Electric vehicle

Abstract

The purpose of the present disclosure is to provide an electric vehicle that performs appropriate control when travel assistance is requested by a driver during a manual mode or when safety support is activated. This electric vehicle has: a function for activating travel assistance in response to a request from a driver; and a function for activating safety support in response to establishment of a prescribed activation condition. The electric vehicle comprises: a first operation device that changes torque output by a motor in accordance with an operation amount; a second operation device that switches the relationship between the operation amount of the first operation device, travel speed, and the torque output by the motor to be one of a plurality of predetermined relationships; a switching device that switches between a manual mode in which the operation of the second operation device is active and an automatic mode in which the operation of the second operation device is inactive; and a control device. The control device does not activate travel assistance during travel in the manual mode, regardless of the request from the driver, and activates safety support when an activation condition is established, regardless of either the manual mode or the automatic mode.

Description

electric vehicles

[0001] The present disclosure relates to an electric vehicle having an electric motor as a drive source.

[0002] Japanese Patent Publication No. 6787507 discloses a conventional technology relating to an electric vehicle that can simulate the manual gear shifting of a vehicle (transmission vehicle) powered by an engine equipped with a transmission for manual gear shifting by the driver by controlling an electric motor. In this electric vehicle, the driver can switch between a manual mode (MT driving mode) in which the vehicle is driven with simulated manual gear shifting, and an automatic mode (EV driving mode) in which the vehicle is driven as a regular EV, using a switch or the like.

[0003] Japanese Patent No. 6787507

[0004] According to the above-described conventional technology, a driver can select a manual mode in an electric vehicle and experience driving similar to that of a transmission vehicle with a simulated manual gear shifting operation. Meanwhile, in the manual mode, the vehicle speed is limited according to the virtual shift position selected by the simulated manual gear shifting operation. Here, known functions of automobiles, including electric vehicles, include vehicle driving assistance functions such as adaptive cruise control and safety assistance functions such as collision mitigation braking. Consider applying driving assistance functions and safety assistance functions to an electric vehicle with a selectable manual mode. Because driving assistance may involve automatic vehicle speed control, if driving assistance or safety assistance is activated while driving in the manual mode, it may not be possible to simulate the natural driving experience of a real transmission vehicle, which may cause the driver to feel uncomfortable. Therefore, control when driving assistance is requested by the driver or when safety assistance is activated while driving in the manual mode presents a challenge.

[0005] The present disclosure provides an electric vehicle having a function for activating a driving assistance system in response to a request from the driver and a function for activating a safety assistance system in response to the satisfaction of predetermined activation conditions. The electric vehicle includes a first controller that changes the torque output by a motor in response to an amount of operation of the first controller, a second controller that switches the relationship between the amount of operation of the first controller, the driving speed, and the torque output by the motor among a plurality of predetermined relationships, a switching device that switches between a manual mode in which operation of the second controller is enabled and an automatic mode in which operation of the second controller is disabled, and a control device. The control device does not activate the driving assistance system while the electric vehicle is traveling in the manual mode, regardless of a request from the driver. On the other hand, the control device activates the safety assistance system when the activation conditions are satisfied, regardless of whether the electric vehicle is in the manual mode or the automatic mode.

[0006] According to the electric vehicle of the present disclosure, when the vehicle is traveling in manual mode, the driving assistance cannot be activated even if requested by the driver, thereby preventing the driver from feeling uncomfortable when the driving assistance is activated in manual mode and the driving of a transmission vehicle cannot be simulated naturally.

[0007] According to the electric vehicle of the present disclosure, the safety support is activated when the activation conditions are met regardless of whether the vehicle is in manual mode or automatic mode. In other words, driver safety is prioritized over eliminating the discomfort felt by the driver when the safety support is activated in manual mode, which prevents the vehicle from naturally simulating the driving of a transmission vehicle.

[0008] According to the electric vehicle of the present disclosure, when the vehicle is traveling in manual mode, the driving assistance cannot be activated regardless of the driver's request. By not activating the driving assistance while the vehicle is traveling in manual mode, it is possible to prevent the driver from feeling uncomfortable due to the inability to simulate driving like a transmission vehicle. On the other hand, the activation of the safety assistance takes priority over the selection of manual mode or automatic mode, so safety can be provided to the driver at all times.

[0009] Fig. 1 is a diagram illustrating a configuration of an electric vehicle according to an embodiment of the present disclosure; Fig. 2 is a diagram illustrating a configuration of a control device related to driving control of the electric vehicle; Fig. 3 is a flowchart illustrating an example of a process related to canceling driving support; Fig. 4 is a flowchart illustrating an example of a process related to releasing driving support; Fig. 5 is a flowchart illustrating an example of a process related to switching of control modes; Fig. 6 is a diagram for explaining an automatic gear shift mode; Fig. 7 is a diagram illustrating an example of a configuration of a control device;

[0010] 1. Configuration of the Power System of the Electric Vehicle Fig. 1 is a diagram schematically showing the configuration of an electric vehicle 100 according to an embodiment of the present disclosure. First, the configuration of the power system of the electric vehicle 100 will be described with reference to Fig. 1.

[0011] The electric vehicle 100 is equipped with two electric motors (M) 4F, 4R at the front and rear as a power source for driving. The electric motors 4F, 4R are, for example, three-phase AC motors. The front electric motor 4F is connected to a front drive shaft 5F that drives the front wheels 6F. The rear electric motor 4R is connected to a rear drive shaft 5R that drives the rear wheels 6R. The front wheels 6F are suspended by independent left and right electronically controlled front suspensions 7F. The rear wheels 6R are suspended by independent left and right electronically controlled rear suspensions 7R.

[0012] The front electric motor 4F and the rear electric motor 4R are respectively equipped with inverters (INV) 3F and 3R. The front inverter 3F and the rear inverter 3R are each connected to a battery (BATT) 2. The battery 2 stores electric energy to drive the electric motors 4F and 4R. In other words, the electric vehicle 100 is a battery electric vehicle (BEV) that runs on the electric energy stored in the battery 2. The inverters 3F and 3R are, for example, voltage-type inverters that control the torque of the electric motors 4F and 4R by PWM control.

[0013] 2. Configuration of the Control System of the Electric Vehicle Next, the configuration of the control system of the electric vehicle 100 will be described with reference to FIG.

