JP7225671B2 - electric vehicle - Google Patents

Description

The present invention relates to electric vehicles.

Patent Literature 1 discloses a motor torque control device for an electric vehicle, which is intended to enable the driver to easily drive with the same feeling of accelerator operation without having a sense of incompatibility even when changing from an engine vehicle.

In order to achieve the above object, in this motor torque control device for an electric vehicle, the relationship between the accelerator operation amount and the torque generated in the drive wheels by the motor is the same as the torque characteristic of the engine vehicle driven by the engine. The motor torque is controlled so that

Japanese Patent Application Laid-Open No. 2002-142304

However, the electric vehicle described in Patent Document 1 has a configuration in which the motor is connected to a planetary gear type speed reducer, and the rotation of the motor is transmitted to the driving wheels via the speed reducer and the differential.

For this reason, the electric vehicle described in Patent Document 1 is not configured to allow the driver to shift gears by himself, so there is a problem that the driver cannot enjoy the operation by himself.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an electric vehicle capable of giving the driver the pleasure of operating the vehicle by himself/herself.

In order to achieve the above object, the present invention includes a motor as a driving force source, a manual transmission for outputting a variable speed rotation of the motor, and a control section for controlling the motor torque output from the motor. a driving mode of the vehicle, a first mode in which a shift stage of the manual transmission can be changed by a driver's operation; is an engine, the motor torque is output according to the characteristics of the engine torque output from the engine, and the torque characteristics of the motor torque are output according to the gear stage of the manual transmission selected by the driver. Have a configuration to change .

ADVANTAGE OF THE INVENTION According to this invention, the electric vehicle which can give a driver|operator the pleasure of operating by oneself can be provided.

FIG. 1 is a schematic block diagram of an electric vehicle according to a first embodiment of the invention. FIG. 2 is a graph showing output shaft torque characteristics of the manual transmission mounted on the electric vehicle according to the first embodiment of the present invention. FIG. 3 is a graph showing a modified example of the output shaft torque characteristic of the manual transmission mounted on the electric vehicle according to the first embodiment of the invention. FIG. 4 is a graph showing another modification of the output shaft torque characteristic of the manual transmission mounted on the electric vehicle according to the first embodiment of the invention. FIG. 5 is a flow chart showing the flow of processing executed by the controller of the electric vehicle according to the first embodiment of the present invention when the travel mode is switched from the ET mode to the EV mode. FIG. 6 is a flow chart showing the flow of processing executed by the controller of the electric vehicle according to the first embodiment of the present invention when the driving mode is switched from the EV mode to the ET mode. FIG. 7 is a graph showing output shaft torque characteristics of a manual transmission mounted on an electric vehicle according to the second embodiment of the invention. FIG. 8 is a flow chart showing the flow of processing when the driving mode is switched from the ET mode to the EV mode, which is executed by the control unit of the electric vehicle according to the second embodiment of the present invention. FIG. 9 is a flow chart showing the flow of processing executed by the controller of the electric vehicle according to the third embodiment of the present invention when the travel mode is switched from the ET mode to the EV mode.

An electric vehicle according to an embodiment of the present invention includes a motor as a driving force source, a manual transmission that outputs a variable speed rotation of the motor, and a control unit that controls motor torque output from the motor. , as a running mode of the vehicle, it has a first mode in which the shift stage of the manual transmission can be changed by the operation of the driver, and the control unit uses the engine as the driving force source when the first mode is selected. It is characterized in that the motor torque is output following the characteristics of the engine torque output from the engine in the case where the motor torque is output. As a result, the electric vehicle according to the embodiment of the present invention can give the driver the pleasure of operating the electric vehicle by himself/herself.

An electric vehicle according to an embodiment of the present invention will be described below.

(First embodiment)
As shown in FIG. 1, an electric vehicle 1 according to the present embodiment includes a motor 2 as a driving force source for running the electric vehicle 1, a manual transmission (hereinafter referred to as "MT") 3, an inverter 4, and a battery. 5 and . The electric vehicle 1 according to this embodiment can be applied to a motorcycle, a three-wheeled vehicle, a four-wheeled vehicle, or the like.

