Mobile body

Abstract

A vehicle Ve comprises a main drive motor MOT1 and a control device ECU that controls the main drive motor MOT1. The control device ECU comprises a pseudo gear shift control unit 100 that performs a pseudo gear shift that simulates a torque change, in a stepped transmission, of the drive torque of the main drive motor MOT1. The pseudo gear shift control unit 100 executes torque control that varies the drive torque for producing a gear shift operation during the pseudo gear shift in addition to the drive torque for causing the vehicle Ve to move. Moreover, when the gear shift stage in a pseudo gear shift stage is a low gear shift stage during the torque control, the pseudo gear shift control unit 100 increases the amount of variation in the drive torque to be larger than that in the case of a high gear shift stage.

Description

Moving body 【0001】 The present invention relates to a moving body. 【0002】 In recent years, efforts to achieve 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 to reduce CO2 emissions and improve energy efficiency. 【0003】 For example, Patent Document 1 discloses a technique for performing torque fluctuation control in which motor torque is decreased and then increased during gear shifting in an electric vehicle equipped with a motor as a drive source in order to produce a pseudo shift change simulating stepped shifting. 【0004】 Japanese Patent Application Laid-Open No. 2018-166386 【0005】 In the vehicle described in Patent Document 1, torque fluctuation control is performed in which motor torque is decreased by approximately the same set amount and then increased during shifting to each gear stage simulating stepped shifting (for example, during upshifting). Therefore, there was room for improvement in performing shift control by simulating stepped shifting. 【0006】 The present invention provides a moving body capable of producing an appropriate shift feeling in a vehicle that performs pseudo shifting. 【0007】 One aspect of the present invention is a moving body including a drive source and a control device that controls the drive source, wherein the control device includes a pseudo shift control unit that performs pseudo shifting simulating torque changes in a stepped transmission on the drive torque of the drive source, and the pseudo shift control unit executes torque control that performs fluctuations in the drive torque that produce the shift operation in the pseudo shifting in addition to the drive torque for moving the moving body, and in the torque control, when the gear stage in the pseudo shift stage is a low-speed stage, the amount of fluctuation of the drive torque is made larger than when it is a high-speed stage. 【0008】 According to the present invention, it becomes possible to produce an appropriate shift feeling in a vehicle that performs pseudo shifting. 【0009】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 block diagram showing an example of the control unit ECU. Figure 4 is a diagram illustrating an example of torque control in the embodiment. Figure 5 is a time chart showing an example of control in the embodiment, and is particularly useful for explaining an example of downshifting. Figure 6 is a diagram illustrating the change in motor torque when torque control and second vibration damping control are performed. Figure 7 is a time chart showing an example of control in the embodiment, and is particularly useful for explaining an example of upshifting. 【0010】 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. 【0011】 [Vehicle] The vehicle targeted in this embodiment is a hybrid vehicle capable of so-called series driving (hereinafter simply referred to as "vehicle"). Vehicle Ve is an example of a "mobile body". As shown in Figure 1, 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. 【0012】 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. 【0013】 Vehicle Ve further includes a battery BAT, which is an energy storage device, a voltage control unit VCU, and a control unit ECU. 【0014】 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). 【0015】 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. 【0016】 [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. 【0017】 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. 【0018】 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. 【0019】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. 【0020】 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. 【0021】 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. 【0022】 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. 【0023】 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. 【0024】 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. 【0025】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. 【0026】 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. 【0027】 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. 【0028】 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. 【0029】 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. 【0030】 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. 【0031】 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. 【0032】 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. 【0033】[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. 【0034】 The second transmission mechanism T2 comprises motor output shafts 26 and 28 arranged parallel to each other, and a second differential mechanism D2. 【0035】 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. 【0036】 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." 【0037】 [Drive Mode of Main Drive Unit] Next, the drive mode of the main drive unit DU1 will be explained. 【0038】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. 【0039】 <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. 【0040】<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. 【0041】 Furthermore, when the vehicle Ve is decelerating, it performs regenerative driving, recovering energy through the regenerative operation of the main drive motor MOT1. Normally, the regenerated power is stored in the battery BAT, but in cases such as when continuously driving downhill, the battery BAT may reach full charge and charging of the battery BAT may not be possible. In such cases, the regenerated power is consumed by waste power, which is used to consume excess power that cannot be stored in the battery BAT. 【0042】<Engine Driving (Engine Drive Mode)> In engine driving mode, with the hydraulic clutch CL engaged, the driving force of the engine ENG is output as the main driving force and transmitted to the front wheel 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 to the front wheel 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 shaft 27 are always connected via the gear train for driving the generator motor, the rotor R of the generator motor GEN rotates in conjunction with the rotation of the inner shaft 27. Therefore, since the generator motor GEN can generate electricity, the generated electricity can rotate the main drive motor MOT1, and so-called parallel driving is also possible, where the driving force of the engine ENG and the driving force of the main drive motor MOT1 are output as the main driving force. 