[0014] The electric vehicle 100 is equipped with a vehicle speed sensor 11. At least one of wheel speed sensors (not shown) provided on each of the left and right front wheels 6F and the left and right rear wheels 6R is used as the vehicle speed sensor 11. The electric vehicle 100 also has an accelerator pedal stroke sensor 12. The accelerator pedal stroke sensor 12 is provided on the accelerator pedal 22 and outputs a signal indicating the depression amount of the accelerator pedal 22, i.e., the accelerator opening degree. Although the accelerator pedal 22 is a pedal-type device operated by the foot, the device for operating the accelerator may also be a device operated by hand. For example, the electric vehicle 100 may be equipped with a lever-type accelerator operating device or a dial-type accelerator operating device operated by hand instead of the accelerator pedal 22. A sensor is also provided for each of these accelerator operating devices, and outputs a signal indicating the operation amount, i.e., the accelerator opening degree. The driver operates the accelerator operating device continuously, and a signal indicating the accelerator opening degree is continuously sent to the control device 101 while the electric vehicle 100 is traveling. The torque output from the electric motors 4F, 4R changes depending on the accelerator opening. The accelerator operation device may be called a first operation device.

[0015] Furthermore, the electric vehicle 100 is equipped with a brake pedal stroke sensor 13. The brake pedal stroke sensor 13 is provided on the brake pedal 23 and outputs a signal indicating the amount of depression of the brake pedal 23, i.e., the brake opening degree.

[0016] The accelerator pedal 22 and the brake pedal 23 are driving operation members used to drive the electric vehicle 100. In addition to these driving operation members, the electric vehicle 100 is equipped with gearshift operation members for performing virtual gearshift operations that simulate the gearshift operations (shift operations) of a transmission vehicle. The gearshift operation members include an absolute command type shift device 24, a relative command type shift device 25, and a pseudo clutch operation device 26, which will be described below.

[0017] The absolute command type shift device 24 is a device in which shift positions are associated with predetermined physical positions and the physical positions are selected by an operating member. The driver can directly select the desired shift position with a single operation. However, because the electric vehicle 100 does not have an actual transmission, the shift positions of the absolute command type shift device 24 are virtual shift positions.

[0018] One example of the absolute indication type shift device 24 is a pseudo-H-type shifter that simulates an H-type shifter. The pseudo-H-type shifter is a dummy that is different from an actual H-type shifter. The pseudo-H-type shifter has a structure that resembles a shift stick provided on a console, and can be moved along an H-shaped gate between shift positions. The pseudo-H-type shifter is provided with a shift position sensor 14. The shift position sensor 14 outputs a signal that indicates the shift position selected by the pseudo-H-type shifter.

[0019] The operation performed by the driver on the absolute command type shift device 24 is a discrete operation, and the absolute command type shift device 24 (shift position sensor 14) outputs a signal indicating the shift position discretely each time the driver performs an operation.

[0020] The relative instruction type shift device 25 is a device that relatively specifies the shift position. The relative instruction type shift device 25 can sequentially shift the shift position up or down one gear at a time, using the current shift position (gear stage) as a reference. The driver can select the desired shift position by sequentially switching between the shift positions. However, because the electric vehicle 100 does not have an actual transmission, the shift position specified by the relative instruction type shift device 25 is a virtual shift position.

[0021] One example of the relative instruction type shift device 25 is a pseudo paddle shifter that simulates a paddle shifter, which is a type of sequential shifter. The pseudo paddle shifter is a dummy that is different from an actual paddle shifter. The pseudo paddle shifter has a structure that resembles a shift paddle attached to a steering wheel, and is designed so that the left and right paddles can be moved independently. The pseudo paddle shifter may be attached to the steering wheel or the steering column. The pseudo paddle shifter is provided with a shift switch 15. The shift switch 15 outputs an upshift signal when the right paddle is pulled, and outputs a downshift signal when the left paddle is pulled.

[0022] Alternatively, the relative instruction shift device 25 may be a button-type device provided on the steering wheel. The button-type relative instruction shift device 25 is provided with a shift switch 15. The shift switch 15 outputs an upshift signal when the right button is pressed, and outputs a downshift signal when the left button is pressed.

[0023] Other examples of the relative instruction type shift device 25 include a toggle switch and a rotary switch. In any case, the relative instruction type shift device 25 may be a device that is provided in a location where the driver can operate it from the driver's seat and that can relatively specify a shift position, and there are no limitations on the structure or installation location.

[0024] The driver operates the relative command type shift device 25 in a discrete manner, and the relative command type shift device 25 (shift switch 15) outputs a signal indicating an upshift or downshift discretely each time the driver operates the shift device. Note that the electric vehicle 100 may be equipped with only one of the absolute command type shift device 24 and the relative command type shift device 25. The absolute command type shift device 24 and the relative command type shift device 25, which are devices for selecting a virtual shift position, may be referred to as a second operating device.

[0025] The pseudo clutch operating device 26 is a device for reproducing clutch operation in a transmission vehicle. One example of the pseudo clutch operating device 26 is a pseudo clutch pedal that simulates the clutch pedal of a transmission vehicle. The pseudo clutch pedal is a dummy that is different from an actual clutch pedal. The pseudo clutch pedal has a structure that resembles the clutch pedal provided in a conventional transmission vehicle. For example, the pseudo clutch pedal is equipped with a reaction force mechanism that generates a reaction force when the driver presses the pedal. The position when no pressure is applied to the pseudo clutch pedal is the start position of the pseudo clutch pedal, and the position when the pseudo clutch pedal is pressed all the way down is the end position of the pseudo clutch pedal. The driver can operate the pseudo clutch pedal from the start position to the end position against the reaction force from the reaction force mechanism.

[0026] Alternatively, the pseudo-clutch operating device 26 may be a lever-type operating device or a dial-type operating device that is operated by hand. The driver can also operate the lever-type or dial-type operating device provided as the pseudo-clutch operating device 26 from the start position to the end position against a reaction force, allowing the driver to experience the same operating feel as a clutch pedal provided in a conventional transmission vehicle.