The motor 2 is connected to an inverter 4 and driven by, for example, three-phase AC power supplied from the inverter 4 . The motor 2 has a motor drive shaft 2a, and the motor drive shaft 2a is connected via a clutch 6 to an input shaft 3a of the MT3. The clutch 6 is provided in the power transmission path between the motor 2 and the MT3, and disconnects or connects the power transmission path.

The MT 3 includes an input shaft 3 a connected to the motor 2 via a clutch 6 and an output shaft 3 b connected to drive wheels 8 via a power transmission member 7 . A belt, a chain, a gear, a differential, or the like is used as the power transmission member 7 .

The MT 3 includes, for example, a plurality of constant mesh gear pairs (not shown) for establishing a plurality of gear stages, and a synchronization unit (not shown) for synchronizing any of the gear pairs with the input shaft 3a or the output shaft 3b. device.

The MT 3 configured in this manner changes the speed of the rotation output from the motor 2 at a gear ratio corresponding to one of a plurality of gear stages, and outputs the rotation to the drive wheels 8 via the power transmission member 7 .

Gear stages that can be established in MT3 include, for example, gear stages for running from 1st gear to 5th gear and reverse gear. The number of gear stages for traveling varies depending on the specifications of the electric vehicle 1, and is not limited to the first to fifth gear stages described above. Further, when the electric vehicle 1 is configured as a motorcycle, the reverse gear may be omitted.

The MT 3 is configured as a so-called AMT (Automated Manual Transmission), and an actuator 31 controlled by a control unit 41 engages and disengages the clutch 6 as a shift stage switching operation and a clutch operation in the MT 3. there is

The actuator 31 is provided in the MT3, and functions as a fixed part for fixing the gear stage of the MT3 to a predetermined gear stage in addition to the above-described switching of the gear stage and connection and disengagement of the clutch 6 . The actuator 31 fixes the gear stage of the MT 3 to a predetermined gear stage when receiving a command to fix the gear stage from the control unit 41 . As a configuration for fixing the gear stage to a predetermined gear stage, other than the actuator 31 described above, for example, a configuration for fixing the gear stage to a predetermined gear stage by disabling the shift operation in the shift device 12 may be used.

As the fixed predetermined gear stage, for example, it is preferable to set it as the highest gear stage (fifth gear stage in this embodiment) capable of handling from a low speed range to a high speed range. However, the predetermined gear stage is not limited to the highest gear stage, and a plurality of gear stages may be used according to the situation. may be used.

A clutch 6 is provided in the power transmission path between the motor 2 and the MT3. The clutch 6 switches between a transmission state in which power is transmitted between the motor 2 and MT3 and a cutoff state in which power transmission between the motor 2 and MT3 is cut off.

The inverter 4 is connected to the battery 5 and the motor 2 , converts the DC power of the battery 5 into AC power, and supplies the AC power to the motor 2 . The battery 5 is, for example, a secondary battery such as a lithium ion battery. Further, the inverter 4 has a control section 41 .

The control unit 41 is composed of a computer unit having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port. . The ROM of the control unit 41 stores various control constants, various maps such as a torque map, which will be described later, and a program for causing the computer unit to function as the control unit 41 . That is, the computer unit functions as the control section 41 by executing the program stored in the ROM by the CPU in the control section 41 .

The control unit 41 controls the motor torque output from the motor 2 by controlling, for example, the output voltage and frequency of the inverter 4 .

An accelerator 11, a shift device 12, an MT3, an actuator 31, a mode changeover switch 13, an EV mode indicator 14, an ET mode indicator 15, and a vehicle speed sensor 16 are connected to the inverter 4. FIG.

The accelerator 11 is designed to be operated by the driver, and transmits information indicating the amount of accelerator operation by the driver to the inverter 4 . The MT 3 transmits to the inverter 4 information indicating the currently established gear stage and the rotation speed of the input shaft 3 a or the output shaft 3 b of the MT 3 .

To the actuator 31 , a command to perform a gear change operation and a clutch operation, or a command to fix the gear is transmitted from the control unit 41 of the inverter 4 .

The shift device 12 is operated by the driver to switch gears in the MT3. As the shift device 12, for example, a shift lever, a shift pedal, or the like can be used. Vehicle speed sensor 16 detects the vehicle speed, which is the speed of electric vehicle 1 , and transmits the detected vehicle speed to inverter 4 .

