JP2022036843A - Electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle capable of a driver to learn and train an optimum shift operation of a manual transmission vehicle according to a traveling state. SOLUTION: An electric vehicle 10 has a clutch pedal 28 (clutch device) capable of pseudo-switching between disconnection and disconnection of torque from a rotary electric machine 2 to a drive wheel 8 (wheel) according to an operation by a driver, and a clutch. A shift lever 26 (shift device) that can select one from a plurality of simulated gear stages by operating the pedal 28 while the pedal 28 is being operated, and the driver at least according to the vehicle speed. It is provided with a speaker 60 and an indicator 62 (guidance device) capable of guiding the change destination of the gear stage or the timing of the change of the gear stage by operating the clutch pedal 28 and the shift lever 26. [Selection diagram] Fig. 2

Description

The present invention relates to an electric vehicle including a rotary electric machine that outputs torque transmitted to wheels.

Patent Document 1 discloses a technique for producing a pseudo shift change in an electric vehicle driven by a drive motor. In this electric vehicle, a shift feeling is produced by performing torque fluctuation control in which the torque of the drive motor is reduced by a set fluctuation amount and then increased at a predetermined trigger to produce a pseudo shift change in a predetermined time. is doing.

Japanese Unexamined Patent Publication No. 2018-166386

The electric vehicle disclosed in Patent Document 1 does not have a clutch device or a shift device for shifting operation provided in a manual transmission vehicle (hereinafter referred to as "MT vehicle"). Therefore, a pseudo shift change that does not involve a shift operation by the driver may give a sense of discomfort to the driver who operates the MT vehicle. Therefore, it is conceivable to provide an electric vehicle with a clutch device and a shift device for shift operation, and perform a pseudo shift change according to the shift operation between the clutch device and the shift device by the driver.

However, unlike an actual MT vehicle, an electric vehicle simply provided with a clutch device and a shift device can run even if there is an operation error during a shift operation, so that the driver responds to the driving condition. There is a risk that it will not be possible to learn or train the optimum shifting operation of the MT vehicle.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an electric vehicle capable of a driver to learn and train an optimum shift operation of an MT vehicle according to a driving condition. It is to be.

In order to solve the above-mentioned problems and achieve the object, the electric vehicle according to the present invention is the rotary electric machine to which power is supplied from the inverter and outputs the torque transmitted to the wheels, and the above-mentioned electric vehicle according to the operation by the driver. One of a clutch device that can pseudo-switch the connection and disconnection of torque from the rotary electric machine to the wheel, and a plurality of gear stages that are simulated and reproduced by operating the clutch device while the clutch device is being operated. A shift device capable of selecting one, and a guidance device capable of instructing the driver at least the clutch device according to the vehicle speed and the change destination of the gear stage or the timing of the change of the gear stage by operating the shift device. , Equipped with.

According to the present invention, the guidance device can guide the driver to at least the gear stage change destination and the gear stage change timing according to the vehicle speed. This makes it possible to provide an electric vehicle in which the driver can learn and train the optimum shift operation of the MT vehicle according to the traveling state.

FIG. 1 is an exemplary and schematic configuration diagram of an electric vehicle of an embodiment. FIG. 2 is a diagram showing a functional block of a control device related to torque control of a rotary electric machine of an electric vehicle according to an embodiment. FIG. 3 is a diagram showing a calculation map of the virtual engine output torque of the electric vehicle of the embodiment. FIG. 4 is a diagram showing a calculation map of torque transmission gain of the electric vehicle of the embodiment. FIG. 5 is a diagram showing a calculation map of the gear ratio of the electric vehicle of the embodiment. FIG. 6 is an operation flow diagram showing a procedure of a pseudo manual shifting operation executed by the driver of the electric vehicle of the embodiment. FIG. 7 is a diagram illustrating the torque characteristics of a rotary electric machine corresponding to a plurality of modes of the electric vehicle of the modified example. FIG. 8 is a block diagram showing a configuration and a function related to torque characteristic setting processing of the electric vehicle of the modified example. FIG. 9 is a diagram showing an example of torque characteristic setting processing using the touch panel of the electric vehicle of the modified example.