[0027] The pseudo clutch operating device 26 is provided with a clutch sensor 16. The clutch sensor 16 outputs a signal indicating the amount of operation of the pseudo clutch operating device 26. The driver operates the pseudo clutch operating device 26 continuously, and the signal indicating the amount of operation is continuously sent to the control device 101 while the electric vehicle 100 is running or stopped. If the pseudo clutch operating device 26 is a pseudo clutch pedal, the amount of depression of the pedal is obtained as the amount of operation of the pseudo clutch operating device 26. However, because the electric vehicle 100 does not have an actual clutch, the amount of operation of the pseudo clutch operating device 26, i.e., the clutch opening, is a virtual clutch opening. The pseudo clutch operating device 26 may also be called a third operating device.

[0028] The electric vehicle 100 is equipped with a human-machine interface (HMI) 20 as an interface with the driver, and an in-vehicle speaker 21. The HMI 20 is equipped with a touch panel display. The HMI 20 displays information on the touch panel display and accepts input from the driver via touch operations on the touch panel display. The in-vehicle speaker 21 provides information to the driver by voice and is also capable of outputting a simulated engine sound, which will be described later.

[0029] The electric vehicle 100 is a vehicle capable of performing driving assistance. Driving assistance functions, such as cruise control, adaptive cruise control, lane tracing assist, lane change assist, and traffic jam assistance, assist the vehicle by automatically performing all or part of steering, braking, and driving. Cruise control is a function that maintains a speed set by the driver without accelerator operation. Adaptive cruise control is a function that follows a preceding vehicle while maintaining a constant distance from the preceding vehicle, and maintains a speed set by the driver when there is no preceding vehicle. Lane tracing assist is a function that recognizes lanes and preceding and surrounding vehicles using a forward camera or radar and assists steering operations necessary to maintain lane alignment. Lane change assist is a function that supports lane changes by assisting steering operations when it detects the driver's intention to change lanes. Traffic jam assistance is a function that supports steering operations to maintain the vehicle near the center of the lane while maintaining a constant distance from the preceding vehicle when traveling at low speeds.

[0030] The electric vehicle 100 is also capable of performing safety assistance. Safety assistance is a function that supports vehicle safety by avoiding or reducing risks by assisting steering and deceleration. Examples of safety assistance include collision mitigation braking, pre-crash safety, lane departure prevention, automatic speed control, deceleration assistance for a preceding vehicle, and deceleration assistance for curves. Collision mitigation braking is a function that automatically applies the brakes to reduce collision damage when it detects the possibility of a collision with an obstacle such as a preceding vehicle. Pre-crash safety is a function that, in addition to collision mitigation braking, also assists steering operation as necessary to reduce collision damage. Lane departure prevention is a function that assists with some of the steering operation necessary to avoid deviation from the lane when there is a possibility that the vehicle will deviate from its lane. Automatic speed control is a function that controls the vehicle speed so that it does not exceed the speed limit. Deceleration assistance for a preceding vehicle is a function that, when it detects a preceding or adjacent vehicle cutting in, gently decelerates the vehicle in response to the driver's release of the accelerator to prevent the vehicle from becoming too close. The deceleration support for curves is a function that gently decelerates the vehicle in response to the driver's release of the accelerator when it is determined that the vehicle's speed is too fast for the curve ahead.

[0031] The driving assistance begins operation in response to a request from the driver. Although not shown in FIG. 1 , the electric vehicle 100 is provided with a driving assistance switch. The driving assistance switch is a switch for activating the driving assistance, and the driver can request activation or deactivation of the driving assistance by operating the driving assistance switch. The driving assistance switch may be configured as part of the HMI 20. Alternatively, instead of providing a switch, the driver may be able to request activation or deactivation of the driving assistance by operating a touch panel display of the HMI 20.

[0032] The safety support is activated when a predetermined activation condition is met. For example, when the possibility of a collision with a leading vehicle is detected, the activation condition of the pre-crash safety is met, and control is performed to mitigate the damage caused by the collision. Alternatively, when the presence of a curve ahead on the road on which the electric vehicle 100 is traveling is detected, the activation condition of the deceleration support for the curve is met, and control is performed to decelerate the vehicle.

[0033] For driving assistance and safety assistance, the electric vehicle 100 is equipped with a recognition sensor 17. Examples of the recognition sensor 17 include millimeter-wave radar, a camera, radar, and LiDAR (Light Detection and Ranging). These recognition sensors 17 make it possible to, for example, detect the distance between the electric vehicle 100 and a preceding vehicle and recognize the situation around the vehicle.

[0034] The electric vehicle 100 is equipped with a control device 101. Sensors and devices to be controlled mounted on the electric vehicle 100 are connected to the control device 101 via an in-vehicle network. In addition to a vehicle speed sensor 11, an accelerator pedal stroke sensor 12, a brake pedal stroke sensor 13, a shift position sensor 14, a shift switch 15, a clutch sensor 16, and a recognition sensor 17, the electric vehicle 100 is also equipped with various other sensors.

[0035] The control device 101 includes at least a processor (processing circuit) 102 and a memory 103. The memory 103 includes a RAM for temporarily storing data and a ROM for storing a program 104 executable by the processor 102 and various data 105 related to the program. The program 104 is composed of a plurality of instructions. The processor 102 reads and executes the program 104 and data 105 from the memory 103, and generates control signals based on signals acquired from each sensor. The control device 101 may include one or more processors 102 and memories 103.

[0036] The control device 101 can control the electric vehicle 100 in various control modes. The driver can select a control mode by touching the touch panel display of the HMI 20. More specifically, by touching the touch panel display of the HMI 20, one or more programs 104 associated with each touch operation are read from the memory 103 and executed by the processor 102. Below, we will explain the control modes of the electric vehicle 100 by the control device 101 that the driver can select by operating the HMI 20.

[0037] 3. Control Modes of the Electric Vehicle The control modes of the electric vehicle 100 that can be selected by the control device 101 include at least the EV mode and the MT mode. The driver can select the control mode from a selection screen displayed on the touch panel display of the HMI 20. In other words, the HMI 20 can be used as a switching device for switching at least between the EV mode and the MT mode.

[0038] When the EV mode is selected, the control mode of the electric vehicle 100 switches to the EV mode. The EV mode is a mode in which the electric motor is controlled with normal torque characteristics to drive the vehicle. In the EV mode, the gear shift operation of the absolute command type shift device 24, the gear shift operation of the relative command type shift device 25, and the clutch operation of the pseudo clutch operation device 26 are disabled. In the EV mode, the driver can basically drive the electric vehicle 100 by operating only the accelerator pedal 22, the brake pedal 23, and the steering wheel (not shown).