【0043】 In addition, the Vehicle Ve offers several driving modes that allow for changes in driving force characteristics: a Sport mode that enhances acceleration / deceleration responsiveness and steering responsiveness; a Normal mode that prioritizes a balance between steering operability and acceleration; and a Comfort mode (or Eco mode) that suppresses fluctuations in fuel injection amount and motor torque to promote fuel-efficient driving. These Sport, Normal, and Comfort modes can be set and switched using, for example, a user-operated switch (not shown). 【0044】 Furthermore, the Vehicle Ve allows for the setting of a simulated gear shift mode in which the user can select any gear. Here, a simulated gear shift is a gear that simulates a gear shift that is determined, for example, based on 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, gears from 1st to 8th gear, which simulate a stepped transmission, can be set. Then, the driving force characteristics corresponding to each gear are set. 【0045】 The pseudo-shifting mode is set, for example, when the user performs a predetermined shift operation, switch operation, or the like. The shifting between the pseudo-shifting steps is switched, for example, based on the operation of the accelerator pedal or by the operation of paddle shifting by the user's operation. Note that the shifting means based on the operation of the accelerator pedal is an example of the "first mode" in the embodiment, and the shifting means based on the operation of paddle shifting is an example of the "second mode" in the embodiment. Further, the pseudo-shifting mode is not accepted for setting in consideration of the durability of the device or the like even when the user sets the pseudo-shifting mode, for example, when the temperature of the catalyst is equal to or higher than a predetermined temperature (high temperature) or the temperature of the battery BAT is equal to or higher than a predetermined temperature (high temperature). 【0046】 [Control Device] The control device ECU is a computer that comprehensively controls the entire vehicle Ve and includes, for example, a processor that performs various calculations, a storage unit that stores various information such as a predetermined map and program in a non-transitory storage medium, 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. 【0047】 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. 【0048】The control device ECU executes various programs stored in, for example, the storage unit. As described above, in the vehicle Ve in the embodiment, it is possible to travel in a pseudo-shifting mode that simulates stepped shifting. In stepped shifting, an unavoidable shifting shock occurs when shifting. Also, the magnitude of such a shifting shock varies depending on each shift stage. Therefore, when the pseudo-shifting mode is set, it is preferable to produce an appropriate shifting feeling by generating such a shifting shock for each shift stage. Thus, in the embodiment, when the pseudo-shifting mode is selected, a predetermined program capable of producing an appropriate shifting feeling is executed. 【0049】 As functional units realized by the execution of such a program, the control device ECU includes, as shown in FIG. 3, a pseudo-shifting control unit 100 and a vibration damping control unit 110. In the following, the processes described as being performed by the pseudo-shifting control unit 100 and the vibration damping control unit 110 are processes realized by the control device ECU. 【0050】 Note that detection values from various sensors are input to the control device ECU. For example, an accelerator position sensor 120 that detects the operation amount of the accelerator pedal of the vehicle Ve, a vehicle speed sensor 130 that detects the vehicle speed, which is the traveling 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 power storage amount of the battery BAT, an engine water temperature sensor 170 that detects the engine water temperature (cooling water), a shift position sensor 180 that detects the shift position of a shift device such as a paddle shift, etc. Detection values from various sensors are input. Note that the values from various sensors are not limited to the detected values, and may be acquired values obtained by estimation or the like. 【0051】The simulated gear shift control unit 100 performs simulated gear shifting that mimics the torque changes in a stepped transmission by using the drive torque of the drive source. For example, when the simulated gear shift mode is selected, the simulated gear shift control unit 100, in order to create the feeling of gear shifting during gear shifting, performs torque control (hereinafter also referred to as "torque control") in accordance with the gear shift timing, for example, by decreasing and then increasing the motor torque, from a state where it is outputting the motor torque for driving the vehicle Ve. This makes it possible to create a gear change that simulates a stepped transmission during gear shifting in the simulated gear shift stage. Note that torque control is not limited to control that decreases and then increases the motor torque, as long as it can create a gear change that simulates a stepped transmission. For example, it may be 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, as an example, control that decreases and then increases the motor torque. 【0052】 Furthermore, the simulated gear shift control unit 100 increases the amount of decrease and increase in motor torque in torque control when the gear shift in the simulated gear shift is a low gear compared to when it is a high gear. This is because, in stepped gear shifts, 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. In that case, for example, the amount of fluctuation in motor torque may be set to be greater at lower gears. 【0053】Furthermore, in the simulated gear shift control unit 100, in the simulated gear shift mode, increases and decreases the amount of motor torque in torque control more when shifting gears using the paddle shifters than 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 fluctuation in motor torque in torque control is increased compared to shifting gears based on accelerator pedal operation, thereby performing control that corresponds to the user's operation. 