Control method for varying a setting of a virtual cluch of an electric vehicle, computer program product, clutch device as well as electric vehicle

Abstract

A control method for changing the setting of a virtual clutch of an electric vehicle, a computer program product, a clutch device, and an electric vehicle are disclosed. A control method for changing the setting of a virtual clutch of an electric vehicle according to one embodiment comprises: a clutch pedal operable by a driver of the electric vehicle; forming a virtual clutch through a control circuit electronically coupled to the clutch pedal, wherein the virtual clutch is configured to change the output of driving torque from an electric drive motor of the electric vehicle to a wheel according to the setting of the virtual clutch; and changing the setting of the virtual clutch of the electric vehicle. Furthermore, the present invention relates to a computer program product and a clutch device for an electric vehicle.

Description

Technology Field

[0001] The disclosed embodiments relate to a control method for changing the settings of a virtual clutch of an electric vehicle, a computer program product, a clutch device, and an electric vehicle. Background Technology

[0002] Generally, in vehicles that use an engine as the driving torque source (engine-powered vehicles), a transmission is also used to change the engine's rotational speed and transmit output torque to the drive wheels. Recently, automatic transmissions (ATs), which do not require the driver to operate a clutch pedal, have become the mainstream transmission for engine-powered vehicles. Conversely, manual transmissions (MTs), where the driver operates the clutch pedal and shift lever to change gears, are declining in popularity. However, because MTs have a simpler structure than ATs, they possess superior reliability and durability. In so-called 3-pedal vehicles (MT vehicles) equipped with an MT, drivers can achieve a comfortable driving experience by directly changing gears and maneuvering the vehicle as intended. Therefore, a certain number of users still support 3-pedal manual transmission vehicles. Drivers who prefer 3-pedal MT vehicles or are accustomed to driving them should choose ATs, hybrid vehicles, or electric vehicles that do not require a transmission. When driving an electric vehicle, drivers may feel discomfort or a sense of inadequacy because the vehicle's behavior and driving feel differ from those of conventional manual transmission vehicles.

[0003] For example, the document JP 7413947 B2 describes a control device for an electric vehicle comprising a driving power source having at least a motor, an accelerator pedal operated by a driver, and a controller for controlling said driving power source. In a control device for an electric vehicle that controls driving power based on the amount of operation of said accelerator pedal, the control device further comprises a (simulated) clutch pedal operated by a driver and a (simulated) shift lever operated by a driver. Assuming that a virtual engine (simulated internal combustion engine) is used as the driving power source, the controller selectively transmits or cuts off the output torque of the virtual engine and also controls the state of transmission of the output torque (shift state). It is assumed that a virtual clutch is used to continuously change the rotational speed of the virtual engine, and a virtual manual transmission is used to change the rotational speed of the virtual engine according to a gear ratio set in correspondence with the operating position of the shift lever. It is assumed that the rotational speed of the virtual engine, which changes according to the amount of operation of the accelerator pedal, is calculated as the first engine rotational speed, and based on this, the rotational speed of the virtual engine in a state where the virtual clutch is fully engaged is calculated as the second engine rotational speed, and the clutch transmission torque (shift torque) of the virtual clutch, which changes according to the amount of operation of the clutch pedal, is calculated.

[0004] When driving a vehicle with an actual 3-pedal manual transmission, the driver operates the gear lever to change gears and simultaneously operates the accelerator pedal in addition to operating the clutch pedal when changing gears or starting the vehicle. At the same time, the engine speed is also adjusted according to the operation. In particular, when operating the clutch pedal, if the driver presses the pedal to release the clutch, the engine's output shaft is disconnected from the power transmission path leading to the drive wheels. Therefore, the engine speed and the engine's output torque vary depending on the degree to which the driver presses the clutch pedal and the state of operation. Furthermore, when the clutch engages due to the driver's operation of the clutch pedal, the clutch not only transitions from a simply disengaged state to an engaged state but also enters a so-called "half-clutch" state during the engagement process. For example, when operating the clutch to change gears or start the vehicle, the driver presses the clutch pedal beyond a predetermined amount to release the clutch, and then gradually presses the clutch pedal again. During the pedal return operation, the clutch begins to engage slowly, entering the dispensing zone in a half-clutch (half-engagement) state where it slips or engages incompletely. In this semi-clutch state, engine speed and engine output torque fluctuate complexly depending on the clutch engagement state (or clutch transmission torque) and are also affected by vehicle speed and driving load. Therefore, when changing gears or starting the vehicle, the driver of a 3-pedal manual transmission vehicle must operate the clutch pedal, the gear lever, and the accelerator pedal (and, in some cases, the brake pedal). Various driving operations are coordinated and performed simultaneously.

