BEV second mode" and the "pseudo-AT second mode," is performed by the "second operation." Therefore, the driver will perform a different "second operation" than usual with the intention of maintaining the state in which the pseudo-engine sound is added, and will select the M-hold mode or pseudo-AT mode. As a result, the driver can be reliably made aware that the pseudo-engine sound is being activated or that the addition of the pseudo-engine sound will continue.

[0071] Furthermore, the operations for changing the driving mode or shift position using the "first operation" and "second operation" described above are based on the operation of the "shift device" in a conventional "engine vehicle" equipped with a transmission. Therefore, the driver can perform a simulated manual gear change operation with the same feel as before, without any sense of discomfort.

[0072] As described above, an example of control performed by controller 5 configured to maintain the state in which a simulated engine sound is added by providing an M-hold mode is shown in the flowcharts of Figures 10 to 14. Then, an example of control performed by controller 5 configured to add a simulated engine sound by providing a simulated AT mode is shown in the flowcharts of Figures 15 and 16.

[0073] The control shown in the flowcharts from Figures 10 to 16 below is executed when the power switch or main switch of vehicle Ve is turned ON, that is, when vehicle Ve is in the "READY ON" state. Vehicle Ve can be put into the "READY ON" state when the shift position of the shift device 2a is in the P position. Therefore, first, in step S1 shown in the flowchart of Figure 10, the shift position of the shift device 2a is set to the P position.

[0074] Next, in step S2, select M mode or M hold (M H The system determines whether or not the operation to set the mode has been performed. As mentioned above, M mode is set by manually operating the shift lever 2d or paddle switches 2g, 2h using the commonly used "first operation". On the other hand, M hold mode is set by manually operating the shift lever 2d or paddle switches 2g, 2h using a dedicated "second operation" such as a "long press operation". The determination of whether or not M mode or M hold mode has been set, as well as the determination of whether or not each of the shift positions described later has been set, can be made, for example, based on the detection signal of the shift position sensor 4c.

[0075] If the operation to set M mode or M hold mode is performed, and the result in a "Yes" determination in step S2, proceed to step S3.

[0076] In step S3, the selection of M mode and M hold mode is rejected. As mentioned above, the shift device 2a is configured so that it is not possible to directly switch to M mode and M hold mode from the P position, R position, and N position. Therefore, in step 3, the manual operation to select M mode or M hold mode is rejected, and the driver is made aware that the selection of M mode or M hold mode has been rejected, for example by generating a warning sound or displaying an error message. Then, the system returns to step S2 above, and the same control as before is performed.

[0077] On the other hand, if the result in step S2 is determined to be "No" because the operation to set M mode or M hold mode has not been performed, the process proceeds to step S4.

[0078] In step S4, it is determined whether or not the operation to set the R position was performed.

[0079] If the operation to set the R position is performed and the result in a "Yes" determination in step S4, the process proceeds to step S11 as shown in the flowchart of Figure 11.

[0080] In the flowchart of Figure 11, in step S11, the shift position of the shift device 2a is set to the R position.

[0081] Next, in step S12, select M mode or M hold (M H It is determined whether or not the operation to set the mode has been performed.

[0082] If the operation to set M mode or M hold mode is performed and the result in "Yes" being determined in step S12, proceed to step S13.

[0083] In step S13, the selection of M mode and M hold mode is rejected. That is, the same control as in step S3 described above is performed. Then, the process returns to step S12 described above, and the same control as before is performed.

[0084] On the other hand, if the operation to set M mode or M hold mode is not performed and the result in "No" is determined in step S12, the process proceeds to step S5 as shown in the flowchart of Figure 10 above.

[0085] In the flowchart of Figure 10, step S5 determines whether or not the operation to set the N position has been performed.

[0086] If the operation to set the N position is performed and the result in a "Yes" determination in step S5, the process proceeds to step S21 as shown in the flowchart of Figure 12.

[0087] In the flowchart of Figure 12, in step S21, the shift position of the shift device 2a is set to the N position.

[0088] Next, in step S22, select M mode or M hold (M H It is determined whether or not the operation to set the mode has been performed.

[0089] If the operation to set M mode or M hold mode is performed and the result in "Yes" being determined in step S22, proceed to step S23.

