Control device for electric vehicles

Abstract

To allow a driver to properly and realistically sense the same operational feeling as a conventional vehicle equipped with a transmission without impairing the inherent quiet performance of an electric vehicle.SOLUTION: A control device for an electric vehicle is for controlling an electric vehicle having a motor as a power source. The control device can selectively set an M mode in which a D position, a P position, a R position, an N position and a pseudo manual shift operation are possible and artificial engine sound is added, and an M hold mode in which a pseudo manual shift operation is possible, artificial engine sound is added, and the state is held by a manual operation of a driver. A transition from the M mode to the D position or the M hold mode cancels the M mode (step S34, S32). A transition from the M hold mode to the M mode cancels the M hold mode (step S42, S33).SELECTED DRAWING: Figure 13

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 driving force 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 are equipped with a shift device and shift switch similar to those in conventional vehicles. In addition, multiple torque maps or modes that have different torque characteristics of the motor are set. The electric vehicles described in the above patent documents are configured so that the driver can switch between such multiple torque maps or ranges manually, thereby creating the illusion of having a transmission similar to that of a conventional vehicle. According to the electric vehicle described in Patent Document 1, the driver can experience the feeling of manual shifting (sequential shifting) using paddle switches or a shift lever, similar to that of a conventional vehicle equipped with a multi-speed transmission. According to the electric vehicle described in Patent Document 2, the driver can experience the feeling of driving and the behavior of the vehicle similar to that of a conventional MT vehicle equipped with a manual transmission. Furthermore, as described in Patent Document 2, by adding a simulated engine sound that corresponds to manual gear shifting, the driver can experience a driving sensation that is 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-powered 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 transmission and a simulated manual shifting function that assumes such a virtual transmission, it is preferable to distinguish between a normal driving mode that does not assume a virtual transmission and a driving mode that performs a simulated manual shift assuming a virtual 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 in the M (Manual) position, which is the driving mode in which manual shifting is performed using a shift lever or paddle switch. By configuring it in this way, it is possible to add simulated engine sounds and operation sounds corresponding to manual gear shifting by a virtual transmission without compromising the quietness during normal driving, allowing the driver to experience a driving sensation close to that of actual manual gear shifting.

[0007] However, if the system is configured to add simulated engine sounds and operation sounds only to the M position as described above, the simulated engine sounds and operation sounds will suddenly disappear when the driver shifts from the M position to another shift position. As a result, this may cause discomfort to drivers who are operating the system with the same feel as conventional manual gear shifting. For example, if a driver is performing a simulated manual gear shift in the M position and then stops and parks the electric vehicle, the simulated engine sounds and operation sounds will disappear the moment the driver switches the shift position from the M position to the R (reverse) position or P (parking) 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 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 the same operating sensation as a conventional vehicle equipped with a 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 shift device operated manually by the driver; a simulated sound generating device that generates a simulated driving sound according to the driving state of the electric vehicle; and a controller that controls the output torque of the motor based on the control target value, wherein the shift device has a first mode in which a drive position is set for driving the electric vehicle forward, a second mode in which one of the following is set as the driving mode of the electric vehicle: a reverse position for driving the electric vehicle in reverse, a parking position for maintaining the stopped state of the electric vehicle, and a neutral position for interrupting power transmission between the driving force source and the drive wheels, a third mode in which one of the control target values ​​set in a plurality of ranges in which the torque characteristics with respect to the rotational speed of the motor are set in steps apart is selected by the manual operation, the output torque is controlled based on the selected control target value, and the simulated driving sound is added, and the first mode It is possible to selectively set a fourth mode, which transitions from the first mode or the third mode, controls the output torque based on the control target value selected by the manual operation, adds the simulated driving sound, and maintains the state in which the simulated driving sound is added, and when one of the first mode, the second mode, the third mode, and the fourth mode is selected, one of the multiple ranges is selected, and the controller controls the output torque based on the control target value set corresponding to any of the driving modes and ranges selected by the shift device, and when the driving mode is set to the third mode, then the third mode is deactivated when the driving mode is set to the third mode or the fourth mode 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, then the fourth mode is deactivated when the driving mode is set to the third mode by transitioning from the fourth mode to the third mode,This is characterized by disabling the fourth mode.