[0005] Ultimately, some drivers want to implement the driving characteristics of current high-performance internal combustion engine vehicles in future high-performance electric vehicles for the sake of driving pleasure. The problem to be solved

[0006] The problem to be solved by the disclosed embodiment is to achieve high-performance vehicle operation based on a conventional internal combustion engine while providing a clutch feel with fast responsiveness desired by the customer inside an electric vehicle. means of solving the problem

[0007] According to one aspect of the disclosed embodiment, a control method for changing a virtual clutch setting of an electric vehicle is provided. The control method comprises a clutch pedal operable by a driver of the electric vehicle and forming a virtual clutch through a control circuit electronically coupled to the clutch pedal. The virtual clutch is configured to change the output of driving torque from the electric drive motor of the electric vehicle to the wheels according to the setting of the virtual clutch. Additionally, the method further comprises changing the setting of the virtual clutch of the electric vehicle.

[0008] According to another aspect of the disclosed embodiment, a computer program product is provided. The computer program product comprises at least one non-transient computer-readable storage medium in which a computer-executable program code portion is stored. The computer-executable program code portion comprises program code instructions configured to form a virtual clutch through a control circuit electronically coupled to a clutch pedal operable or operated by a driver of an electric vehicle, wherein the virtual clutch is configured to change the output of driving torque from the drive motor of the electric vehicle to the wheels according to the setting of the virtual clutch. Additionally, the computer-executable program code portion comprises program code instructions configured to change the setting of the virtual clutch of the electric vehicle. In other words, the computer program product, such as a computer-readable program medium, contains or stores computer program instructions, and when the computer program instructions are executed by a processor or controller, the computer program instructions can execute the method according to the first aspect of the present invention.

[0009] According to another aspect of the disclosed embodiment, a clutch device for an electric vehicle is provided. The clutch device includes a clutch pedal that is operable or operated by a driver. Additionally, the clutch device includes a control circuit that is electronically coupled to the clutch pedal and configured to form a virtual clutch, wherein the control circuit is configured to change the output of driving torque from the electric drive motor of the electric vehicle to the wheels according to the setting of the virtual clutch. The control circuit is configured to change the setting of the virtual clutch.

[0010] According to another aspect of the disclosed embodiment, an electric vehicle, in particular an electric motor vehicle, is provided. The electric vehicle comprises a clutch device according to a third aspect of the present invention and an electric drive motor mechanically coupled to a wheel.

[0011] One of the concepts of the disclosed embodiments is to provide a clutch device and method for simulating the clutch operation of an internal combustion engine high-performance vehicle by means of a virtual clutch. Additionally, variations in the clutch operation regarding each clutch characteristic for a specific scenario are possible.

[0012] For example, the clutch pedal is configured as an electronic clutch pedal. In particular, the settings of the virtual clutch can be changed in various ways during the use of the electric vehicle, that is, during driving. The present invention enables or improves tuning that changes the operation of the virtual clutch.

[0013] A clutch unit equipped with a clutch pedal and a control circuit can achieve a level of clutch feel comparable to that of a general high-performance vehicle, particularly in light of the potential of new electric vehicles.

[0014] No new or additional hardware is required when applying the system and / or method according to the disclosed embodiments. The disclosed embodiments can be applied to existing electric vehicles. Additionally, the disclosed embodiments can be applied to existing electric vehicles as a Function of Display (FoD) or via an Over-the-Air (OTA) update if the existing electric vehicle is already equipped with an existing clutch pedal.

[0015] Another advantage of the disclosed embodiment is that the clutch operation can customize clutch characteristics beyond the known clutch operation of a combustion engine vehicle. Thus, a newly defined performance region can be created. This provides the uniqueness of the electric vehicle according to the disclosed embodiment.

[0016] In the sense of this specification, electric vehicles may include two-wheeled vehicles such as bicycles, automobiles, trucks, etc. In particular, electric vehicles consist of electric motor vehicles.