【0054】 Furthermore, in the simulated gear shifting mode, when a gear shift operation is performed, the simulated gear shifting control unit 100 increases the amount of decrease and increase in motor torque in torque control compared to when a mode with high driving force characteristics is not selected. Conversely, when a mode with low driving force characteristics is selected, the simulated gear shifting control unit 100 decreases the amount of decrease and increase in motor torque in torque control compared to when a mode with low driving force characteristics is not selected. Specifically, when the above-mentioned sport mode is set, the simulated gear shifting control unit 100 increases the amount of decrease and increase in motor torque in torque control when performing a gear shift compared to when, for example, normal mode or comfort mode is set. On the other hand, when comfort mode is set, it decreases the amount of decrease and increase in motor torque in torque control when performing a gear shift compared to when, for example, normal mode or sport mode is set. This makes it possible to create a gear shifting sensation that is more in line with the set driving mode. 【0055】 Furthermore, it is preferable that the pseudo-speed shift control unit 100 does not perform the torque control described above when the comfort mode is set. This is because the comfort mode is a driving mode that suppresses fluctuations in motor torque, etc. 【0056】Furthermore, in the simulated gear shift control unit 100, when performing a gear shift operation in the simulated gear shift mode, increases the amount of decrease and increase in motor torque 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), etc. Therefore, for example, when there is a large accelerator pedal operation such as during a kickdown, it is possible to create a gear shift sensation that corresponds to the user's operation by increasing the amount of decrease and increase in motor torque. 【0057】 Furthermore, in the pseudo-speed shift control unit 100, when performing the above-described speed shift operation in the pseudo-speed shift mode, the amount of reduction in motor torque in torque control may be made greater than the difference in torque that changes due to the speed shift operation when torque control is not performed. For example, as shown in Figure 4, 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 speed shifting) in the comparative example where torque control is not performed, as shown by the dashed line in the embodiment. At this time, the pseudo-speed shift control unit 100 controls the motor torque to temporarily output a lower driving force than after the speed 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 sense of speed shifting. In other words, it is possible to generate acceleration corresponding to the speed shift. It should be noted that this control to reduce motor torque is not limited to upshifting, but may also be applied when downshifting. 【0058】 Furthermore, it is preferable that the sensation of shifting gears during such gear changes be more effectively enhanced by vibration control by the vibration control unit 110. Specifically, the vibration control unit 110 performs vibration control to suppress vibrations of the vehicle Ve during driving using the motor torque of the main drive motor MOT1. 【0059】Normally, when a vehicle is running on motor torque, vibration damping control is performed to suppress vibrations of the vehicle Ve caused by that motor torque. As for the content of this vibration damping control, for example, as is conventionally known, a predetermined vibration damping gain is input to the command value of the motor torque (hereinafter also referred to as "command torque"), or a filtering process is performed to correct the motor torque (hereinafter also referred to as "first vibration damping control"). In this embodiment, as an example, the first vibration damping control is performed by inputting a vibration damping gain to the command torque. By performing the first vibration damping 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 damping gain used in the first vibration damping control is referred to here as the "normal gain". 【0060】 On the other hand, if such vibration damping control is performed during the aforementioned gear shift operation, the feeling of gear shifting, which is created by torque control, may be reduced. Therefore, in this embodiment, the vibration damping control unit 110 is configured to perform a "second vibration damping control" that suppresses the vibration damping control when torque control is being performed during the aforementioned gear shift operation. Here, the "second vibration damping control" is a control that reduces the amount of motor torque correction of the main drive motor MOT1 during gear shifting in the pseudo-gear shift mode compared to when gear shifting is not being performed. In other words, the second vibration damping control suppresses the vibration damping control that is performed by reducing the amount of motor torque correction 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 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 performed when the vehicle is not shifting, i.e., during normal driving when gear shifting is not being performed. 【0061】 The control unit (ECU) performs torque control and second vibration damping control during the shifting operation in the simulated shift mode, thereby creating an appropriate shifting feel for each gear and providing a suitable shifting feel to users who have selected the simulated shift mode. 【0062】 [Time Chart] Next, an example of control in the embodiment will be explained using a time chart. Figures 5 and 7 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 5 shows an example when a downshift is performed in the pseudo-shift stage, and Figure 7 shows an example when an upshift is performed in the pseudo-shift stage. 【0063】 Furthermore, in the examples in Figures 5 and 7, 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 5, 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 7 is based on vehicle speed and accelerator opening. 【0064】 First, let's explain the example of downshifting shown in Figure 5. In this example, we will describe the behavior of the vehicle Ve and the changes in each parameter from cruising to a complete stop when the accelerator is released and the brakes are applied. 【0065】 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. 【0066】 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. 【0067】 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. 【0068】Furthermore, in this embodiment, the "torque control" and "second vibration damping control" described above are performed in conjunction with the downshift at time t2. Specifically, in the torque control, in order to create a sense of gear change, the motor torque is reduced and then increased. In addition, 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 change operation when torque control is not performed in the embodiment, as explained using Figure 4 above. This is because it is possible to create a more sense of gear change. Furthermore, in the second vibration damping control, the vibration damping gain is switched from the normal gain to the gear change gain. By performing torque control and the second vibration damping control in this way, the motor torque and driving force change in a spike-like manner, thereby creating a sense of gear change that simulates a stepped gear change. 