[0039] When the MT mode is selected, the control mode of the electric vehicle 100 switches to the MT mode. The MT mode is a control mode for operating the electric vehicle 100 like a transmission vehicle. In the MT mode, operation of at least one of the absolute command type shift device 24 and the relative command type shift device 25 is enabled, allowing the driver to perform a virtual gear shift operation.

[0040] In the MT mode, the driver may be able to select a more detailed control mode. For example, the shift mode may be selectable between an absolute command type shifter mode or a relative command type shifter mode. The absolute command type shifter mode is a mode in which the absolute command type shift device 24 is used for gear shifting. In the absolute command type shifter mode, the gear shifting operation of the relative command type shift device 25 is disabled, and the operation when the gear ratio of a manual transmission is switched is reproduced by the gear shifting operation of the absolute command type shift device 24. Furthermore, in the absolute command type shifter mode, the driver may be able to further select either a clutch operation mode or a clutch-less operation mode. In the clutch operation-with absolute command type shifter mode, in addition to the gear shifting operation using the absolute command type shift device 24, the driver is required to perform clutch operation of the pseudo clutch operation device 26. On the other hand, in the clutch-less absolute command type shifter mode, the clutch operation is automatically performed by the robot. When the shift mode is switched to the clutch-less absolute command type shifter mode, the clutch operation of the pseudo clutch operation device 26 is disabled.

[0041] The relative command type shifter mode is a mode in which the relative command type shift device 25 is used for gear shifting. In the relative command type shifter mode, the gear shifting operation of the absolute command type shift device 24 is disabled, and the operation when the gear ratio of a manual transmission is switched is reproduced by the gear shifting operation of the relative command type shift device 25. In the relative command type shifter mode, the driver may further select between clutch operation and clutch-less operation. In the clutch operation type relative command type shifter mode, in addition to gear shifting operation using the relative command type shift device 25, the driver must perform clutch operation of the pseudo clutch operation device 26. On the other hand, in the clutch-less relative command type shifter mode, clutch operation is automatically performed by the robot. When the shift mode is switched to the clutch-less relative command type shifter mode, the clutch operation of the pseudo clutch operation device 26 is disabled.

[0042] The driver may also be able to select options related to engine characteristics, engine sound, drive mode, suspension characteristics, number of shift positions, etc. By appropriately combining these options, the driver can determine the characteristics of a transmission vehicle that the driver wants the electric vehicle 100 to simulate. In this way, by operating the touch panel display of the HMI 20, the control mode of the electric vehicle 100 can be switched to suit the driver's preferences.

[0043] Such control modes that can be switched by the driver relate to the driving control of the electric vehicle 100. In the next chapter, the driving control of the electric vehicle 100 by the control device 101 will be described.

[0044] 4. Cruise Control of Electric Vehicle Figure 2 is a diagram showing the configuration of the control device 101 related to cruise control of the electric vehicle 100. In particular, Figure 2 shows the configuration related to motor control, which controls the torque of the electric motors 4F, 4R, among other cruise control functions. The processor 102 executes one or more motor control programs 104 stored in the memory 103, causing the processor 102 to function as a motor control device.

[0045] A control mode signal is input from the HMI 20 to the control device 101, which functions as a motor control device. The control mode signal includes information about the control mode selected by the driver. The control device 101 executes process P110 based on the control mode signal. In process P110, the control mode is switched in accordance with the control mode signal. The control mode switching that particularly affects driving control is the switch between EV mode and MT mode.

[0046] When the control mode is switched to EV mode, the control device 101 executes process P120 for torque calculation in EV mode. In process P120, the control device 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11 and obtains the accelerator opening degree from the signal of the accelerator pedal stroke sensor 12. The control device 101 has a motor torque map that uses the accelerator opening degree and the vehicle speed as parameters. The control device 101 inputs the vehicle speed and the accelerator opening degree into the motor torque map and controls the inverters 3F, 3R to cause the electric motors 4F, 4R to generate the torque obtained from the motor torque map.

[0047] When the control mode is switched to MT mode, the control device 101 executes process P130 for calculating torque in MT mode. Process P130 includes process P131 for calculating torque to be generated at the drive wheels. Process P130 also includes process P132 and process P133. Process P132 is a process for calculating torque to be generated at the front electric motor 4F, and process P133 is a process for calculating torque to be generated at the rear electric motor 4R. Processes P132 and P133 are executed in accordance with the drive wheel torque calculated in process P130 and the torque distribution between the front wheels 6F and the rear wheels 6R.

[0048] A vehicle model MOD01 is used to calculate the drive wheel torque in process P131. The vehicle model MOD01 includes an engine model MOD11, a clutch model MOD12, and a transmission model MOD13. The engine virtually realized by the vehicle model MOD01 is called a virtual engine, the clutch virtually realized is called a virtual clutch, and the transmission virtually realized is called a virtual transmission. The engine model MOD11 models a virtual engine. The clutch model MOD12 models a virtual clutch. The transmission model MOD13 models a virtual transmission.

[0049] The engine model MOD11 calculates a virtual engine speed and a virtual engine torque. The virtual engine speed is calculated from the vehicle speed, the overall reduction ratio, and the slip ratio of the virtual clutch. The virtual engine torque is calculated from the virtual engine speed and the accelerator opening. The vehicle speed is obtained from a signal from the vehicle speed sensor 11. The accelerator opening is obtained from a signal from the accelerator pedal stroke sensor 12. The overall reduction ratio is a numerical value obtained by multiplying the gear ratio of the virtual transmission by a reduction ratio determined by the mechanical structure from the virtual transmission to the drive wheels. In the engine model MOD11, the relationship between the virtual engine speed and the virtual engine torque is specified for each accelerator opening. Note that the engine characteristics of the engine model MOD11 may be selectable by the driver by operating the HMI 20.

[0050] The clutch model MOD12 calculates a torque transmission gain. The torque transmission gain is a gain used to calculate the degree of torque transmission of the virtual clutch according to the clutch opening. When the clutch operation mode is selected as the shift mode, the clutch opening is obtained from the signal of the clutch sensor 16. The clutch opening is 0% at the start position of the pseudo clutch operating device 26 and 100% at the end position of the pseudo clutch operating device 26. The clutch model MOD12 assigns a torque transmission gain to the clutch opening. The torque transmission gain is converted into the clutch torque capacity of the virtual clutch, i.e., the virtual clutch torque capacity. Then, based on a comparison between the virtual clutch torque capacity and the virtual engine torque calculated by the engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. The clutch model MOD12 also calculates a slip ratio by subtracting the torque transmission gain from 1. The slip ratio is used to calculate the virtual engine speed in the engine model MOD11.

