Mobile body

Abstract

The present invention comprises a following movement control unit 100 that performs following movement control for following another vehicle that is in front of a vehicle Ve at a prescribed distance and a pseudo-shifting control unit 105 that performs pseudo-shifting control such that drive force from a principal drive motor MOT1 is generated on the basis of pseudo-shifting stages that simulate control via a stepped transmission during movement by braking / drive force from the principal drive motor MOT1. The pseudo-shifting control unit 105 controls the pseudo-shifting stages on the basis of the movement speed of the vehicle Ve and the operation amount of an accelerator pedal when the vehicle Ve is moving but is not under the following movement control during execution of the pseudo-shifting control, controls the pseudo-shifting stages on the basis of the movement speed of the vehicle Ve when the vehicle Ve is moving under the following movement control during execution of the pseudo-shifting control, and controls the pseudo-shifting stages on the basis of the operation amount of the accelerator pedal when the accelerator pedal has been operated while the vehicle Ve is moving and the pseudo-shifting control and the following movement control are being executed.

Description

Mobile object

[0001] The present invention relates to a mobile object.

[0002] In recent years, efforts toward realizing a low-carbon society or a carbon-neutral society have become active, and research and development on electrification technology are being conducted for vehicles as well, in order to reduce CO₂ emissions and improve energy efficiency.

[0003] For example, Patent Document 1 describes a configuration relating to a vehicle shift control device during cruise control.

[0004] Japanese Patent No. 5854153

[0005] In the configuration of Patent Document 1, the gear ratio of the transmission is obtained from the target driving force required during follow-up travel control (during cruise control) to control the transmission. However, for example, such control is not necessary for vehicles not equipped with a transmission (such as electric vehicles or vehicles capable of EV travel). On the other hand, even for electric vehicles and the like, follow-up travel control may be performed while traveling by performing pseudo or virtual shift control, and therefore it is desired to achieve both pseudo shift control and follow-up travel control.

[0006] The present invention provides a mobile object capable of achieving both pseudo shift control and follow-up travel control.

[0007] One aspect of the present invention is a mobile body comprising: an electric motor mechanically connected to the output of the mobile body; an operator that increases the acceleration request to the mobile body as the amount of operation increases and decreases as the amount of operation decreases; and a control device that controls the mobile body, wherein the control device comprises: a follow-move control unit that performs follow-move control to move in front of another mobile body at a predetermined distance and / or move at a constant speed at a set speed; and a pseudo-gear control unit that performs pseudo-gear control to generate the driving force of the electric motor based on pseudo-gear stages that simulate control of the electric motor via a stepped transmission while the mobile body is moving by the braking force of the electric motor, wherein the pseudo-gear control unit controls the pseudo-gear stages based on the speed of the mobile body and the amount of operation of the operator when the mobile body moves without the follow-move control while the pseudo-gear control is being performed; and controls the pseudo-gear stages based on the speed of the mobile body when the mobile body moves by the follow-move control while the pseudo-gear control is being performed. When the moving body is moving while the pseudo-gear shift control and the follow-up movement control are being performed, if the operator is operated, the pseudo-gear shift step is controlled based on the amount of operation of the operator.

[0008] According to the present invention, it is possible to provide a mobile body that can achieve both pseudo-speed shift control and follow-me movement control.

[0009] Figure 1 is a schematic diagram showing an example of the configuration of vehicle Ve. Figure 2 is a block diagram showing an example of a control device ECU. Figure 3 is a diagram showing an example of a shift map using a simulated gear shift. Figure 4 is a diagram showing an example of the driving force characteristics of the main drive motor MOT1. Figure 5 is a diagram showing an example of gear shift settings in the simulated gear shift mode. Figure 6 is a time chart for explaining an example of processing in the embodiment, and in particular shows an example where the simulated gear shift mode is set while the follow-up driving mode is set. Figure 7 is a time chart for explaining an example of processing in the embodiment, and in particular shows an example where the setting of the simulated gear shift mode is canceled while the follow-up driving mode is set. Figure 8 is a time chart for explaining an example of processing in the embodiment, and in particular shows an example where the follow-up driving mode is set while the simulated gear shift mode is set. Figure 9 is a time chart for explaining an example of processing in the embodiment, and in particular shows an example where the setting of the follow-up driving mode is canceled while the simulated gear shift mode is set. Figure 10 is a time chart illustrating an example of processing in the embodiment, and in particular shows an example where the user performs an override operation while the pseudo-shift mode and follow-me driving mode are set.

[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] In this embodiment, the vehicle Ve to be targeted is any vehicle Ve equipped with an electric motor as a drive source. Therefore, the vehicle Ve could be, for example, an electric vehicle equipped only with an electric motor as a drive source, or a hybrid vehicle equipped with an internal combustion engine and an electric motor as drive sources. In this embodiment, Figure 1 shows a hybrid vehicle (hereinafter simply referred to as "vehicle") as an example. Vehicle Ve is an example of a "mobile body". As shown in Figure 1, vehicle Ve 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, which is an example of an output unit, 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, which is an example of a prime mover; a generator motor GEN; a main drive motor MOT1, which is an example of an electric motor; 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 an example of a disconnection means, and 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 circumferential shaft 29, so 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, and power transmission between the first transmission mechanism 41 and the second transmission mechanism 42 becomes possible. 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, the amount of acceleration required for Vehicle Ve increases as the amount of operation increases and decreases as the amount of operation decreases; a brake pedal, the amount of deceleration required for Vehicle Ve increases as the amount of operation increases and decreases as the amount of operation decreases; and paddle shifters (none of which are shown) for shifting up or down the gear in the simulated gear shift described later. Note that the accelerator pedal is an example of an "operator" in this embodiment.

