vehicle

Abstract

A vehicle Ve has a pseudo shift mode in which driving force of a main driving motor MOT1 is set on the basis of a plurality of pseudo shift stages simulating a stepped transmission. The vehicle Ve includes a control device ECU for controlling the vehicle Ve. The control device ECU includes a vibration suppression control unit 100 for performing first vibration suppression control for correcting torque of the main driving motor MOT1 so as to suppress vibration of the main driving motor MOT1 or the vehicle Ve. The vibration suppression control unit 100 executes second vibration suppression control for making a correction amount of the torque of the main driving motor MOT1 lesser during a shift operation in the pseudo shift mode than that when the shift operation is not performed.

Description

Vehicle 【0001】 The present invention relates to a vehicle. 【0002】 In recent years, efforts to realize a low-carbon society or a decarbonized society have been active, and in vehicles as well, research and development on electrification technologies have been conducted in order to reduce CO2 emissions and improve energy efficiency. 【0003】 For example, Patent Document 1 discloses a technique for performing vibration control in a vehicle equipped with a motor as a drive source by inputting a predetermined gain or performing filter processing on the motor torque as control for suppressing vibration on a spring. 【0004】 Further, Patent Document 2 discloses a technique for performing torque fluctuation control in an electric vehicle equipped with a motor as a drive source, in which the motor torque is decreased and then increased during gear shifting in order to produce a pseudo gear shift. 【0005】 Japanese Patent Application Laid-Open No. 2014-100055, Japanese Patent Application Laid-Open No. 2018-166386 【0006】 In a vehicle equipped with a motor as a drive source, as described in Patent Document 1, vibration control for suppressing vibration with respect to the vehicle is executed. However, when such vibration control is applied to the vehicle described in Patent Document 2, although a pseudo gear shift is produced, the intervention of the vibration control makes it impossible to produce an appropriate shift feeling, and as a result, there is a risk of giving the user discomfort or the like. 【0007】 The present invention provides a vehicle capable of producing an appropriate shift feeling in a vehicle that performs a pseudo shift. 【0008】One aspect of the present invention is a vehicle having a pseudo-shift mode in which the driving force of a drive motor is set based on a plurality of pseudo-shift stages that mimic a stepped transmission, the vehicle being controlled by a control device, the control device comprising a vibration control unit that performs a first vibration control to correct the torque of the drive motor in order to suppress vibration of the drive motor or the vehicle, and the vibration control unit performing a second vibration control during a shift operation in the pseudo-shift mode to reduce the amount of torque correction of the drive motor compared to when no shift operation is being performed. 【0009】 According to the present invention, it is possible to create an appropriate shifting sensation in a vehicle that performs simulated gear changes. 【0010】 Figure 1 is a schematic diagram showing an example of the configuration of vehicle Ve. Figure 2 is a diagram showing an example of the gear shift setting in the pseudo-gear shift mode. Figure 3 is a diagram showing an example of the torque characteristics of the main drive motor MOT1. Figure 4 is a block diagram showing an example of the control device ECU. Figure 5 is a diagram illustrating an example of torque control in the embodiment. Figure 6 is a time chart showing an example of control in the embodiment, and is particularly useful for explaining an example of downshifting. Figure 7 is a diagram illustrating the change in motor torque when the second vibration damping control and torque control are performed. Figure 8 is a time chart showing an example of control in the embodiment, and is particularly useful for explaining an example of upshifting. 【0011】 Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The following embodiments are not limiting to the present invention, and not all of the elements described in the following embodiments are essential to the present invention. Furthermore, two or more elements described in the following embodiments may be arbitrarily combined without departing from the spirit of the present invention. In the following, identical or similar elements will be denoted by the same or similar reference numerals, and their descriptions may be omitted or simplified. 【0012】[Vehicle] The vehicle targeted in this embodiment is a hybrid vehicle capable of so-called series driving (hereinafter simply referred to as "vehicle"). As shown in Figure 1, the vehicle Ve in this embodiment comprises a mechanically independent main drive unit DU1 and a secondary drive unit DU2. Here, "mechanically independent" means that the power of one is not mechanically transmitted to the other by a propeller shaft or the like. In this embodiment, the main drive unit DU1 outputs a main driving force to drive the front wheels FWR, and the secondary drive unit DU2 outputs a secondary driving force to drive the rear wheels RWR. 【0013】 As an example, in this embodiment, the main drive unit DU1 is positioned as the primary drive source in the vehicle Ve, and the secondary drive unit DU2 is positioned as an auxiliary drive source. A relatively large motor is used as the main drive motor MOT1 for the main drive unit DU1, and a smaller motor is used as the secondary drive motor MOT2 for the secondary drive unit DU2 compared to the main drive motor MOT1. 【0014】 Vehicle Ve further includes a battery BAT, which is an energy storage device, a voltage control unit VCU, and a control unit ECU. 【0015】 A battery (BAT) is a rechargeable secondary battery having multiple energy storage cells connected in series or in series-parallel. A battery (BAT) is configured to output high voltages, such as 100 to 400 [V]. Lithium-ion batteries and nickel-metal hydride batteries can be used as the energy storage cells in a battery (BAT). 【0016】 The voltage control unit (VCU) boosts the output voltage from the battery (BAT) while keeping it as DC, and outputs the boosted voltage to the main drive unit (DU1) and the secondary drive unit (DU2). In other words, in vehicle Ve, the boosted voltage generated by a single voltage control unit (VCU) can be supplied to both the main drive unit (DU1) and the secondary drive unit (DU2) in common. The voltage control unit (VCU) may also step down the input voltage input to the battery (BAT). The voltage control unit (VCU) is, for example, a DC-DC converter. 【0017】[Main drive unit] The main drive unit DU1 comprises an engine ENG, a generator motor GEN, a main drive motor MOT1, a first inverter INV1, a second inverter INV2, and a first transmission mechanism T1. 【0018】 An engine is an internal combustion engine such as a gasoline engine or a diesel engine, in which engine power is generated by the combustion of air introduced through an intake passage and engine fuel injected from a fuel injection valve. 【0019】 The main drive motor MOT1 and the generator motor GEN are connected to the battery BAT via the voltage control unit VCU, the first inverter INV1, and the second inverter INV2, enabling power supply from the battery BAT and energy regeneration to the battery BAT. In Figure 1, dotted lines indicate power wiring, and dashed lines indicate control signal lines. 【0020】 The first inverter INV1 converts DC voltage to AC voltage and supplies three-phase current to the generator motor GEN. The first inverter INV1 also converts the AC voltage generated by the generator motor GEN to DC voltage. 【0021】 The second inverter INV2 converts DC voltage to AC voltage and supplies three-phase current to the main drive motor MOT1. Furthermore, the second inverter INV2 converts the AC voltage generated by the main drive motor MOT1 to DC voltage when the vehicle Ve is braking. 【0022】 The first transmission mechanism T1 comprises an input shaft 21, a generator motor shaft 23, a counter shaft 25, and a first differential mechanism D1, all of which are arranged parallel to each other. 【0023】 The input shaft 21 is arranged coaxially with the crankshaft 12 of the engine ENG. Power from the crankshaft 12 is transmitted to the input shaft 21 via a damper 13. The input shaft 21 is provided with an output gear 32, which constitutes a gear train for driving the generator motor, as will be described later. 【0024】On the input shaft 21, opposite to the engine ENG side, is an output gear 53 which constitutes an engine power transmission gear train that transmits power from the engine ENG. Between the output gear 32 and the output gear 53 on the input shaft 21 is a hydraulic clutch CL which connects the input shaft 21 and the output gear 53 in a detachable manner. 