[0017] As used herein, “vehicle,” “of a vehicle,” or other similar terms include general automobiles such as passenger cars, buses, trucks, various commercial vehicles, including sports utility vehicles (SUVs), and are understood to include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, and other alternative electric vehicles. As mentioned herein, a hybrid vehicle is a vehicle equipped with two or more power sources, for example, a gasoline-powered vehicle and an electric-powered vehicle.

[0018] Advantageous embodiments and improvements of the disclosed embodiments can be found in the dependent claims.

[0019] According to one disclosed embodiment, a virtual clutch is configured to selectively transmit or block the output of driving torque and to continuously change the state of output transmission. Accordingly, an electric vehicle that generally does not include a mechanical clutch can be treated like a combustion engine-driven vehicle. For example, the virtual clutch can simulate coasting traveling when the driver presses the clutch pedal.

[0020] To change the output of the driving torque, the control circuit may communicate with a motor control unit configured to control an electric drive motor that outputs driving torque to the wheels of an electric vehicle. In particular, the motor control unit may be configured to simulate the effect of stopping the output by pressing the clutch pedal and the effect of engaging a virtual clutch at a predetermined engagement point by releasing the clutch pedal. When engaging the virtual clutch by releasing the clutch pedal, the output may be increased for a short time, particularly at the engagement point, to simulate the slight shock typically observed in a real mechanical clutch.

[0021] According to another disclosed embodiment, changing the setting changes the pedal travel distance of the clutch pedal. For example, the pedal travel distance may be decreased or increased in the setting change. The pedal travel distance corresponds to the distance the clutch pedal must be pressed starting from a fully released state. The pedal travel distance may be decreased to simplify rapid gear shifting. The pedal travel distance may be increased to provide a longer adjustment.

[0022] According to another disclosed embodiment, changing the setting changes the pedal force of the clutch pedal. For example, the pedal force may be decreased or increased in the setting change. The pedal force corresponds to the force required to press the clutch pedal. The pedal force may be increased to provide better feedback to the driver.

[0023] According to another disclosed embodiment, the setting includes at least one operating parameter of the virtual clutch. Thus, the virtual clutch can be finely tuned, for example, the virtual clutch can be tuned to emphasize the characteristic individual recognition of the electric vehicle. In particular, a plurality of operating parameters can be changed in the setting. A plurality of operating parameters can be changed independently to individually change the operation of the virtual clutch. Each operating parameter corresponds to a state of the virtual clutch, for example, the virtual clutch is at the engagement point, is open, or is engaged. When the clutch begins to engage, a slight vibration occurs in the pedal, and the driver can hear the engine's RPM (revolutions per minute) increasing. As the clutch continues to slowly disengage, a slight shock or grab sensation may be felt in the clutch pedal. This corresponds to the engagement point and indicates that the engine and the wheels are aligned. In a 2D graph of the clutch operation, the operating parameter is described by a curve section of the pedal force versus the pedal travel distance of the clutch pedal.

[0024] According to another disclosed embodiment, at least one operating parameter includes at least one of a group of operating parameters such as freeplay for pressing, opening start, separation, full operating range, release start, coupling, freeplay for release, and factorization. For example, each operating parameter may be changed by changing the pedal travel distance or pedal force or both in each operating parameter.

[0025] For example, multiple clutch-type characteristics can be generated by freely parameterizing the virtual clutch and its operation.

[0026] According to another disclosed embodiment, changing the setting includes changing the pedal travel distance of the clutch pedal.

[0027] According to another disclosed embodiment, changing the setting includes changing the pedal force of the clutch pedal.

[0028] According to another disclosed embodiment, the setting comprises at least one operating parameter of a virtual clutch selected from the group of operating parameters: free play for pressing, opening start, separation, full operating range, release start, engagement, free play for release, and disassembly.

[0029] According to another disclosed embodiment, the clutch pedal includes a potentiometer configured to detect the pedal travel of the clutch pedal and change the mechanical resistance of the clutch pedal according to a changed setting of the virtual clutch. The detected pedal travel can be converted into torque control of a control circuit or an electric drive motor propulsion system. This torque control can simulate the sensation of pressing the clutch to interrupt the driving torque and relaxing the clutch to provide torque back to a specific engagement point.

