阅读说明：本技术 电动车辆的控制装置以及控制方法 (Control device and control method for electric vehicle ) 是由 川崎大治郎 山中聪 大坪秀显 于 2020-02-18 设计创作，主要内容包括：本发明提供一种电动车辆的控制装置以及控制方法,该电动车辆具备：马达；驱动轮；以及换档装置,由驾驶员操作,选择性地设定行驶位置和非行驶位置这二个体系的档位,在该行驶位置,将所述马达的输出扭矩传递给所述驱动轮而产生驱动力,在该非行驶位置,不将所述输出扭矩传递给所述驱动轮而不产生所述驱动力,其中,在所述驾驶员切换所述档位时,控制器使所述马达输出使所述驾驶员感受到与所述档位的切换相伴的车辆行为的变化的信号扭矩。(The present invention provides a control device and a control method for an electric vehicle, the electric vehicle including: a motor; a drive wheel; and a shift device that is operated by a driver to selectively set a shift position in two systems of a travel position in which an output torque of the motor is transmitted to the drive wheels to generate a drive force and a non-travel position in which the output torque is not transmitted to the drive wheels to generate the drive force, wherein when the driver switches the shift position, the controller causes the motor to output a signal torque that causes the driver to feel a change in vehicle behavior accompanying the switching of the shift position.)

1. A control device for an electric vehicle, the electric vehicle comprising: a driving force source having at least a motor; a drive wheel; a shift device that is operated by a driver to selectively set a two-stage shift position of a travel position in which an output torque of the drive power source is transmitted to the drive wheels to generate drive power and a non-travel position in which the output torque is not transmitted to the drive wheels to generate the drive power; and a sensor that detects the shift position set with the shift device,

the control device of an electric vehicle is characterized in that,

includes a controller that controls the motor according to the gear detected by the sensor,

when the driver switches the gear position, the controller causes the motor to output a signal torque that causes the driver to feel a change in vehicle behavior accompanying the switching of the gear position.

2. The control device of an electric vehicle according to claim 1,

the signal torque is an output torque of the motor that generates a vibration that the driver can feel while maintaining a stopped state or a running state of the electric vehicle.

3. The control device of an electric vehicle according to claim 1 or 2,

the controller causes the motor to output the signal torque when the driver switches the shift position from the non-running position to the running position.

4. The control device of an electric vehicle according to claim 3,

the controller causes the motor to output the signal torque in the same direction as a rotational direction of a driving torque that drives the electric vehicle at the switched travel position.

5. The control device of an electric vehicle according to claim 4,

the controller causes the motor to output the signal torque in a direction opposite to a rotational direction of the driving torque after causing the motor to output the signal torque in the same direction as the rotational direction of the driving torque.

6. The control device of an electric vehicle according to any one of claims 3 to 5,

the sensor detects an acceleration of the electric vehicle,

in a case where a disturbance acceleration due to a disturbance applied to the electric vehicle is generated before the shift position is switched to the running position, the controller causes the motor to output the signal torque that generates the acceleration greater than the disturbance acceleration.

7. The control device of an electric vehicle according to any one of claims 3 to 6,

the control device for the electric vehicle is provided with a brake device for generating a braking torque for braking the electric vehicle,

the controller controls the brake device to generate the braking torque larger than the signal torque when the motor outputs the signal torque in a state where the electric vehicle is stopped.

8. The control device of an electric vehicle according to claim 1 or 2,

the controller causes the motor to output the signal torque when the driver switches the shift position from the drive position to the non-drive position.

9. The control device of an electric vehicle according to claim 1 or 2,

when the driver switches the shift position between the travel position at which the electric vehicle is advanced and the travel position at which the electric vehicle is retracted, the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque that drives the electric vehicle at the travel position after the switching.

10. The control device of an electric vehicle according to claim 9,

the controller causes the motor to output the signal torque in a direction opposite to a rotational direction of the driving torque after causing the motor to output the signal torque in the same direction as the rotational direction of the driving torque.

11. The control device of an electric vehicle according to any one of claims 1 to 10,

the sensor detects a time when the signal torque is output by the motor,

the controller ends the output of the signal torque when a predetermined time elapses after the start of the output of the signal torque.

12. The control device of an electric vehicle according to any one of claims 1 to 10,

the sensor detects an acceleration of the electric vehicle,

the controller ends the output of the signal torque when the acceleration equal to or greater than a predetermined acceleration is generated after the output of the signal torque is started.