Hereinafter, exemplary embodiments and variations of the present invention will be disclosed. The configurations of the embodiments and modifications shown below, as well as the actions and effects brought about by the configurations, are examples. The present invention can also be realized by configurations other than those disclosed in the following embodiments and modifications. Further, according to the present invention, it is possible to obtain at least one of various effects (including derivative effects) obtained by the configuration.

In addition, the embodiments and modifications disclosed below include similar components. Therefore, in the following, common reference numerals are given to these similar components, and duplicate explanations are omitted. In addition, when the number, quantity, quantity, range, etc. of each element is referred to in the following embodiments and modifications, the number thereof is not specified unless it is explicitly stated or clearly specified in principle. The invention is not limited to the numbers mentioned. In addition, the structures and steps described in the following embodiments are not necessarily essential to the present invention, except when explicitly stated or clearly specified in principle.

[Embodiment]
FIG. 1 is an exemplary and schematic configuration diagram of the electric vehicle 10 of the embodiment. As shown in FIG. 1, the electric vehicle 10 includes a rotary electric machine 2 as a drive source. The rotary electric machine 2 is, for example, a three-phase AC motor. The output shaft 3 of the rotary electric machine 2 is connected to one end of the propeller shaft 5 via a gear mechanism 4. The other end of the propeller shaft 5 is connected to the drive shaft 7 in front of the vehicle via the differential gear 6. The electric vehicle 10 includes a drive wheel 8 as a front wheel and a driven wheel 12 as a rear wheel. The drive wheels 8 are provided at both ends of the drive shaft 7. A rotation speed sensor 40 for detecting the shaft rotation speed Np is arranged on the propeller shaft 5.

The electric vehicle 10 includes a battery 14 and an inverter 16. The battery 14 stores electrical energy used to drive the rotary electric machine 2. The inverter 16 converts the direct current stored in the battery 14 into a three-phase alternating current by, for example, performing pulse width modulation processing (PWM). Further, the inverter 16 has a function of controlling the drive torque of the rotary electric machine 2 based on the target drive torque input from the ECU (Electronic Control Unit) 50 described later.

The electric vehicle 10 includes an accelerator pedal 22 for inputting an acceleration request and a brake pedal 24 for inputting a braking request as an operation request input device for the driver to input an operation request for the electric vehicle 10. I have. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting the accelerator opening degree Pap (%). Further, the brake pedal 24 is provided with a brake position sensor 34 that detects the pedal depression amount. The signals detected by the accelerator position sensor 32 and the brake position sensor 34 are output to the ECU 50, which will be described later.

The electric vehicle 10 further includes a shift lever 26 and a clutch pedal 28 as an operation request input device. The shift lever 26 is an example of a shift device, and the clutch pedal 28 is an example of a clutch device. However, since the electric vehicle 10 of the present embodiment is a vehicle driven by the rotary electric machine 2 and does not have an engine, it does not have a transmission and a clutch mechanism included in the MT vehicle. Therefore, the shift lever 26 and the clutch pedal 28 are provided with the following functions in place of the functions of mechanically operating the actual transmission and the clutch mechanism.

The shift lever 26 functions as a shift device for the driver to select one mode from a plurality of modes in which the torque characteristics with respect to the rotation speed of the rotary electric machine 2 are defined stepwise. The plurality of modes here are shift modes simulating the gear stages of an MT vehicle, and are, for example, a plurality of pseudo-reproduced gear stages, 1st to 6th speeds as forward stages, and reverse speeds. Includes reverse and neutral modes. The torque characteristics of each mode are preset to the torque characteristics simulating the gear stage of the MT vehicle. However, since each of these modes is a simulated reproduction of the gear stage of the MT vehicle, there are no restrictions on the torque characteristics for corresponding to the actual fixed gear ratio. That is, the torque characteristics of each of the plurality of modes can be freely preset as long as they are within the output range of the rotary electric machine 2.