【0069】 Figure 6 illustrates an example of the change in motor torque in the area enclosed by the dashed line in Figure 5. Figure 6(a) shows an example of torque control and two-stage vibration control in the embodiment, while Figure 6(b) shows a comparative example of torque control and first-stage vibration control. In the example of Figure 6(a) showing the embodiment, it can be seen that the motor torque shown by the dashed line almost follows the command torque shown by the solid line. In contrast, in the comparative example of Figure 6(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 6(b), because the vibration damping force due to the first vibration damping control is acting, the motor torque actually output is greatly 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 6(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. 【0070】 Thus, in this embodiment, by executing a second vibration damping control in accordance with torque control during the gear shift operation, torque fluctuations associated with the gear shift operation are generated while suppressing the drop in motor torque and driving force that is damped by the vibration damping control, thereby generating vibrations and creating an appropriate gear shift feel during downshifting. 【0071】 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. 【0072】 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. 【0073】 Next, at time t4, the user again performs a downshift operation using the paddle shifter. Here, the simulated gear shift is downshifted from "4th gear" to "3rd gear". Therefore, blipping is performed at time t4. In addition, the aforementioned "torque control" and "second vibration damping control" are performed in conjunction with this downshift from "4th gear" to "3rd gear". Note that since the torque control at time t4 is performed during the shift operation to a lower gear than at time t2, it is preferable to increase the amount of decrease and increase in motor torque compared to the torque control at time t2. This is because it is possible to create a shifting sensation that more closely mimics a stepped transmission. The contents of the other torque control and second vibration damping control are the same as the control contents at time t2 described above, and the changes in other parameters are also the same, so a detailed explanation is omitted here. At time t4, the gear display changes from "4th gear" to "3rd gear". 【0074】Similarly, at t5, the user operates a downshift using the paddle shifter to shift from "3rd gear" to "2nd gear," and blipping is performed. Along with this downshift from "3rd gear" to "2nd gear," the aforementioned "torque control" and "second vibration damping control" are executed. Note that since the torque control at t5 is performed during the shift operation to a lower gear than at t4, it is preferable to increase and decrease the motor torque compared to the torque control at t4. This is because it is possible to create a shifting sensation that more closely mimics a stepped transmission. The details of the other torque control and second vibration damping control are the same as the control details 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." 【0075】 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, torque control and second vibration damping control are not performed at time t6. 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, torque control, and second vibration damping control may also be performed at time t6, as at time t2, etc. Furthermore, in the example shown in Figure 5, the vehicle Ve is at a standstill at time t7. 【0076】 Next, we will explain an example of upshifting as shown in Figure 7. 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 7, 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 7, 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. 【0077】 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. 【0078】 When the vehicle speed increases from this state to a predetermined speed, at t11, the gear in the simulated gear shift shifts from "3rd gear" to "4th gear". In conjunction with this gear shift, the embodiment performs torque control and second vibration damping control to create a sense of gear shifting. That is, torque control is performed to decrease and then increase the motor torque in accordance with the gear shift operation. The control gain is also switched from the normal gain to the gear shift gain. 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 4 above. This is because it is possible to create a more sense of gear shifting. When torque control and second vibration damping control are performed in this way, 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. The change in motor torque in the area enclosed by the dashed line in Figure 7 is as explained using Figure 6 above. In other words, in the embodiment, it is possible to make the motor torque almost follow the command torque. 【0079】 Thus, in this embodiment, by executing a second vibration damping control in accordance with torque control during the gear shift operation, torque fluctuations associated with the gear shift operation are generated while suppressing the drop in motor torque and driving force that is damped by the vibration damping control, thereby generating vibrations and creating an appropriate gear shift feel even during upshifts. 【0080】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." 【0081】 Next, as the vehicle speed increases further, at t12 the gear in the simulated gear shift shifts from "4th gear" to "5th gear". In conjunction with this shift, "torque control" and "second vibration damping control" are executed, as at t11. Note that since the torque control at t12 is executed during the shift operation to a higher gear than at t11, it is preferable to make the decrease and increase in motor torque smaller compared to the torque control at t11. This is because it is possible to create a shifting sensation that more closely mimics a stepped gear shift. The contents of the other torque control and second vibration damping control are the same as the control contents at t11 ​​described above, and the changes in other parameters are also the same, so a detailed explanation is omitted here. At t12, the gear display changes from "4th gear" to "5th gear". 【0082】 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. 