[0051] When the clutch operation-less mode is selected as the shift mode, the clutch opening input to the clutch model MOD12 is calculated using a clutch operation model. The clutch operation model is a model that simulates the clutch operation of a model driver. When the clutch operation-less absolute instruction type shifter mode is selected, the clutch operation model receives inputs of the vehicle speed, virtual engine speed, and signals from the shift position sensor 14. When the clutch operation-less relative instruction type shifter mode is selected, the clutch operation model receives inputs of the vehicle speed, virtual engine speed, and signals from the shift switch 15.

[0052] The signals from the shift position sensor 14 and the shift switch 15 are used to determine the timing of clutch operation. When a gear change operation by the driver is detected by the signals from the shift position sensor 14 and the shift switch 15, the clutch operation model maximizes the clutch opening so as to disengage the virtual clutch. The vehicle speed and the virtual engine speed are used to calculate the clutch opening. The clutch operation model calculates the clutch opening based on the rotational speed difference between the rotational speed of the input shaft of the virtual transmission and the virtual engine speed so that the rotational speed of the input shaft of the virtual transmission, which is calculated from the vehicle speed, smoothly matches the virtual engine speed.

[0053] The transmission model MOD13 calculates a virtual gear ratio. The virtual gear ratio is a gear ratio in a virtual transmission determined by a virtual shift position. A virtual gear ratio is set for each shift position. The largest virtual gear ratio is set for first gear, with virtual gear ratios decreasing in the order of second gear, third gear, fourth gear, and so on. In the absolute command shifter mode, the shift positions are in one-to-one correspondence with the signal from the shift position sensor 14. In the relative command shifter mode, the shift position is increased by one gear in response to an upshift signal from the shift switch 15, and decreased by one gear in response to a downshift signal from the shift switch 15. Note that while the number of shift positions in the absolute command shift device 24 is physically determined, the relative command shift device 25 has no physical constraints on the number of shift positions. Therefore, the transmission model MOD13 may be different between the absolute command shifter mode and the relative command shifter mode, and the number of shift positions in the relative command shifter mode may be greater or less than the number of shift positions in the absolute command shifter mode.

[0054] The transmission model MOD13 calculates a virtual transmission torque using the virtual gear ratio and the virtual clutch torque. The virtual transmission torque is a virtual torque output from the virtual transmission. The control device 101 controls the inverters 3F, 3R so that the output torque of the electric motors 4F, 4R changes in accordance with the virtual transmission torque. The virtual transmission torque changes discontinuously in response to switching of the virtual gear ratio. This discontinuous change in the virtual transmission torque generates a torque shock in the electric vehicle 100, creating the appearance of a vehicle equipped with a stepped transmission.

[0055] The vehicle model MOD01 calculates the drive wheel torque from the virtual transmission torque and the reduction ratio. The drive wheel torque is the sum of the torques acting on the left and right front wheels 6F and the left and right rear wheels 6R. The torque distribution between the front wheels 6F and the rear wheels 6R can be fixed or can be changed actively or passively. For example, the driver may be able to select a four-wheel drive mode in which all four wheels are driven or a rear-wheel drive mode in which only the rear wheels are driven.

[0056] In process P132, the torque of the front electric motor 4F in the MT mode (front motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the front wheels 6F and the reduction ratio from the output shaft of the front electric motor 4F to the front wheels 6F. The control device 101 controls the front inverter 3F to cause the front electric motor 4F to generate the front motor torque calculated in process P132.

[0057] In process P133, the torque of the rear electric motor 4R in the MT mode (rear motor torque) is calculated by multiplying the drive wheel torque calculated in process P131 by the torque distribution rate to the rear wheels 6R and the reduction ratio from the output shaft of the rear electric motor 4R to the rear wheels 6R. The control device 101 controls the rear inverter 3R so that the rear electric motor 4R generates the rear motor torque calculated in process P133.

[0058] The vehicle model MOD01 is determined in advance. The relationship between the drive wheel torque calculated based on the vehicle model MOD01 and the accelerator pedal position changes when the virtual shift position is switched. That is, in EV mode, the torque relative to the accelerator pedal position changes continuously, whereas in MT mode, the relationship between the accelerator pedal position, vehicle speed, and the torque output from the electric motors 4F, 4R is switched to a relationship corresponding to a selected gear position from among multiple relationships determined in advance by the vehicle model MOD01 when the virtual shift position is switched.

[0059] In the clutch operation mode, the pseudo clutch operating device 26 can be operated simultaneously in parallel with the absolute command type shift device 24 or the relative command type shift device 25. Furthermore, if the torque output from the electric motors 4F, 4R when the pseudo clutch operating device 26 is not operated is taken as a reference torque, it can be said that the output torque of the electric motors 4F, 4R is reduced from the reference torque in accordance with the amount of operation of the pseudo clutch operating device 26.

[0060] 5. Sound Control of Electric Vehicle The control device 101 may also perform sound control to control the sound emitted by the in-vehicle speakers 21. The processor 102 executes one or more sound control programs 104 stored in the memory 103, causing the processor 102 to function as a sound control device. The processor 102 functioning as a driving control device and the processor 102 functioning as a sound control device may be separate processors or may be the same processor.

[0061] The control device 101 as a sound control device can generate artificially generated sounds from the in-vehicle speaker 21. One of the artificial sounds is a pseudo engine sound that resembles the engine sound of a conventional transmission vehicle. When a control mode signal indicating that the MT mode has been selected is input from the HMI 20, the control device 101 as a sound control device generates the pseudo engine sound based on the virtual engine torque and virtual engine speed calculated in process P131.

[0062] When the driver can select an engine sound, the engine sound selected by the HMI 20 is used as the sound source of the pseudo engine sound to be generated from the in-vehicle speaker 21. However, the sound of the sound source is not used as is; the sound pressure of the engine sound is calculated so that the greater the virtual engine torque, the greater the sound pressure, and the frequency of the engine sound is calculated so that the greater the virtual engine speed, the higher the frequency. Then, for example, the sound pressure of the sound source is changed by an amplifier, and the frequency of the sound source is changed by a frequency modulator, and the pseudo engine sound is reproduced from the in-vehicle speaker 21. The virtual engine torque and virtual engine speed change depending on the driver's accelerator operation, gear shift operation, and clutch operation. By changing the sound pressure and frequency of the pseudo engine sound in accordance with the virtual engine torque and virtual engine speed, which change in accordance with the driver's operation, the driver can be given a sense of realism as if they were driving a vehicle with a real transmission.