13. A method for controlling an electric vehicle, the electric vehicle comprising: a driving force source having at least a motor; a drive wheel; a shift device that is operated by a driver to selectively set a two-stage shift position of a travel position in which an output torque of the drive power source is transmitted to the drive wheels to generate drive power and a non-travel position in which the output torque is not transmitted to the drive wheels to generate the drive power; a sensor that detects the gear position set with the shift device; and a controller that controls the motor according to the shift position detected by the sensor,

the control method of an electric vehicle is characterized in that,

when the driver switches the gear position, the motor is caused to output a signal torque that causes the driver to feel a change in vehicle behavior accompanying the switching of the gear position.

Technical Field

The present invention relates to a control device and a control method for an electric vehicle that starts and travels using torque output from a motor, using at least the motor as a drive power source.

Background

Japanese patent application laid-open publication No. 2011-250648 describes a backlash reduction control device for an electric vehicle for the purpose of reducing backlash in a motor-to-drive wheel drive system. The electric vehicle described in japanese patent application laid-open No. 2011-250648 travels by transmitting the output torque of the motor to the drive wheels in accordance with the gear selected by the shift operation of the driver. The electric vehicle can perform so-called "creep running" at an extremely low speed by using a minute output torque (creep torque) of the motor. Further, while the predetermined permission condition is satisfied, creep cancellation (creeping-cut) is executed to set the creep torque of the motor to 0. Further, in the backlash reducing control device described in japanese patent application laid-open publication No. 2011-250648, when the selected shift position is a travel position such as a D (forward) position or an R (reverse) position during execution of the creep cancellation, a very small torque (backlash reducing torque) in the same direction as the driving direction at the travel position is output by the motor. Thus, during execution of the creep cancellation, the backlash in the drive system is reduced by the backlash reduction torque, and it is possible to suppress the occurrence of gear rattling noise or vibration when the creep running after the end of the creep cancellation is resumed, or when the vehicle is normally started or accelerated.

Disclosure of Invention

As described above, the electric vehicle described in japanese patent application laid-open No. 2011-250648 performs creep running using a minute creep torque output from the motor. Accordingly, for example, in a braking state where a brake switch is ON (ON) and a parking state where a vehicle speed is equal to or less than a predetermined value, creep cancellation, that is, output of creep torque by the motor is stopped, is performed. By performing such creep cancellation, the power consumption of the motor can be reduced. However, in a vehicle that performs creep cancellation as described in japanese patent application laid-open No. 2011-250648 or a vehicle that does not output creep torque in the first place, when the driver switches from a non-travel position such as an N (neutral) position or a P (parking) position to a travel position such as a D position or an R position, the driver may feel uncomfortable or inattentive.

For example, in a conventional general vehicle having an engine as a driving force source and an automatic transmission mounted thereon, an output torque of the engine is transmitted to drive wheels via a torque converter and the automatic transmission. Therefore, while the engine is operating, creep torque is always generated by the action of the torque converter. Therefore, when the driver switches from the non-running position to the running position, the creep torque whose torque transmission has been interrupted before is transmitted to the drive wheels, and the drive force fluctuates. The driver can recognize that the shift position has been appropriately changed to the travel position by sensing the variation in the driving force. In contrast, in the vehicle that does not output the creep torque or the vehicle that performs the creep cancellation as described above, when the driver switches from the non-travel position to the travel position, the driving force does not fluctuate due to the creep torque as in the conventional art. Therefore, when the driver switches from the non-travel position to the travel position, the driver cannot feel that the travel position is set. Therefore, for example, in the case where the driver who has been accustomed to driving the vehicle that generates creep torque in general in the past switches from the non-running position to the running position in the vehicle that does not output creep torque or the vehicle that performs creep cancellation as described above, the driver may feel uncomfortable without any change in the behavior of the vehicle or feel uneasy as to whether or not the shift is correctly performed.

The invention provides a control device and a control method for an electric vehicle, which can not cause the driver to feel uncomfortable or careless and can properly execute the gear shifting operation even if the electric vehicle does not output the creep torque or the electric vehicle cancels the creep.

A 1 st aspect of the present invention provides a control device for an electric vehicle, the electric vehicle including: a driving force source having at least a motor; a drive wheel; a shift device that is operated by a driver to selectively set a two-stage shift position of a travel position in which an output torque of the drive power source is transmitted to the drive wheels to generate drive power and a non-travel position in which the output torque is not transmitted to the drive wheels to generate the drive power; and a sensor that detects the shift position set with the shift device. The control device includes a controller that controls the motor according to the gear position detected by the sensor. When the driver switches the gear position, the controller causes the motor to output a signal torque that causes the driver to feel a change in vehicle behavior accompanying the switching of the gear position.