[0090] In step S23, the selection of M mode and M hold mode is rejected. That is, the same control as in steps S3 and S13 described above is performed. Then, the process returns to step S22 described above, and the same control as before is performed.

[0091] On the other hand, if the operation to set M mode or M hold mode is not performed and "No" is determined in step S22, the process proceeds to step S6 as shown in the flowchart of Figure 10 above.

[0092] In the flowchart of Figure 10, step S6 determines whether or not the operation to set the D position has been performed.

[0093] If the operation to set the D position has not been performed, that is, if the operation to switch from the P position to any other shift position or driving mode has not yet been performed, and therefore "No" is determined in step S6, the system returns to step S1 above, and the same control as before is performed.

[0094] If, in response to the operation to set the D position, the system determines "Yes" in step S6, it proceeds to step S31 as shown in the flowchart of Figure 13.

[0095] In the flowchart of Figure 13, in step S31, the shift position of the shift device 2a is set to the D position.

[0096] Next, in step S32, it is determined whether or not the operation to set M mode has been performed.

[0097] If the operation to set M mode is performed and it is determined to be "Yes" in step S32, proceed to step S33.

[0098] In step S33, the shift position or driving mode of the shift device 2a is set to M mode. Setting M mode enables simulated manual gear shifting, mimicking a conventional "engine vehicle." In addition, M mode adds a simulated engine sound that corresponds to the simulated manual gear shifting.

[0099] Next, in step S34, it is determined whether or not an operation to cancel M mode has been performed. M mode is canceled when the shift position or driving mode of the shift device 2a is set to the D position or M hold mode, that is, when the vehicle transitions from the "third mode" to the "first mode" or the "third mode". In this step S34, it is determined whether or not an operation to set the shift position to the D position has been performed as an operation to cancel M mode.

[0100] Therefore, if the operation to cancel M mode, that is, the operation to set the shift position of the shift device 2a to the D position, is performed and it is determined to be "Yes" in step S34, the system returns to step S31 and the same control as before is performed. In addition, the cancellation of M mode in step S34 cancels the state in which the simulated engine sound is added.

[0101] On the other hand, if the operation to cancel M mode, that is, the operation to set the shift position of the shift device 2a to the D position, is not yet performed, and therefore "No" is determined in step S34, the process proceeds to step S35.

[0102] In step S35, it is determined whether an operation to set either the P position, N position, or R position, that is, an operation to set the "second mode," has been performed.

[0103] If the operation to set the P position, N position, or R position is performed, and the result is determined to be "Yes" in step S35, the process returns to one of the steps shown in the flowchart of Figure 10, step S11 in the flowchart of Figure 11, or step S21 in the flowchart of Figure 12. Specifically, if the operation to set the P position is performed, the process returns to step S1 in the flowchart of Figure 10, and the same control as before is performed. If the operation to set the R position is performed, the process returns to step S11 in the flowchart of Figure 11, and the same control as before is performed. If the operation to set the N position is performed, the process returns to step S21 in the flowchart of Figure 12, and the same control as before is performed.

[0104] On the other hand, if the operation to set any of the P position, N position, and R position has not yet been performed, and therefore the result in step S35 is determined to be "No", then the process proceeds to step S36.

[0105] In step S36, it is determined whether or not the operation to set the M-hold mode has been performed. As mentioned above, the M-hold mode is set using a dedicated "second operation," such as a "long press operation." Therefore, in this step S36, it is determined whether or not the "second operation" to set the M-hold mode has been performed.

[0106] If the operation to set the M-hold mode has not yet been performed, and the result in step S36 is determined to be "No", the process returns to step S34 above, and the same control as before is performed.

[0107] On the other hand, if the operation to set the M Hold mode, i.e., the dedicated "second operation," is performed and it is determined to be "Yes" in step S36, the process proceeds to step S41 as shown in the flowchart of Figure 14. Note that when transitioning from M mode to M Hold mode, M mode is canceled. However, when M Hold mode is set, the M mode is effectively continued, and the state in which a simulated manual gear shift operation is possible and the state in which a simulated engine sound is added continues.

[0108] On the other hand, if the operation to set M mode has not yet been performed in step S32, and therefore "No" is determined in step S33, the process proceeds to step S37.