The mode changeover switch 13 is a switch operated by the driver to switch the running mode of the electric vehicle 1 . The driving modes of the electric vehicle 1 include an ET mode as a first mode in which the driver can change the gear stage of the MT3 by operating the shift device 12, and an actuator 31 to change the gear stage of the MT3 to a predetermined one. There is an EV mode as a second mode in which the gear stage (in this embodiment, the 5th gear stage) is fixed.

The mode changeover switch 13 transmits to the inverter 4 running mode information indicating which of the ET mode and the EV mode is selected as the running mode of the electric vehicle 1 .

The EV mode indicator 14 and the ET mode indicator 15 are arranged, for example, near the speedometer so that the driver can see them while driving, and are composed of lamps that can be turned off, lit, and blinked. These indicators are not limited to lamps, and other display formats such as liquid crystal display and digital display may be used.

The EV mode indicator 14 notifies the driver that the EV mode is selected by turning on when the EV mode is selected as the running mode of the electric vehicle 1 .

The EV mode indicator 14 flashes to inform the driver that switching from the EV mode to the ET mode is possible. When the ET mode is selected as the running mode of the electric vehicle 1, the EV mode indicator 14 is extinguished.

The ET mode indicator 15 lights up when the ET mode is selected as the running mode of the electric vehicle 1 to inform the driver that the ET mode is selected.

The ET mode indicator 15 flashes to inform the driver that switching from the ET mode to the EV mode is possible. When the EV mode is selected as the running mode of the electric vehicle 1, the ET mode indicator 15 is extinguished.

When the ET mode is selected as the running mode of the electric vehicle 1, the control unit 41 controls the engine torque output from the engine that is not actually installed as the driving force source of the electric vehicle 1. For example, the output voltage and frequency of the inverter 4 are controlled so that the motor torque is output from the motor 2 following the characteristics of .

Specifically, the control unit 41 controls the motor torque of the motor 2 so that the torque conforms to the pseudo engine torque map pre-stored in the ROM. The pseudo engine torque map defines torque characteristics following the characteristics of the engine torque output from the engine, and is obtained experimentally in advance. The torque characteristics of the simulated engine torque map are similar to those of engine torque, in which the torque is low in the low speed range, increases as it moves toward the middle speed range, and decreases as it moves from the middle speed range to the high speed range. It is a characteristic that

When the EV mode is selected as the running mode of the electric vehicle 1 , the control unit 41 controls the inverter 4 so as to output a motor torque according to the torque characteristic specific to the motor 2 . Unlike the engine torque characteristics described above, the torque characteristics unique to the motor 2 are the characteristics of the torque that the motor 2 can originally output. It is a characteristic that the torque gradually decreases as it goes. The torque characteristics unique to the motor 2 differ depending on the specifications of the motor 2 mounted, and are not limited to the characteristics described above.

FIG. 2 is a graph showing the output shaft torque characteristic showing the relationship between the torque output from the MT 3, that is, the torque of the output shaft 3b, and the rotational speed of the output shaft 3b. In FIG. 2, the dashed-dotted line indicates the output shaft torque characteristic when the motor torque corresponding to the torque characteristic specific to the motor 2 is output in the EV mode. In FIG. 2, the solid line indicates the output shaft torque characteristic when the motor torque is output according to the pseudo engine torque map in the ET mode.

As shown in FIG. 2 , the output shaft torque characteristics in the EV mode are torque characteristics that are substantially the same as the torque characteristics inherent to the motor 2 . This is because the gear stage of the MT3 is fixed at a predetermined gear stage in the EV mode.

On the other hand, the output shaft torque characteristics in the ET mode are different for each gear stage in MT3, and the output shaft torque characteristic according to the gear ratio of each gear stage when the driving force source is the engine. It's becoming

In the present embodiment, one motor torque is output from the motor 2 in the ET mode regardless of the gear stage. The motor torque may be changed in stages. FIG. 3 shows an example of the output shaft torque characteristic when the motor torque is changed for each gear stage in the ET mode. As a result, the electric vehicle 1 can obtain torque characteristics that cannot be achieved by an engine vehicle using an engine as a driving force source.