In this aspect, the following may be provided: the signal torque is an output torque of the motor that generates a vibration that the driver can feel while maintaining a stopped state or a running state of the electric vehicle.

In this aspect, the following may be provided: the controller causes the motor to output the signal torque when the driver switches the shift position from the non-running position to the running position.

In this aspect, the following may be provided: the controller causes the motor to output the signal torque in the same direction as a rotational direction of a driving torque that drives the electric vehicle at the switched travel position.

In this aspect, the following may be provided: the controller causes the motor to output the signal torque in a direction opposite to a rotational direction of the driving torque after causing the motor to output the signal torque in the same direction as the rotational direction of the driving torque.

In this aspect, the following may be provided: the sensor detects acceleration of the electric vehicle. In this embodiment, it is also possible to: in a case where a disturbance acceleration due to a disturbance applied to the electric vehicle is generated before the shift position is switched to the running position, the controller causes the motor to output the signal torque that generates the acceleration greater than the disturbance acceleration.

In this aspect, the following may be provided: the electric vehicle is provided with a brake device that generates a braking torque for braking the electric vehicle. In this embodiment, the following may be provided: the controller controls the brake device to generate the brake torque larger than the signal torque when the motor outputs the signal torque in a state where the electric vehicle is stopped.

In this aspect, the following may be provided: the controller causes the motor to output the signal torque when the driver switches the shift position from the drive position to the non-drive position.

In this aspect, the following may be provided: when the driver switches the shift position between the travel position at which the electric vehicle is advanced and the travel position at which the electric vehicle is retracted, the controller causes the motor to output the signal torque in the same direction as a rotational direction of a drive torque that drives the electric vehicle at the travel position after the switching.

In this aspect, the following may be provided: the controller causes the motor to output the signal torque in a direction opposite to a rotational direction of the driving torque after causing the motor to output the signal torque in the same direction as the rotational direction of the driving torque.

In this aspect, the following may be provided: the sensor detects a time when the motor outputs the signal torque. In this embodiment, it is also possible to: the controller ends the output of the signal torque when a predetermined time elapses after the start of the output of the signal torque.

In this aspect, the following may be provided: the sensor detects acceleration of the electric vehicle. In this embodiment, it is also possible to: the controller ends the output of the signal torque when the acceleration equal to or greater than a predetermined acceleration is generated after the output of the signal torque is started.

In the control device for an electric vehicle according to this aspect, when the driver switches the shift range, a signal torque for making the driver feel that the shift range has been switched is output for an electric vehicle that does not output creep torque or an electric vehicle that cancels creep. The output torque of the motor is controlled to produce a change in the behavior of the vehicle that can be felt by the driver from the signal torque. In a general vehicle in which an output torque of an engine is transmitted to drive wheels via a torque converter and an automatic transmission, a creep torque is inevitably generated, and when a driver switches a gear, a change in vehicle behavior or vibration due to the creep torque is generated. Therefore, the driver recognizes that the shift position has been switched by feeling such a change in the behavior of the vehicle. On the other hand, in an electric vehicle that does not output creep torque or an electric vehicle that performs creep cancellation, when the driver switches the shift position, no change in vehicle behavior due to creep torque occurs. That is, no change in the behavior of the vehicle accompanying the shift position switching occurs. In contrast, according to the control device for an electric vehicle in the present aspect, when the driver switches the shift position, the driver can be made aware of a change in the vehicle behavior by the signal torque output from the motor. Therefore, even in the case of an electric vehicle that does not output creep torque or an electric vehicle that performs creep cancellation, the driver does not feel uncomfortable and distracted, and can appropriately switch the shift range with the same feel as that of driving a conventional vehicle.

In the control device for an electric vehicle according to this aspect, the signal torque is an output torque of a motor that generates vibration of the electric vehicle that can be felt by a driver without changing a running state or a stop state of the electric vehicle. For example, when the driver switches the shift position while the electric vehicle is stopped, the electric vehicle does not start, maintains the stopped state at that time, and generates vibration associated with the shift position switching. Alternatively, when the driver switches the shift position while the electric vehicle is running, the electric vehicle maintains the running state at that time without accelerating or decelerating, and generates vibration accompanying the shift position switching. Therefore, when the shift position is switched, the driver appropriately and reliably feels the vibration accompanying the shift position switching as described above. Therefore, according to the control device for an electric vehicle in this aspect, even if the electric vehicle does not output creep torque or the electric vehicle performs creep cancellation, the driver does not feel uncomfortable or relieved, and the shift operation can be appropriately performed with the same feeling as that of driving a conventional vehicle.