[0109] In step S37, it is determined whether or not the operation to set the M-hold mode has been performed, similar to step S36 above.

[0110] If the operation to set the M-hold mode has not yet been performed, and the result in step S37 is determined to be "No", the process returns to step S32 above, and the same control as before is performed.

[0111] On the other hand, if the operation to set the M-hold mode, i.e., the dedicated "second operation," is performed, and it is determined that "Yes" is the case in step S37, then the process proceeds to step S41 shown in the flowchart of Figure 14, just as if "Yes" was determined in step S36.

[0112] In the flowchart of Figure 14, in step S41, the shift position or driving mode of the shift device 2a is set to M-hold mode. Setting M-hold mode enables simulated manual gear shifting, similar to M-mode. At the same time, M-hold mode maintains the state of adding a simulated engine sound. Therefore, once M-hold mode is set, the state of adding a simulated engine sound continues until M-hold mode is canceled.

[0113] Next, in step S42, it is determined whether or not an operation to cancel the M hold mode has been performed. The M hold mode is canceled when the shift position or driving mode of the shift device 2a is set to M mode, that is, when it transitions from "fourth mode" to "third mode".

[0114] Therefore, if the operation to cancel the M-hold mode is performed by setting the driving mode to M mode, and the result in "Yes" being determined in step S42, the system returns to step S33 as shown in the flowchart of Figure 13, and the same control as before is performed. In this case, the driving mode is changed from M-hold mode to M mode, and the state in which the simulated engine sound is added continues.

[0115] On the other hand, if the operation to cancel the M hold mode, that is, the operation to set the driving mode to M mode, is not yet performed, and therefore "No" is determined in step S42, the process proceeds to step S43.

[0116] In step S43, it is determined whether an operation to set either the P position, N position, or R position has been performed.

[0117] If the system determines "No" in step S43 because no operation has yet been performed to set the P position, N position, or R position, the system returns to step S42 and the same control as before is performed.

[0118] If, in response to this, an operation is performed to set either the P position, N position, or R position, and the result in a determination of "Yes" in step S43, the process proceeds to step S44.

[0119] In step S44, one of the following positions is set in M-hold mode: P position, N position, or R position. In other words, in this case, one of the following positions is set: P position, N position, or R position, while the simulated engine sound continues to be added.

[0120] Next, in step S45, it is determined whether or not the operation to set the D position has been performed.

[0121] If the operation to set the D position has not yet been performed, and the result in step S45 is determined to be "No", the process returns to step S44 above, and the same control as before is performed.

[0122] If, in response to the operation to set the D position, the result is determined to be "Yes" in step S45, the process proceeds to step S46.

[0123] In step S46, the D position in M-hold mode is set. That is, in this case, the D position is set while a simulated manual gear shift operation is possible and the simulated engine sound continues to be added. In short, the M-hold mode is maintained. Therefore, once the D position in M-hold mode is set in step S46, the system returns to step S41, which sets the M-hold mode, and the same control as before is performed.

[0124] The control shown in the flowchart of Figure 15 is executed based on the control shown in the flowcharts of Figures 10 to 14 described above. Furthermore, the control shown in the flowchart of Figure 15 is executed when the driving mode (shift position) of the vehicle Ve is set to M mode or M hold mode, as shown in step S101.

[0125] For example, if the driving mode of vehicle Ve is set to M mode in step S33 of the flowchart in Figure 13, or if the driving mode of vehicle Ve is set to M hold mode in step S43 of the flowchart in Figure 14, then in step S102, it is determined whether or not an operation to set the driving mode of vehicle Ve to pseudo AT mode has been performed. As mentioned above, setting the pseudo AT mode is performed by a dedicated "second operation" such as a "long press operation" while M mode or M hold mode is set. Therefore, in this step S102, it is determined whether or not a "second operation" to set the pseudo AT mode has been performed.

[0126] If the operation to set the pseudo-AT mode has not yet been performed, and the result in step S102 is determined to be "No", proceed to step S103.