[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. That is, 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. As a result, the rotor R of the generator motor GEN, which is fixed to the inner shaft 27, rotates, and the generator motor GEN generates electricity. At this time, the engine ENG can be operated to mimic a continuously variable transmission by changing the engine speed Ne. 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 response (i.e., emphasizes changes in driving force); 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 (i.e., suppresses changes in driving force) 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 can be set to a pseudo shift mode in which the user can select an arbitrary pseudo gear stage. Here, the pseudo gear stage refers to a gear stage that simulates a gear stage determined based on, for example, vehicle speed and accelerator operation amount when the engine ENG is disconnected from the drive wheels. The pseudo shift mode enables traveling at an engine speed Ne based on a plurality of pseudo gear stages and vehicle speed. In other words, the vehicle can travel by operating the engine speed Ne to simulate a stepped transmission. This makes it possible to produce a pseudo shift change that simulates a stepped transmission. As an example of such effects, in addition to operating the engine speed Ne to simulate a stepped transmission, the vehicle can generate driving force based on the pseudo shift change and produce shift shock, output engine speed sound based on the pseudo shift change from a speaker (not shown), or display the engine speed based on the pseudo shift change and the currently selected pseudo gear stage on a multi-information display (hereinafter referred to as "MID").

[0045] Note that the pseudo shift mode can be set in any of the driving modes described above. For example, when the vehicle Ve is in an electric drive mode, that is, when traveling as an EV, the engine ENG is in a non-operating state, so control of the engine speed Ne simulating a stepped transmission is not performed. In this case, as effects based on the pseudo shift mode, effects including generating driving force, producing shift shock, outputting pseudo engine speed sound, and displaying the pseudo gear stage and pseudo engine speed on the MID are performed. In the following description, unless otherwise specified, the simple term "gear stage" refers to a pseudo gear stage.

[0046] The pseudo shift mode is set or canceled by, for example, a user performing a predetermined shift operation, switch operation, or the like. The pseudo shift mode can be set or canceled while the vehicle is traveling or stopped. The switching of the gear stage in the pseudo gear stage is performed, for example, based on an operation of an accelerator pedal, or by a paddle shift operation performed by a user's operation. Note that when the temperature of a catalyst is equal to or higher than a predetermined temperature (high temperature) or the temperature of a battery BAT is equal to or higher than a predetermined temperature (high temperature), even if the user sets the pseudo shift mode, the setting of the pseudo shift mode is not accepted in consideration of the durability of the device and the like. The setting of the pseudo gear stage and the shift map for the pseudo gear stage will be described later.

[0047] Note that, as described above, since the vehicle Ve can be set with a plurality of modes having different driving force characteristics, for example, the configuration may be such that the setting of the pseudo shift mode is performed in accordance with the settings of the plurality of modes. For example, the specification may be such that the pseudo shift mode is set in accordance with selection of a sport mode. Setting the pseudo shift mode in accordance with selection of a predetermined mode as described above can simplify user operations, for example. Such a specification may be determined by a manufacturer or a user.

[0048] Furthermore, the vehicle Ve can be set with a follow-up traveling mode in which the driving force or the like is controlled without requiring the user to perform an operation such as operating an accelerator pedal, so that the vehicle can travel following a preceding vehicle. The follow-up traveling mode includes Adaptive Cruise Control [ACC: Adaptive Cruise Control], which enables follow-up traveling while maintaining a predetermined distance from another vehicle moving ahead, and cruise control, which enables constant-speed traveling at a set speed. Switching between such ACC modes and the like is set or canceled by, for example, operating a switch provided on the side of a steering wheel, a steering pad, or the like.

[0049] [Control Unit] The control unit ECU is a computer that comprehensively controls the entire vehicle Ve, and includes, for example, a processor that performs various calculations, a storage unit having a non-transient storage medium that stores various information such as predetermined maps and programs, and an input / output unit (neither of which are shown) that controls the input and output of data between the inside and outside of the control unit ECU. For example, the control unit ECU can be realized by a single ECU (Electronic Control Unit) or by multiple ECUs working together.

[0050] For example, the control unit (ECU) is configured to communicate with each inverter (INV), voltage control unit (VCU), engine (ENG), hydraulic clutch (CL), etc. For example, as shown in Figure 2, the control unit (ECU) controls the output of the engine (ENG) by controlling the engine (ENG), the output of the generator motor (GEN) by controlling the first inverter (INV1), and the output of the main drive motor (MOT1) by controlling the second inverter (INV2).

[0051] The control unit (ECU) executes various programs stored in, for example, the memory unit. As described above, in the vehicle Ve of this embodiment, multiple driving states can be set, and in some cases, multiple driving modes can be set. For example, the follow-me driving mode may be set while the pseudo-shift mode is set. Furthermore, while the follow-me driving mode is set, it is assumed that cruising will occur, so the accelerator operation amount is usually "0". However, if the user performs a predetermined accelerator operation, the user operation may take precedence. In other words, the user operation may override the settings. Thus, in this embodiment, the pseudo-shift mode and the follow-me driving mode can be set simultaneously. Therefore, it is desirable to set an appropriate gear ratio according to the driving state and generate the desired driving force. Accordingly, in this embodiment, a predetermined program is executed that balances the pseudo-shift mode and the follow-me driving mode, sets an appropriate gear ratio, and generates driving force. This predetermined program will be described as one example of a program that is executed when the vehicle is driving in EV mode.

[0052] The control unit ECU, as a functional unit realized by the execution of a predetermined program, includes a follow-up movement control unit 100, a simulated gear shift control unit 105, and a drive force control unit 110, as shown in Figure 2. In the following description, the processes performed by the follow-up movement control unit 100, the simulated gear shift control unit 105, and the drive force control unit 110 are processes realized by the control unit ECU.

[0053] As shown in Figure 2, 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 brake position sensor 130 that detects the amount of operation on the brake pedal of the vehicle Ve, a vehicle speed sensor 140 that detects the vehicle speed which is the driving speed of the vehicle Ve, a shift position sensor 150 that detects the shift position of a shift device such as a paddle shifter, a catalyst temperature sensor 160 that detects the temperature of the catalyst, a battery temperature sensor 170 that detects the temperature of the battery BAT, and a battery SOC sensor 180 that detects the amount of charge stored in the battery BAT. The values ​​from the various sensors are not limited to those detected; they may also be acquired values ​​obtained by estimation or other means.

[0054] The follow-up movement control unit 100 performs follow-up movement control, which involves following another vehicle in front of the vehicle Ve at a predetermined distance or moving at a constant speed at a set speed. In other words, when a predetermined operation switch or the like is pressed, the follow-up movement control unit 100 sets the above-mentioned follow-up driving mode and drives the vehicle Ve.