【0025】 The generator motor shaft 23 is a double-structured rotating shaft comprising an inner shaft 27 and an outer shaft 29 arranged concentrically with respect to the inner shaft 27 on the outer circumference. On the engine ENG side of the inner shaft 27, there is an input gear 34 that meshes with the output gear 32 on the input shaft 21. The output gear 32 on the input shaft 21 and the input gear 34 on the inner shaft 27 constitute a gear train for driving the generator motor, which transmits power from the input shaft 21 to the inner shaft 27. 【0026】 Furthermore, an outer circumferential shaft 29 is installed on the outer diameter side of the inner circumferential shaft 27, approximately in the center, so as to be rotatable relative to it. A generator motor GEN is attached to the inner circumferential shaft 27 on the side opposite to the engine ENG side. The generator motor GEN comprises a rotor R fixed to the inner circumferential shaft 27 and a stator S fixed to a case (not shown) and positioned opposite the outer diameter side of the rotor R. 【0027】 The driving force from the input shaft 21 is transmitted to the inner circumferential shaft 27 of the generator motor shaft 23 via a gear train for driving the generator motor. As a result, the rotation of the inner circumferential shaft 27 causes the rotor R of the generator motor GEN to rotate. This allows the driving force from the input shaft 21 to be converted into electricity by the generator motor GEN. 【0028】 On the outer circumferential shaft 29, an output gear 52 is provided that meshes with an input gear 54 on the counter shaft 25, which will be described later. On the side opposite to the engine EN side, a main drive motor MOT1 is attached. The main drive motor MOT1 comprises a rotor R fixed to the outer circumferential shaft 29 and a stator S fixed to a case (not shown) and positioned opposite the outer diameter side of the rotor R. 【0029】The output gear 52 on the outer shaft 29 and the input gear 54 on the counter shaft 25 form a motor power transmission gear train for transmitting power from the outer shaft 29 to the counter shaft 25. Therefore, when the outer shaft 29 rotates due to the driving force of the main drive motor MOT1, that rotation is transmitted to the counter shaft 25 via the motor power transmission gear train. 【0030】 The counter shaft 25 is provided with, in order from the engine ENG side, an output gear 56 that meshes with the ring gear 58 of the first differential mechanism D1, and an input gear 54 that meshes with the output gear 53 on the input shaft 21 and the output gear 52 on the outer circumferential shaft 29. The output gear 53 on the input shaft 21 and the input gear 54 on the counter shaft 25 constitute an engine power transmission gear train for transmitting power from the input shaft 21 to the counter shaft 25. In addition, the output gear 56 on the counter shaft 25 and the ring gear 58 of the first differential mechanism D1 constitute a final gear train for transmitting the driving force of the counter shaft 25 to the first differential mechanism D1. 【0031】 The driving force of the main drive motor MOT1, which is input to the counter shaft 25 via the motor power transmission gear train, and the driving force of the engine ENG, which is input to the counter shaft 25 via the engine power transmission gear train, are output as the main driving force of the main drive unit DU1, transmitted to the first differential mechanism D1 via the final gear train, and then transmitted from the first differential mechanism D1 to the front wheel FWR. 【0032】 In this embodiment, the first transmission mechanism T1 of the main drive unit DU1 includes a first transmission mechanism 41 that mechanically connects the generator motor GEN and the engine ENG in a power-transmitting manner, and a second transmission mechanism 42 that mechanically connects the main drive motor MOT1 and the front wheel FWR in a power-transmitting manner. Specifically, the first transmission mechanism 41 consists of an input shaft 21, an output gear 32, an input gear 34, and an inner circumferential shaft 27, and the second transmission mechanism 42 consists of an outer circumferential shaft 29, an output gear 52, an input gear 54, a counter shaft 25, an output gear 56, and a first differential mechanism D1. 【0033】Furthermore, the hydraulic clutch CL is configured to selectively switch between a state in which the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is connected and a state in which the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is disconnected. That is, by engaging the hydraulic clutch CL, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically connected, and by releasing the hydraulic clutch CL, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically disconnected. In the first transmission mechanism T1, the input gear 54 meshes with the output gear 53 on the input shaft 21 and the output gear 52 on the outer shaft 29. Therefore, when the hydraulic clutch CL is engaged, the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 is mechanically connected, enabling power transmission between the first transmission mechanism 41 and the second transmission mechanism 42. On the other hand, when the hydraulic clutch CL is released, the output gear 53 disengages from the input shaft 21, mechanically interrupting the power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42, making power transmission between the first transmission mechanism 41 and the second transmission mechanism 42 impossible. 【0034】 [Subordinate Drive Unit] The subordinate drive unit DU2 comprises a subordinate drive motor MOT2, a third inverter INV3, and a second transmission mechanism T2. The subordinate drive motor MOT2 is connected to the battery BAT via a voltage control unit VCU and a third inverter INV3, enabling power supply from the battery BAT and energy regeneration to the battery BAT. In Figure 1, dotted lines indicate power wiring, and dashed lines indicate control signal lines. 【0035】 The second transmission mechanism T2 comprises motor output shafts 26 and 28 arranged parallel to each other, and a second differential mechanism D2. 【0036】The subordinate drive unit DU2 has a third drive gear 62 mounted on one end of the motor output shaft 26 of the subordinate drive motor MOT2 so as to rotate integrally with it. A third driven gear 64 that meshes with the third drive gear 62 and an output gear 66 are mounted on an output shaft 28 that extends parallel to the motor output shaft 26 of the subordinate drive motor MOT2 so as to rotate integrally with the output shaft 28. Therefore, the driving force of the subordinate drive motor MOT2 is transmitted to the output shaft 28 via the third drive gear 62 and the third driven gear 64. The driving force transmitted to the output shaft 28 is then transmitted from the output gear 66 to the rear wheel RWR via the second differential mechanism D2. Conversely, the driving force from the rear wheel RWR is transmitted to the subordinate drive motor MOT2 via the second differential mechanism D2, the output gear 66, the output shaft 28, the third driven gear 64, the third drive gear 62, and the motor output shaft 26. 【0037】 Vehicle Ve also includes an accelerator pedal that acquires acceleration and deceleration requests, where the acceleration request to Vehicle Ve increases as the amount of operation increases and decreases as the amount of operation decreases; paddle shifters that shift gears up or down in the simulated gear shifts described later; and a brake pedal (none of which are shown) that acquires deceleration requests to Vehicle Ve. The accelerator pedal is an example of a "first operator," and the paddle shifters are an example of a "second operator." 【0038】 [Drive Mode of Main Drive Unit] Next, the drive mode of the main drive unit DU1 will be explained. 【0039】 The drive modes of the main drive unit DU1 include an electric drive mode in which the driving force of the main drive motor MOT1 is output as the main driving force, and an engine drive mode in which the driving force of the engine ENG is output as the main driving force. In electric drive mode, the hydraulic clutch CL is released and the driving force of the main drive motor MOT1 is output as the main driving force. Electric drive mode includes EV driving and series driving, which will be described later. In engine drive mode, the hydraulic clutch CL is engaged and the driving force of the engine ENG is output as the main driving force. Engine drive mode includes engine driving, which will be described later. 