Also, in the ET mode, when the control unit 41 determines that the selected gear stage is not appropriate and the required torque cannot be obtained (for example, when the vehicle is restarted after stopping, the gear stage with a low gear ratio is selected, or a shift stage with a low gear ratio is selected at the time of re-acceleration), the motor torque characteristic may be temporarily changed. In this case, the upper limit of the changed motor torque is set to the motor torque in the EV mode at the maximum. As a result, a situation in which the motor 2 stalls can be avoided, and the electric vehicle 1 can be started or accelerated.

Furthermore, by increasing the transmission gear ratio of the gear stage in MT3, as shown in FIG. 4, output shaft torque characteristics that can output torque in ET mode exceeding the torque of output shaft 3b in EV mode. can also

Next, with reference to FIG. 5, the flow of processing when the driving mode is switched from the ET mode to the EV mode will be described. The processing is executed by the control unit 41 .

As shown in FIG. 5, since the ET mode is selected, the control unit 41 turns off the EV mode indicator 14 and turns on the ET mode indicator 15 (step S1).

Next, the control unit 41 determines whether or not the gear stage of the MT3 is the 5th gear (step S2). When the control unit 41 determines that the gear stage of the MT3 is not the 5th gear stage, the control unit 41 returns to step S1 again.

When the control unit 41 determines that the gear stage of the MT3 is the 5th gear stage, the control unit 41 determines whether or not the vehicle speed is equal to or lower than a predetermined vehicle speed (step S3). The predetermined vehicle speed is a very low vehicle speed close to the stopped state. When the control unit 41 determines that the vehicle speed is not equal to or lower than the predetermined vehicle speed, the control unit 41 returns to step S1 again.

When the control unit 41 determines that the vehicle speed is equal to or lower than the predetermined vehicle speed, the control unit 41 blinks the EV mode indicator 14 while the ET mode indicator 15 is lit (step S4). This notifies the driver that switching to the EV mode is possible.

Next, the controller 41 determines whether or not the mode changeover switch 13 has been pressed (step S5). When the control unit 41 determines that the mode changeover switch 13 has not been pressed, the process returns to step S1 again.

When the control unit 41 determines that the mode changeover switch 13 has been pressed, it turns on the EV mode indicator 14 and turns off the ET mode indicator 15 (step S6). At this time, the gear stage in MT3 is fixed to the 5th gear stage which is a predetermined gear stage. As a result, the running mode is switched to the EV mode.

In this way, switching from the ET mode to the EV mode can be performed by the driver operating the mode switch when the vehicle is at a very low speed below a predetermined vehicle speed, or when the vehicle is stopped. The condition is that 13 has been pressed. The reason why one of the conditions is that the gear stage is the 5th gear stage is that the gear stage is fixed to the 5th gear stage, which is a predetermined gear stage, in the EV mode.

Next, with reference to FIG. 6, the flow of processing when the running mode is switched from the EV mode to the ET mode will be described. The processing is executed by the control unit 41 .

As shown in FIG. 6, since the EV mode is selected, the controller 41 turns on the EV mode indicator 14 and turns off the ET mode indicator 15 (step S11).

Next, the control unit 41 determines whether or not the vehicle speed is equal to or less than a predetermined vehicle speed (step S12). The predetermined vehicle speed is a very low vehicle speed close to the stopped state. When the control unit 41 determines that the vehicle speed is not equal to or lower than the predetermined vehicle speed, the control unit 41 returns to step S11 again.

When the control unit 41 determines that the vehicle speed is equal to or lower than the predetermined vehicle speed, the control unit 41 blinks the ET mode indicator 15 while the EV mode indicator 14 is lit (step S13). This informs the driver that switching to the ET mode is possible.

Next, the controller 41 determines whether or not the mode switch 13 has been pressed (step S14). When the control unit 41 determines that the mode changeover switch 13 has not been pressed, the process returns to step S11 again.

When the control unit 41 determines that the mode changeover switch 13 has been pressed, it turns off the EV mode indicator 14 and turns on the ET mode indicator 15 (step S15). At this time, the fixation of the shift stage in MT3 is released. As a result, the running mode is switched to the ET mode.

In this manner, switching from the EV mode to the ET mode is conditioned by the driver pressing the mode changeover switch 13 at a very low vehicle speed below a predetermined vehicle speed or in a stopped state.