Further, according to the control device of the electric vehicle in this aspect, when the driver switches the shift position from the non-travel position such as the N position or the P position to the travel position such as the D position or the R position, the driver can be made aware of the change in the vehicle behavior or the vibration by the signal torque output from the motor. Therefore, when the driver selects the traveling position and starts the electric vehicle, for example, the driver can appropriately switch the shift position with the same feeling as that of driving a conventional vehicle without feeling uncomfortable or distracted.

Further, according to the control device of the electrically powered vehicle in this aspect, when the driver switches the shift position from the non-travel position such as the N position or the P position to the travel position such as the D position or the R position, the motor outputs the signal torque as described above. In this case, the motor is controlled so as to output a signal torque in the same rotational direction as the driving torque for running the electric vehicle. For example, when the shift position is switched to the D position, a signal torque in a rotational direction for advancing the electric vehicle is output. When the shift position is switched to the R position, a signal torque in a rotational direction for retracting the electric vehicle is output. Therefore, when the driver selects the traveling position and travels the electric vehicle, the driver can feel and recognize the traveling direction thereafter. Therefore, the driver does not feel uncomfortable or careless, and can appropriately switch the shift position with a feeling closer to the feeling of driving a conventional vehicle.

Further, the "backlash reduction torque" in the backlash reduction control device for an electric vehicle described in the above-mentioned japanese patent application laid-open No. 2011-250648 is a torque in the same rotational direction as the driving torque for running the electric vehicle, as in the above-mentioned "signal torque". However, as described above, the "signal torque" in the aspect of the present invention is a torque for making the driver feel a change in the behavior of the vehicle or a vibration, whereas the "backlash reducing torque" described in japanese patent application laid-open publication 2011-250648 is a torque for reducing the backlash of the power train and avoiding the driver from feeling a shock or a vibration. Therefore, "backlash reducing torque" described in japanese patent application laid-open publication No. 2011-250648 is an extremely small torque for reducing backlash of the power train without generating shock. In other words, "backlash reducing torque" described in japanese patent application laid-open No. 2011-250648 is torque for avoiding generation of a change in vehicle behavior or vibration of the vehicle that can be felt by the driver. In contrast, the "signal torque" in this aspect is a torque for generating a change in vehicle behavior or vibration that can be felt by the driver in a range in which the running state or the stopped state of the electric vehicle is not changed, and is a relatively large torque. Therefore, the "signal torque" in this embodiment is different from the "backlash reducing torque" described in japanese patent application laid-open publication 2011-250648 in the torque properties, the magnitude, and the like of both.

Further, according to the control device of the electric vehicle in this aspect, as described above, it is possible to: when the driver switches the shift position from the non-running position to the running position, the signal torque in the same rotational direction as the running direction of the electric vehicle is output as described above, and then the signal torque in the opposite rotational direction to the running direction of the electric vehicle is output. Therefore, the signal torque output in this case becomes a so-called alternating load (or an alternating load), and the driver is likely to feel a change in the behavior of the vehicle or vibration caused by such a signal torque. Therefore, when the driver selects the traveling position and travels the electric vehicle, the driver can reliably sense and recognize the traveling direction thereafter.

Further, according to the control device of the electric vehicle in this aspect, for example, it is possible to provide: when an electric vehicle is disturbed, such as when the electric vehicle is stopped on a vibrating bridge or when the electric vehicle is stopped by exposure to strong wind, a signal torque larger than that in a normal time without disturbance is output to generate an acceleration exceeding a disturbance acceleration generated in the electric vehicle due to the disturbance. Thus, even when the disturbance occurs as described above when the driver switches the shift position, the driver can reliably feel the change in the vehicle behavior or the vibration by the signal torque output from the motor.

Further, according to the control device for an electric vehicle in this aspect, it is possible to provide: when the signal torque is output by the motor, the braking device is controlled to generate a braking torque exceeding the signal torque. Thus, when the signal torque for making the driver feel that the shift position is switched is output in the state where the electric vehicle is stopped, the stopped state of the electric vehicle can be reliably maintained by the braking force generated by the brake device. Therefore, the driver can be appropriately made to feel the change in the vehicle behavior or the vibration by the signal torque output from the motor.