The shift lever 26 has a structure simulating a shift lever included in an MT vehicle. The arrangement and operation feeling of the shift lever 26 are the same as those of an actual MT vehicle. The shift lever 26 is provided with each position corresponding to a plurality of modes having different torque characteristics. The shift lever 26 is provided with a shift position sensor 36 that detects the shift position Gp indicating the position of the mode. The signal detected by the shift position sensor 36 is output to the ECU 50 described later.

The clutch pedal 28 functions as a clutch device having a structure simulating a clutch pedal included in an MT vehicle. The clutch pedal 28 is operated by the driver, and it is possible to pseudo-switch the connection and disconnection of torque from the rotary electric machine 2 to the drive wheel 8. The clutch pedal 28 is stepped on when the driver operates the shift lever 26. The arrangement and operation feeling of the clutch pedal 28 are the same as those of an actual MT vehicle. The clutch pedal 28 is provided with a clutch position sensor 38 for detecting the clutch pedal depression amount Pc (%), which is the operation amount of the clutch pedal 28. The signal detected by the clutch position sensor 38 is output to the ECU 50 described later.

The rotary electric machine 2 of the electric vehicle 10 is controlled by the ECU 50. The ECU 50 is an example of a control device. The processing circuit of the ECU 50 includes at least an input / output interface 52, at least one memory 54, and at least one CPU (Central Processing Unit) 56. The input / output interface 52 is provided to take in sensor signals from various sensors attached to the electric vehicle 10 and output operation signals to various actuators included in the electric vehicle 10. In addition to the various sensors described above, the sensors that the ECU 50 captures signals include various sensors necessary for controlling the electric vehicle 10. The actuator for which the ECU 50 outputs an operation signal includes various actuators such as the rotary electric machine 2 described above. Various control programs for controlling the electric vehicle 10, the latest shift position Gp, a map, and the like are stored in the memory 54. The CPU (processor) 56 reads a control program or the like from a memory and executes it, and generates an operation signal based on the captured sensor signal.

Each function of the ECU 50 is realized by software, firmware, or a combination of software and firmware. Further, when the processing circuit of the ECU 50 includes at least one dedicated hardware, the processing circuit may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. It is a thing. The functions of each part of the ECU 50 may be realized by the processing circuit. Further, the functions of each part of the ECU 50 may be collectively realized by the processing circuit. Further, for each function of the ECU 50, a part may be realized by dedicated hardware and the other part may be realized by software or firmware. As described above, the processing circuit realizes each function of the ECU 50 by hardware, software, firmware, or a combination thereof.

The control of the electric vehicle 10 performed by the ECU 50 includes torque control for controlling the torque transmitted to the drive wheels 8. In the torque control here, the drive torque Tp of the rotary electric machine 2 is controlled so that the drive torque Tp of the rotary electric machine 2 transmitted to the propeller shaft 5 becomes the required drive torque Tpreq of the rotary electric machine 2. That is, the ECU 50 functions as a torque control unit included in the electric vehicle 10.

Here, in the torque control of the rotary electric machine 2, the ECU 50 performs a calculation assuming that the running state of the electric vehicle 10 is realized by an MT vehicle equipped with a virtual engine and a transmission. Then, the ECU 50 calculates the transmission output torque Tgout output from the transmission, and uses the calculated transmission output torque Tgout as the required drive torque Tpreq of the rotary electric machine 2. In the following description, the engine virtually mounted on the electric vehicle 10 is referred to as a "virtual engine", the engine output torque of the virtual engine is referred to as "virtual engine output torque Teout", and the rotation speed of the virtual engine is referred to as "virtual engine". Notated as "virtual engine rotation speed Ne".

FIG. 2 is a diagram showing a functional block of the ECU 50 regarding torque control of the rotary electric machine 2. As shown in FIG. 2, the ECU 50 has a torque control unit 520 as a functional block related to torque control of the rotary electric machine 2. The torque control unit 520 includes, for example, a virtual engine rotation speed calculation unit 500, a virtual engine output torque calculation unit 502, a torque transmission gain calculation unit 504, a clutch output torque calculation unit 506, a gear ratio calculation unit 508, and shifting. It is equipped with a machine output torque calculation unit 510. Hereinafter, each functional block will be described in detail.