【0040】<EV Driving (Electric Drive Mode)> In EV driving mode, the engine ENG is deactivated, and the main drive motor MOT1 is driven by electricity supplied from the battery BAT. Specifically, by driving the main drive motor MOT1 with electricity supplied from the battery BAT, the driving force of the main drive motor MOT1 rotates the outer circumferential shaft 29 of the generator motor shaft 23, and this rotation is transmitted to the counter shaft 25 via the motor power transmission gear train. The driving force of the main drive motor MOT1 transmitted in this way is output as the main driving force via the final gear train and the first differential mechanism D1, and transmitted to the front wheels FWR. This enables EV driving. 【0041】 <Series Operation (Power Drive Mode)> In series operation, the engine ENG is running, and the power generated by the generator motor GEN drives the main drive motor MOT1. Specifically, the driving force of the engine ENG is input from the input shaft 21 to the inner shaft 27 via the generator motor drive gear train, causing the inner shaft 27 to rotate. This causes the rotor R of the generator motor GEN, which is fixed to the inner shaft 27, to rotate, and the generator motor GEN generates electricity. The power generated by the generator motor GEN is supplied to the main drive motor MOT1, and this power drives the main drive motor MOT1. The driving force of the main drive motor MOT1 rotates the outer shaft 29 of the generator motor shaft 23, and this rotation is transmitted to the counter shaft 25 via the motor power transmission gear train. The driving force transmitted by the main drive motor MOT1 in this manner is output as the main driving force via the final gear train and the first differential mechanism D1, and transmitted to the front wheel FWR. This makes it possible to operate in so-called series driving mode, where the driving force of the engine ENG is entirely converted into electricity by the generator motor GEN. 【0042】In addition, when the vehicle Ve is decelerating, it performs regenerative driving, in which it recovers energy through the regenerative operation of the main drive motor MOT1 while driving. Usually, the regenerated electric power is stored in the battery BAT. However, for example, when continuously driving on a downhill road, it may be impossible to charge the battery BAT, such as when the remaining charge of the battery BAT reaches full charge. In such a case, the surplus electric power that cannot be stored in the battery BAT is consumed by waste power consumption, which consumes the regenerated electric power. 【0043】 <Engine Driving (Engine Drive Mode)> In engine driving, the hydraulic clutch CL is engaged, and the driving force of the engine ENG is output as the main driving force and transmitted to the front wheels FWR. That is, by engaging the hydraulic clutch CL, the driving force of the input shaft 21 is transmitted to the counter shaft 25 via the engine power transmission gear train, and then transmitted to the front wheels FWR via the final gear train and the first differential mechanism D1. This enables engine driving. Here, since the input shaft 21 and the inner peripheral shaft 27 are always connected via the generator motor drive gear train, the rotor R of the generator motor GEN rotates as the inner peripheral shaft 27 rotates. Therefore, power generation can be performed by the generator motor GEN, and the main drive motor MOT1 can be rotated by the generated electric power, so-called parallel driving, in which the driving force of the engine ENG and the driving force of the main drive motor MOT1 are output as the main driving force, is also possible. 【0044】 In addition, as other driving modes in which the driving force characteristics can be changed, the vehicle Ve can be set to a sports mode that enhances the responsiveness of acceleration and deceleration and the responsiveness of steering operations, a normal mode that emphasizes the balance between the operability of steering operations and acceleration performance, and a comfort mode (or eco mode) that suppresses fluctuations in fuel injection amount, motor torque, etc. to achieve fuel-efficient driving. The setting and switching of these sports mode, normal mode, and comfort mode are performed, for example, by operating an operation switch (not shown) by the user. 【0045】Furthermore, the Vehicle Ve can be configured to have a simulated gear shift mode in which the user can select any gear. Here, a simulated gear is a gear that simulates a gear that is determined based on, for example, vehicle speed and accelerator opening when the engine ENG and drive wheels are disconnected. The simulated gear shift mode can run with multiple simulated gears and engine speeds based on vehicle speed. This makes it possible to simulate gear changes that mimic a stepped transmission. Figure 2 shows an example of the gear settings in this simulated gear shift mode. Here, it is possible to set gears from 1st to 8th gear, which simulate a stepped transmission. 【0046】 The simulated gear shift mode is set, for example, by the user performing a predetermined shift operation or switch operation. The gear shift in the simulated gear shift mode is switched, for example, based on the operation of the accelerator pedal or by the user's operation of the paddle shifter. The means of switching gear shifts based on the operation of the accelerator pedal is an example of the "first mode" in the embodiment, and the means of switching gear shifts based on the operation of the paddle shifter is an example of the "second mode" in the embodiment. Furthermore, if, for example, the temperature of the catalyst is above a predetermined temperature (high temperature) or the temperature of the battery BAT is above a predetermined temperature (high temperature), the setting will not be accepted even if the user has set the simulated gear shift mode, taking into consideration the durability of the equipment. 【0047】 Furthermore, when the simulated gear shift mode is set and the front wheel FWR is driven by the main drive motor MOT1, it is preferable to achieve acceleration and deceleration characteristics based on the simulated gear shift. Figure 3 shows an example of a torque characteristic map of the main drive motor MOT1 corresponding to "1st gear" to "7th gear" in the simulated gear shift, with vehicle speed on the horizontal axis and driving force on the vertical axis. The control unit ECU refers to this map and controls the main drive motor MOT1 to output driving force based on the selected simulated gear shift. In this way, in this embodiment, driving force characteristics are set for each gear shift in the simulated gear shift. 【0048】[Control Device] The control device ECU is, for example, a computer that comprehensively controls the entire vehicle Ve and has, for example, a processor that performs various calculations, a storage unit having a non-transitory storage medium that stores various types of information such as predetermined maps and programs, and an input / output unit (both not shown) that controls the input / output of data between the inside and outside of the control device ECU. For example, the control device ECU is realized by one ECU (Electronic Control Unit) or by a plurality of ECUs cooperating with each other. 【0049】 For example, the control device ECU is communicably provided with each inverter INV, voltage control unit VCU, engine ENG, hydraulic clutch CL, etc. For example, the control device ECU controls the output of the engine ENG by controlling the engine ENG, controls the output of the power generation motor GEN by controlling the first inverter INV1, and controls the output of the main drive motor MOT1 by controlling the second inverter INV2. 【0050】 The control device ECU executes various programs stored in the storage unit, for example. As is conventionally known, for example, when in series running or EV running, vibration control for correcting the motor torque in the main drive motor MOT1 to suppress the vibration of the vehicle Ve is executed. On the other hand, when such vibration control is executed, for example, when the pseudo-shift mode is selected in the state of series running or EV running, although a pseudo-shift change is produced as described above, there is a possibility that an appropriate shift feeling cannot be produced due to the intervention of the vibration control. Therefore, in the embodiment, when the pseudo-shift mode is selected, a predetermined program capable of producing an appropriate shift feeling is executed. 【0051】 As functional units realized by the execution of such a program, the control device ECU includes, as shown in FIG. 4, a vibration control unit 100 and a torque control unit 110. In the following, the processes described as being performed by the vibration control unit 100 and the torque control unit 110 are processes realized by the control device ECU. 