Further, according to the control device of the electric vehicle in this aspect, when the driver switches the shift position from the traveling position such as the D position or the R position to the non-traveling position such as the N position or the P position, the driver can be made to feel the change in the vehicle behavior or the vibration by the signal torque output from the motor. Therefore, for example, when the driver selects the N position during traveling and coasts the electric vehicle, the driver can feel and recognize that the position is switched from the traveling position to the N position. Therefore, the shift position can be appropriately switched with the same feeling as that of driving a conventional vehicle.

Further, according to the control device of the electric vehicle in this aspect, when the driver switches the shift position between the traveling position where the electric vehicle is advanced, such as the D position or the B (brake) position, and the traveling position where the electric vehicle is retracted, such as the R position, the driver can be made aware of the change in the vehicle behavior or the vibration by the signal torque output from the motor. In this case, the motor is controlled to output a signal torque in the same rotational direction as the driving torque for running the electric vehicle. For example, when the shift position is switched to the D position, a signal torque in a rotational direction for advancing the electric vehicle is output. When the shift position is switched to the R position, a signal torque in a rotational direction for retracting the electric vehicle is output. Therefore, when the driver selects the traveling position and travels the electric vehicle, the driver can feel and recognize the traveling direction thereafter. Therefore, the driver does not feel uncomfortable or careless, and can appropriately switch the shift position with a feeling closer to the feeling of driving a conventional vehicle.

Further, according to the control device of the electric vehicle in this aspect, as described above, it is possible to: when the driver switches the shift position between, for example, the D position and the R position, the signal torque in the same rotational direction as the traveling direction of the electric vehicle is output as described above, and then the signal torque in the opposite rotational direction to the traveling direction of the electric vehicle is output. Therefore, the signal torque output in this case becomes a so-called alternating load (or an alternating load), and the driver is likely to feel a change in the behavior of the vehicle or vibration caused by such a signal torque. Therefore, when the driver selects the traveling position and travels the electric vehicle, the driver can reliably sense and recognize the traveling direction thereafter.

Further, according to the control device of the electric vehicle in this aspect, the motor can be caused to output the signal torque as described above only for a predetermined period of time. The predetermined time at this time can be set in advance to, for example, the shortest time at which the driver can feel the change in the vehicle behavior or the vibration caused by the signal torque. Therefore, the power consumption of the motor when the signal torque is output can be suppressed, and the energy efficiency of the electric vehicle can be improved.

In the control device for an electric vehicle according to this aspect, for example, the following may be provided: the minimum acceleration at which the driver can feel the change in the behavior of the vehicle or the vibration due to the signal torque is set as a threshold value in advance, and the output of the signal torque by the motor is terminated at a point in time when the acceleration generated by the signal torque exceeds the acceleration of the threshold value. According to the control device for an electric vehicle in this aspect, the motor can be caused to output the signal torque as described above only for the minimum necessary magnitude and period. Therefore, the power consumption of the motor when the signal torque is output can be suppressed, and the energy efficiency of the electric vehicle can be improved.

A 2 nd aspect of the present invention provides a method for controlling an electric vehicle, the electric vehicle including: a driving force source having at least a motor; a drive wheel; a shift device that is operated by a driver to selectively set a two-stage shift position of a travel position in which an output torque of the drive power source is transmitted to the drive wheels to generate drive power and a non-travel position in which the output torque is not transmitted to the drive wheels to generate the drive power; a sensor that detects the gear position set with the shift device; and a controller that controls the motor according to the shift position detected by the sensor. The control method comprises the following steps: when the driver switches the gear position, the motor is caused to output a signal torque that causes the driver to feel a change in vehicle behavior accompanying the switching of the gear position.

Drawings

Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and wherein:

fig. 1 is a diagram showing an example of a configuration (a drive system and a control system) of an electric vehicle to which the present invention is applied.

Fig. 2 is a flowchart for explaining an example (embodiment 1) of control performed by a controller of an electric vehicle in the present invention.

Fig. 3 is a time chart for explaining the behavior of the vehicle when the control of embodiment 1 shown in the flowchart of fig. 2 is executed.

Fig. 4 is a flowchart for explaining an example of the derived control of embodiment 1 shown in the flowchart of fig. 2.

Fig. 5 is a flowchart for explaining an example (embodiment 2) of control performed by a controller of an electric vehicle in the present invention.