【0083】 As described above, in this embodiment, torque control and second vibration damping control are performed in accordance with the gear shift operation. This makes it possible to create a gear shifting sensation that simulates a stepped gear shift in accordance with the gear shift operation in the simulated gear shift stage. In particular, in this embodiment, when the gear shift stage in the simulated gear shift stage is a low gear, the amount of decrease and increase in motor torque in the torque control is made larger compared to when it is a high gear, and the amount of torque fluctuation is controlled according to the gear shift stage. This makes it possible to create a gear shifting sensation that more closely simulates a stepped gear shift. 【0084】 Furthermore, in this embodiment, the second vibration damping control replaces the vibration damping gain from the normal gain to a shifting gain that suppresses vibration damping of the motor torque. As a result, the attenuation of the motor torque is suppressed, and the shifting sensation produced by torque control becomes more pronounced. This allows for the production of an appropriate shifting sensation, and ultimately provides the desired shifting sensation to the user who has selected the simulated shifting mode. 【0085】 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. 【0086】 For example, in the time chart described above, the example shown in Figure 7 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 5. Similarly, in the example in Figure 5, 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 7. 【0087】 Furthermore, for example, the torque control and second vibration damping 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 shift 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. 【0088】 Furthermore, in the above-described embodiment, the engine speed Ne may be the actual engine speed ENG or a target engine speed. 【0089】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. 【0090】 This specification contains at least the following information. The components indicated in parentheses in the embodiments described above are, but are not limited thereto. 【0091】 (1) A mobile body (vehicle Ve) comprising a drive source (main drive motor MOT1) and a control device (control device ECU) for controlling the drive source, wherein the control device includes a pseudo-gear control unit (pseudo-gear control unit 100) that performs pseudo-gear changes that mimic torque changes in a stepped transmission using the drive torque of the drive source, the pseudo-gear control unit performs torque control that, in addition to the drive torque for moving the mobile body, causes fluctuations in the drive torque to simulate gear changes in the pseudo-gear, and in the torque control, the amount of fluctuation in the drive torque is made larger when the gear change step in the pseudo-gear step is a low gear than when it is a high gear. 【0092】 According to (1), by increasing the amount of torque decrease and increase in torque control, i.e., torque fluctuation, 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. In addition, since the vehicle speed is higher when driving in the higher gears than when driving in the lower gears, it is possible to improve the stability of the moving body by reducing the torque fluctuation in the higher gears. 【0093】(2) The mobile body described in (1), wherein the mobile body further comprises: a first operator (accelerator pedal) that acquires an acceleration request to the mobile body 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 pseudo-gear control unit, when performing the gear shift operation, makes the amount of fluctuation of the drive torque in the torque control larger in the second mode than in the first mode. 【0094】 According to (2), shifting based on the operation of the second control (e.g., paddle shift) results in greater torque fluctuations in torque control than shifting based on the operation of the 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. 【0095】 (3) A mobile body as described in (1), wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the pseudo-speed change control unit, when performing the speed change operation, makes the amount of fluctuation of the driving torque in the torque control larger than when the mode with the higher driving force characteristics is not selected. 【0096】 According to (3), 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. 【0097】(4) A mobile body as described in (1), wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the pseudo-speed change control unit, when performing the speed change operation, reduces the amount of fluctuation of the driving torque 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. 【0098】 According to (4), 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. 【0099】 (5) A mobile body as described in (4), wherein the pseudo-speed control unit does not perform torque control when the mode with low driving force characteristics is selected. 【0100】 According to (5), 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. 【0101】 (6) A mobile body as described in (1), wherein the mobile body further comprises a first operator (accelerator pedal) that acquires an acceleration request to the mobile body, the acceleration request to the mobile body increases as the amount of operation increases and the acceleration request decreases as the amount of operation decreases, and the pseudo-gear shift control unit, when performing the gear shift operation, increases the amount of fluctuation of the drive torque in the torque control as the amount of operation of the first operator increases. 【0102】 According to (6), 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). 【0103】(7) A mobile body as described in (1), wherein the pseudo-speed change control unit, when performing a speed change operation in the pseudo-speed change, makes the amount of fluctuation of the drive torque in the torque control greater than the torque difference of the drive torque that changes due to a speed change operation when the torque control is not performed. 【0104】 According to (7), 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 changes during the gear shifting operation. 【0105】 (8) A mobile body as described in (1), wherein the drive source is an electric motor (main drive motor MOT1), the control device further comprises a vibration control unit (vibration control unit 110) that performs vibration control to suppress vibration of the mobile body during movement by the drive torque of the electric motor, and the vibration control unit suppresses the vibration control when the torque control is being performed. 【0106】 According to (8), by suppressing the vibration damping control of the electric motor during torque control, the torque control can be made more pronounced, and as a result, a sharper shifting sensation can be produced. 【0107】 100 Simulated speed change control unit 110 Vibration damping control unit MOT1 Main drive motor (electric motor) ECU Control unit Ve Vehicle (mobile body)