[0055] The simulated gear shift control unit 105 performs simulated gear shift control so that, while moving due to the braking force of the main drive motor MOT1, it generates the driving force of the main drive motor MOT1 based on simulated gear shifts that simulate control via a stepped transmission. In other words, in this embodiment, when the simulated gear shift mode is set, it generates driving force based on the simulated gear shifts. Also in this embodiment, when the simulated gear shift mode is set, it controls the selected simulated gear shift depending on whether or not the follow-me driving mode is set.

[0056] Specifically, when the pseudo-gear control unit 105 is performing pseudo-gear control (i.e., when the pseudo-gear mode is set) and the vehicle is moving without follow-me movement control, it controls the pseudo-gear step based on the vehicle speed, which is the vehicle's movement speed Ve, and the amount of accelerator pedal operation. In other words, when the pseudo-gear mode is set but the follow-me driving mode is not set, pseudo-gear control is performed based on user operation.

[0057] Figure 3 shows a shift map for setting the simulated gears, with the accelerator pedal input on the vertical axis and vehicle speed on the horizontal axis. This shift map is similar to that of a stepped transmission and is selected according to changes in the accelerator pedal input and vehicle speed. Here, it is possible to set simulated gears from "1st gear" to "8th gear" that simulate a stepped transmission. For example, a predetermined gear is selected by an increase or decrease in the amount of accelerator pedal input based on the user's accelerator operation, or by an increase or decrease in vehicle speed. The simulated gear control unit 105, for example, refers to this shift map and selects a simulated gear based on the amount of accelerator pedal input.

[0058] In this shift map, downshifts and upshifts are configured to shift based on the same shift line. However, to prevent shifts from crossing the shift line multiple times in a short period, separate upshift and downshift lines may be provided, for example, and a predetermined hysteresis may be introduced between the upshift and downshift lines.

[0059] The control unit (ECU) then generates driving force based on the selected pseudo-gear stage, according to the functions of the driving force control unit 110, which will be described later. Figure 4 shows an example of a map of the driving force characteristics of the main drive motor MOT1 corresponding to "1st gear" to "8th gear" in the pseudo-gear stages, with vehicle speed on the horizontal axis and driving force on the vertical axis. The driving force control unit 110 refers to this map and controls the main drive motor MOT1 to output driving force based on the selected pseudo-gear stage. Thus, in this embodiment, when a pseudo-gear mode is set, driving force is generated based on the pseudo-gear stage.

[0060] On the other hand, when pseudo-gear shift control is being performed (i.e., when the pseudo-gear shift mode is set) and the vehicle is moving by follow-me movement control, the pseudo-gear shift control unit 105 controls the pseudo-gear step based on the vehicle speed, which is the vehicle speed of the vehicle Ve. In other words, when the pseudo-gear shift mode is set and the follow-me driving mode is set, the pseudo-gear step is set based on the vehicle speed.

[0061] When the vehicle is moving in follow-me mode, the user does not operate the accelerator pedal as usual. In other words, the accelerator input is "0". In this state, the simulated gear is selected based on, for example, the shift map shown in Figure 3 above. Specifically, in the shift map of Figure 3, the simulated gear is selected based on the vehicle speed when the accelerator input is "0" and the vehicle is moving in follow-me mode.

[0062] The control unit (ECU) then generates a driving force based on the selected pseudo-gear stage, based on the function of the drive force control unit (110). In other words, the control unit (ECU) controls the main drive motor (MOT1) to output a driving force based on the selected pseudo-gear stage by referring to the map in Figure 4.

[0063] Furthermore, the pseudo-gear shift control unit 105 controls the pseudo-gear shift based on the amount of accelerator operation when the accelerator is operated while driving in pseudo-gear shift mode and follow-me driving mode. In other words, when pseudo-gear shift mode and follow-me driving mode are set, the pseudo-gear shift control unit 105 prioritizes the accelerator operation when the user operates the accelerator. As described above, when follow-me driving mode is set, the amount of accelerator operation is usually "0", but some users may operate the accelerator even when follow-me driving mode is set. For example, this may occur when the user wants to accelerate temporarily. In such cases, in this embodiment, as long as the accelerator is being operated, the pseudo-gear shift control is performed based on that accelerator operation. In other words, when the user overrides the pseudo-gear shift mode and follow-me driving mode are set, the control switches from pseudo-gear shift control based on vehicle speed to pseudo-gear shift control based on the amount of accelerator pedal operation.

[0064] The determination of whether an override operation has occurred may be made, for example, based on the amount of accelerator pedal operation. For example, if the amount of accelerator operation (i.e., accelerator opening) exceeds a predetermined value, the pseudo-gear shift control unit 105 determines that an override operation has occurred and performs pseudo-gear shift control based on the accelerator operation.

[0065] Furthermore, the amount of accelerator pedal movement required to determine an override operation can be varied depending on the vehicle's speed (i.e., vehicle speed). This is because the amount of accelerator pedal movement required for acceleration can change as vehicle speed changes. Specifically, the higher the vehicle speed, the greater the amount of accelerator pedal movement required to determine an override operation. In other words, the higher the vehicle speed, the higher the threshold for determining an override operation.

[0066] Furthermore, the amount of accelerator pedal operation used to determine override operation may vary according to the longitudinal acceleration of the vehicle Ve. For example, when the vehicle Ve is traveling uphill, the amount of accelerator operation may increase compared to traveling on a flat road, even when traveling at the same speed. Therefore, for example, the threshold for the amount of accelerator operation may be set so that the pseudo-gear stage is less likely to change when the longitudinal acceleration is large, and more likely to change when the longitudinal acceleration is small. Conversely, the threshold for the amount of accelerator operation may be set so that the pseudo-gear stage is more likely to change when the longitudinal acceleration is large, and less likely to change when the longitudinal acceleration is small. Such specifications may be determined by the manufacturer of the vehicle Ve or by user settings.