Fig. 6 is a time chart for explaining the behavior of the vehicle when the control of embodiment 2 shown in the flowchart of fig. 5 is executed.

Fig. 7 is a flowchart for explaining an example (embodiment 3) of control performed by the controller of the electric vehicle in the present invention.

Fig. 8 is a time chart for explaining the behavior of the vehicle when the control of embodiment 3 shown in the flowchart of fig. 7 is executed.

Fig. 9 is a flowchart for explaining an example (embodiment 4) of control performed by the controller of the electric vehicle in the present invention.

Fig. 10 is a time chart for explaining the behavior of the vehicle when the control of embodiment 4 shown in the flowchart of fig. 9 is executed.

Fig. 11 is a timing chart for explaining an example of the control derived in embodiment 4 shown in the flowchart of fig. 9 and the timing chart of fig. 10.

Fig. 12 is a flowchart for explaining an example (embodiment 5) of control executed by a controller of an electric vehicle in the present invention.

Fig. 13 is a time chart for explaining the behavior of the vehicle when the control of embodiment 5 shown in the flowchart of fig. 12 is executed.

Fig. 14 is a flowchart for explaining an example of control of derivation of embodiment 5 shown in the flowchart of fig. 12 and the timing chart of fig. 13.

Fig. 15 is a flowchart for explaining an example (embodiment 6) of control executed by a controller of an electric vehicle in the present invention.

Fig. 16 is a time chart for explaining the behavior of the vehicle when the control of embodiment 6 shown in the flowchart of fig. 15 is executed.

Fig. 17 is a flowchart for explaining an example (embodiment 7) of control executed by a controller of an electric vehicle in the present invention.

Fig. 18 is a time chart for explaining the behavior of the vehicle when the control of embodiment 7 shown in the flowchart of fig. 17 is executed.

Fig. 19 is a flowchart for explaining an example (embodiment 8) of control executed by a controller of an electric vehicle in the present invention.

Fig. 20 is a time chart for explaining the behavior of the vehicle when the control of embodiment 8 shown in the flowchart of fig. 19 is executed.

Detailed Description

Embodiments of the present invention will be described with reference to the accompanying drawings. The embodiments described below are merely examples for embodying the present invention, and are not intended to limit the present invention.

In the embodiment of the invention, the vehicle to be controlled is an electric vehicle in which at least one motor is used as a drive power source. The vehicle may be an electric vehicle equipped with one or more motors as a driving force source. Alternatively, the vehicle may be a so-called hybrid vehicle in which an engine and a motor are mounted as a driving force source. In any of these electric vehicles and hybrid vehicles, torque output from a motor of a drive power source is transmitted to drive wheels to generate drive power. In addition, in the embodiment of the present invention, the electric vehicle to be controlled is provided with a shift device operated by a driver. The shift device selectively sets a dual-system gear position of a travel position in which the output torque of the drive power source is transmitted to the drive wheels to generate drive power and a non-travel position in which the output torque of the drive power source is not transmitted to the drive wheels to generate drive power. Further, a control device for an electric vehicle according to an embodiment of the present invention is configured to: when the driver operates the shift device to switch the shift range, the electric vehicle as described above is controlled to temporarily cause the motor to output a signal torque for causing the driver to feel a change in vehicle behavior accompanying the shift range switching without changing the running state or the stopped state of the electric vehicle.

Fig. 1 shows an example of a drive system and a control system of an electric vehicle as a control target in an embodiment of the present invention. An electric vehicle (hereinafter referred to as "vehicle") Ve shown in fig. 1 is an electric vehicle equipped with a motor 1 as a drive force source. The vehicle Ve includes, as main components: drive wheels 2, a shifting device 3, a brake device 4, a sensor 5, and a controller (ECU) 6. As described above, the driving force source according to the embodiment of the present invention may include the motor 1 and a plurality of other motors (not shown). Further, the motor 1 and the engine (not shown) may be provided. Alternatively, the hybrid drive unit may be a hybrid drive unit including the motor 1, an engine (not shown), a transmission (not shown) such as a power split mechanism and a transmission case.