Claims

1. A mobile body comprising a drive source and a control device for controlling the drive source, wherein the control device includes a pseudo-speed change control unit that simulates speed changes in a stepped transmission by using the drive torque of the drive source, the pseudo-speed change control unit performs torque control to fluctuate the drive torque in order to simulate speed changes in the pseudo-speed change, in addition to the drive torque for moving the mobile body, and in the torque control, the amount of fluctuation of the drive torque is made larger when the gear shift in the pseudo-speed change is a low gear than when it is a high gear.

2. A mobile body according to claim 1, wherein the mobile body further comprises: a first operator that acquires an acceleration request for the mobile body 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 stage up or down, wherein it is possible to set a first mode in which the gear in the pseudo-gear stage is switched based on the operation of the first operator, and a second mode in which the gear in the pseudo-gear stage is switched based on the operation of the second operator, and the pseudo-gear control unit, when performing the gear shift operation, makes the amount of fluctuation of the drive torque in the torque control larger in the second mode than in the first mode.

3. A mobile body according to claim 1, wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the pseudo-speed change control unit, when performing the speed change operation, makes the amount of fluctuation of the driving torque in the torque control larger than when the mode with the higher driving force characteristics is not selected.

4. A mobile body according to claim 1, wherein the mobile body is capable of selecting a plurality of modes with different driving force characteristics, and the pseudo-speed change control unit, when performing the speed change operation, reduces the amount of fluctuation of the driving torque 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.

5. A mobile body according to claim 4, wherein the pseudo-speed control unit does not perform torque control when the mode with low driving force characteristics is selected.

6. A mobile body according to claim 1, wherein the mobile body further comprises a first operator that acquires an acceleration request to the mobile body, the acceleration request to the mobile body increases as the amount of operation increases, and the acceleration request decreases as the amount of operation decreases, and the pseudo-speed change control unit, when performing the speed change operation, increases the amount of fluctuation of the drive torque in the torque control as the amount of operation of the first operator increases.

7. A mobile body according to claim 1, wherein the pseudo-speed change control unit, when performing a speed change operation in the pseudo-speed change, makes the amount of fluctuation of the drive torque in the torque control greater than the torque difference of the drive torque that changes due to a speed change operation when the torque control is not performed.

8. A mobile body according to claim 1, wherein the drive source is an electric motor, and the control device further comprises a vibration damping control unit that performs vibration damping control to suppress vibration of the mobile body while it is moving by the drive torque of the electric motor, and the vibration damping control unit suppresses the vibration damping control when the torque control is being performed.

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