[0067] Furthermore, for similar reasons, the amount of accelerator pedal operation used to determine override operation may be varied according to the lateral acceleration of the vehicle Ve. For example, the greater the curvature of the curve when turning, the greater the lateral acceleration and therefore the amount of accelerator operation may change. Therefore, for example, the threshold for the amount of accelerator operation may be set so that the pseudo-gear stage is less likely to change when the lateral acceleration is large, and the pseudo-gear stage is more likely to change when the lateral acceleration is small. Conversely, the threshold for the amount of accelerator operation may be set so that the pseudo-gear stage is more likely to change when the lateral acceleration is large, and the pseudo-gear stage is less likely to change when the lateral acceleration is small. Such specifications may be determined by the manufacturer of the vehicle Ve or by user settings.

[0068] Furthermore, the amount of accelerator pedal operation used to determine override operation may be "0". In other words, if accelerator operation is performed while the simulated gear shift mode or follow-me driving mode is set, the system may be configured to immediately set to the simulated gear shift based on the accelerator operation.

[0069] Furthermore, the amount of accelerator pedal operation used to determine the override operation described above may be the amount of accelerator pedal operation by the user that exceeds the driving force required by the vehicle Ve during follow-up driving mode. In this case, for example, the user's requested driving force may be determined from the amount of accelerator pedal operation, vehicle speed, and simulated gear shift, and the override operation may be determined depending on whether these exceed the driving force required by the vehicle Ve during follow-up driving mode. In addition, the threshold for this determination may be varied depending on the road environment on which the vehicle Ve is traveling (e.g., road gradient, curvature, etc.).

[0070] The drive force control unit 110 generates drive force based on the simulated gear ratio set by the simulated gear ratio control unit 105. Specifically, when the simulated gear ratio mode is set and the follow-me driving mode is not set, it generates drive force based on the simulated gear ratio set based on the user's accelerator operation. When both the simulated gear ratio mode and the follow-me driving mode are set, it generates drive force based on the simulated gear ratio set based on the vehicle speed and the required drive force for follow-me driving. Furthermore, if the user overrides the settings while the simulated gear ratio mode and the follow-me driving mode are set, it generates drive force based on the simulated gear ratio set based on the accelerator operation.

[0071] Furthermore, the driving force of vehicle Ve can change depending on the vehicle's movement state, as the simulated gear ratio can change according to the amount of accelerator pedal operation. In other words, as shown in Figure 4, the driving force generated changes based on the simulated gear ratio and vehicle speed.

[0072] Furthermore, in the case of vehicles equipped with a known stepped transmission, a driving force shock occurs when generating driving force based on the amount of accelerator pedal operation, due to the transmission control. Therefore, for example, if a transmission shift occurs in the pseudo-transmission mode while driving force is being output based on the amount of accelerator pedal operation, the driving force control unit 110 may generate a driving force shock associated with the transmission shift. It is preferable that the driving force shock in this case is controlled to be smaller when the follow-up driving mode is being executed than when the follow-up driving mode is not being executed. In other words, the driving force shock should be reduced when there is no accelerator operation during the pseudo-transmission mode than when there is accelerator operation.

[0073] Furthermore, the drive force control unit 110 may be configured to prevent the generation of drive force shock associated with the gear change when a gear change is performed using the pseudo-gear change mode while the drive force control unit 110 is not outputting a drive force based on accelerator operation (for example, when the accelerator operation amount is "0").

[0074] Furthermore, as described above, the vehicle Ve can be configured to have multiple driving modes with different driving force characteristics. Specifically, it can be configured to have a sport mode, a normal mode, and a comfort mode. Therefore, the driving force control unit 110 may be configured to generate driving force shocks according to each of these modes.

[0075] For example, when Sport mode is set, the drive force control unit 110 increases the drive force shock when shifting from a predetermined gear to another gear compared to when Normal mode or Comfort mode is set. Also, when Normal mode is set, it increases the drive force shock when shifting gears compared to when Comfort mode is set. In other words, the drive force control unit 110 increases the drive force change the more the mode emphasizes the drive force change relatively.

[0076] Conversely, when Comfort mode is set, the drive force control unit 110 reduces the drive force shock when shifting from a predetermined gear to another gear compared to when Normal mode or Sport mode is set. Also, when Normal mode is set, it reduces the drive force shock when shifting gears compared to when Sport mode is set. In other words, the drive force control unit 110 reduces the change in drive force the more relatively the mode suppresses the change in drive force. Note that when Comfort mode is set, the unit may be configured not to generate any drive shock.

[0077] Furthermore, when the simulated gear shift mode is set, as described above, regardless of the setting of the follow-me driving mode, effects such as generating a simulated engine speed sound and displaying that simulated engine speed in MID will be performed. In this case, the simulated engine speed may be controlled based on the gear shift settings, for example, as shown in Figure 5.

[0078] [Time Chart] Next, an example of control performed by the control unit ECU described above will be explained using a time chart. Figures 6 to 10 show the time chart, and here multiple examples of achieving both the simulated gear shift mode and the follow-me driving mode are shown. Figures 6 to 9 show examples of when one of the modes, the follow-me driving mode or the simulated gear shift mode, is set, and the other mode is turned on or off. Figure 10 shows an example of when the user override operation described above has occurred.

[0079] In the examples shown in Figures 6 to 10, the vertical axis represents the changes in the state of the simulated gear shift mode, the state of the ACC, the gear position display of the simulated gear shift (hereinafter referred to as "gear position display"), vehicle speed, accelerator pedal input, simulated engine speed (hereinafter referred to as "simulated engine speed"), simulated gear shift, and driving force, while the horizontal axis represents time.

[0080] First, let's explain the example in Figure 6. Figure 6 shows an example where the simulated gear shift mode is set from a state where the follow-me driving mode is set (ACC on). Therefore, until time t1, the simulated gear shift mode is set to OFF. Also, since the simulated gear shift mode is not set, no gear is selected, and the gear display on MID shows only "D", which is the selected shift range. Furthermore, the simulated engine speed is "0". Also, because the follow-me driving mode is active, the vehicle speed is constant, and the accelerator input is "0". The driving force is output according to the vehicle speed.