The motor 1 is composed of, for example, a permanent magnet type synchronous motor or an induction motor, and is coupled to the drive wheel 2 so as to be capable of transmitting power. The motor 1 has at least a function as a prime mover that is driven by being supplied with electric power and outputs torque. The motor 1 may also function as a generator that is driven by receiving torque from the outside and generates electric power. That is, the motor 1 may be a so-called motor generator having both a function as a prime mover and a function as a generator. A battery (not shown) is connected to the motor 1 via an inverter (not shown). Therefore, the electric power stored in the battery can be supplied to the motor 1, and the motor 1 can function as a prime mover to output the driving torque. Further, the motor 1 can be caused to function as a generator by the torque transmitted from the drive wheels 2, and regenerative electric power generated at this time can be stored in the battery. The motor 1 is electrically controlled in output rotation speed and output torque by a controller 6 described later. In the case of a motor generator, switching between the functions as a prime mover and a generator as described above is electrically controlled.

The drive wheels 2 are wheels that generate drive force of the vehicle Ve by being transmitted with drive torque output by the drive force source, i.e., with output torque of the motor 1 in the example shown in fig. 1. In the example shown in fig. 1, the drive wheel 2 is coupled to an output shaft 1a of the motor 1 via a differential 7 and a propeller shaft 8. The vehicle Ve may be a rear-wheel drive vehicle that transmits drive torque (output torque of the motor 1) to the rear wheels to generate drive force. The vehicle Ve according to the embodiment of the present invention may be a front-wheel drive vehicle that generates drive force by transmitting drive torque to front wheels. Alternatively, the vehicle may be a four-wheel drive vehicle in which driving torque is transmitted to both the front wheels and the rear wheels to generate driving force.

Further, although not shown in fig. 1, the vehicle Ve of the embodiment of the invention may be provided with a predetermined speed change mechanism or reduction mechanism between the drive force source and the drive wheels 2. For example, an automatic transmission may be provided on the output side of the motor 1, and the output torque of the motor 1 may be increased or decreased and transmitted to the drive wheels 2. In addition, although not shown in fig. 1, the vehicle Ve of the embodiment of the invention may be provided with a start clutch between the drive power source and the drive wheels 2 as a starting device instead of the torque converter. For example, if the vehicle Ve is a hybrid vehicle equipped with the motor 1 and an engine as a driving force source, a start clutch may be provided between the engine and the driving wheels 2. In this case, a friction clutch capable of continuously changing the transmission torque capacity is used as the starting clutch, for example. Therefore, when the torque output from the engine is transmitted to the drive wheels 2, the transmission torque capacity is continuously changed by controlling the engagement state of the start clutch, so that smooth power transmission can be performed. Alternatively, smooth startup can be performed.

The shift device 3 includes, for example, a shift lever (not shown) and a shift paddle (not shown), and is operated by the driver. The shifting device 3 selectively sets a two-stage gear position roughly divided into a running position and a non-running position. The running position is a gear position where the output torque of the drive power source is transmitted to the drive wheels 2 to generate drive power. For example, a D (forward) position for driving the vehicle Ve forward and an R (reverse) position for driving the vehicle Ve backward correspond to the driving positions. In addition, for example, in the automatic transmission as described above, the B (brake) position at which the gear ratio larger than the D position is set also corresponds to the traveling position. On the other hand, the non-running position is a gear position that does not transmit the output torque of the drive power source to the drive wheels 2 without generating drive power. For example, the N (neutral) position and the P (parking) position correspond to the non-travel position. At the N position, for example, the output torque of the motor 1 is controlled to be 0, and the vehicle Ve is not driven. Alternatively, the automatic transmission as described above is set to neutral, and the power transmission between the drive power source and the drive wheels 2 is cut off. Alternatively, the start clutch is set to the released state as described above, and the power transmission between the drive force source and the drive wheels 2 is cut off. In the P position, the parking brake, the parking lock mechanism, and the like are operated in addition to the state of the N position as described above, and the rotation of the drive wheels 2 is locked.

The brake device 4 is a device that generates a braking force of the vehicle Ve, and is of a conventional general structure such as a hydraulic disc brake or a drum brake. The brake device 4 is operated by, for example, a depression operation of a brake pedal (not shown) by a driver, and generates a braking force (braking torque) of the vehicle Ve. Further, the vehicle Ve according to the embodiment of the present invention includes an electronically controlled brake system (ECB)9 for controlling the braking force to be optimal according to the traveling state and the vehicle behavior. Therefore, the controller 6 controls the operation of the brake device 4 to generate a braking force.