While the electric vehicle 10 is running, the ECU 50 dynamically calculates the virtual engine rotation speed Ne based on the operating state. For example, the ECU 50 uses the following equation using the shaft rotation speed Np of the propeller shaft 5, the gear ratio r corresponding to the shift position Gp, and the slip ratio slip of the clutch mechanism calculated from the clutch pedal depression amount Pc and the like. From (1), the virtual engine rotation speed Ne during running is calculated back.

Ne = Np × (1 / r) × slip ・ ・ ・ (1)

Of the energy output from the engine, it can be assumed that the kinetic energy that is not used for torque transmission to the propeller shaft 5 is used for increasing the virtual engine rotation speed Ne. Therefore, the virtual engine rotation speed Ne may be dynamically calculated based on an equation of motion based on kinetic energy.

Further, during idling of the MT vehicle, idle speed control control (ISC control) for maintaining the engine rotation speed at a constant rotation speed is performed. Therefore, in consideration of ISC control in the virtual engine, the ECU 50 indicates that the virtual engine is idling, for example, when the shaft rotation speed Np is 0 (zero) and the accelerator opening Pap is 0%. Assuming, the virtual engine rotation speed Ne is output as a predetermined idling rotation speed (for example, 1000 rpm). The calculated virtual engine rotation speed Ne is output to the virtual engine output torque calculation unit 502.

The virtual engine output torque calculation unit 502 is a functional block that executes a process of calculating the virtual engine output torque Teu. The accelerator opening degree Pap and the virtual engine rotation speed Ne are input to the virtual engine output torque calculation unit 502. The memory 54 of the ECU 50 stores a map in which the virtual engine output torque Teout with respect to the virtual engine rotation speed Ne is defined for each accelerator opening Pap.

FIG. 3 is a diagram showing a calculation map of the virtual engine output torque Teout. The virtual engine output torque calculation unit 502 calculates the virtual engine output torque Teu corresponding to the input accelerator opening degree Pap and the virtual engine rotation speed Ne by using the map shown in FIG. The calculated virtual engine output torque Teout is output to the clutch output torque calculation unit 506.

The torque transmission gain calculation unit 504 is a functional block that executes a process of calculating the torque transmission gain k. The torque transmission gain k is a gain for calculating the degree of torque transmission according to the amount of depression of the clutch of the virtual engine. The clutch pedal depression amount Pc is input to the torque transmission gain calculation unit 504. The memory 54 of the ECU 50 stores a map in which the torque transmission gain k with respect to the clutch pedal depression amount Pc is defined.

FIG. 4 is a diagram showing a calculation map of the torque transmission gain k. As shown in FIG. 4, the torque transmission gain k becomes 1 when the clutch pedal depression amount Pc is in the range of pc0 to pc1, and the clutch pedal depression amount Pc increases when the clutch pedal depression amount Pc is in the range of Pc1 to Pc2. It is stipulated that the amount of depression of the clutch pedal Pc gradually decreases toward 0 and becomes 0 in the range of Pc2 to Pc3. Here, Pc0 corresponds to the position where the clutch pedal depression amount Pc corresponds to 0%, Pc1 corresponds to the position of the play limit when depressing from Pc0, and Pc3 corresponds to the position where the clutch pedal depression amount Pc corresponds to 100%. , Pc2 corresponds to the position of the play limit at the time of returning from Pc3. The torque transmission gain calculation unit 504 calculates the torque transmission gain k corresponding to the input clutch pedal depression amount Pc using the map shown in FIG. The calculated torque transmission gain k is output to the clutch output torque calculation unit 506.

The change in the torque transmission gain k with respect to the increase in the clutch pedal depression amount Pc shown in FIG. 4 is not limited to the change curve as long as it is a broad monotonous decrease (monotonic non-increase) toward 0. For example, the change in the torque transmission gain k in the range of Pc1 to Pc2 is not limited to a linear monotonic decrease, but may be a monotonic decrease curve that is convex upward, or a monotonic decrease curve that is convex downward.