As described above, in the electric vehicle 1 according to the present embodiment, when the ET mode is selected as the running mode, the motor torque is output from the motor 2 according to the pseudo engine torque map. The motor torque can be output from the motor 2 in accordance with the characteristics of . As a result, the electric vehicle 1 according to the present embodiment can give the driver the pleasure of operating the electric vehicle by himself/herself.

Further, in the electric vehicle 1 according to the present embodiment, when the EV mode is selected as the running mode, the gear stage of the MT 3 is fixed at a predetermined gear stage, and the motor torque corresponding to the torque characteristics unique to the motor 2 is generated. Since it is output, operation of the shift device 12 or the like is not required, and simple operation can be made possible. As a result, the electric vehicle 1 according to this embodiment can reduce the burden on the driver.

(Second embodiment)
Next, an electric vehicle according to a second embodiment will be described with reference to FIGS. 7 and 8. FIG. The second embodiment has the same configuration of the electric vehicle 1 as the first embodiment, but differs from the first embodiment in the process of switching the driving mode.

In the above-described first embodiment, switching from the ET mode to the EV mode is performed by the driver operating the mode changeover switch 13 when the gear stage is a predetermined gear stage and the vehicle speed is at a very low speed below the predetermined vehicle speed, or when the vehicle is stopped. was pressed.

If the conditions for switching from the ET mode to the EV mode are satisfied, there is a difference between the torque of the output shaft 3b in the ET mode and the torque of the output shaft 3b in the EV mode after switching. No big torque gap. Therefore, the driver does not feel uncomfortable when switching from the ET mode to the EV mode.

In the above-described first embodiment, the driving mode cannot be switched unless the vehicle speed is equal to or lower than the predetermined vehicle speed. cannot respond to However, if there is a large torque gap between the torque of the output shaft 3b in the ET mode and the torque of the output shaft 3b in the EV mode after switching, the driver will not be notified when switching from the ET mode to the EV mode. It may cause discomfort.

Therefore, in the second embodiment, the current gear stage and the gear stage after the driving mode switching are the same, and the current motor torque (hereinafter referred to as "current torque") in the ET mode and the driving mode switching The ET mode is switched to the EV mode when the deviation from the motor torque in the subsequent EV mode is within a mode transition area as a predetermined range.

As a result, in this embodiment, as shown in the circled area A in FIG. When it is small, that is, when there is no torque gap that makes the driver feel uncomfortable, switching from the ET mode to the EV mode can be performed.

Here, in this embodiment, the pseudo engine torque map is set so that the torque of the output shaft 3b at the 5th speed in the ET mode approaches the torque of the output shaft 3b in the EV mode. is desirable.

Next, with reference to FIG. 8, the flow of processing when the running mode is switched from the ET mode to the EV mode in this embodiment will be described. The processing is executed by the control unit 41 .

As shown in FIG. 8, since the ET mode is selected, the control unit 41 turns off the EV mode indicator 14 and turns on the ET mode indicator 15 (step S21).

Next, the control unit 41 determines whether or not the gear stage of the MT3 is the 5th gear (step S22). When the control unit 41 determines that the gear stage of the MT3 is not the 5th gear stage, the control unit 41 returns to step S21 again.

When the control unit 41 determines that the gear stage of the MT3 is the 5th gear stage, it determines whether or not the current torque is within the mode transition area (step S23). When the control unit 41 determines that the current torque is not within the mode transition area, the control unit 41 returns to step S21 again.

When the control unit 41 determines that the current torque is within the mode transition area, the EV mode indicator 14 blinks while the ET mode indicator 15 is lit (step S24). This notifies the driver that switching to the EV mode is possible.

Next, the control section 41 determines whether or not the mode changeover switch 13 has been pressed (step S25). If the control unit 41 determines that the mode changeover switch 13 has not been pressed, the process returns to step S21 again.

When the control unit 41 determines that the mode changeover switch 13 has been pressed, it turns on the EV mode indicator 14 and turns off the ET mode indicator 15 (step S26). At this time, the gear stage in MT3 is fixed to the 5th gear stage which is a predetermined gear stage. As a result, the running mode is switched to the EV mode.

As described above, in the electric vehicle 1 according to the present embodiment, the current gear stage and the gear stage after the running mode switching are the same, and the motor torque in the ET mode and the motor torque in the EV mode after the running mode switching When the deviation from the motor torque is within the mode transition area, the ET mode is switched to the EV mode.