[0081] From this state, at time t1, the simulated gear shift mode is turned on by operating a switch or the like. The follow-me driving mode is still in operation, and therefore the accelerator input remains at "0", and the vehicle speed is constant. With the simulated gear shift mode set, a simulated gear position based on the vehicle speed is set. In the example shown in Figure 6, it is set to "4th gear". The gear position indicator "D4" is displayed to show that 4th gear. Also, with the simulated gear shift mode set, the simulated engine speed increases. That is, the engine speed increases towards the target simulated engine speed based on the vehicle speed and the set simulated gear position.

[0082] Then, at time t2, the simulated engine speed reaches the target simulated engine speed. The driving force is also constant, since the vehicle speed is constant before and after setting the simulated shift mode.

[0083] Next, let's explain the example in Figure 7. Figure 7 shows an example where the simulated gear shift mode is deactivated after both the follow-me mode and the simulated gear shift mode have been set. Therefore, until time t11, both the follow-me mode and the simulated gear shift mode are set to ON. Also, because the simulated gear shift mode is set, the gear position is the one corresponding to the vehicle speed (for example, 4th gear), and the gear position is displayed as "D4". Furthermore, because the simulated gear shift mode is set, the simulated engine speed is the rotational speed based on the vehicle speed and the set simulated gear position. Note that because the follow-me mode is active, the vehicle speed is constant, and the accelerator input is "0". The driving force is output according to the vehicle speed.

[0084] From this state, at t11, the simulated gear shift mode is turned off by operating a switch or the like. The follow-me driving mode is still active, and therefore the accelerator input remains at "0," and the vehicle speed is constant. As the simulated gear shift mode is deactivated, the simulated gear setting is also deactivated, and accordingly the gear display changes from "D4" to "D." Also, as the simulated gear shift mode is deactivated, the simulated engine speed begins to decrease.

[0085] Then, at t12, the simulated engine speed becomes "0". The driving force remains constant, similarly, because the vehicle speed is constant before and after setting the simulated gear shift mode.

[0086] Next, let's explain the example in Figure 8. The example in Figure 8 shows the case where the follow-me driving mode is set from a state where the simulated gear shift mode is set. Therefore, until time t21, the follow-me driving mode is turned off. Since the simulated gear shift mode is set, the gear position is set to the gear position corresponding to the vehicle speed (for example, 4th gear), and the gear position display "D4" is shown based on that gear position. The vehicle speed is the vehicle speed based on the amount of accelerator pedal operation. The simulated engine speed changes to be the rotational speed based on the vehicle speed and the simulated gear shift position. The driving force is the driving force based on the vehicle speed and the simulated gear shift position.

[0087] From this state, at t21, the follow-me driving mode is activated by operating a switch or similar. The simulated gear shift mode remains active. With the follow-me driving mode activated, the amount of accelerator input begins to decrease. Accordingly, the vehicle speed, simulated engine speed, and driving force also change.

[0088] Then, as the accelerator input decreases, the gear shifts up from "4th gear" to "5th gear" (at t22). Consequently, the gear indicator also changes from "D4" to "D5". In addition, along with the upshift, the simulated engine speed begins to decrease towards the target simulated engine speed corresponding to 5th gear.

[0089] At point t23, the simulated engine speed reaches the target simulated engine speed. However, the driving force continues to decrease due to reduced accelerator input and upshifts.

[0090] Next, at t24, the accelerator input becomes "0". In other words, the accelerator input, which was reduced by the follow-me driving mode setting, reaches "0".

[0091] Then, at point 25, the vehicle speed converges to a predetermined speed based on the follow-me driving mode setting, and the gear position changes to the gear position corresponding to that predetermined speed (for example, 6th gear). In other words, it shifts up from "5th gear" to "6th gear". Along with this upshift, the gear position display also changes from "D5" to "D6". The simulated engine speed corresponds to 6th gear, but begins to decrease towards the target simulated engine speed.

[0092] At t26, the target simulated engine speed is reached. The driving force is determined based on the vehicle speed and the simulated gear ratio.

[0093] Next, let's explain the example in Figure 9. The example shown in Figure 9 is one in which the follow-up driving mode is deactivated from a state where the simulated gear shift mode and follow-up driving mode are set. Therefore, until time t31, the follow-up driving mode and simulated gear shift mode are set to ON. Also, because the simulated gear shift mode is set, the gear position is set to the gear position corresponding to the vehicle speed (for example, 6th gear), and the gear position display "D6" is shown based on that gear position. Also, because the simulated gear shift mode is set, the simulated engine speed is the rotational speed based on the vehicle speed and the set simulated gear position. Furthermore, because follow-up driving mode is active, the vehicle speed is constant, and the accelerator input is "0". The driving force output is a driving force corresponding to the vehicle speed.

[0094] From this state, at time t31, the follow-me driving mode is turned off by operating a switch or similar. The simulated gear shift mode remains active. As the follow-me driving mode is deactivated, the vehicle speed and driving force begin to decrease.

[0095] Then, at t32, the amount of accelerator input begins to increase due to the user's accelerator operation. Accordingly, the vehicle speed, simulated engine speed, and driving force also begin to increase.

[0096] Next, in response to the increase in accelerator input and vehicle speed, the simulated gear shift down from "6th gear" to "5th gear" (at t33). In other words, the gear shift is set based on the accelerator input and vehicle speed. Along with this downshift, the simulated engine speed and driving force change towards the respective values ​​corresponding to "5th gear". Note that, due to the downshift to "5th gear", the gear shift display changes from "6th gear" to "5th gear".

[0097] Next, we will explain the example shown in Figure 10. The example shown in Figure 10 is an example in which an override is performed based on the user's accelerator operation from a state where the simulated gear shift mode and follow-me driving mode are set.

[0098] First, up to point t40, the follow-me mode and simulated gear shift mode are set to ON. Also, because the simulated gear shift mode is set, the gear position is set to the gear position corresponding to the vehicle speed (for example, 6th gear), and the gear position display "D6" is shown based on that gear position. Furthermore, because the simulated gear shift mode is set, the simulated engine speed is the RPM based on the vehicle speed and the set simulated gear position. In addition, because the follow-me mode is active, the vehicle speed is constant, and the accelerator input is "0". Finally, the driving force is output in accordance with the vehicle speed.