The clutch output torque calculation unit 506 is a functional block that executes a process of calculating the clutch output torque Tcout. The clutch output torque Tcout is the torque output from the clutch mechanism connected to the virtual engine. The virtual engine output torque Teu and the torque transmission gain k are input to the torque transmission gain calculation unit 504. The clutch output torque calculation unit 506 calculates the clutch output torque Tcout using the following equation (2) in which the virtual engine output torque Teu is multiplied by the torque transmission gain k. The calculated clutch output torque Tcout is output to the transmission output torque calculation unit 510.

Tcout = Teu x k ・ ・ ・ (2)

The actual clutch mechanism often includes a damping device such as a spring or a damper. Therefore, the clutch output torque Tcout may calculate the dynamic transmission torque in consideration of each characteristic.

The gear ratio calculation unit 508 is a functional block that executes a process of calculating the gear ratio r. The gear ratio r is a torque characteristic of the rotary electric machine 2 corresponding to a plurality of modes, and simulates the gear ratio of the transmission. The shift position Gp is input to the gear ratio calculation unit 508. The memory 54 of the ECU 50 stores a map in which the gear ratio r with respect to the shift position Gp is defined.

FIG. 5 is a diagram showing a calculation map of the gear ratio r. As shown in FIG. 5, the gear ratio r is defined so that the gear ratio r becomes lower as the shift position Gp is in higher gear. The gear ratio calculation unit 508 calculates the gear ratio corresponding to the input shift position Gp using the map shown in FIG. The calculated gear ratio r is output to the transmission output torque calculation unit 510.

The transmission output torque calculation unit 510 is a functional block that executes a process of calculating the transmission output torque Tgout. The transmission output torque Tgout is the torque output from the transmission. The clutch output torque Tcout and the gear ratio r are input to the transmission output torque calculation unit 510. The transmission output torque calculation unit 510 calculates the transmission output torque Tgout using the following equation (3) in which the clutch output torque Tcout is multiplied by the gear ratio r.

Tgout = Tcout × r ・ ・ ・ (3)

In torque control, the ECU 50 sequentially executes processes in the virtual engine output torque calculation unit 502, torque transmission gain calculation unit 504, clutch output torque calculation unit 506, gear ratio calculation unit 508, and transmission output torque calculation unit 510. The calculated transmission output torque Tgout is output to the inverter 16 as the required drive torque Tpreq of the rotary electric machine 2. In the inverter 16, the command value to the rotary electric machine 2 is controlled so that the drive torque Tp of the rotary electric machine 2 approaches the calculated required drive torque Tpreq of the rotary electric machine 2. In torque control, the drive torque Tp of the rotary electric machine 2 is controlled by the required drive torque Tpreq of the rotary electric machine 2 by repeatedly executing such a process in a predetermined control cycle.

FIG. 6 is an operation flow diagram showing a procedure of a pseudo manual shift operation executed by the driver. The driver of the electric vehicle 10 performs a manual shift operation at an arbitrary timing during driving. As shown in FIG. 6, when the driver performs a pseudo manual shifting operation in the electric vehicle 10 of the present embodiment, the driver first depresses the clutch pedal 28 (step S100). When the clutch pedal depression amount Pc exceeds Pc1, the clutch output torque Tcout changes toward 0 as the clutch pedal depression amount Pc increases. When the clutch pedal depression amount Pc exceeds Pc2, the clutch output torque Tcout becomes 0. According to such a depressing operation of the clutch pedal 28, the drive torque Tp of the rotary electric machine 2 changes toward 0 in response to the depressing operation of the clutch pedal 28, so that the driver depresses the clutch pedal of the MT vehicle. You can feel the feeling that the torque is released at that time.

Next, the driver operates the shift lever 26 with the clutch pedal 28 depressed (step S102). Here, for example, the mode of the shift lever 26 is operated from the first speed to the second speed. By operating the shift lever 26 accompanied by depressing the clutch pedal 28, the driver can obtain a feeling close to the manual shifting operation of the MT vehicle.