[0063] 6. Cruise Assist Control of Electric Vehicle The control device 101 also performs cruise assistance for the electric vehicle 100. The processor 102 executes one or more cruise assistance control programs 104 stored in the memory 103, causing the processor 102 to function as a cruise assistance control device. The processor 102 functioning as the cruise assistance control device may be a separate processor from the processor 102 functioning as the motor control device or the sound control device, or may be the same processor as either or both of them.

[0064] When the driver operates a driving assistance switch to request driving assistance, driving assistance begins. While driving assistance is being performed, the drive and braking of the electric vehicle 100 are automatically controlled. For example, while adaptive cruise control is being performed, the control device 101 determines the distance to a preceding vehicle using signals from a millimeter-wave radar or a camera, and controls the distance between the electric vehicle 100 so that the electric vehicle follows the preceding vehicle within a range that does not exceed a set speed limit. Alternatively, while congestion assistance is being performed, the control device 101 grasps the situation around the electric vehicle 100 using a camera or LiDAR, and accelerates, decelerates, stops, and starts the vehicle in accordance with the driving of surrounding vehicles.

[0065] However, as described with reference to FIG. 2 , when the MT mode is in operation, the output of the electric motors 4F, 4R relative to the accelerator opening is switched according to the virtual shift position. Therefore, there is a limit to the appropriate vehicle speed range for each virtual shift position. If driving assistance is performed in the MT mode, the driving assistance may not function properly or the driving experience may be uncomfortable for the driver. Therefore, when both the MT mode and driving assistance are requested by the driver, it is necessary to prioritize the selection of either the MT mode or the driving assistance. Here, the driver's selection of the MT mode by operating the HMI 20 can be considered to be an expression of the driver's desire to enjoy gear changes similar to those of a manual transmission vehicle. Therefore, the control device 101 according to this embodiment prioritizes the execution of the MT mode over the driving assistance.

[0066] Among the driving assistance features, some that automatically control steering, such as lane tracing assist and lane change assist, do not necessarily involve vehicle speed control as standalone functions. However, since these features may also be linked to vehicle speed control, preferentially selecting the MT mode is effective in reducing the driver's discomfort.

[0067] There are two embodiments regarding the priority of the MT mode. The first embodiment is an embodiment for the case where driving assistance is requested after the MT mode is selected. Specifically, if the driver operates the driving assistance switch to request activation of driving assistance while the MT mode is being executed, the control device 101 does not accept the request and cancels it.

[0068] 3 is a flowchart showing an example of processing by the control device 101 in the first embodiment. A series of processing steps shown in the flowchart is realized by the processor 102 executing the program 104.

[0069] First, in step S101, it is determined whether the MT mode is being executed. If the MT mode is not being executed, there is no problem in starting the driving assistance. Therefore, if the MT mode is not being executed, that is, if the EV mode is selected, the current control mode is maintained, and the series of processes ends.

[0070] If the current control mode is the MT mode, in step S102, it is determined whether or not driving assistance has been requested by the driver. The processor 102 can determine that driving assistance has been requested when the driver turns on the driving assistance switch or operates the HMI 20 to input an operation requesting the start of driving assistance. If driving assistance has not been requested by the driver, compatibility with the MT mode does not pose an issue. Therefore, if driving assistance has not been requested, the current control mode is maintained, and the series of processes ends.

[0071] If the current control mode is the MT mode and the driver has requested driving assistance, the process proceeds to step S103. In step S103, the request for driving assistance is canceled. That is, driving assistance is not activated regardless of the driver's request.

[0072] If driving assistance is requested while the vehicle is in the EV mode, the request is accepted and driving assistance begins. However, there may be cases where the driver subsequently selects the MT mode while driving assistance continues to operate. The second embodiment is an embodiment for such a situation, that is, when the MT mode is selected after driving assistance is requested. Figure 4 shows a flowchart illustrating an example of processing by the control device 101 in the second embodiment.

[0073] First, in step S201, it is determined whether or not the driving assistance is in operation. If the driving assistance is not in operation, there is no problem even if the MT mode is selected. Therefore, if the driving assistance is not in operation, the driving assistance remains OFF, and the series of processes ends.

[0074] If the driving assistance is in operation, in step S202, it is determined whether the driver has selected to switch to the MT mode. The processor 102 can determine whether the MT mode has been selected based on the control mode signal obtained from the HMI 20. If the MT mode has not been selected, there is no problem in continuing the driving assistance. Therefore, if the driver has not selected to switch to the MT mode, the driving assistance continues to operate, and the series of processes ends.

[0075] If the driving assistance is in operation and the driver selects switching to the MT mode, the process proceeds to step S203. In step S203, the driving assistance is deactivated. That is, the steering, driving, and braking control by the driving assistance is terminated.

[0076] In this way, in electric vehicle 100, when the driver inputs both the execution of MT mode and the activation of driving assistance, MT mode takes priority and driving assistance is canceled. This prevents the driver from feeling uncomfortable when driving assistance is activated and acceleration and deceleration are automatically controlled, and enables the driver who selects MT mode to concentrate on enjoying driving operations like a transmission vehicle.

[0077] 7. Notification to the Driver When the driving support control is canceled, the control device 101 may notify the driver.

[0078] The notification to the driver can be combined with the first embodiment. That is, when the control device 101 cancels the request for driving assistance in step S103, the control device 101 may notify the driver that the request has been canceled. The notification is performed by voice or display. For example, the control device 101 may notify the driver that the request has been canceled by sounding a buzzer through the in-vehicle speaker 21. Furthermore, the control device 101 may display a message that the request has been canceled on the display of the HMI 20 or on a meter display device (not shown) in addition to or instead of the buzzer.

[0079] The notification to the driver can be combined with the second embodiment. That is, when the driving assistance is canceled in step S203, the control device 101 may notify the driver that the driving assistance has been canceled. In the second embodiment, the notification can also be made by a buzzer or a message.