【0052】The control unit (ECU) receives input from various sensors. For example, it receives input from sensors such as an accelerator position sensor 120 that detects the amount of operation on the accelerator pedal of the vehicle Ve, a vehicle speed sensor 130 that detects the vehicle speed of the vehicle Ve, a catalyst temperature sensor 140 that detects the temperature of the catalyst, a battery temperature sensor 150 that detects the temperature of the battery BAT, a battery SOC sensor 160 that detects the amount of charge stored in the battery BAT, an engine water temperature sensor 170 that detects the engine water temperature (coolant), and a shift position sensor 180 that detects the shift position of a shift device such as a paddle shift. The values ​​from the various sensors are not limited to those detected; they may also be obtained by estimation or other means. 【0053】 The vibration control unit 100 performs a first vibration control to correct the motor torque of the main drive motor MOT1 in order to suppress vibrations of the main drive motor MOT1 or the vehicle Ve. Here, "first vibration control" refers to vibration control to suppress vibrations of the main drive motor MOT1 and the vehicle Ve caused by the output of the motor torque of the main drive motor MOT1 during driving. For example, as is conventionally known, vibration control is performed to correct the motor torque by inputting a predetermined vibration control gain to the command value of the motor torque (hereinafter also referred to as "command torque") or by filtering it. In this embodiment, as an example, the first vibration control is performed by inputting a vibration control gain to the command torque. By executing the first vibration control, the motor torque is attenuated with respect to the command torque, and vibrations of the vehicle Ve and the main drive motor MOT1 can be suppressed. The vibration control gain used in the first vibration control is referred to here as the "normal gain". 【0054】On the other hand, as mentioned above, when the simulated gear shift mode is selected, executing the first vibration damping control may reduce the feeling of gear shifting in the simulated gear shift stage, even though the vibration is suppressed. Therefore, the vibration damping control unit 100 executes a second vibration damping control during gear shifting in the simulated gear shift mode, which reduces the amount of correction for the motor torque of the main drive motor MOT1 compared to when no gear shifting is occurring. In other words, the second vibration damping control suppresses the vibration damping control that is executed by reducing the amount of correction for the motor torque compared to the first vibration damping control. That is, the second vibration damping control uses a "gear shifting gain" that is smaller than the normal gain used in the first vibration damping control. As a result, the attenuation of the motor torque can be suppressed compared to the first vibration damping control, and in other words, vibrations can be generated compared to the first vibration damping control, thereby appropriately creating the feeling of gear shifting during gear shifting. Note that the first vibration damping control is executed when the vehicle is not shifting, i.e., during normal driving when no gear shifting is occurring. 【0055】 The torque control unit 110 is responsible for creating the feeling of gear shifting during this gear change operation. Specifically, when the simulated gear shift mode is selected, the torque control unit 110 performs torque control (hereinafter also referred to as "torque control"), which involves decreasing and then increasing the motor torque in accordance with the gear shift timing, starting from a state where it is outputting motor torque for driving. This makes it possible to simulate a gear change that mimics a stepped gear shift during gear shifting in the simulated gear shift stage. Furthermore, by performing this torque control simultaneously with the second vibration damping control by the vibration damping control unit 100 described above, a more appropriate feeling of gear shifting can be created. Note that the second vibration damping control by the vibration damping control unit 100 described above is not performed if this torque control is not performed. This is because the second vibration damping control is a control for creating the feeling of gear shifting, and if the torque control, which is a prerequisite and control for creating the feeling of gear shifting, is not performed, there is no need to suppress the vibration damping control. 【0056】Furthermore, the torque control described above is not limited to a control that decreases and then increases the motor torque, as long as it can simulate a gear change that mimics a stepped transmission. For example, it could also be a control that increases and then decreases the motor torque. In other words, torque control is any control that fluctuates the torque to increase or decrease the motor torque. In the following explanation, torque control will be described as a control that decreases and then increases the motor torque, as one example. 【0057】 Furthermore, the torque control unit 110 increases the amount of decrease and increase in motor torque in torque control when the simulated gear shift is a low gear compared to when it is a high gear. This is because, in stepped transmissions, the gear shifting sensation is usually greater at low gears than at high gears (in other words, the gear shift shock is greater). Therefore, in order to create a more appropriate gear shifting sensation, the amount of decrease and increase in motor torque is made greater at low gears than at high gears. Note that the amount of decrease and increase in motor torque in this torque control, i.e., the amount of fluctuation in motor torque, may be set according to each gear shift in the simulated gear shift. 【0058】 Furthermore, in the simulated gear shift mode, the torque control unit 110 increases and decreases the amount of motor torque in torque control when shifting gears using the paddle shifters compared to when shifting gears using the accelerator pedal. In other words, when the paddle shifters are operated by the user, the user's intention to shift gears is more clearly expressed, so the amount of motor torque fluctuation in torque control is increased compared to shifting gears based on accelerator pedal operation, thereby performing control that corresponds to the user's operation. 【0059】Furthermore, in the simulated gear shift mode, when a gear shift operation is performed, the torque control unit 110 increases the amount of decrease and increase in motor torque in torque control compared to when a high-driving-force-characteristic mode is not selected. Also, when a low-driving-force-characteristic mode is selected, the torque control unit 110 decreases the amount of decrease and increase in motor torque in torque control compared to when a low-driving-force-characteristic mode is not selected. Specifically, when the above-mentioned sport mode is set, the torque control unit 110 increases the amount of decrease and increase in motor torque in torque control when performing a gear shift operation compared to when, for example, normal mode or comfort mode is set. Conversely, when comfort mode is set, the amount of decrease and increase in motor torque in torque control when performing a gear shift operation is decreased compared to when, for example, normal mode or sport mode is set. This makes it possible to create a gear shift feel that is more in line with the set driving mode. 【0060】 Furthermore, it is preferable that the torque control unit 110 does not perform the above-mentioned torque control when the comfort mode is set. This is because the comfort mode is a driving mode that suppresses fluctuations in motor torque, etc. 【0061】 Furthermore, in the simulated gear shift mode, the torque control unit 110 increases the amount of motor torque decrease and increase in torque control as the amount of accelerator pedal operation increases. Here, the amount of accelerator pedal operation may include not only the amount of operation but also the speed at which the accelerator pedal is pressed (operation speed). Therefore, for example, when there is a large accelerator pedal operation such as during a kickdown, increasing the amount of motor torque decrease and increase makes it possible to create a gear shift feeling that corresponds to the user's operation. 