[0011] 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 allow transitions between the first mode and the second mode, between the first mode and the third 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 to be performed by the first operation, while transitions from the second mode to the third mode and from the second mode to the fourth mode are not allowed, and transitions from the first mode to the fourth mode and from the third mode to the fourth mode to be performed by the second operation.

[0012] Furthermore, the controller in this invention may be configured to calculate a virtual engine speed based on the running state of the electric vehicle, assuming that the driving force of the electric vehicle is generated by the output of the engine, and the simulated sound generating device in this invention may be configured to generate a simulated engine sound that changes according to the virtual engine speed as the simulated driving sound. [Effects of the Invention]

[0013] The electric vehicle controlled by this invention uses at least one motor as a driving force source and generates driving force by the output torque of that motor to propel itself. 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 shift device operated manually by the driver. The shift device selectively sets a first mode for setting the drive position, a second mode for setting one of the reverse position, parking position, or neutral position, a so-called manual position or manual mode in which the driver selects one of the multiple ranges by manual operation that mimics conventional manual gear shifting, and a fourth mode which is a transition from the third mode and continues in a so-called manual position or manual mode similar to the third mode. In the third and fourth modes, the control target value corresponding to the range selected by manual operation is determined. Therefore, in the electric vehicle control device of this invention, the torque characteristics of the motor and the control target values ​​set based on those torque characteristics can be changed by switching modes and ranges using a shift device. For example, it is possible to switch from a range of standard torque characteristics to a range of torque characteristics that output a large torque at low rotational speeds. In other words, it is possible to perform a simulated manual gear shift operation that mimics a conventional vehicle equipped with a transmission. As a result, even in an electric vehicle that does not use a transmission, it is possible to make the driver experience the same feeling of gear shifting as in a conventional vehicle equipped with a manual transmission or a multi-speed transmission.

[0014] Furthermore, the electric vehicle controlled by this invention is equipped with a simulated sound generator that generates simulated driving sounds, such as simulated engine sounds and exaggerated motor sounds. By adding simulated driving sounds according to the driving state of the electric vehicle, the driver can experience a driving sensation that is even closer to that of conventional vehicles (especially engine-powered vehicles). Such simulated driving sounds are added when the third mode is selected in the shift device. Also, the state in which these simulated driving sounds are added is maintained when the vehicle transitions from the third mode to the fourth mode. The third mode is deactivated when the driving mode transitions from the third mode to the first mode or the 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 sounds are 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 sounds are added. Subsequently, if the vehicle switches from mode 2 to another driving mode, mode 4 is not deactivated, and the simulated driving sound continues to be added. Also, if the vehicle switches 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 drive position of mode 1 is maintained. In other words, mode 4 is effectively continued. Furthermore, if 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 the simulated driving sound is added. Subsequently, if the vehicle switches from mode 3 to mode 1, the state that allows for simulated manual gear shifting and the state that adds the simulated driving sound are deactivated, respectively.

[0015] Therefore, the electric vehicle control device of this invention can avoid the situation where the simulated driving sound disappears when switching from the third and fourth modes, which correspond to so-called manual mode or manual position, to the second mode, which sets the reverse position or parking position, thus avoiding causing discomfort to the driver. For example, when the driver is performing a simulated manual gear shift operation in the third or fourth mode and stops and parks the electric vehicle, the situation where the simulated driving sound disappears when the driver switches from the third or fourth mode to the reverse position or parking position can be avoided. In addition, for example, in the parking position or neutral position of the second mode, it is possible to simulate so-called racing operation, which increases the virtual engine speed by pressing the accelerator pedal.