[0127] In step S103, it is determined whether an operation to cancel M mode and an operation to cancel M hold mode have been performed. That is, it is determined whether an operation to cancel both M mode and M hold mode has been performed. M hold mode is canceled when the driving mode is set to M mode. Also, M mode is canceled when the driving mode is set to D position or M hold mode. Therefore, in this step S103, it is determined whether an operation to switch to D position has been performed while the driving mode is set to M mode or M hold mode.

[0128] If the operation to cancel M mode and the operation to cancel M hold mode are performed, that is, if the operation to switch the driving mode to the D position is performed, and the result in a "Yes" in step S103, proceed to step S104.

[0129] In step S104, the driving mode of vehicle Ve is set to the D position. In this case, the D position is the same as the "BEV second mode" mentioned above, and is the so-called BEV (electric vehicle) state where no simulated engine sound is added. Therefore, after proceeding to step S104, the system returns to step S31 as shown in the flowchart of Figure 13, and the same control as before is performed.

[0130] On the other hand, if neither the operation to cancel M mode nor the operation to cancel M hold mode has been performed yet, and the result in step S103 is determined to be "No", the process returns to step S102, and the same control as before is performed.

[0131] On the other hand, if the operation to set the pseudo-AT mode, i.e., the dedicated "second operation," is performed, and the result in "Yes" being determined in step S102 above, the process proceeds to step S105.

[0132] In step S105, the driving mode of vehicle Ve is set to the pseudo-AT mode. Setting the pseudo-AT mode executes the pseudo-automatic transmission control in this embodiment of the invention, resulting in a pseudo-automatic transmission. Simultaneously, a pseudo-engine sound is added in the pseudo-AT mode. The pseudo-automatic transmission involves a simulated stepped transmission, simulating a stepped automatic transmission. Alternatively, a simulated continuously variable transmission can be implemented, simulating a continuously variable transmission. In that case, the driving mode effectively becomes one in which a simulated engine sound is added in the D position.

[0133] Next, in step S106, it is determined whether or not an operation to cancel the pseudo-AT mode has been performed. The pseudo-AT mode is canceled when the driving mode is set to M mode or M hold mode, that is, when it transitions from "5th mode" to "3rd mode" or "4th mode".

[0134] If the operation to cancel the pseudo-AT mode is performed and "Yes" is determined in step S106, the process returns to step S101 above, and the same control as before is performed. That is, the driving mode of vehicle Ve is switched to M mode or M hold mode.

[0135] On the other hand, if the operation to cancel the pseudo-AT mode has not yet been performed, and the result in step S106 is determined to be "No", then the process proceeds to step S107.

[0136] In step S107, it is determined whether an operation to set either the P position, N position, or R position, that is, an operation to set the "second mode," has been performed.

[0137] If the system determines "No" in step S107 because no operation has yet been performed to set the P position, N position, or R position, the system returns to step S105 and the same control as before is performed. In other words, the state in which the driving mode is set to pseudo-AT mode is continued.

[0138] If, in response to this, an operation is performed to set either the P position, N position, or R position, and the result in a determination of "Yes" in step S107, the process proceeds to step S108.

[0139] In step S108, the driving mode of vehicle Ve is set to either the P position, N position, or R position. In other words, the driving mode is switched to the "second mode". In this case, the "second mode" is the state in which the vehicle transitions from the pseudo-AT mode, i.e., the "fifth mode," and a pseudo-engine sound is added, which is the state of the so-called "pseudo-AT second mode" mentioned above.

[0140] Then, in step S109, it is determined whether or not the operation to set the D position has been performed.

[0141] If the operation to set the D position has not yet been performed, and the result in step S109 is determined to be "No", the system returns to step S108, and the same control as before is performed. In other words, the driving mode remains set to the "pseudo AT second mode" as described above.

[0142] On the other hand, if the operation to set the D position is performed and it is determined to be "Yes" in step S109, the process returns to step S105 and the same control as before is performed. In other words, in this case, the driving mode becomes one in which a simulated engine sound is added in the D position, and it becomes essentially the same driving mode as the simulated AT mode. Therefore, the process returns to step S105 and the state in which the driving mode is set to the simulated AT mode is continued.