【0062】Furthermore, in the pseudo-shift mode, when the torque control unit 110 performs the above-described shift operation, the amount of reduction in motor torque in torque control may be made greater than the difference in torque that changes due to the shift operation when torque control is not performed. For example, as shown in Figure 5, when upshifting from "3rd gear" to "4th gear", the amount of reduction in motor torque is made greater than the amount of torque reduction (i.e., the torque difference during shifting) in the comparative example where torque control is not performed, as shown by the dashed line in the embodiment. At this time, the torque control unit 110 controls the motor torque to temporarily output a lower driving force than after the shift. Then, after reducing the motor torque, the motor torque is increased to output a driving force equivalent to "4th gear". This makes it possible to create a more pronounced shifting sensation. In other words, it is possible to generate acceleration corresponding to the shift. It should be noted that this control to reduce motor torque is not limited to upshifting, but may also be applied when downshifting. 【0063】 In this way, the control unit (ECU) controls the motor torque during the shifting operation in the simulated shift mode based on the driving force characteristics, second vibration damping control, and torque control corresponding to each gear, thereby providing users who have selected the simulated shift mode with an appropriate shifting sensation. 【0064】 [Time Chart] Next, an example of control in the embodiment will be explained using a time chart. Figures 6 and 8 are time charts to explain the shifting operation when the pseudo-shift mode is selected. It is assumed that the operation to select the pseudo-shift mode has been performed. Also, the driving state will be assumed to be series driving as an example. Figure 6 shows an example when a downshift is performed in the pseudo-shift stage, and Figure 8 shows an example when an upshift is performed in the pseudo-shift stage. 【0065】Furthermore, in the examples in Figures 6 and 8, the vertical axis shows the changes in the simulated gear position, vehicle speed, accelerator opening, engine speed, current gear position, driving force, motor torque, brake pedal force, and vibration damping gain, while the horizontal axis shows time. In the example shown in Figure 6, the paddle shift is also shown on the vertical axis to illustrate an example of a gear shift request using paddle shifters. Note that the gear shift request in the example shown in Figure 8 is based on vehicle speed and accelerator opening. 【0066】 First, let's explain the example of downshifting shown in Figure 6. In this example, we will describe the behavior of the vehicle Ve and the changes in each parameter from cruising to a complete stop after releasing the accelerator and applying the brakes. 【0067】 Up to time t1, the vehicle is cruising with the accelerator pressed, for example, in the "5th gear" of the simulated gear shift. Therefore, the vehicle speed, accelerator opening, driving force, and motor torque output are almost constant up to time t1. The engine speed Ne is (almost constant in this case) corresponding to the vehicle speed and accelerator opening. The brake pedal force is "0". As mentioned above, the gear display is in the "5th gear" state, so the display unit (not shown), such as the instrument panel or navigation system, indicates that it is in "5th gear". The control gain is the normal gain set to suppress vibrations such as vehicle Ve and motor torque during driving. Note that the state in which this normal gain is set is the state in which the "first vibration damping control" described above is being executed. 【0068】 From this state, when the accelerator is released at time t1, the motor torque and driving force begin to decrease in proportion to the accelerator opening. As the motor torque and driving force decrease, the engine speed Ne and vehicle speed also gradually begin to decrease. Note that the other parameters remain unchanged, so their explanation is omitted. 【0069】Next, at time t2, the user performs a downshift operation using the paddle shifter. Here, the simulated gear shift is downshifted from "5th gear" to "4th gear". When the downshift operation is performed, the control unit ECU starts blipping to increase the engine speed Ne. In other words, this downshift operation triggers the start of blipping. The engine speed control during blipping is performed by the output of the engine EN and the generator motor GEN, taking into account the state of the engine EN and the state of the battery BAT. For example, if the catalyst temperature is relatively high, blipping is performed by the output of the generator motor GEN. Also, for example, if the battery BAT has a relatively low charge, blipping is performed by the output of the engine EN. Furthermore, the output of the engine EN and the generator motor GEN may be coordinated and controlled according to the state of the engine EN and the battery BAT, and the respective output ratios may be determined. 【0070】 Furthermore, in this embodiment, the "second vibration damping control" and "torque control" described above are executed in conjunction with the downshift at time t2. Specifically, in the second vibration damping control, the vibration damping gain is switched from the normal gain to the gear shift gain. In the torque control, in order to create a sense of gear shifting, the motor torque is reduced and then increased. Moreover, it is preferable that the amount of reduction in motor torque in this torque control is greater than the difference in torque that changes due to the gear shift operation when torque control is not performed in the embodiment, as explained using Figure 5 above. This is because it is possible to create a greater sense of gear shifting. In this way, by executing the second vibration damping control and torque control, the motor torque and driving force change in a spike-like manner, thereby creating a sense of gear shifting that simulates a stepped gear shift. 【0071】Figure 7 illustrates an example of the change in motor torque in the area enclosed by the dashed line in Figure 6. Figure 7(a) shows an example where the second vibration damping control and torque control are performed in the embodiment, while Figure 7(b) shows a comparative example where the first vibration damping control and torque control are performed. In the example of Figure 7(a) showing the embodiment, it can be seen that the motor torque shown by the dashed line follows the command torque shown by the solid line almost perfectly. In contrast, in the comparative example of Figure 7(b), the motor torque shown by the dashed line does not follow the command torque shown by the solid line. In other words, in the example of Figure 7(b), because the vibration damping force due to the first vibration damping control is acting, the motor torque actually output is significantly attenuated relative to the command torque and is output with a delay relative to the command torque. On the other hand, in the embodiment of Figure 7(a), because the vibration damping force acting is suppressed by the second vibration damping control, the torque actually output is almost the same as the command torque and follows the command torque. 【0072】 Thus, in this embodiment, by executing a second vibration damping control in conjunction with torque control during gear shifting, the drop in motor torque and driving force that is damped by the vibration damping control is suppressed, thereby generating vibrations and creating an appropriate gear shifting feel during downshifting. 【0073】 When the engine speed Ne reaches the target engine speed corresponding to the simulated gear (in other words, the synchronous speed), blipping ends, and the engine speed Ne begins to decrease gradually accordingly. Also, at time t2, the vehicle speed decreases gradually in response to the release of the accelerator. In other words, the vehicle Ve is coasting. Furthermore, because the simulated gear has been downshifted from "5th gear" to "4th gear," the gear display changes to "4th gear." Note that other parameters remain unchanged, so their explanation is omitted. 【0074】Next, at time t3, the user presses the brake pedal, increasing the braking force. Consequently, the motor torque, driving force, and vehicle speed decrease further. As the vehicle speed decreases, the rate of decrease in the already decreasing engine speed Ne increases. Note that at time t3, no gear shifting has occurred, so the control gain is at the normal gain. In other words, the system has switched from the second vibration damping control at time t2 to the first vibration damping control. 【0075】 Next, at time t4, the user again performs a downshift operation using the paddle shifters. Here, the simulated gear shift is downshifted from "4th gear" to "3rd gear". Therefore, blipping is performed at time t4. In addition, the "second vibration damping control" and "torque control" described above are executed in conjunction with this downshift from "4th gear" to "3rd gear". The content of the second vibration damping control and torque control is the same as the control content at time t2 described above, and the changes in other parameters are also the same, so a detailed explanation is omitted here. Then, at time t4, the gear display changes from "4th gear" to "3rd gear". 