[0016] Furthermore, the shift 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 shift device is configured so that the transition from the first and third modes to the fourth mode is performed by the second operation. Therefore, the driver will perform a second operation different from the usual to select the fourth mode, 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. In the first mode, motor driving with excellent quietness is performed. Since the operation of switching between driving modes or shift positions using these first and second operations follows the operation of the shift device in conventional engine vehicles equipped with a transmission, the driver can perform a simulated manual gear change with the same feel as before and without any sense of discomfort.

[0017] Therefore, according to the control device for an electric vehicle of this invention, without impairing the original quietness of the electric vehicle, the driver can appropriately and realistically experience the same operation feeling as that of a conventional vehicle equipped with a transmission.

Brief Description of the Drawings

[0018] [Figure 1] FIG. 1 is a block diagram schematically showing the configuration (drive system and control system) of an electric vehicle to be controlled in this invention. [Figure 2] FIG. 2 is a diagram showing the torque characteristics of a general motor. [Figure 3] FIG. 3 is a diagram showing an image of a map for calculating the required drive torque of a motor according to the vehicle speed (or the rotational speed of the motor) and the operation amount of the accelerator pedal. [Figure 4] FIG. 4 is a diagram showing an image of a map for calculating the required drive torque corresponding to when the operation amount of the accelerator pedal is 50%. [Figure 5] FIG. 5 is a diagram showing an image of a shift device having a manual operation unit composed of a shift lever and a shift gate. [Figure 6] FIG. 6 is a diagram showing a manual operation unit (paddle switch) provided on the steering wheel. [Figure 7] FIG. 7 is a diagram showing an image of the transition of the shift position and the driving mode in an engine vehicle equipped with a conventional transmission. [Figure 8] FIG. 8 is a diagram showing an image of the transition of the shift position and the driving mode in an electric vehicle to be controlled in this invention. [Figure 9] FIG. 9 is a first flowchart for explaining an example of the control executed by the control device for an electric vehicle of this invention. [Figure 10] FIG. 10 is a second flowchart for explaining an example of the control executed by the control device for an electric vehicle of this invention. [Figure 11]Figure 11 is a third 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 fourth 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 fifth 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]

[0019] 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.

[0020] 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 shift device 2, a simulated sound generator 3, a detection unit 4, and a controller (ECU) 5.

[0021] 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.

[0022] 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 2, which will be described later, and the required drive torque corresponding to that selected shift position is set.

[0023] 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 drive wheel 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 2, which will be described later, is the "D position".

[0024] 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”.

[0025] The shift device 2 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 2 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 the feeling of manual shifting, similar to conventional vehicles, even in an electric vehicle Ve. In addition, the shift device 2 in this embodiment of the invention is used for switching between forward and reverse, i.e., switching between the D (drive) position and R (reverse) position, as well as setting the P (parking) position when parking and the N (neutral) position, even during normal driving when the above-mentioned simulated shifting operations are not performed.

[0026] Specifically, the shift device 2 has a manual operation unit 2a. The manual operation unit 2a is operated manually by the driver and selects one of several ranges. The shift device 2 outputs a switch signal corresponding to the range selected by the manual operation unit 2a. The switch signal is transmitted to the controller 5, which will be described later.

[0027] The manual operation unit 2a consists of, for example, a shift lever 2b and shift gates 2c and 2d, as shown in Figure 5. The shift device 2 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 2b at the shift gate 2c shown on the left side of Figure 5, the D position, N position, R position, and P position are selected, respectively. The shift device 2 also selects the M (manual) position or M (manual) mode by moving the shift lever 2b from the D position to the shift gate 2d shown on the right side of Figure 5. In M mode, by moving the shift lever 2b to the up (+) side at the shift gate 2d, 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 2b 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.

[0028] Furthermore, the manual operation unit 2a consists of, for example, paddle switches 2e and 2f provided on the steering wheel 9, as shown in Figure 6. The shift device 2 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 2, operating the paddle switch (UP switch) 2e 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 2, operating the paddle switch (DOWN switch) 2f 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.