[0030] According to another disclosed embodiment, the clutch pedal includes a variable-length compression spring configured to change the pedal travel distance of the clutch pedal. The pedal travel distance can be changed by changing the length of the compression spring according to the changed setting of the virtual clutch.

[0031] Optionally, the electric vehicle may further include a motor control unit configured to control an electric drive motor configured to output driving torque to the wheels of the electric vehicle. For example, the motor control unit may be configured with torque control capable of simulating the effect of stopping the output by pressing the clutch pedal and engaging a virtual clutch at a predetermined engagement point by releasing the clutch pedal.

[0032] According to another disclosed embodiment, the electric vehicle further includes a shift lever operated by the driver for virtual gear shifting. The virtual clutch may be configured to change the power transfer ratio between the drive motor and the wheels according to the virtual gear.

[0033] For example, control methods, computer program products and / or clutch devices may have various use cases, four of which are described in more detail below.

[0034] In one use case, the engagement point can be defined as short for a clutch kick or quick shift. In the first use case, driver feedback regarding the driving torque delivered to the wheels can be well controlled. Therefore, in the first use case, the racing car feel can be improved.

[0035] In another use case, downshifting during braking is improved by adjusting the engagement point to be longer. Additionally, in a second use case, virtual engine braking corresponding to pedal travel or clutch hardware travel can be adjusted, and a defined virtual engine drag torque can be used for this. Furthermore, the second use case can provide a much more defined regenerative torque overshoot function using a dedicated pedal in coastal scenarios.

[0036] In another use case, the engagement point can be digitally defined early when performing a clutch kick in drift mode while simultaneously pressing the throttle. Consequently, the drive torque can have a positive overshoot. A third use case can be applied to initiating a drift, as the rapid increase in drive torque causes a rapid increase in positive wheel slip.

[0037] In another use case, the driver can directly adjust simple clutch parameters on the electric vehicle screen. For example, the engagement point can be changed between a softer and a firmer mode, or between an initial and a later mode, or both. Thus, this use case can modify individual modes in a racing game, for instance, while maintaining clear boundaries to prevent misuse.

[0038] Some use cases may be defined by the electric vehicle OEM to provide optimal performance. Other use cases may be modified by each customer driver.

[0039] The disclosed embodiments will be described in more detail with reference to exemplary embodiments illustrated in the accompanying drawings. Effects of the invention

[0040] According to the present invention, high-performance vehicle operation based on a conventional internal combustion engine can be achieved while providing a clutch feel of fast responsiveness desired by the customer inside an electric vehicle. Brief explanation of the drawing

[0041] The attached drawings are provided to aid in a better understanding of the present invention and are incorporated into this specification and constitute part of this specification. The drawings illustrate embodiments of the present invention and are used to explain the principles of the present invention together with the description. Other embodiments of the present invention and many advantages intended by the present invention will be readily understood through reference to the following detailed description. The elements of the drawings are not necessarily drawn in proportion to one another. In the drawings, similar reference numbers indicate similar or functionally similar components unless otherwise specified. FIG. 1 schematically illustrates an electric vehicle according to a disclosed embodiment. FIG. 2 schematically illustrates a clutch device of an electric vehicle according to another disclosed embodiment. Figure 3 shows a 2D graph of clutch operation based on the curve of pedal force versus pedal travel distance of the clutch pedal. Figure 4 shows three 2D graphs of clutch operation - each curve has a modified operation parameter compared to the curve in Figure 3. FIG. 5 illustrates a flowchart of a control method for changing a virtual clutch setting of an electric vehicle according to another disclosed embodiment. While specific embodiments are illustrated and described herein, those skilled in the art will understand that various alternative and / or equivalent embodiments may be substituted for the specific embodiments illustrated and described without departing from the scope of the disclosed embodiments. In general, this specification is intended to cover any adjustment or modification of the specific embodiments discussed herein. Specific details for implementing the invention

[0042] FIG. 1 schematically illustrates an electric vehicle (EV) according to a disclosed embodiment.

[0043] An electric vehicle (EV) includes a clutch device (1) having a clutch pedal and a control circuit. The clutch pedal can be operated by or can be operated by a driver. The control circuit is configured to be electronically coupled to the clutch pedal to form a virtual clutch. Additionally, the control circuit is configured to change the settings of the virtual clutch.