【0076】 Similarly, at t5, the user initiates a downshift from "3rd gear" to "2nd gear" using the paddle shifter, and blipping is performed. Along with this downshift from "3rd gear" to "2nd gear," the aforementioned "second vibration damping control" and "torque control" are executed. The content of the second vibration damping control and torque control is the same as the control content at t2 described above, and the changes in other parameters are also the same, so a detailed explanation is omitted here. At t5, the gear display changes from "3rd gear" to "2nd gear." 【0077】At time t6, the user may also perform a downshift using the paddle shifters, but here we show an example where the downshift is performed not based on user input, but rather, for example, in response to a change in vehicle speed, from "2nd gear" to "1st gear". Also, since the vehicle is almost at a standstill, no effects are used to simulate the feeling of shifting to 1st gear. Therefore, at time t6, the second vibration damping control and torque control are not performed. The gear position display switches in accordance with the execution of the downshift. It goes without saying that, although not shown in the diagram, blipping control, the second vibration damping control, and torque control may also be performed at time t6, similar to time t2, etc. In the example shown in Figure 6, the vehicle Ve is at a standstill at time t7. 【0078】 Next, we will explain an example of upshifting as shown in Figure 8. In this example, we will describe the behavior of the vehicle Ve accelerating based on an acceleration request, as well as the changes in each parameter. In the example shown in Figure 8, a constant accelerator opening is maintained until the accelerator is released, and the vehicle speed increases at a constant rate of change accordingly. Also, in the example shown in Figure 8, since the control is performed during acceleration, the brake pedal is not operated, and therefore the brake force is off. The following provides a more detailed explanation. 【0079】 First, up to time t11, the vehicle is accelerating while maintaining a constant throttle opening, and the simulated gear position at this time is, for example, "3rd gear". Since the throttle opening is constant, the motor torque and driving force are also nearly constant. Furthermore, because the vehicle is accelerating, the engine speed Ne and vehicle speed are increasing at a constant rate. The gear position is displayed as "3rd gear". The control gain is set to the normal gain, which is used to suppress vibrations such as vehicle Ve and motor torque during driving. 【0080】When the vehicle speed increases from this state to a predetermined speed, at time t11, the gear in the simulated gear shift shifts from "3rd gear" to "4th gear". In conjunction with this shift, the embodiment performs a second vibration damping control and torque control to create the feeling of a gear shift. That is, the control gain is switched from the normal gain to the gear shift gain in accordance with the gear shift operation. In addition, torque control is performed to decrease and then increase the motor torque. Furthermore, in this torque control, it is preferable that the amount of decrease in motor torque is greater than the difference in torque that changes due to the gear shift operation when torque control is not performed in the embodiment, as explained using Figure 5 above. This is because it is possible to create a more realistic feeling of a gear shift. When the second vibration damping control and torque control are performed in this way, the motor torque and driving force change in a spike-like manner, thereby creating a gear shift feeling that simulates a stepped gear shift. The change in motor torque in the area enclosed by the dashed line in Figure 8 is as explained using Figure 7 above. In other words, in the embodiment, it is possible to make the motor torque almost follow the command torque. 【0081】 Thus, in this embodiment, by executing a second vibration damping control in conjunction with torque control during gear shifting, the drop in motor torque and driving force that is damped by the vibration damping control is suppressed, and vibration is generated, thereby creating an appropriate gear shifting feel even during upshifts. 【0082】 The engine speed Ne is controlled to a target engine speed (in other words, synchronous speed) corresponding to the gear position of the simulated transmission. Once this target engine speed is reached, it begins to rise gradually in response to accelerator input. As the gear position of the simulated transmission shifts up from "3rd gear" to "4th gear," the gear display changes to "4th gear." 【0083】Next, as the vehicle speed increases further, the gear in the simulated gear shift changes from "4th gear" to "5th gear" at t12. In conjunction with this shift, "second vibration damping control" and "torque control" are executed, just as at t11. The content of the second vibration damping control and torque control is the same as the control content at t11 ​​described above, and the changes in other parameters are also the same, so a detailed explanation is omitted here. Then, at t12, the gear display changes from "4th gear" to "5th gear". 【0084】 Subsequently, at time t13, for example, by releasing the accelerator, the accelerator opening decreases, and accordingly, the motor torque and driving force decrease. Then, due to the release of the accelerator, the vehicle Ve transitions to coasting. At this simulated gear change stage at time t13, the gear is "5th gear," and since the vehicle speed is relatively high, the engine speed Ne and vehicle speed increase gradually or remain almost constant. 【0085】 As described above, in this embodiment, the second vibration damping control and torque control are performed in accordance with the gear shift operation. This makes it possible to create a gear shift feel that simulates a stepped gear shift in accordance with the gear shift operation in the simulated gear shift stage. In particular, in this embodiment, during gear shifting, the second vibration damping control changes the vibration damping gain from the normal gain to a gear shift gain that suppresses vibration damping of the motor torque. As a result, the attenuation of the motor torque is suppressed, and the gear shift feel created by torque control becomes more pronounced. This makes it possible to create an appropriate gear shift feel and, consequently, to give the user who has selected the simulated gear shift mode the desired gear shift feel. 【0086】 Although embodiments of the present invention have been described above with reference to the drawings, it goes without saying that the present invention is not limited to the embodiments described above. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these are also understood to naturally fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined arbitrarily without departing from the spirit of the invention. 【0087】For example, in the time chart described above, the example shown in Figure 8 was configured to perform gear changes in the simulated gears based on vehicle speed and accelerator opening, but gear changes may also be performed by paddle shifters, as in the example in Figure 6. Similarly, in the example in Figure 6, gear changes in the simulated gears were configured to be performed by paddle shifters, but gear changes may also be performed based on vehicle speed and accelerator opening, as in the example in Figure 8. 【0088】 Furthermore, for example, the second vibration damping control and torque control performed in conjunction with the aforementioned gear shifting operation may not be limited to shifting gears one at a time, but may also be applied to skipping gears, or so-called skip shifts. In addition, gear shifting requests for the paddle shifters based on user operation may be accepted not only by switch operation, but also by operation using buttons, levers, etc. 【0089】 Furthermore, in the above-described embodiment, the engine speed Ne may be the actual engine speed ENG or a target engine speed. 【0090】 Furthermore, the control described in the above-mentioned embodiments can be realized by executing a pre-prepared control program on a computer. This control program is recorded on a computer-readable storage medium and executed by reading it from the storage medium. This control program may also be provided in the form of a non-transient storage medium such as flash memory, or it may be provided via a network such as the Internet. The computer that executes this control program may be included in the control device, included in an electronic device such as a smartphone, tablet terminal, or personal computer that can communicate with the control device, or included in a server device that can communicate with these control devices and electronic devices. 