[0029] In the shift device 2 having a manual operation unit 2a 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) 2f once selects "3 range", which increases the required drive torque by one level; operating the paddle switch 2f twice selects "2 range", which increases the required drive torque by two levels; and operating the paddle switch 2f three times selects "L range", which increases the required drive torque by three levels. Conversely, from the "L range," operating the paddle switch (UP switch) 2e once selects the "2 range," which reduces the required drive torque by one level; operating the paddle switch 2e twice selects the "3 range," which reduces the required drive torque by two levels; and operating the paddle switch 2e three times selects the "D range," which reduces the required drive torque by three levels.

[0030] It should be noted that the manual operation unit 2a in this embodiment of the invention is not limited to the shift lever 2b or paddle switches 2e, 2f 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.

[0031] Furthermore, the shift device 2 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 2b within the shift gates 2c and 2d to switch between the driving position and the P position, or pressing the paddle switches 2e and 2f 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 2e and 2f 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 2b and paddle switches 2e and 2f as described above, in order to set the M hold mode described later.

[0032] The simulated sound generator 3 generates simulated driving sounds such as simulated engine sounds and exaggerated motor sounds. Specifically, the simulated sound generator 3 generates simulated driving 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 driving 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 driving sounds together with the speaker, and outputs the simulated driving sounds generated by the calculation device from the speaker. By equipping the vehicle Ve with such a simulated sound generator 3 and adding simulated driving sounds according to the driving conditions of the vehicle Ve, the driver can experience a driving sensation that is even closer to that of a conventional vehicle equipped with a transmission.

[0033] In particular, the arithmetic unit of the controller 5 or the simulated sound generator 3 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.

[0034] 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 shift 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 2 by the driver, and a motor rotation speed sensor (or resolver) 4d for detecting the rotation speed of the motor 1. In addition, the detection unit 4 includes, for example, an acceleration sensor 4e for detecting the acceleration of the vehicle Ve, and a SOC sensor 4f for detecting the charge state (SOC) of the battery (not shown). 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.

[0035] 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 to control the simulated driving sound generated by the simulated sound generator 3. Although Figure 1 shows an example in which one Controller 5 is provided, multiple Controller 5s may be provided, for example, for each device or equipment to be controlled, or for each control content.

[0036] The control device for the electric vehicle in this embodiment of the invention is configured to allow the driver to experience the feeling of manual gear shifting, similar to that of a conventional "engine vehicle" equipped with a transmission. 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 2b as shown in Figure 5. Alternatively, upshifting or downshifting is performed by manually operating the paddle switches 2e and 2f 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 2b 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 2e or 2f in a predetermined manner. M mode can be canceled by manually shifting to another shift position while M mode is activated.

[0037] As mentioned above, when simulating manual gear shifting in conventional "engine vehicles" for electric vehicles, there was a problem in that the simulated engine sound and simulated operation sound disappeared when shifting from M mode to other shift positions, 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). H The mode is set.

[0038] 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.

[0039] On the other hand, 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 enables a simulated manual gear shift operation that mimics a conventional "engine vehicle". At the same time, the M-Hold mode is a driving mode that adds the above-mentioned simulated engine sound (simulated driving sound) and maintains that state. Therefore, this M-Hold mode corresponds to the "fourth mode" in the embodiment of this invention.

[0040] In the example shown in Figure 8, 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, P, and N positions 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, P, and N positions correspond to the "second mode" in this embodiment of the invention.

[0041] 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 2. Similar to the conventional "engine vehicle" described above, vehicle Ve can turn on the power switch (or main switch, start switch) when the shift position of the shift device 2 is in the P position. Furthermore, the shift device 2 is configured so that it cannot directly transition from the P position, N position, etc., to M mode or M hold mode.

[0042] 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 2b from the D position to the M mode (M position) position. Alternatively, M mode is set by operating either paddle switch 2e or 2f 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".

[0043] 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 2b as shown in Figure 5 and the paddle switches 2e and 2f as shown in Figure 6. In this case, manual operation involves moving the shift lever 2b to its normal position and time, or pressing the paddle switches 2e and 2f for a normal duration (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.

[0044] 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 2b 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 2e or 2f in a way other than the usual way while the D position is set.