[0044] Additionally, the electric vehicle (EV) further includes an electric drive motor (not shown) mechanically coupled to the wheels of the electric vehicle (EV). A virtual clutch is configured to change the output of driving torque from the electric drive motor to the wheels of the electric vehicle (EV) according to the setting of the virtual clutch.

[0045] Optionally, the electric vehicle (EV) may further include a motor control unit configured to control an electric drive motor configured to output driving torque to the wheels of the electric vehicle (EV). For example, the motor control unit may be configured as a torque control capable of simulating the effect of stopping output by pressing the clutch pedal and the effect of engaging a virtual clutch at a predetermined engagement point by releasing the clutch pedal.

[0046] Additionally, the electric vehicle (EV) may further include a gear lever operated by the driver for virtual gear shifting. The virtual clutch may be configured to change the power transfer ratio between the drive motor and the wheels according to the virtual gear.

[0047] FIG. 2 schematically illustrates a clutch device (1) for an electric vehicle (EV) according to another disclosed embodiment.

[0048] The clutch device (1) includes, for example, a clutch pedal (2) that can be operated or is operated by a driver and a control circuit (3). The control circuit (3) is configured to be electronically coupled to the clutch pedal (2) to form a virtual clutch and to change the output of driving torque from the electric drive motor to the wheels of the electric vehicle (EV) according to the setting of the virtual clutch. In particular, the control circuit (3) is configured to change the setting of the virtual clutch.

[0049] The clutch pedal (2) may further include a potentiometer configured to detect the pedal travel distance of the clutch pedal (2) and change the mechanical resistance of the clutch pedal (2) according to the changed settings of the virtual clutch. The detected pedal travel distance can be converted into torque control of the control circuit (3) or the electric drive motor propulsion system. This torque control can simulate the sensation of stopping the driving torque by pressing the clutch and releasing the clutch to provide torque back to a specific engagement point.

[0050] Alternatively or additionally, the clutch pedal (2) may include a variable-length compression spring configured to change the pedal travel distance of the clutch pedal (2). The pedal travel distance can be changed by changing the length of the compression spring according to the changed setting of the virtual clutch.

[0051] FIG. 3 shows a 2D graph of clutch operation based on a curve of pedal force versus pedal travel distance of the clutch pedal. Specifically, in the 2D graph of FIG. 3, the operating parameters (P1-P9) are described by curve sections of pedal force (PF) versus pedal travel distance (PW) of the clutch pedal (2). Each curve section is defined by a vertical dashed line.

[0052] Here, the operating parameters correspond to the state of the virtual clutch, for example, whether the virtual clutch is in the engagement point (P2 and P6), open (P4 and P5), or engaged (P1, P6, and P7). When the clutch begins to engage, a slight vibration occurs in the pedal, and the driver can hear the engine's RPM (revolutions per minute) increase. As the clutch continues to slowly disengage, a slight shock or grab may be felt. This corresponds to the engagement point and indicates that the engine and wheels are aligned.

[0053] In FIG. 3, operating parameters are exemplified as: freeplay for pressing (P1), start of opening (P2), separation (P3), full operating area (P4), start of release (P5), engagement (P6), freeplay for release (P7), and factorization (P8, P9). Additionally, section (4) includes the dispensing area of ​​the virtual clutch. Section (4) may be included in the operating parameters of engagement (P6) as shown in FIG. 3.

[0054] Figure 4 shows three 2D graphs of clutch operation—each curve having a modified operating parameter compared to the curve in Figure 3. A reference to the pedal travel distance (PW) of the virtual clutch in Figure 3 is indicated by a vertical dashed line extending through the three 2D graphs.

[0055] The setting of the virtual clutch can be changed by changing the pedal travel distance (PW) of the clutch pedal (2) (M2). For example, the pedal travel distance (PW) can be decreased or increased in the setting change (M2). The pedal travel distance (PW) corresponds to the distance that must be traveled starting from the clutch pedal (2) in a fully released state. The pedal travel distance (PW) can be decreased to simplify rapid gear shifting. The pedal travel distance (PW) can be increased to provide a longer adjustment.

[0056] Alternatively or additionally, the setting of the virtual clutch can be changed by changing the pedal force (PF) of the clutch pedal (2) (M2). For example, the pedal force (PF) can be decreased or increased in the setting change (M2). The pedal force (PF) corresponds to the force required to press the clutch pedal (2). The pedal force (PF) can be increased to provide better feedback to the driver.