[0143] The control shown in the flowchart of Figure 16 is executed independently of the control shown in the flowcharts of Figures 10 to 15 described above. As shown in step S201, the control shown in the flowchart of Figure 16 is executed when the driving mode (shift position) of the vehicle Ve is set to the D position, which is the so-called BEV (electric vehicle) state in which no simulated engine sound is added, or to the aforementioned "BEV second mode".

[0144] Next, in step S202, it is determined whether or not an operation to set M mode or an operation to set M hold mode has been performed.

[0145] If the operation to set M mode or M hold mode is performed and the result in "Yes" being determined in step S202, proceed to step S203.

[0146] In step S203, the driving mode of vehicle Ve is set to M mode or M hold mode. In other words, the driving mode is switched to the "third mode" or "fourth mode". At the same time, the "second sound source" (M mode sound source) used in M ​​mode or M hold mode to add a simulated engine sound (simulated driving sound) is selected.

[0147] Next, in step S204, a process is executed that disables the selection of the "first sound source" (BEV sound source) used in BEV mode. When performing simulated manual gear shifting in M ​​mode and M hold mode, it is necessary to add a simulated engine sound that changes according to the driving state of the vehicle Ve, i.e., a simulated driving sound generated by the "second sound source" (M mode sound source). If the "first sound source" (BEV sound source) is selected and a simulated manual gear shifting operation is performed without adding a simulated engine sound, the driver will not be able to accurately judge the driving state of the vehicle Ve and will not be able to perform the simulated manual gear shifting operation properly. For this reason, when M mode and M hold mode are set, the selection of the "first sound source" (BEV sound source) is disabled.

[0148] Next, in step S205, it is determined whether an operation to cancel M mode and an operation to cancel M hold mode have been performed. That is, it is determined whether an operation to cancel both M mode and M hold mode has been performed. M hold mode is canceled when the driving mode is set to M mode. Also, M mode is canceled when the driving mode is set to D position or M hold mode. Therefore, in this step S103, it is determined whether an operation to switch to D position has been performed while the driving mode is set to M mode or M hold mode.

[0149] If the operation to cancel M mode and the operation to cancel M hold mode are performed, that is, if the operation to cancel M mode and M hold mode and switch the driving mode to the D position is performed, and the result in a "Yes" determination in step S205, the system returns to step S201 above, and the same control as before is performed. In this case, the driving mode is switched to the D position, which is the so-called BEV (electric vehicle) state, where no simulated engine sound is added.

[0150] On the other hand, if the operation to set M mode and the operation to set M hold mode have not yet been performed, and therefore "No" is determined in step S202 above, proceed to step S206.

[0151] In step S206, it is determined whether or not the operation to set the vehicle Ve's driving mode to pseudo-AT mode has been performed. As mentioned above, setting the pseudo-AT mode is performed by a dedicated "second operation," such as a "long press operation," while M mode or M hold mode is set. Therefore, in step S206, it is determined whether or not the "second operation" to set the pseudo-AT mode has been performed.

[0152] If the operation to set the vehicle Ve's driving mode to pseudo-AT mode, i.e., the dedicated "second operation," is performed, and the result in a "Yes" in step S206, the process proceeds to step S207.

[0153] In step S207, the driving mode of vehicle Ve is set to simulated automatic transmission mode. When simulated automatic transmission mode is set, a simulated automatic transmission is performed. At the same time, a simulated engine sound is added in simulated automatic transmission mode. In other words, when simulated automatic transmission mode is set, a "second sound source" (M mode sound source) is selected to add a simulated engine sound (simulated driving sound).

[0154] On the other hand, if the operation to set the vehicle Ve's driving mode to the pseudo-AT mode has not yet been performed, and therefore "No" is determined in step S206 above, the process proceeds to step S208.

[0155] In step S208, it is determined whether the M mode sound source has been selected. In other words, it is determined whether the "second sound source" for adding a simulated engine sound (simulated driving sound) has been selected. The "second sound source" (M mode sound source) is selected by manually operating the sound source switching device 2b. Furthermore, when the M mode sound source is selected, the driving mode of the vehicle Ve is set to the simulated AT mode.

[0156] If the M mode sound source has not yet been selected, and the system determines "No" in step S208, the system returns to step S201 and the same control as before is performed. In other words, in this case, the system remains in the D position, which is the so-called BEV (electric vehicle) state, without the added simulated engine sound.