[0045] Specifically, the M-Hold Mode, or "Fourth Mode," is set, for example, by moving the shift lever 2b from the D position to the M-Mode (M-Position) position and holding it for a longer period of time than the normal case for setting the M-Mode. Alternatively, the M-Hold Mode is set by moving the shift lever 2b 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 2e or 2f for a longer period of time than the normal time for setting 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 2b and paddle switches 2e and 2f. 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.

[0046] 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.

[0047] 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 2 is configured so that the transition from the "first mode" and "third mode" to the "fourth mode," or M-hold mode, is performed by the "second operation." Therefore, the driver will perform the "second operation," which is different from the usual operation, with the intention of maintaining the state in which the simulated engine sound is added, and select the M-hold mode. As a result, the driver can be reliably made aware that the addition of the simulated engine sound will continue. The M-hold mode is then deactivated by transitioning from the M-hold mode to the M mode, or "third mode."

[0048] 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.

[0049] On the other hand, 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.

[0050] The operation of switching between driving modes or shift positions using the "first operation" and "second operation" described above follows 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.

[0051] As described above, an example of the control performed by the controller 5, which is configured to maintain the state in which a simulated engine sound is added by providing an M-hold mode, is shown in the flowcharts from Figures 9 to 13.

[0052] The control shown in the flowcharts from Figures 9 to 13 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 2 is in the P position. Therefore, first, in step S1 shown in the flowchart of Figure 9, the shift position of the shift device 2 is set to the P position.

[0053] 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 2b or paddle switches 2e, 2f using the commonly used "first operation". On the other hand, M hold mode is set by manually operating the shift lever 2b or paddle switches 2e, 2f 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 from the shift position sensor 4c.

[0054] 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.

[0055] In step S3, the selection of M mode and M hold mode is rejected. As mentioned above, the shift device 2 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.

[0056] 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.

[0057] In step S4, it is determined whether or not the operation to set the R position was performed.

[0058] 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 10.

[0059] In the flowchart of Figure 10, in step S11, the shift position of the shift device 2 is set to the R position.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] On the other hand, if the operation to set M mode or M hold mode is not performed and "No" is determined in step S12, the process proceeds to step S5 as shown in the flowchart of Figure 9 above.

[0064] In the flowchart of Figure 9, step S5 determines whether or not the operation to set the N position has been performed.

[0065] If the operation to set the N position is performed and it is determined that "Yes" is true in step S5, the process proceeds to step S21 as shown in the flowchart of Figure 11.

[0066] In the flowchart of Figure 11, in step S21, the shift position of the shift device 2 is set to the N position.

[0067] 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.

[0068] 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.

[0069] 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 above is performed. Then, the process returns to step S22 above, and the same control as before is performed.

[0070] 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 S22, the process proceeds to step S6 as shown in the flowchart of Figure 9 above.

[0071] In the flowchart of Figure 9, step S6 determines whether or not the operation to set the D position has been performed.

[0072] 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.

[0073] 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 12.

[0074] In the flowchart of Figure 12, in step S31, the shift position of the shift device 2 is set to the D position.

[0075] Next, in step S32, it is determined whether or not the operation to set M mode has been performed.

[0076] If the operation to set M mode is performed and it is determined to be "Yes" in step S32, proceed to step S33.

[0077] In step S33, the shift position or driving mode of the shift device 2 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.

[0078] 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 2 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.

[0079] Therefore, if the operation to cancel M mode, that is, the operation to set the shift position of the shift device 2 to the D position, is performed and "Yes" is determined in step S34, the system returns to step S31 and the same control as before is performed. Also, by canceling M mode in step S34, the state in which the simulated engine sound is added is released.

[0080] On the other hand, if the operation to cancel M mode, that is, the operation to set the shift position of the shift device 2 to the D position, is not yet performed, and therefore "No" is determined in step S34, the process proceeds to step S35.

[0081] 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.