[0099] From this state, at time t40, the amount of accelerator input begins to increase due to the user's accelerator operation.

[0100] Then, at t41, based on the accelerator input and vehicle speed, the simulated gear shift is downshifted from "6th gear" to "5th gear". Consequently, the simulated engine speed begins to increase. The gear display then switches from "D6" to "D5".

[0101] Next, at time t42, the amount of accelerator operation, which had been increasing due to user operation, reaches a predetermined value. This predetermined value is an example of a threshold for determining override based on user operation. In the example shown in Figure 10, it is determined that a user override operation has occurred when the amount of accelerator operation exceeds the predetermined value.

[0102] This predetermined value may be varied, for example, according to the vehicle speed of the vehicle Ve while it is in motion. For example, the virtual accelerator operation amount when driving at a predetermined speed set in follow-me mode may be set as the predetermined value. The virtual accelerator operation amount is a hypothetical amount of accelerator operation that can be assumed when driving at a predetermined speed without setting follow-me mode, since the accelerator operation amount is "0" in follow-me mode. By setting such a virtual accelerator operation amount as the predetermined value, it becomes possible to drive while suppressing changes in driving force even when there is a user override operation, as shown at time t42. In this way, driving force based on user operation is generated from time t42.

[0103] Next, at t43, for example, based on an increase in accelerator input, the gear is downshifted from "5th gear" to "4th gear". Consequently, the gear indicator switches from "D5" to "D4". The simulated engine speed is then controlled to a value corresponding to 4th gear. The driving force is then controlled based on the accelerator input.

[0104] Next, at t44, for example, the amount of accelerator input begins to decrease due to the user's accelerator operation.

[0105] As the accelerator input decreases, the simulated gear shift shifts up from "4th gear" to "5th gear" (at t45). Consequently, the gear indicator switches from "D4" to "D5". Note that the driving force changes (decreases) in accordance with the decrease in accelerator input.

[0106] Furthermore, as the accelerator input decreases, the accelerator input falls below a predetermined value (at time t46). In other words, the accelerator input falls below the threshold at which override determination is made based on user input. Therefore, at this time t46, control returns to the setting of the follow-me driving mode. That is, the driving force is controlled based on the set vehicle speed of the follow-me driving mode.

[0107] Similar to the t42 point, a change in driving force may occur if the accelerator input exceeds the override threshold. However, as mentioned above, the threshold here is set to suppress the occurrence of a change in driving force, so the system switches from user input to a control primarily based on follow-me driving mode with virtually no change in driving force (i.e., no driving force shock).

[0108] In this embodiment, as the vehicle speed reaches a predetermined speed set in the follow-me driving mode, the gear in the simulated gear shift is upshifted from "5th gear" to "6th gear" (at t47). Therefore, the gear display switches from "D5" to "D6". The driving force is then controlled based on the vehicle speed.

[0109] Thus, in this embodiment, if the simulated gear shift mode is set while the follow-me driving mode is set, the simulated gear step is selected based on the vehicle speed. This ensures that an appropriate gear step is selected, and even when the simulated gear shift mode is set while the follow-me driving mode is in progress, the vehicle Ve can be driven without causing any discomfort to the user. As a result, both the follow-me driving mode and the simulated gear shift mode can be used simultaneously.

[0110] Similarly, if the follow-me driving mode is set while the simulated gear shift mode is active, the simulated gear position is selected based on the vehicle speed. This ensures that the appropriate gear is selected, and even when the follow-me driving mode is active while the simulated gear shift mode is active, the vehicle Ve can be driven without causing any discomfort to the user. As a result, both the follow-me driving mode and the simulated gear shift mode can be used simultaneously.

[0111] Furthermore, in this embodiment, if a user override operation occurs while the simulated gear shift mode and follow-me driving mode are set, the simulated gear is selected based on the amount of accelerator pedal operation by the user. That is, even if the follow-me driving mode is set while the simulated gear shift mode is in use, if a user operation occurs, a gear is selected based on the user operation. In other words, if an override operation occurs, the user operation takes precedence. Therefore, for example, if a user operation occurs while the simulated gear shift mode and follow-me driving mode are set, the user's discomfort can be reduced compared to a situation where a simulated gear is not selected based on the user operation. In other words, by selecting a simulated gear based on the user operation when an override operation occurs, driving in accordance with the user's intentions becomes possible.

[0112] Furthermore, when an override operation occurs, a pseudo-gear step based on the user's operation is selected, and the resulting driving force is based on that pseudo-gear step, making it possible to generate the desired driving force.

[0113] 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.

[0114] For example, in the example shown in Figure 10 above, the predetermined value of the accelerator pedal input was explained using the same value when the accelerator pedal input increases and when the accelerator pedal input decreases. However, this predetermined value may be different depending on whether the accelerator pedal input increases or decreases.

[0115] Furthermore, the control described in the embodiment 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.

[0116] This specification contains at least the following information. The components indicated in parentheses in the embodiments described above are, but are not limited thereto.

[0117] (1) A mobile body comprising: an electric motor (main drive motor MOT1) mechanically connected to the output section (front wheel FWR) of a mobile body (vehicle Ve); an operator (accelerator pedal) which increases the acceleration request to the mobile body as the amount of operation increases and decreases as the amount of operation decreases; and a control device (control device ECU) which controls the mobile body, wherein the control device comprises: a follow movement control unit (follow movement control unit 100) which performs follow movement control to follow another mobile body in front of the mobile body at a predetermined distance and / or move at a constant speed at a set speed; and a pseudo-gear control unit (pseudonym gear control unit 105) which performs pseudo-gear control to generate the driving force of the electric motor based on pseudo-gear stages that mimic the control of a stepped transmission while moving by the braking force of the electric motor, wherein the pseudo-gear control unit A mobile body that, when the mobile body moves without the follow-up movement control while the pseudo-gear shift control is being performed, controls the pseudo-gear shift based on the moving speed of the mobile body and the amount of operation of the operator; when the mobile body moves by the follow-up movement control while the pseudo-gear shift control is being performed, controls the pseudo-gear shift based on the moving speed of the mobile body; and when the mobile body is moving while the pseudo-gear shift control and the follow-up movement control are being performed, controls the pseudo-gear shift based on the amount of operation of the operator if the operator is operated.