[0157] On the other hand, if the M mode sound source is selected and it is determined to be "Yes" in step S208, the process proceeds to step S207, just as if it was determined to be "Yes" in step S6, and the same control as before is performed.

[0158] In step S207, when the driving mode of vehicle Ve is set to the simulated AT mode, in step S209, it is determined whether or not the BEV sound source has been selected. In other words, it is determined whether or not the "first sound source" used in the so-called BEV (electric vehicle) state, in which no simulated engine sound is added, has been selected.

[0159] If the BEV sound source has not yet been selected, and the system determines "No" in step S209, the control in step S209 will be repeated. In other words, in this case, the simulated AT mode, in which a simulated engine sound is added, will continue.

[0160] Then, if the BEV sound source is selected and "Yes" is determined in step S209, the system returns to step S201 and the same control as before is performed. In other words, in this case, the driving mode of vehicle Ve is switched to the D position, which is the so-called BEV (electric vehicle) state in which no simulated engine sound is added.

[0161] As described above, the control shown in the flowcharts from Figures 10 to 16 is reset and terminated, for example, when the power switch or main switch of the vehicle Ve is turned OFF.

[0162] As described above, in the control device for electric vehicles in this embodiment of the invention, by setting M mode and M hold mode and manually switching the driving mode and range, the torque characteristics of the motor and the control target value set based on those torque characteristics can be changed. In other words, it is possible to perform a simulated manual gear shift operation that mimics that of a conventional vehicle equipped with a transmission. Therefore, even in an electric vehicle that does not use a transmission, the driver can experience the same feeling of gear shifting as in a conventional vehicle equipped with a manual transmission or a multi-speed transmission.

[0163] Furthermore, in the control device for the electric vehicle in this embodiment of the invention, a simulated engine sound is added according to the driving state of the vehicle Ve, allowing the driver to experience a driving sensation even closer to that of a conventional "engine vehicle." Such a simulated engine sound is added when M mode, M hold mode, and simulated AT mode are selected in the shift device 2a. M mode is deactivated when the shift position (driving mode) is switched to M hold mode or D position. M hold mode is deactivated when the driving mode is switched to M mode. In other words, once M hold mode is set, the addition of the simulated engine sound continues after switching from M hold mode to M mode, and then until switching from M mode to D position. Also, once simulated AT mode is set, the addition of the simulated engine sound continues until the M mode or M hold mode, which was switched from simulated AT mode, is deactivated and the vehicle is switched to D position. Therefore, for example, when the driver is performing a simulated manual gear change in M ​​mode or M hold mode, or experiencing a simulated automatic gear change in simulated AT mode, and the vehicle Ve is stopped and parked, the situation where the simulated engine sound disappears when the driver switches from M mode, M hold mode, or simulated AT mode to the R position or P position can be avoided. In addition, for example, in the P position or N position, it is possible to simulate racing operations, such as increasing the virtual engine speed by pressing the accelerator pedal.

[0164] Therefore, according to the control device for electric vehicles in this embodiment of the invention, the driver can experience an operation sensation similar to that of a conventional "engine vehicle" equipped with an automatic transmission, without compromising the quietness of the vehicle Ve, that is, the inherent quietness of an electric vehicle, in an appropriate and realistic manner. [Explanation of symbols]

[0165] 1. Motor (power source) 2. Selection device 2a Shift device 2b Sound source switching device 2c (Shift device) manual operation section 2d (Shift lever in manual control section) 2e, 2f (Shift gate of manual control unit) 2g, 2h (Paddle switch on manual control section) 3. Simulated sound generator 4. Detection Unit 4a Vehicle speed sensor (of the detection unit) 4b (Detection unit) Accelerator pedal sensor 4c (Detection unit) Shift position sensor 4d (Detection unit) switch sensor 4e Motor rotation speed sensor (or resolver) (of the detection unit) 4f (Detection unit) Accelerometer 5. Controller (ECU) 6 Differential gear 7. Drive wheels (front wheels) 8 Rear wheels 9. Steering wheel 9a Spokes (of the steering wheel) Vehicles (electric vehicles)