[0080] 8. Safety Assist Control of Electric Vehicle The control device 101 also performs safety assistance for the electric vehicle 100. The processor 102 executes one or more programs 104 for safety assistance control stored in the memory 103, causing the processor 102 to function as a safety assistance control device. The processor 102 functioning as the safety assistance control device may be a separate processor from the processors 102 functioning as the motor control device, sound control device, and driving assistance control device, or may be the same processor as at least one of them.

[0081] The safety support control device acquires the vehicle speed of the electric vehicle 100 and the surrounding conditions using the vehicle speed sensor 11 and the recognition sensor 17. Then, when an activation condition is met, the safety support control device assists in braking and steering of the electric vehicle 100 to support vehicle safety. For example, when a risk of collision with an object is detected, the pre-crash safety is activated to control the braking of the electric vehicle 100. That is, the safety support control device detects an object approaching the electric vehicle 100 using a camera or radar. Then, when there is a risk of collision with the object, the brakes are activated to avoid or reduce the risk of collision. Alternatively, for example, when a condition related to the vehicle speed of the electric vehicle 100 is met, the automatic speed control is activated to control the braking of the vehicle. That is, the safety support control device acquires the vehicle speed from the vehicle speed sensor 11. Then, when it is detected that the vehicle speed of the electric vehicle 100 exceeds the vehicle speed limit, the automatic speed control is activated to assist in deceleration and prevent the electric vehicle 100 from exceeding the vehicle speed limit.

[0082] Unlike driving assistance that is activated in response to a request from the driver to reduce the burden on the driver, safety assistance is related to vehicle safety, and therefore activation is highly important. Therefore, when the activation conditions for safety assistance are met, the control device 101 activates the safety assistance regardless of the control mode. In other words, even if the MT mode is selected, activation of the safety assistance takes priority when the activation conditions for safety assistance are met, and the control device 101 does not accept gear shifting operations by the driver while the safety assistance is operating.

[0083] Furthermore, if a safety support is activated while the vehicle is in the MT mode, the control device 101 may switch the control mode to the EV mode. Safety support often activates suddenly in a short period of time, and it may take the driver a long time to understand that the safety support has been activated. Switching to the EV mode, which requires less complicated operation than the MT mode, is effective in reducing the risk of the driver operating the vehicle incorrectly in such situations. In particular, if the clutch operation mode is selected as the control mode, switching the control mode from the MT mode to the EV mode is effective. Because the clutch operation mode recreates a virtual engine stall, if the driver panics and performs driving operations after the safety support is activated, there is a possibility that the driver may erroneously operate the pseudo clutch operating device 26, causing the engine to stall. By switching the control mode to the EV mode when the safety support is activated, it is possible to prevent the engine from stalling due to an incorrect operation by the driver.

[0084] 5 is a flowchart showing an example of the process of the control device 101 for switching the control mode. The series of processes shown in the flowchart are realized by the processor 102 executing the program 104.

[0085] First, in step S301, it is determined whether the MT mode is being executed. If the MT mode is not being executed, there is no problem in activating the safety support. Therefore, if the MT mode is not being executed, that is, if the EV mode is selected, the current control mode is maintained, and the series of processes ends.

[0086] If the current control mode is the MT mode, in step S302, the processor 102 as a safety support control device determines whether to activate the safety support. The processor 102 determines whether a predetermined condition for activating the safety support, such as the detection of an obstacle ahead, is met. If the situation does not warrant activation of the safety support, there is no problem in continuing the MT mode. Therefore, if the condition for activating the safety support is not met, the current control mode is maintained, and the series of processes ends.

[0087] If the current control mode is the MT mode and the processor 102 activates safety support, the process proceeds to step S303. In step S303, the control mode is switched from the MT mode to the EV mode. At this time, the control device 101 may notify the driver by voice or message that the control mode has been switched to the EV mode. In the EV mode, the electric motors 4F, 4R are controlled so that their output changes according to the accelerator opening, regardless of the virtual shift position. In the EV mode, operation of the gearshift operating member is invalid, so even if the driver erroneously operates the gearshift operating member, it does not affect the control of the electric vehicle 100.

[0088] 9. Automatic Transmission Mode In addition to the MT mode and the EV mode, the electric vehicle 100 may also have an automatic transmission mode. The automatic transmission mode is a control mode for driving the electric vehicle 100 like an automatic transmission vehicle with a stepped automatic transmission, and is programmed to automatically switch between multiple output characteristics corresponding to virtual shift positions according to the vehicle speed. In this case, the EV mode may be referred to as the first automatic mode, and the automatic transmission mode may be referred to as the second automatic mode. The first automatic mode and the second automatic mode may be collectively referred to as the automatic modes. In comparison with these, the MT mode may also be referred to as the manual mode.

[0089] In this case, the driver can select the automatic transmission mode as the control mode by operating the touch panel display of the HMI 20. Fig. 6 is a diagram showing the configuration of the control device 101 related to driving control (motor control) when the electric vehicle 100 is equipped with the automatic transmission mode.

[0090] Processes P110, P120, and P130 are the same as those in Fig. 2. However, the control modes switched in process P110 include the automatic shift mode.

[0091] When the control mode is switched to the automatic shift mode, the control device 101 executes process P140 for calculating torque in the automatic shift mode. Process P140 includes processes P141, P142, and P143. Process P141 is for calculating the torque to be generated at the drive wheels, process P142 is for calculating the torque to be generated by the front electric motor 4F, and process P143 is for calculating the torque to be generated by the rear electric motor 4R.

[0092] The vehicle model MOD01 can be used to calculate the drive wheel torque in process P141, just like the calculation of drive wheel torque in MT mode. Calculation of drive wheel torque using the vehicle model MOD01 is basically the same as in MT mode. However, signals from the shift position sensor 14, shift switch 15, and clutch sensor 16 are not used in the calculation. The virtual shift position is changed automatically in accordance with the vehicle speed, without the driver operating the gear shift operation member. Specifically, the virtual shift position is automatically increased as the vehicle speed increases, and automatically decreased as the vehicle speed decreases.

[0093] Also, while the automatic shift mode is selected, the virtual clutch opening input to the clutch model MOD12 is normally 0%, and is temporarily opened to 100% in conjunction with switching of the virtual shift position of the virtual transmission.