Next, the driver returns the clutch pedal 28 (step S104). When the clutch pedal depression amount Pc is less than Pc2, the clutch output torque Tcout changes toward the virtual engine output torque Teout as the clutch pedal depression amount Pc decreases. When the clutch pedal depression amount Pc is less than Pc1, the clutch output torque Tcout becomes the virtual engine output torque Teu. According to such a return operation of the clutch pedal 28, the drive torque Tp of the rotary electric machine 2 changes toward the drive torque Tp of the rotary electric machine 2 reflecting the current mode in response to the return operation of the clutch pedal 28. Therefore, the driver can feel that the torque is connected when the clutch pedal of the MT vehicle is released.

As described above, according to the electric vehicle 10 of the present embodiment, the torque changes according to the operation of the clutch pedal 28, so that the driver can experience the unique behavior of the MT vehicle by the manual shifting operation in a pseudo manner. can.

Further, in the present embodiment, the ECU 50 has an acquisition unit 512, an estimation unit 514, and an output control unit 516 shown in FIG. 2 as functional blocks related to a pseudo shift change by the driver. There is. Hereinafter, each functional block will be described in detail.

The acquisition unit 512 is a functional block that acquires data (information) according to the traveling state of the electric vehicle 10. The acquisition unit 512 is routed by, for example, the vehicle speed, the depression amount of each of the accelerator pedal 22, the brake pedal 24, and the clutch pedal 28, the gear stage (shift position Gp) selected by operating the shift lever 26, and the car navigation system. The planned route of the searched vehicle is input.

The estimation unit 514, for example, is based on a comparison between the data (information) acquired by the acquisition unit 512 described above and a database that serves as a model (model) for the shifting operation stored in advance in the ECU 50. It is a functional block that estimates the shift operation of the clutch pedal 28 and the shift lever 26 according to the traveling state. The database is composed of, for example, table data showing the relationship between the data acquired by the acquisition unit 512 and the optimum gear stage change destination and gear stage change timing.

Based on the comparison of the above-mentioned data, the estimation unit 514 estimates the change destination of the gear stage according to the running state (vehicle speed) of the electric vehicle, and corresponds to the running state (vehicle speed, planned route, etc.) of the electric vehicle. It is possible to estimate the timing of gear change. The shift operation estimated by the estimation unit 514 is not limited to the gear stage change destination (selection destination), the gear stage change (selection) timing, and the like.

The output control unit 516 controls the speaker 60, the indicator 62, and the like based on the estimation result of the estimation unit 514. In the present embodiment, the speaker 60 is configured to be able to guide the driver of the gear stage change destination and the gear stage change timing by a voice guide or the like at the time of a pseudo shift change by the driver. The speaker 60 is an example of a guidance device.

The indicator 62 is, for example, a shift indicator or the like. In the present embodiment, the indicator 62 changes the gear stage by indicating an upshift or a downshift with an arrow or the like at the time of a pseudo shift change by the driver, displaying the gear stage to be changed, or the like. It is configured so that the driver can be informed of the timing of changing the tip and gear stage. The indicator 62 is an example of a guide device. The guide device is not limited to this example, and may be, for example, a display device or the like.

As described above, in the present embodiment, the electric vehicle 10 has a clutch pedal 28 (which can pseudo-switch the connection and disconnection of torque from the rotary electric machine 2 to the drive wheel 8 (wheel) according to the operation by the driver. The clutch device), the shift lever 26 (shift device) that can select any one from a plurality of simulated gear stages by operating the clutch pedal 28 while the clutch pedal 28 is being operated, and the driver. Is provided with at least a speaker 60 and an indicator 62 (guidance device) capable of guiding the change destination of the gear stage or the timing of the change of the gear stage by operating the clutch pedal 28 and the shift lever 26 according to the vehicle speed.

According to such a configuration, for example, at least one of the speaker 60 and the indicator 62 can guide the driver to at least the gear stage change destination and the gear stage change timing according to the vehicle speed. Thereby, it is possible to provide the electric vehicle 10 in which the driver can learn and train the optimum shift operation of the MT vehicle according to the traveling state.