Claims

1. A control device for an electric vehicle, which includes at least a motor as a driving force source and controls the motor based on a control target value set in accordance with the required driving force, A selection device operated manually by the driver, A first sound source that generates motor noise when the motor is operating, A second sound source that generates simulated driving sounds according to the driving state of the electric vehicle, The system includes a controller for controlling the electric vehicle, The selection device is As driving modes for the electric vehicle, at least, A mode for setting a drive position that causes the electric vehicle to move forward using the output of the motor, A mode for setting one of the following: a reverse position for moving the electric vehicle in reverse, a parking position for maintaining the electric vehicle in a stopped state, and a neutral position for disconnecting power transmission between the drive source and the drive wheels. A mode that simulates automatic shifting, mimicking existing vehicles equipped with automatic transmissions, It is possible to select this by the aforementioned manual operation, The aforementioned controller, When the aforementioned drive position is set, the motor sound is generated or added, and when the vehicle transitions from the drive position to any of the reverse position, parking position, or neutral position, the state of generating or adding the motor sound is maintained. When the simulated automatic gear shifting mode is set, the simulated driving sound is added, and the state in which the simulated driving sound is added is maintained when the vehicle transitions from the simulated automatic gear shifting mode to the reverse position, the parking position, or the neutral position. A control device for electric vehicles characterized by the following features.

2. A control device for an electric vehicle according to claim 1, The selection device is As the aforementioned driving mode, This mode sets the drive position and includes a first mode in which the motor sound is generated or added, A second mode is a mode in which one of the reverse position, the parking position, and the neutral position is set, A third mode is entered, which is a transition from the first mode in which one of the control target values ​​set in a plurality of ranges with progressively different torque characteristics with respect to the motor's rotational speed is selected by manual operation, the output torque of the motor is controlled based on the selected control target value, and the simulated operating sound is added. A fourth mode is obtained by transitioning from the first or third mode, controlling the output torque based on the control target value selected by the manual operation, and adding the simulated operating sound, and maintaining the state in which the simulated operating sound is added. A fifth mode is a mode in which a simulated automatic gear change is performed, in which one of the control target values ​​set in the plurality of ranges is automatically selected, the output torque is controlled based on the selected control target value, and the simulated operating sound is added. It is possible to selectively set this, The system includes a shift device that, through the aforementioned manual operation, selects one of the aforementioned driving modes, and when the third mode or the fourth mode is selected, selects one of the aforementioned ranges. The aforementioned controller, When the fifth mode is selected in the shift device, the automatic control performs a pseudo-automatic shift control that sets one of the plurality of ranges or continuously changes the range based on the vehicle speed and the requested driving force. Based on the control target value set in accordance with any of the driving modes and ranges selected by the shift device, or the control target value set in accordance with the range selected or changed by the pseudo-automatic transmission control, the output torque is controlled. When the aforementioned driving mode is set to the third mode, the third mode is deactivated by transitioning from the third mode to the first mode or the fourth mode. When the aforementioned driving mode is set to the fourth mode, the fourth mode is deactivated by transitioning from the fourth mode to the third mode. When the driving mode is set to the fifth mode, the fifth mode is deactivated by switching from the fifth mode to the third mode or the fourth mode. A control device for electric vehicles characterized by the following features.

3. A control device for an electric vehicle according to claim 2, The aforementioned shift device, At a minimum, a first operation that is used regularly and a second operation that is different from the first operation are possible. The transitions between the first mode and the second mode, between the first mode and the third mode, between the second mode and the fifth mode, from the third mode to the second mode, from the fourth mode to the first mode, from the fourth mode to the second mode, and from the fourth mode to the third mode are all performed by the first operation. The transition from the second mode to the third mode, and the transition from the second mode to the fourth mode, are both prohibited. The transition from the first mode to the fourth mode, the transition from the third mode to the fourth mode, the transition from the third mode to the fifth mode, and the transition from the fourth mode to the fifth mode are all performed by the second operation. A control device for electric vehicles characterized by the following features.

4. A control device for an electric vehicle according to claim 3, The selection device is The system further includes a sound source switching device that selects the first sound source or the second sound source by the aforementioned manual operation, The aforementioned sound source switching device is The above second operation is possible, The transition from the fifth mode to the first mode is performed by the second operation. A control device for electric vehicles characterized by the following features.