[0094] Processes P142 and P143 are executed in accordance with the drive wheel torque calculated in process P141 and the torque distribution between the front wheels 6F and the rear wheels 6R. Processes P142 and P143 are basically the same as processes P132 and P133, and the front motor torque and rear motor torque are calculated based on the drive wheel torque calculated in process P141. The control device 101 controls the front inverter 3F to cause the front electric motor 4F to generate the front motor torque calculated in process P142, and controls the rear inverter 3R to cause the rear electric motor 4R to generate the rear motor torque calculated in process P143.

[0095] If the electric vehicle 100 has an automatic shift mode, the control device 101 may switch the control mode to the automatic shift mode instead of switching to the EV mode in step S303 of FIG. 5. In the automatic shift mode, the virtual shift position is automatically switched, so the driver does not need to perform complex operations compared to the MT mode. This reduces the risk of an erroneous operation by the driver. In particular, it is possible to prevent the engine from stalling due to an erroneous operation of the pseudo clutch operating device 26.

[0096] 10. Configuration of the Control Device The control device 101 is typically an electronic control unit (ECU), but may also be a combination of multiple ECUs.

[0097] 7 shows an example of the configuration of the control device 101. The control device 101 includes at least a motor control function 110, a driving support control function 120, and a safety support control function 130.

[0098] Signals from various sensors and signals from the driving support switch 31 and the safety support switch 32 are input to the control device 101 that constitutes the motor control function 110. Signals from at least the driving support switch 31 and the recognition sensor 17 are input to the control device 101 that constitutes the driving support control function 120. Signals from at least the safety support switch 32 and the recognition sensor 17 are input to the control device 101 that constitutes the safety support control function 130.

[0099] The processor 102 and memory 103 of the control device 101 are configured by one ECU or a combination of multiple ECUs. The motor control function 110, the driving support control function 120, and the safety support control function 130 may be realized by different ECUs or by the same ECU. Furthermore, the programs that realize each function may be executed by independent processing circuits or by a common processing circuit. The processor 102 executes the programs stored in the memory 103 to realize each function.

[0100] 2 Battery, 3F Front inverter, 3R Rear inverter, 4F Front electric motor, 4R Rear electric motor, 5F Front drive shaft, 5R Rear drive shaft, 6F Front wheels, 6R Rear wheels, 7F Front suspension, 7R Rear suspension, 11 Vehicle speed sensor, 12 Accelerator pedal stroke sensor, 13 Brake pedal stroke sensor, 14 Shift position sensor, 15 Shift switch, 16 Clutch sensor, 17 Recognition sensor, 21 In-vehicle speaker, 22 Accelerator pedal, 23 Brake pedal, 24 Absolute instruction type shift device, 25 Relative instruction type shift device, 26 Pseudo clutch operation device, 31 Driving assistance switch, 32 Safety assistance switch, 100 Electric vehicle, 101 Control device, 102 Processor, 103 Memory, 104 Program, 105 Data, 110 Motor control function, 120 Driving assistance control function, 130 Safety assistance control function

Claims

1. An electric vehicle having a function to activate driving assistance in response to a request from the driver and a function to activate safety assistance in response to the establishment of predetermined operating conditions, comprising: a first operating device that changes the torque output by the motor in accordance with the amount of operation; a second operating device that switches the relationship between the amount of operation of the first operating device, the driving speed of the electric vehicle, and the torque output by the motor among a plurality of predetermined relationships; a switching device that switches between a manual mode in which operation of the second operating device is enabled and an automatic mode in which operation of the second operating device is disabled; and a control device, wherein the control device is configured to not activate the driving assistance while driving in the manual mode regardless of a request from the driver, and to activate the safety assistance when the operating conditions are established regardless of whether the electric vehicle is in the manual mode or the automatic mode.

2. An electric vehicle as described in claim 1, further comprising a third operating device that can be operated in parallel with the first operating device and that reduces the torque output by the motor below a reference torque determined from the operating amount of the first operating device and the driving speed depending on the operating amount, the operation of the third operating device being enabled in the manual mode and disabled in the automatic mode, and the control device being configured to switch from the manual mode to the automatic mode if the safety assistance is activated while driving in the manual mode.

3. An electric vehicle according to claim 1, wherein the control device is configured to cancel operation of the driving assistance when the manual mode is selected while the driving assistance is in operation.

4. An electric vehicle as claimed in claim 1, comprising a display device and a speaker that outputs sound inside the vehicle, and wherein the control device, when receiving a request for the driving assistance from the driver while driving in the manual mode, notifies the driver by the speaker that the driving assistance will not be activated, or displays this on the display device.

5. An electric vehicle as described in claim 2, wherein the automatic modes include a first automatic mode in which the output of the motor is continuously changed in accordance with the amount of operation of the first operating device, and a second automatic mode in which the relationship between the amount of operation of the first operating device, the traveling speed, and the torque output by the motor is automatically switched from among the plurality of predetermined relationships in accordance with the traveling speed, and the control device is configured to be able to select between the first automatic mode and the second automatic mode as the automatic mode in accordance with the driver's selection, and is configured to switch from the manual mode to a specific control mode of the first automatic mode or the second automatic mode when the safety assistance is activated while the vehicle is traveling in the manual mode.

6. An electric vehicle according to any one of claims 1 to 5, wherein the driving assistance includes a function for automatically controlling at least a part of the driving and braking of the electric vehicle.

7. An electric vehicle according to any one of claims 1 to 5, wherein the safety assistance includes a function to assist in deceleration of the electric vehicle.

8. An electric vehicle according to any one of claims 1 to 5, wherein the first operating device includes an accelerator pedal, and the second operating device includes a pseudo H-type shifter that simulates an H-type shifter of a manual transmission.

9. An electric vehicle according to any one of claims 1 to 5, wherein the first operating device includes an accelerator pedal, and the second operating device includes a pseudo-sequential shifter that simulates a sequential shifter of a manual transmission.

10. An electric vehicle having the function of activating driving assistance in response to a request from the driver, comprising: a first operating device that changes the torque output by the motor depending on the amount of operation; a second operating device that switches the relationship between the amount of operation of the first operating device, the driving speed of the electric vehicle, and the torque output by the motor among a plurality of predetermined relationships; a switching device that switches between a manual mode in which operation of the second operating device is enabled and an automatic mode in which operation of the second operating device is disabled; and a control device, wherein the control device is configured not to activate the driving assistance while the electric vehicle is traveling in the manual mode regardless of a request from the driver.

Images