[0057] The setting specifically includes at least one operating parameter (P1-P9) of the virtual clutch. Thus, the virtual clutch can be finely tuned, for example, the virtual clutch can be tuned to emphasize the characteristic recognition of an electric vehicle (EV). In particular, multiple operating parameters (P1-P9) can be changed in the setting. Multiple operating parameters (P1-P9) can be changed independently by individually changing the operation of the virtual clutch.

[0058] FIG. 5 illustrates a flowchart of a control method (M) for changing the settings of a virtual clutch of an electric vehicle (EV) according to another disclosed embodiment.

[0059] The method (M) substantially comprises providing an electric vehicle (EV) (M0), forming a virtual clutch (M1), and changing the setting of the virtual clutch (M2).

[0060] In M0, a clutch pedal (2) operable by the driver of the electric vehicle (EV) is provided to the electric vehicle (EV).

[0061] In M1, the virtual clutch is formed by a control circuit (3) electronically coupled to the clutch pedal (2). The virtual clutch is configured to change the output of driving torque from the electric drive motor to the wheels of the electric vehicle (EV) according to the setting of the virtual clutch. Thus, the virtual clutch can be configured to selectively transmit or block the output of driving torque and to continuously change the state of output transmission. Thus, an electric vehicle (EV) that generally does not include a mechanical clutch can be treated like a combustion engine-powered vehicle. For example, the virtual clutch can simulate coasting traveling when the driver presses the virtual clutch (2).

[0062] In M2, the virtual clutch settings of the electric vehicle (EV) are changed. In particular, the virtual clutch settings can be varied during the use of the electric vehicle (EV), i.e., while driving. M2 may further include changing the pedal travel distance (PW) and / or pedal force (PP) of the clutch pedal (2). For example, the pedal travel distance (PW) may be decreased or increased in the setting change M2. The pedal travel distance (PW) corresponds to the distance that must be pressed starting from the clutch pedal (2) in a fully released state. The pedal travel distance (PW) may be decreased to simplify rapid gear shifting. The pedal travel distance (PW) may be increased to provide a longer adjustment. For example, the pedal force (PF) may be decreased or increased in the setting change (M2). The pedal force (PF) corresponds to the force required to press the clutch pedal (2). The pedal force (PF) may be increased to provide better feedback to the driver.

[0063] To change the output of the driving torque, the control circuit (3) may communicate with a motor control unit configured to control an electric drive motor configured to output the driving torque to the wheels of an electric vehicle (EV). In particular, the motor control unit may be configured to simulate the effect of cutting off the output by pressing the clutch pedal (2) and the effect of engaging a virtual clutch at a predetermined engagement point by releasing the clutch pedal (2). When engaging the virtual clutch by releasing the clutch pedal (2), the output may be increased for a short time, particularly at the engagement point, to simulate a slight shock that typically occurs in a real mechanical clutch.

[0064] The setting may include at least one operating parameter (P1-P9) of the virtual clutch. Thus, the virtual clutch can be finely tuned, for example, the virtual clutch can be tuned to emphasize characteristic recognition of an electric vehicle (EV). In particular, a plurality of operating parameters (P1-P9) may be changed in the setting. A plurality of operating parameters (P1-P9) may be changed independently to individually change the operation of the virtual clutch.

[0065] In particular, at least one operation parameter (P1-P9) may include at least one of the group of operation parameters as exemplarily shown in FIG. 3: free play for pressing (P1), start of opening (P2), separation (P3), full operating range (P4), start of release (P5), engagement (P6), free play for release (P7), and disassembly (P8, P9). For example, each operation parameter (P1-P9) may be changed by changing the pedal travel distance (PW) or pedal force (PF) or both in each operation parameter (P1-P9).