【0091】 This specification contains at least the following information. The components indicated in parentheses in the embodiments described above are, but are not limited thereto. 【0092】(1) A vehicle (vehicle Ve) having a pseudo-shift mode in which the driving force of a drive motor (main drive motor MOT1) is set based on a plurality of pseudo-shift stages that mimic a stepped transmission, the vehicle being equipped with a control device (control device ECU) for controlling the vehicle, the control device being equipped with a vibration damping control unit (vibration damping control unit 100) that performs a first vibration damping control to correct the torque of the drive motor in order to suppress vibration of the drive motor or the vehicle, and the vibration damping control unit performing a second vibration damping control during a shift operation in the pseudo-shift mode to reduce the amount of torque correction of the drive motor compared to when no shift operation is being performed. 【0093】 According to (1), during gear shifting in the simulated gear shifting mode, a second vibration damping control is performed that reduces the amount of motor torque correction for the drive motor in the vibration damping control compared to when no gear shifting is occurring. This makes it more difficult to suppress vibrations, thus allowing for the creation of an appropriate gear shift shock. This makes it possible to give the user the desired gear shifting feel. 【0094】 (2) The vehicle described in (1), wherein the control device further comprises a torque control unit (torque control unit 110) that performs torque control to vary the torque of the drive motor in addition to the torque of the drive motor for driving the vehicle during the gear shift operation in the pseudo-gear shift mode, and the torque control unit performs the torque control when the first vibration damping control or the second vibration damping control is being performed. 【0095】 According to (2), by performing torque control that decreases and increases torque in conjunction with vibration damping control (first vibration damping control or second vibration damping control) during gear shifting, the user can be given an appropriate gear shifting feel. 【0096】 (3) A vehicle as described in (2), wherein a driving force characteristic is set for each gear in the pseudo-gear shift, and the control device controls the torque of the drive motor based on the driving force characteristic, the second vibration damping control, and the torque control during the gear shift operation in the pseudo-gear shift mode. 【0097】According to (3), by controlling the torque of the drive motor based on the driving force characteristics for each gear, second vibration damping control, and torque control during the gear shift operation, a more appropriate gear shifting feel can be produced. 【0098】 (4) A vehicle as described in (2), wherein the torque control unit increases the amount of fluctuation of the motor torque in torque control when the gear shift in the pseudo-gear shift is a low gear shift compared to when it is a high gear shift. 【0099】 According to (4), by increasing the amount of torque fluctuation in torque control in the lower gears compared to the higher gears, a shifting sensation similar to that of a stepped transmission can be obtained, and as a result, an appropriate shifting sensation can be obtained. 【0100】 (5) A vehicle as described in (2), wherein the vehicle further comprises: a first operator (accelerator pedal) that acquires an acceleration request to the vehicle which increases as the amount of operation increases and decreases as the amount of operation decreases; and a second operator (paddle shift) that moves the gear in the pseudo-gear step up or down, wherein it is possible to set a first mode in which the gear in the pseudo-gear step is switched based on the operation of the first operator, and a second mode in which the gear in the pseudo-gear step is switched based on the operation of the second operator, and the torque control unit, in the pseudo-gear step mode, when performing the gear shift operation, the amount of torque fluctuation in the torque control is greater in the second mode than in the first mode. 【0101】 According to (5), shifting based on the operation of a second control (e.g., paddle shift) results in greater torque fluctuations in torque control than shifting based on the operation of a first control (accelerator pedal), thereby providing a shifting sensation that corresponds to the operation to a user who has selected to shift using the second control. 【0102】(6) A vehicle as described in (2), wherein the vehicle is capable of selecting a plurality of modes with different driving force characteristics, and the torque control unit, in the pseudo-shift mode, when performing the shift operation, makes the amount of torque fluctuation in the torque control larger than when the mode with the higher driving force characteristics is not selected if the mode with the higher driving force characteristics is selected among the plurality of modes. 【0103】 According to (6), by increasing the torque fluctuation in torque control when the driving force characteristics are high, for example, the user can be given a shifting sensation that corresponds to the driving force characteristics of that mode. 【0104】 (7) A vehicle as described in (2), wherein the vehicle is capable of selecting a plurality of modes with different driving force characteristics, and the torque control unit, in the pseudo-shift mode, when performing the shift operation, reduces the amount of torque fluctuation in the torque control when a mode with relatively low driving force characteristics is selected among the plurality of modes, compared to when a mode with low driving force characteristics is not selected. 【0105】 According to (7), by reducing torque fluctuations in torque control when the driving force characteristics are low, it is possible to suppress, for example, the feeling of shifting that corresponds to the driving force characteristics of that mode from being given to the user. 【0106】 (8) A vehicle as described in (7), wherein the torque control unit does not perform torque control when the mode with low driving force characteristics is selected. 【0107】 According to (8), by not performing torque control in modes with low driving force characteristics, it becomes possible to appropriately simulate changes in modes such as modes with higher driving force characteristics and modes with lower driving force characteristics. 【0108】(9) A vehicle as described in (2), wherein the vehicle further comprises a first operator (accelerator pedal) that acquires an acceleration request such that the acceleration request to the vehicle increases as the amount of operation increases, and the acceleration request decreases as the amount of operation decreases, and the torque control unit, in the pseudo-shift mode, increases the amount of torque fluctuation in the torque control when performing the shift operation, as the amount of operation of the first operator increases. 【0109】 According to (9), the greater the operation of the first control, the greater the torque fluctuation in torque control, thereby providing the user with a sense of gear change corresponding to the operation of the first control (e.g., kickdown). 【0110】 (10) A vehicle as described in (2), wherein the torque control unit, in the pseudo-shift mode, when performing the shift operation, makes the amount of torque fluctuation in the torque control greater than the difference in torque that changes due to the shift operation when the torque control is not performed. 【0111】 According to (10), for example, by reducing the torque by more than the difference in driving torque before and after a normal gear change, and then increasing it, it becomes possible to create a more pronounced feeling of gear change during the gear change operation. 【0112】 (11) A vehicle as described in (2), wherein the vibration control unit does not perform the second vibration control when the torque control is not performed. 【0113】 According to (11), since torque control is a control that creates a sense of gear shifting during gear shifting, if that control is not performed, then by not performing the second vibration damping control to suppress vibration, for example, by performing only the second vibration damping control, it is possible to suppress the occurrence of shock caused by that second vibration damping control. 【0114】 100 Vibration damping control unit 110 Torque control unit ECU Control unit MOT1 Main drive motor (drive motor) Ve Vehicle