As a result, when the electric vehicle 1 according to the present embodiment is switched from the ET mode to the EV mode, a large torque gap is generated between the current torque of the output shaft 3b and the post-switching torque of the output shaft 3b. Therefore, it is possible to prevent the driver from feeling uncomfortable due to the torque gap.

In addition, since the electric vehicle 1 according to the present embodiment does not have the condition that the vehicle speed is equal to or lower than the predetermined vehicle speed as a condition for switching the running mode, even if the electric vehicle 1 is running at a speed exceeding the predetermined vehicle speed, Mode switching can be performed. As a result, compared with the first embodiment, it is possible to extend the timing at which the driving mode can be switched, and it is possible to immediately respond to the driver's request for switching the driving mode.

Note that the present embodiment and the first embodiment may be combined. That is, when the vehicle speed is equal to or less than the predetermined vehicle speed, the driving mode switching processing in the first embodiment as shown in FIG. 5 is executed, and when the vehicle speed exceeds the predetermined vehicle speed, the processing shown in FIG. You may make it perform the process of the switching of driving modes in this Example. In this case, the timing at which the driving mode can be switched can be further expanded.

(Third embodiment)
Next, an electric vehicle according to a third embodiment will be described with reference to FIG. The third embodiment has the same configuration of the electric vehicle 1 as the first embodiment, but differs from the first and second embodiments in the process of switching the driving mode.

In the above-described second embodiment, the current gear stage and the gear stage after the driving mode switching are the same, and the deviation between the motor torque in the ET mode and the motor torque in the EV mode after the driving mode switching is the mode The configuration allows switching from the ET mode to the EV mode when the vehicle is within the transition area.

For this reason, in the second embodiment, if the deviation between the motor torque in the ET mode and the motor torque in the EV mode after switching the running mode does not fall within the mode transition area, switching from the ET mode to the EV mode is performed. Therefore, it is not possible to flexibly respond to the driver's request for switching the driving mode.

Therefore, in the third embodiment, when the current gear stage and the gear stage after switching the running mode are the same, the deviation between the current torque and the motor torque in the EV mode after switching the running mode is defined as a predetermined range. If it is not within the mode transition area, the motor torque is controlled so that the deviation between the current torque and the motor torque after the driving mode switching is reduced.

As a result, even if the torque of the output shaft 3b (indicated by the dashed line in FIG. 7) at the 5th speed in the ET mode diverges from the torque of the output shaft 3b in the EV mode after switching. , the torque of the output shaft 3b in the ET mode can gradually approach the torque of the output shaft 3b in the EV mode after switching. Thereafter, when the deviation between the current torque and the motor torque in the EV mode after switching the running mode falls within the mode transition area, the ET mode is switched to the EV mode.

Next, with reference to FIG. 9, the flow of processing when the running mode is switched from the ET mode to the EV mode in this embodiment will be described. The processing is executed by the control unit 41 .

As shown in FIG. 9, since the ET mode is selected, the control unit 41 turns off the EV mode indicator 14 and turns on the ET mode indicator 15 (step S31).

Next, the control unit 41 determines whether or not the gear stage of the MT3 is the 5th gear (step S32). When the control unit 41 determines that the gear stage of the MT3 is not the 5th gear stage, the control unit 41 returns to step S31 again.

When the control unit 41 determines that the gear stage of the MT3 is the 5th gear stage, it determines whether or not the current torque is within the mode transition area (step S33). When the control unit 41 determines that the current torque is not within the mode change area, the process proceeds to step S37.

At step S37, the control unit 41 determines whether or not there is a request from the driver. Whether or not there is a request from the driver is determined, for example, by whether or not the mode changeover switch 13 is repeatedly pressed or pressed for a long time. When the mode changeover switch 13 is repeatedly pressed or pressed long, the control unit 41 determines that there is a request from the driver to change the driving mode.

If the controller 41 determines in step S37 that there is no request from the driver, the process returns to step S31 again. If the controller 41 determines in step S37 that there is a request from the driver, it temporarily changes the motor torque characteristics in the ET mode (step S38).

Specifically, the inverter 4 is controlled so that the current torque is gradually brought closer to the motor torque in the EV mode after the running mode switching. After that, the control unit 41 returns to step S31 again.