[0082] 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 following steps: step S1 shown in the flowchart of Figure 9, step S11 shown in the flowchart of Figure 10, or step S21 shown in the flowchart of Figure 11. Specifically, if the operation to set the P position is performed, the process returns to step S1 shown in the flowchart of Figure 9, and the same control as before is performed. If the operation to set the R position is performed, the process returns to step S11 shown in the flowchart of Figure 10, and the same control as before is performed. If the operation to set the N position is performed, the process returns to step S21 shown in the flowchart of Figure 11, and the same control as before is performed.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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 13. 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 simulated manual gear shifting is possible and the state in which simulated engine sound is added continues.

[0087] 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.

[0088] 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.

[0089] 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, and the same control as before is performed.

[0090] 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 true in step S37, then the process proceeds to step S41 shown in the flowchart of Figure 13, just as if it was determined that "Yes" was true in step S36.

[0091] In the flowchart of Figure 13, in step S41, the shift position or driving mode of the shift device 2 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.

[0092] 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 2 is set to M mode, that is, when it transitions from "fourth mode" to "third mode".

[0093] 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 12, 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.

[0094] 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, has not yet been performed, and therefore the result in step S42 is determined to be "No", then the process proceeds to step S43.

[0095] In step S43, it is determined whether an operation to set either the P position, N position, or R position has been performed.

[0096] 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.

[0097] 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.

[0098] 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.

[0099] Next, in step S45, it is determined whether or not the operation to set the D position has been performed.

[0100] If the operation to set the D position has not yet been performed, and the result in "No" is determined in step S45, the process returns to step S44 above, and the same control as before is performed.

[0101] 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.

[0102] 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.

[0103] As described above, the control shown in the flowcharts from Figure 9 to Figure 13 is reset and terminated, for example, when the power switch or main switch of the vehicle Ve is turned OFF.

[0104] 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.

[0105] 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 operation that is even closer to that of a conventional "engine vehicle." Such a simulated engine sound is added when M mode or M hold mode is selected in the shift device 2. 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 again until switching from M mode to D position. Therefore, for example, when the driver is performing a manual simulated gear shift operation in M ​​mode or M hold mode, and stops and parks the vehicle Ve, it is possible to avoid a situation where the simulated engine sound disappears when the driver switches from M mode or M hold mode to R position or P position, etc. Furthermore, it's possible to simulate so-called racing maneuvers, such as increasing the virtual engine speed by pressing the accelerator pedal in the P or N position.

[0106] 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 a 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]

[0107] 1. Motor (power source) 2 Shift device 2a Manual operation section (of the shift device) 2b Shift lever (in the manual control section) 2c, 2d (Shift gates of the manual control section) 2e, 2f (Paddle switches on the 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) Motor rotation speed sensor (or resolver) 4e (Detection unit) Accelerometer 4f (Detection unit) SOC sensor 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 shift mechanism operated manually by the driver, A simulated sound generating device that generates a simulated driving sound corresponding to the driving state of the electric vehicle, The system includes a controller that controls the output torque of the motor based on the aforementioned control target value, The aforementioned shift device, As a driving mode for the aforementioned electric vehicle, A first mode for setting a drive position that causes the electric vehicle to move forward, A second mode is set to 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 third mode is entered, in which, transitioning from the first mode, 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 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, adding the simulated operating sound, and maintaining the state in which the simulated operating sound is added. It is possible to selectively set this, Select one of the first mode, the second mode, the third mode, and the fourth mode, and when the third mode or the fourth mode is selected, select one of the multiple ranges. The aforementioned controller, Based on the control target value set in accordance with one of the driving modes and ranges selected by the shift device, 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. A control device for electric vehicles characterized by the following features.

2. A control device for an electric vehicle according to claim 1, The aforementioned shift device, At a minimum, the first operation is a regular procedure, A second operation different from the first operation is possible. The transitions between the first mode and the second mode, between the first mode and the third 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, and the transition from the third mode to the fourth mode, are both performed by the second operation. A control device for electric vehicles characterized by the following features.

3. A control device for an electric vehicle according to claim 1 or 2, 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 aforementioned simulated sound generating device 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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