Claims

1. A vehicle having a pseudo-shift mode in which the driving force of a drive motor is set based on a plurality of pseudo-shift stages that mimic a stepped transmission, the vehicle being equipped with a control device for controlling the vehicle, the control device comprising a vibration damping control unit that performs a first vibration damping control to correct the torque of the drive motor in order to suppress vibration of the drive motor or the vehicle, and the vibration damping control unit performing a second vibration damping control during a shift operation in the pseudo-shift mode to reduce the amount of torque correction of the drive motor compared to when no shift operation is being performed.

2. A vehicle according to claim 1, wherein the control device further comprises a torque control unit that performs torque control to vary the torque of the drive motor in addition to the torque of the drive motor for driving the vehicle during the gear shift operation in the pseudo-gear shift mode, and the torque control unit performs the torque control when the first vibration damping control or the second vibration damping control is being performed.

3. A vehicle according to claim 2, wherein a driving force characteristic is set for each gear in the pseudo-gear shift, and the control device controls the torque of the drive motor based on the driving force characteristic, the second vibration damping control, and the torque control during gear shifting in the pseudo-gear shift mode.

4. A vehicle according to claim 2, wherein the torque control unit increases the amount of fluctuation of the motor torque in torque control when the gear shift in the pseudo-gear shift is a low gear shift compared to when it is a high gear shift.

5. A vehicle according to claim 2, the vehicle further comprising: a first operator that acquires an acceleration request to the vehicle which increases as the amount of operation increases and decreases as the amount of operation decreases; and a second operator that moves the gear in the pseudo-gear step up or down, wherein it is possible to set a first mode in which the gear in the pseudo-gear step is switched based on the operation of the first operator, and a second mode in which the gear in the pseudo-gear step is switched based on the operation of the second operator, and the torque control unit, in the pseudo-gear step mode, when performing the gear shift operation, the torque fluctuation amount in the torque control is greater in the second mode than in the first mode.

6. A vehicle according to claim 2, wherein the vehicle is capable of selecting a plurality of modes with different driving force characteristics, and the torque control unit, in the pseudo-shift mode, when performing the shift operation, increases the amount of torque fluctuation in the torque control when a mode with relatively high driving force characteristics is selected among the plurality of modes compared to when the mode with high driving force characteristics is not selected.

7. A vehicle according to claim 2, wherein the vehicle is capable of selecting a plurality of modes with different driving force characteristics, and the torque control unit, in the pseudo-shift mode, when performing the shift operation, reduces the amount of torque fluctuation in the torque control when a mode with relatively low driving force characteristics is selected among the plurality of modes compared to when a mode with low driving force characteristics is not selected.

8. The vehicle according to claim 7, wherein the torque control unit does not perform torque control when the mode with low driving force characteristics is selected.

9. A vehicle according to claim 2, wherein the vehicle further comprises a first operator that acquires an acceleration request to the vehicle, the acceleration request to the vehicle increases as the amount of operation increases, and the acceleration request decreases as the amount of operation decreases, and the torque control unit, in the pseudo-shift mode, increases the amount of torque fluctuation in the torque control when performing the shift operation, the larger the amount of operation of the first operator.

10. A vehicle according to claim 2, wherein the torque control unit, in the pseudo-shift mode, makes the amount of torque fluctuation in the torque control greater than the difference in torque that changes due to the shift operation when the torque control is not performed.

11. A vehicle according to claim 2, wherein the vibration control unit does not perform the second vibration control when the torque control is not performed.

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