The electric vehicle 10 of the embodiment may adopt a modified embodiment as follows. Although some modifications will be described below, these modifications may have a structure in which they are appropriately combined.

[Modification 1]
The electric vehicle 10 is configured to be switchable between an MT traveling mode in which traveling is accompanied by a pseudo manual shifting operation and an EV traveling mode in which general EV traveling is performed without a pseudo manual shifting operation. May be good. In this case, the electric vehicle 10 may have a configuration for switching between the MT traveling mode and the EV traveling mode by a switch or the like.

Further, when the electric vehicle 10 is provided with an automatic driving function for autonomous driving to a destination, it may be provided with an autonomous driving mode for further autonomous driving in addition to the MT driving mode and the EV driving mode. According to such a configuration for switching the driving mode, the driving mode can be switched according to the purpose of use. Therefore, for example, when the electric vehicle 10 is used by three people, a father, a mother, and a child. , MT driving mode is selected when the father is driving, EV driving mode is selected when the mother is driving, and autonomous driving mode is selected when the child is driving. ..

[Modification 2]
In MT vehicles, the gear stage cannot be changed without depressing the clutch pedal. Therefore, in the electric vehicle 10 of this modification, in order to approach the actual operation feeling of the MT vehicle, the mode selection operation by operating the shift lever 26 is permitted only when the driver depresses the clutch pedal 28. May be. In such a configuration, for example, the ECU 50 permits writing to the memory 54 as the latest shift position only for the shift position Gp input when the clutch pedal depression amount Pc is larger than the predetermined depression amount Pct. Just do it.

In MT vehicles, the mode can usually be changed to the neutral position without depressing the clutch pedal. Therefore, in the electric vehicle 10 of the present modification, the mode may be changed to the neutral position regardless of whether the clutch pedal 28 is depressed or not, as in the MT vehicle. This makes it possible to get closer to the operational feeling of the manual shifting operation of the MT vehicle.

[Modification 3]
In the electric vehicle 10, the torque characteristics can be freely set as long as it is within the output range of the rotary electric machine 2. Therefore, the electric vehicle 10 of this modification is provided with a plurality of types of preset patterns of torque characteristics corresponding to a plurality of modes, and a configuration is provided so that the driver can select a favorite preset pattern from these preset patterns. It may be adopted.

FIG. 7 is a diagram illustrating the torque characteristics of the rotary electric machine 2 corresponding to a plurality of modes. This figure illustrates a first preset pattern of torque characteristics and a second preset pattern of torque characteristics set to a cross ratio rather than the first preset pattern. The memory 54 of the ECU 50 stores a gear ratio calculation map corresponding to the first preset pattern and a gear ratio calculation map corresponding to the second preset pattern, respectively. The driver operates the mode changeover switch in the vehicle to select a desired pattern. The pattern selection result is output to the ECU 50. The number of preset patterns of torque characteristics and the contents of the patterns are not limited.

In addition to the shift position Gp, the pattern selection result is input to the gear ratio calculation unit 508. The gear ratio calculation unit 508 calculates the gear ratio corresponding to the input shift position Gp by using the gear ratio calculation map corresponding to the pattern selection result. According to such a configuration, the driver can select a pattern of torque characteristics according to the mood of the day. This makes it possible to realize a driving sensation that matches the mood of the driver.

[Modification 4]
The torque characteristics corresponding to the plurality of modes may be configured to be arbitrarily set by the driver. In the following description, the process of setting the torque characteristic by the driver is referred to as "torque characteristic setting process", and the set torque characteristic pattern is referred to as "user preset pattern".

FIG. 8 is a block diagram showing a configuration and a function related to the torque characteristic setting process. As shown in FIG. 8, the user preset pattern can be set using, for example, the touch panel 70. The touch panel 70 includes an input device 72 that receives a contact operation on the display as input information, and an output device 74 that displays the output information on the display. The ECU 50 includes a torque characteristic setting unit 518 as a functional block for executing the torque characteristic setting process. The torque characteristic setting unit 518 sets a user preset pattern based on the input information input by the driver from the input device 72, and outputs the result to the output device 74.