5. A control device for an electric vehicle according to claim 4, The aforementioned sound source switching device is The second operation performs the transition between the BEV second mode, which corresponds to the state of the second mode immediately after starting the electric vehicle, or the state of the second mode transitioned from the first mode, and the pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode. A control device for electric vehicles characterized by the following features.

6. A control device for an electric vehicle according to claim 1, The selection device is As the aforementioned driving mode, This mode sets the drive position and includes a first mode in which the motor sound is generated or added, A second mode is a mode in which one of the reverse position, the parking position, and the neutral position is set, A third mode is entered, which is a transition from the first mode in which one of the control target values ​​set in a plurality of ranges with progressively different torque characteristics with respect to the motor's rotational speed is selected by manual operation, the output torque of the motor is controlled based on the selected control target value, and the simulated operating sound is added. A fourth mode is obtained by transitioning from the first or third mode, controlling the output torque based on the control target value selected by the manual operation, and adding the simulated operating sound, and maintaining the state in which the simulated operating sound is added. A fifth mode is a mode in which the aforementioned pseudo-automatic shifting is performed, in which one of the control target values ​​set in the plurality of ranges is automatically selected, and the output torque is controlled based on the selected control target value. It is possible to selectively set this, A shift device that, through the aforementioned manual operation, selects one of the aforementioned driving modes, and when the third mode or the fourth mode is selected, selects one of the aforementioned multiple ranges, A sound source switching device that selects the first sound source or the second sound source by the aforementioned manual operation, Includes, The aforementioned controller, When the fifth mode is selected by the manual operation, the automatic control performs a pseudo-automatic transmission control that selects one of the multiple ranges or continuously changes the range based on the vehicle speed and the requested driving force. Based on the control target value set in accordance with any of the driving modes and ranges selected by the manual operation, or the control target value set in accordance with the range selected or changed by the pseudo-automatic transmission control, the output torque is controlled. When the first mode is selected by the shift device, or when the first sound source is selected by the sound source switching device, the driving mode is set to the first mode, and the motor sound is generated or added, and the state of generating or adding the motor sound is maintained when the driving mode is transitioned from the first mode to the second mode. When the fifth mode is selected by the shift device, or when the second sound source is selected by the sound source switching device, the driving mode is set to the fifth mode, the simulated driving sound is added, and the state in which the simulated driving sound is added is maintained when the driving mode is switched from the fifth mode to the second mode. A control device for electric vehicles characterized by the following features.

7. A control device for an electric vehicle according to claim 6, The aforementioned shift device, At a minimum, a first operation that is used regularly and a second operation that is different from the first operation are possible. The aforementioned sound source switching device is The above second operation is possible, The selection device is The selection of the fifth mode, the selection of the first or second sound source, and the transition from the fifth mode to the first mode are all performed by the second operation. A control device for electric vehicles characterized by the following features.

8. A control device for an electric vehicle according to claim 7, The aforementioned sound source switching device is The second operation performs the transition between the BEV second mode, which corresponds to the state of the second mode immediately after starting the electric vehicle, or the state of the second mode transitioned from the first mode, and the pseudo AT second mode, which corresponds to the state of the second mode transitioned from the fifth mode. A control device for electric vehicles characterized by the following features.

9. A control device for an electric vehicle according to claim 8, The selection device is The transition from the second mode to the third mode, the transition from the second mode to the fourth mode, and the selection of the first sound source in the third mode and the fourth mode are all prohibited. The transitions between the first mode and the second mode, between the first mode and the third mode, between the second mode and the fifth mode, from the third mode to the second mode, from the fourth mode to the first mode, from the fourth mode to the second mode, and from the fourth mode to the third mode are all performed in the first operation. A control device for electric vehicles characterized by the following features.

10. A control device for an electric vehicle according to any one of claims 1 to 9, The aforementioned controller, Assuming that the driving force of the electric vehicle is generated by the engine output, a virtual engine speed is calculated based on the driving state of the electric vehicle, assuming the engine speed is that of the engine. The second audio source mentioned above is, As the simulated operating sound, a simulated engine sound is generated that changes according to the virtual engine speed. A control device for electric vehicles characterized by the following features.

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