[0118] According to (1), when pseudo-gear shift control is performed without follow-up movement control, the pseudo-gear step is controlled based on the amount of operation of the operator. When pseudo-gear shift control is performed with follow-up movement control, the pseudo-gear step is controlled based on the movement speed of the moving object. As a result, when there is no follow-up movement control, the pseudo-gear step is based on user operation, and when there is follow-up movement control, the pseudo-gear step is based on the movement speed. As a result, even when follow-up movement control is performed, for example, it is possible to move the moving object without causing the user any discomfort. Furthermore, when pseudo-gear shift control is performed with follow-up movement control, and the operator is operated, the pseudo-gear step is controlled based on the amount of operation of the operator. As a result, even when pseudo-gear shift control is performed with follow-up movement control, when there is user operation, it switches to a pseudo-gear step based on user operation, thereby suppressing any discomfort for the user. Thus, according to (1), it is possible to achieve both pseudo-gear shift control and follow-up driving control.

[0119] (2) A mobile body as described in (1), wherein the pseudo-gear control unit controls the pseudo-gear step based on the amount of operation of the operator when the amount of operation of the operator becomes greater than or equal to a predetermined value while the mobile body is moving by the follow-up movement control while the pseudo-gear control is being executed.

[0120] According to (2), when the amount of the user's control input exceeds a predetermined value, the system is controlled to a pseudo-gear stage based on the user's input. Therefore, when the amount of the control input is less than the predetermined value, the pseudo-gear stage is controlled based on the moving speed of the moving object. As a result, the reliability of the control can be improved. In other words, the system becomes less susceptible to the effects of external disturbances, and the reliability of the control is improved.

[0121] (3) A mobile body as described in (2), wherein the amount of operation of the operator is variable with respect to the mobile body's moving speed.

[0122] According to (3), the predetermined value controlled to the pseudo-gear stage based on user operation changes based on the moving speed of the moving object, making it possible to set the amount of operation appropriate for each moving speed. As a result, user discomfort can be suppressed and the reliability of the control can be improved.

[0123] (4) A mobile body as described in (3), wherein the amount of operation of the operator increases as the mobile body's moving speed increases.

[0124] According to (4), the higher the travel speed, the larger the amount of control (i.e., a predetermined value) that is controlled to the pseudo-gear stage based on user operation, thereby suppressing user discomfort and improving the reliability of the control.

[0125] (5) A mobile body as described in (2), wherein the amount of operation of the operator is variable by the longitudinal acceleration of the mobile body.

[0126] According to (5), since the predetermined value changes based on the longitudinal acceleration of the moving body, for example, if the longitudinal acceleration is large, the gear shift may be less likely to change, and if the longitudinal acceleration is small, the gear shift may be more likely to change. Conversely, for example, if the longitudinal acceleration is large, the gear shift may be more likely to change, and if the longitudinal acceleration is small, the gear shift may be less likely to change. This can reduce user discomfort and improve the reliability of the control.

[0127] (6) A mobile body as described in (2), wherein the amount of operation of the operator is variable by the lateral acceleration of the mobile body.

[0128] According to (6), since the predetermined value changes based on the lateral acceleration of the moving body, for example, if the lateral acceleration is large, the gear shift can be made less likely to change, and if the lateral acceleration is small, the gear shift can be made more likely to change. Conversely, for example, if the lateral acceleration is large, the gear shift can be made more likely to change, and if the lateral acceleration is small, the gear shift can be made less likely to change. This can reduce user discomfort and improve the reliability of the control.

[0129] (7) A mobile body as described in (2), wherein the amount of operation of the operator is zero.

[0130] According to (7), when the user operates the control panel, the system is controlled to a simulated gear based on the user's operation. When the user does not operate the control panel, the system is controlled to a simulated gear based on the moving speed of the moving object. This reduces user discomfort and improves the reliability of the control system.

[0131] (8) A mobile body as described in (2), wherein the control device further comprises a drive force control unit (drive force control unit 110) that controls the drive force to be generated, and the drive force control unit outputs the drive force based on the amount of operation of the operator when the amount of operation of the operator is equal to or greater than a predetermined value.

[0132] According to (8), when the amount of operation of the controll is greater than or equal to a predetermined value, a driving force based on the amount of operation of the controll is output. In other words, when the amount of operation of the controll is less than a predetermined value, a driving force determined by the follow-up movement control is output. This makes it possible to stably output a driving force according to whether or not the controll is operated.

[0133] (9) A mobile body as described in (8), wherein the driving force based on the amount of operation of the operator is variable according to the state of movement of the mobile body.

[0134] According to (9), the driving force based on the amount of operation of the controll is variable depending on the movement state of the moving body, so it is possible to stably output a driving force according to the movement state.

[0135] (10) A mobile body as described in (8), wherein the drive force control unit generates a drive force shock associated with the gear change when the pseudo-gear change control is performing gear change while the drive force based on the amount of operation of the operator is outputting the drive force.

[0136] According to (10), since the driving force shock occurs based on the gear shift of the simulated gear shift control, it is possible to make the user feel that their actions are being reflected.

[0137] (11) A moving body as described in (10), wherein the driving force shock associated with the gear change in the pseudo-gear change control is smaller when the follow-up movement control is being performed than when the follow-up movement control is not being performed.

[0138] According to (11), the driving force shock associated with gear changes in the simulated gear shift control is smaller when follow-up movement control is performed than when follow-up movement control is not performed, so that a driving force shock in line with the driving conditions can be generated, and as a result it is possible to make the user feel that their operations are being reflected.

[0139] (12) A mobile body as described in (8), wherein the drive force control unit does not generate a drive force shock associated with the gear change when the pseudo-gear change control is performed while the drive force control unit is not outputting the drive force based on the amount of operation of the operator.

[0140] According to (12), when the driving force based on the amount of operation of the control element is not being output (for example, when the accelerator operation amount is "0"), if a pseudo-gear shift is performed, it is possible to make the user feel that their operation is being reflected by not generating a driving force shock associated with the shift.