FIG. 9 is a diagram showing an example of torque characteristic setting processing using the touch panel 70. In the torque characteristic setting process, the torque characteristic setting unit 518 causes the output device 74 of the touch panel 70 to display the base pattern of the torque characteristic curve as shown in FIG. The base pattern may be configured to be selected by the driver from the stored preset patterns, or the torque characteristic setting unit 518 may display an arbitrary base pattern.

When the driver performs an operation such as touch and drag on the torque curve of the base pattern displayed on the touch panel 70, the information is input to the torque characteristic setting unit 518 as input information. The torque characteristic setting unit 518 deforms the torque curve in the direction dragged by the driver based on the input information. The torque characteristic setting unit 518 causes the output device 74 to display the deformed torque curve. FIG. 9 illustrates a case where the driver changes the high rotation region of the 6th speed in the direction in which the driving force of the rotary electric machine increases. According to such a torque characteristic setting process, the driver can set an arbitrary user preset pattern according to his / her preference.

In the above-mentioned modification, the example in which the driver transforms the base pattern into an arbitrary pattern has been described, but the driver may set the pattern from 0 by using the input device 72 of the touch panel 70. Further, the input device 72 is not limited to the touch panel 70, and may be configured to use other input means such as button input and voice input.

[Modification 5]
The engine sound may be added to further enhance the feeling of driving an MT vehicle equipped with an engine. In such a configuration, for example, the ECU 50 may generate an engine sound corresponding to the virtual engine rotation speed Ne and output it from the speaker 60. The engine sound may be configured so that the driver can select a favorite engine sound from a plurality of types according to the engine model, for example. In this case, the ECU 50 may generate an engine sound that imitates the sound of the selected engine type based on the engine type (for example, V8) selected by the driver and the virtual engine rotation speed Ne. According to such a configuration, the driver can use the electric vehicle 10 in various ways such as enjoying the V8 sound while driving the electric vehicle 10. Further, since the engine sound is generated according to the virtual engine rotation speed Ne, it is possible to reproduce the engine sound in a situation such as an air blow or a half-clutch in an MT vehicle.

[Modification 6]
The electric vehicle 10 is not limited to a four-wheeled MT vehicle and may be configured as a two-wheeled MT vehicle. A typical two-wheeled MT vehicle is equipped with a hand-operated clutch lever and a foot-operated shift pedal. Therefore, in the two-wheeled vehicle as the electric vehicle 10, the shift pedal has the function of the shift device instead of the shift lever 26 of the four-wheeled vehicle, and the clutch device has the function of the clutch lever instead of the clutch pedal 28 of the four-wheeled vehicle. It may be configured to have. This makes it possible to simulate the manual shifting operation of the MT vehicle in the electric motorcycle.

Although the embodiments and modifications of the present invention have been exemplified above, the above-described embodiments and modifications are merely examples, and the scope of the invention is not intended to be limited. The above embodiments and modifications can be implemented in various other embodiments, and various omissions, replacements, combinations, and modifications can be made without departing from the gist of the invention. In addition, specifications such as each configuration and shape (structure, type, direction, type, size, length, width, thickness, height, number, arrangement, position, material, etc.) are changed as appropriate. Can be carried out.

2 ... Rotary electric machine 8 ... Drive wheels (wheels)
10 ... Electric vehicle 16 ... Inverter 26 ... Shift lever (shift device)
28 ... Clutch pedal (clutch device)
50 ... ECU (control device)
60 ... Speaker (guidance device)
62 ... Indicator (guidance device)

Claims (1)

A rotary electric machine that is supplied with power from an inverter and outputs torque transmitted to the wheels,
A clutch device that can pseudo-switch the connection and disconnection of torque from the rotary electric machine to the wheel according to the operation by the driver.
A shift device capable of selecting any one from a plurality of simulated gear stages by operating the clutch device while the clutch device is being operated.
A guidance device capable of instructing the driver at least the change destination of the gear stage or the timing of the change of the gear stage by operating the clutch device and the shift device according to the vehicle speed.
Equipped with an electric vehicle.

Images