[0066] In the foregoing detailed description, various features are grouped together in one or more embodiments for the sake of simplicity of the disclosure. It should be understood that the foregoing description is intended to be illustrative rather than limiting. It is intended to include all alternatives, variations, and equivalents of the various features and embodiments. Many other embodiments will be apparent to those skilled in the art upon reviewing the specification. The embodiments have been selected and described to explain the principles of the invention and their practical applications, so that those skilled in the art may utilize the invention and various embodiments in various variations suitable for specific intended uses. Explanation of the symbols

[0067] 1. Clutch device 2 Clutch pedal 3 Control Circuit 4 Dispense Area EV electric vehicle PF Pedal Power PW pedal travel distance M method M0 electric vehicle provided M1 virtual clutch formation M2 Virtual Clutch Setting Change Free play operating parameter for P1 pressing P2 Open Start Operation Parameters P3 Separation Operation Parameters P4 Full operating range operating parameters P5 Release Start Operation Parameters P6 Combined Operating Parameters Free play operating parameters for P7 release P8 Disassembly Operating Parameters P9 Disassembly Operating Parameters

Claims

Claim 1 A control method (M) for changing the setting of a virtual clutch of an electric vehicle (EV), comprising: providing the electric vehicle (EV) with a clutch pedal (2) operable by the driver of the electric vehicle (EV) (M0); forming a virtual clutch through a control circuit (3) electronically coupled to the clutch pedal (2) (M1) - the virtual clutch is configured to change the output of driving torque from the electric drive motor of the electric vehicle (EV) to the wheel based on the setting of the virtual clutch -; and changing the setting of the virtual clutch of the electric vehicle (EV) (M2). Claim 2 A control method (M) according to claim 1, wherein the virtual clutch is configured to selectively transmit or block the output of the driving torque and continuously change the state of transmission of the output. Claim 3 A control method (M) according to claim 1, wherein changing the setting (M2) is changing the pedal travel distance (PW) of the clutch pedal (2). Claim 4 A control method (M) according to claim 1, wherein the setting change step (M2) changes the pedal force (PF) of the clutch pedal (2). Claim 5 A control method (M) according to claim 1, wherein the setting comprises at least one operating parameter (P1-P9) of the virtual clutch. Claim 6 A control method (M) according to claim 5, wherein the at least one operating parameter (P1-P9) comprises at least one of the group of operating parameters: free play for pressing (P1), opening start (P2), separation (P3), full operating range (P4), release start (P5), coupling (P6), free play for release (P7), and disassembly (P8, P9). Claim 7 A computer program product comprising at least one non-transient computer-readable storage medium for storing computer-executable program code portions, wherein the computer-executable program code portions comprise program code instructions, and said program code instructions: form a virtual clutch through a control circuit (3) electronically coupled to a clutch pedal (2) operable or operated by a driver of an electric vehicle (EV) - said virtual clutch is configured to change the output of driving torque from the drive motor of the electric vehicle (EV) to the wheel based on the setting of said virtual clutch -; and a computer program product configured to change the setting of said virtual clutch of said electric vehicle (EV). Claim 8 A computer program product according to claim 7, wherein the change in the setting includes a change in the pedal travel distance (PW) of the clutch pedal (2). Claim 9 A computer program product according to claim 7, wherein the change in the setting includes a change in the pedal force (PF) of the clutch pedal (2). Claim 10 A computer program product according to claim 7, wherein the setting comprises at least one operating parameter (P1-P9) of the virtual clutch selected from the group of operating parameters: free play for pressing (P1), start of opening (P2), separation (P3), full operating range (P4), start of release (P5), engagement (P6), free play for release (P7), and disassembly (P8, P9). Claim 11 A clutch device (1) for an electric vehicle (EV), comprising: a clutch pedal (2) operable or operable by a driver; and a control circuit (3) electronically coupled to the clutch pedal (2) and configured to form a virtual clutch—the virtual clutch being configured to change the output of driving torque from the electric drive motor of the electric vehicle (EV) to the wheels based on the setting of the virtual clutch—the clutch device (1) being configured to change the setting of the virtual clutch. Claim 12 A clutch device (1) according to claim 11, wherein the clutch pedal (2) includes a potentiometer configured to detect the pedal travel distance (PW) of the clutch pedal (2) and change the mechanical resistance of the clutch pedal (2) according to a changed setting of the virtual clutch. Claim 13 A clutch device (1) according to claim 11, wherein the clutch pedal (2) comprises a variable length compression spring configured to change the pedal travel distance (PW) of the clutch pedal (2). Claim 14 An electric vehicle (EV), in particular an electric motor vehicle comprising a clutch device (1) according to claim 11; an electric drive motor mechanically coupled to a wheel. Claim 15 An electric vehicle (EV) according to claim 14, further comprising a shift lever operated by a driver for virtual gear shifting.

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