[0141] (13) A mobile body according to (10) or (11), wherein the mobile body comprises a plurality of movement modes having different driving force characteristics, and the driving force control unit outputs the driving force shock based on the plurality of movement modes.

[0142] According to (13), since a driving force shock is output based on each of the multiple movement modes, it is possible to generate a driving force shock that matches the movement mode requested by the user.

[0143] (14) A mobile body as described in (13), wherein the drive force control unit increases the drive force shock when shifting from a predetermined gear to another gear, the more the drive force change is emphasized in the drive force change enhancement mode, which relatively emphasizes the drive force change in the plurality of mobile modes.

[0144] According to (14), the more the driving force change is emphasized in the mode, the greater the driving force shock becomes, making it possible to generate a driving force shock that matches the mode of movement requested by the user.

[0145] (15) A mobile body as described in (13), wherein the drive force control unit reduces the drive force shock when shifting from a predetermined gear to another gear, the more the drive force change suppression mode suppresses the drive force change relatively in the plurality of mobile modes.

[0146] According to (15), the more the change in driving force is suppressed, the smaller the driving force shock becomes, making it possible to generate a driving force shock that matches the mode of movement requested by the user.

[0147] (16) A mobile body as described in (1), wherein the pseudo-speed control unit stops the pseudo-speed control while the mobile body is moving due to the braking force of the electric motor.

[0148] According to (16), since it is possible to stop the pseudo-speed change control while the braking and driving force of the electric motor is moving, the behavior of the moving body can be made in accordance with the user's requirements even in situations where pseudo-speed change control is not needed.

[0149] (17) A mobile body as described in (16), wherein the mobile body comprises a plurality of mobile modes with different driving force characteristics, and the control device switches the operation of the pseudo-speed control unit based on the plurality of mobile modes.

[0150] According to (17), for example, the operation of the pseudo-gear shift control can be switched based on the movement mode, such as executing pseudo-gear shift control in a mode that emphasizes changes in driving force, so that the movement state of the moving object can be changed with fewer selection operations by the user. In other words, the desired movement mode can be achieved while simplifying user operation.

[0151] 100 Follow-up movement control unit 105 Simulated speed change control unit 110 Drive force control unit ECU Control unit FWR Front wheel (output unit) MOT1 Main drive motor (electric motor) Ve Vehicle (moving unit)

Claims

1. A mobile body comprising: an electric motor mechanically connected to the output of the mobile body; an operator that increases the acceleration request to the mobile body as the amount of operation increases, and decreases the acceleration request to the mobile body as the amount of operation decreases; and a control device that controls the mobile body, wherein the control device comprises: a follow-move control unit that performs follow-move control to move in front of another mobile body at a predetermined distance and / or move at a constant speed at a set speed; and a pseudo-gear control unit that performs pseudo-gear control to generate the driving force of the electric motor based on pseudo-gear stages that simulate control of a stepped transmission while the mobile body is moving by the braking force of the electric motor, wherein the pseudo-gear control unit controls the pseudo-gear stages based on the speed of the mobile body and the amount of operation of the operator when the mobile body moves without the follow-move control while the pseudo-gear control is being performed; and controls the pseudo-gear stages based on the speed of the mobile body when the mobile body moves by the follow-move control while the pseudo-gear control is being performed. A mobile body that controls the pseudo-gear step based on the amount of operation of the operator when the operator is operated while the mobile body is moving by performing the pseudo-gear control and the follow-up movement control.

2. A mobile body according to claim 1, wherein the pseudo-gear control unit controls the pseudo-gear step based on the amount of operation of the operator when the amount of operation of the operator becomes greater than or equal to a predetermined value while the mobile body is moving by the follow-up movement control while the pseudo-gear control is being performed.

3. A mobile body according to claim 2, wherein the amount of operation of the operator is variable with respect to the mobile body's moving speed.

4. A mobile body according to claim 3, wherein the amount of operation of the operator increases as the moving speed of the mobile body increases.

5. A mobile body according to claim 2, wherein the amount of operation of the operator is variable by the longitudinal acceleration of the mobile body.

6. A mobile body according to claim 2, wherein the amount of operation of the operator is variable by the lateral acceleration of the mobile body.

7. A mobile body according to claim 2, wherein the amount of operation of the operator is zero.

8. A mobile body according to claim 2, wherein the control device further comprises a drive force control unit for controlling the drive force to be generated, and the drive force control unit outputs the drive force based on the amount of operation of the operator when the amount of operation of the operator is equal to or greater than a predetermined value.

9. A mobile body according to claim 8, wherein the driving force based on the amount of operation of the operator is variable according to the movement state of the mobile body.

10. A mobile body according to claim 8, wherein the drive force control unit generates a drive force shock associated with the gear change when the pseudo-gear change control is performing gear changes while the drive force is outputting based on the amount of operation of the operator.

11. A mobile body according to claim 10, wherein the driving force shock associated with the shift in the pseudo-shift control is smaller when the follow-up movement control is being performed than when the follow-up movement control is not being performed.

12. A mobile body according to claim 8, wherein the drive force control unit does not generate a drive force shock associated with the gear change when the pseudo-gear change control is performed while the drive force control unit is not outputting the drive force based on the amount of operation of the operator.

13. A mobile body according to claim 10 or 11, wherein the mobile body comprises a plurality of movement modes having different driving force characteristics, and the driving force control unit causes the driving force shock to output based on the plurality of movement modes.

14. A mobile body according to claim 13, wherein the drive force control unit increases the drive force shock when shifting from a predetermined gear to another gear, the more the drive force change is emphasized in the drive force change enhancement mode, which relatively emphasizes the drive force change in the plurality of mobile modes.

15. A mobile body according to claim 13, wherein the drive force control unit reduces the drive force shock when shifting from a predetermined gear to another gear, the more the drive force change suppression mode suppresses the drive force change relatively in the plurality of mobile modes.

16. A mobile body according to claim 1, wherein the pseudo-speed control unit stops the pseudo-speed control while the mobile body is moving due to the braking force of the electric motor.

17. A mobile body according to claim 16, wherein the mobile body comprises a plurality of mobile modes with different driving force characteristics, and the control device switches the operation of the pseudo-speed control unit based on the plurality of mobile modes.

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