When the control unit 41 determines in step S33 that the current torque is within the mode transition area, the EV mode indicator 14 blinks while the ET mode indicator 15 is lit (step S34). This notifies the driver that switching to the EV mode is possible.

Next, the controller 41 determines whether or not the mode switch 13 has been pressed (step S35). When the control unit 41 determines that the mode changeover switch 13 has not been pressed, the process returns to step S31 again.

When the control unit 41 determines that the mode changeover switch 13 has been pressed, it turns on the EV mode indicator 14 and turns off the ET mode indicator 15 (step S36). At this time, the gear stage in MT3 is fixed to the 5th gear stage which is a predetermined gear stage. As a result, the running mode is switched to the EV mode.

As described above, in the electric vehicle 1 according to the present embodiment, the current gear stage and the gear stage after the running mode switching are the same, and the motor torque in the ET mode and the motor torque in the EV mode after the running mode switching When the deviation from the motor torque is within the mode transition area, the ET mode is switched to the EV mode.

As a result, when the electric vehicle 1 according to the present embodiment is switched from the ET mode to the EV mode, a large torque gap is generated between the current torque of the output shaft 3b and the post-switching torque of the output shaft 3b. Therefore, it is possible to prevent the driver from feeling uncomfortable due to the torque gap.

In addition, since the electric vehicle 1 according to the present embodiment does not have the condition that the vehicle speed is equal to or lower than the predetermined vehicle speed as a condition for switching the running mode, even if the electric vehicle 1 is running at a speed exceeding the predetermined vehicle speed, Mode switching can be performed. As a result, compared with the first embodiment, it is possible to extend the timing at which the driving mode can be switched, and it is possible to immediately respond to the driver's request for switching the driving mode.

Furthermore, when the deviation between the current torque and the motor torque in the EV mode after switching the driving mode is not within the mode transition area, the electric vehicle 1 according to the present embodiment has a deviation between the current torque and the motor torque after switching the driving mode. Since the motor torque is controlled so as to reduce the ET mode, switching from the ET mode to the EV mode can be performed without being restricted by the running state of the electric vehicle 1 .

Note that the present embodiment and the first embodiment may be combined. That is, when the vehicle speed is equal to or less than the predetermined vehicle speed, the traveling mode switching processing in the first embodiment as shown in FIG. 5 is executed, and when the vehicle speed exceeds the predetermined vehicle speed, the processing shown in FIG. You may make it perform the process of the switching of driving modes in this Example. In this case, the timing at which the driving mode can be switched can be further expanded.

Although embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

1 Electric Vehicle 2 Motor 3 Manual Transmission 4 Inverter 5 Battery 6 Clutch 7 Power Transmission Member 8 Driving Wheel 11 Accelerator 12 Shift Device 13 Mode Switch 14 EV Mode Indicator 15 ET Mode Indicator 16 Vehicle Speed Sensor 31 Actuator (Fixed Part)
41 control unit

Claims (4)

a motor as a driving force source;
a manual transmission that changes and outputs the rotation of the motor;
a control unit that controls the motor torque output from the motor,
As a driving mode of the vehicle, the vehicle has a first mode in which the shift stage of the manual transmission can be changed by a driver's operation,
When the first mode is selected, the control unit outputs the motor torque according to the characteristics of the engine torque output from the engine when the driving force source is the engine, An electric vehicle , wherein a torque characteristic of the motor torque is changed in accordance with a selected gear stage of the manual transmission . A fixing part for fixing the manual transmission to a predetermined gear stage,
The running mode further includes a second mode in which the gear stage of the manual transmission is fixed to the predetermined gear stage by the fixing portion,
2. The electric vehicle according to claim 1 , wherein, when said second mode is selected, said control unit outputs said motor torque according to torque characteristics unique to said motor. When the current gear stage and the gear stage after the running mode switching are the same, and the deviation between the current motor torque and the motor torque after the running mode switching is within a predetermined range, the control unit 3. The electric vehicle according to claim 2 , wherein the driving modes are switched. The control unit controls the motor torque so that the deviation becomes smaller when the current gear stage and the gear stage after the driving mode switching are the same and the deviation is not within the predetermined range. The electric vehicle according to claim 3 , characterized by:

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