The sensor 5 is generally referred to as various sensors, devices, apparatuses, systems, and the like for acquiring various data and information required for controlling the vehicle Ve. In particular, as will be described later, the sensor 5 of the embodiment of the invention detects data for appropriately executing control for outputting the signal torque by the motor 1 when the driver switches the shift position of the shift device 3. For this purpose, the sensor 5 has at least a gear position sensor 5a, which gear position sensor 5a detects the gear position set with the gear shift device 3. In addition, the sensor 5 includes, for example: an accelerator pedal position sensor 5b that detects an operation state (operation amount, accelerator pedal opening degree, etc.) of an accelerator pedal (not shown) by a driver; a vehicle speed sensor (or wheel speed sensor) 5c for detecting a vehicle speed of the vehicle Ve; a motor rotational speed sensor (or resolver) 5d that detects the rotational speed of the motor 1; a motor current sensor 5e that detects an input current to the motor 1; and various sensors such as an acceleration sensor 5f for detecting the acceleration of the vehicle Ve. In addition, various sensors are provided in conjunction with the electronically controlled brake system 9. The sensor 5 is electrically connected to a controller 6 described later, and outputs an electric signal corresponding to the detection value or the calculated value of the various sensors, devices, systems, and the like described above to the controller 6 as detection data.

The controller 6 is an electronic control device mainly composed of a microcomputer, for example, and mainly controls the motor 1, the brake device 4, the electronic control brake system 9, and the like in the example shown in fig. 1. In addition, if the vehicle Ve is configured to include an automatic transmission, a start clutch, and the like, the controller 6 controls the automatic transmission and the start clutch, respectively. Various data detected or calculated by the sensor 5 are input to the controller 6. The controller 6 performs calculations using various input data, prestored data, a calculation formula, and the like. The controller 6 is configured to output the calculation result as a control command signal, and control the operations of the motor 1, the brake device 4, and the like. Further, fig. 1 shows an example in which one controller 6 is provided, but the controller 6 may be provided in plural for each controlled device, machine, or each control content, for example.

As described above, the vehicle Ve that is the object of control in the embodiment of the present invention is an electric vehicle in which the motor 1 is the driving force source, and a torque converter such as a conventional general vehicle that transmits the output torque of an engine to the drive wheels via an automatic transmission, for example, is not provided. Therefore, creep torque is not generated as in the conventional vehicle including a torque converter. Although a virtual creep torque can be generated by the torque output from the motor 1, for example, as disclosed in japanese patent application laid-open publication No. 2011-250648, a creep cancellation for reducing the power consumption may be performed. As described above, in the conventional electric vehicle that does not output the creep torque or the electric vehicle that performs the creep cancellation, the change in the vehicle behavior or the vibration due to the creep torque is not generated when the driver switches the shift position. Therefore, among drivers who are accustomed to the conventional vehicle driving that generates creep torque, there is a possibility that the driver feels discomfort or discomfort when switching the shift range. Therefore, a control device for an electric vehicle according to an embodiment of the present invention is configured to: when the driver switches the shift range of the shift device 3, the motor 1 outputs a signal torque for generating a change in the behavior of the vehicle accompanying the switching of the shift range. To this end, a specific example of control executed by the controller 6 of the vehicle Ve is shown below.

[ 1 st embodiment ]

In the flowchart of fig. 2 and the timing chart of fig. 3, embodiment 1 of the control performed by the controller 6 is shown. In this embodiment 1, in the flowchart of fig. 2, first, in step S11, it is determined whether the shift position of the shift device 3 is switched from the non-running position to the running position by the driver. For example, it is determined whether the shift position is switched from the N position to the D position, the B position, or the R position. Alternatively, it is determined whether the shift position is switched from the P position to the D position, the B position, or the R position.

If the shift position is not switched from the non-running position to the running position, and the determination in step S11 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 2 is once ended. In contrast, if the shift position is changed from the non-travel position to the travel position and the determination in step S11 is affirmative, the process proceeds to step S12.

In step S12, a signal torque is applied. Specifically, the motor 1 is controlled to output the driving torque as the signal torque. For example, as shown in the timing chart of fig. 3, when the shift position is switched from the non-running position to the running position at time t11, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 3, the shift position is switched from the non-travel position to the travel position in the forward direction of the D position or the B position. Both the D position and the B position are traveling positions for causing the vehicle Ve to travel in the forward direction. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. By outputting the signal torque Ts in the rotational direction for causing the vehicle Ve to travel in the forward direction, an acceleration in the direction for accelerating the vehicle Ve in the forward direction is generated. The change in acceleration at this time is a change in vehicle behavior or vibration associated with the shift position switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift position as described above.

In the following, in the timing chart for explaining the embodiment of the present invention, "motor output torque" on the vertical axis indicates: the driving torque in the rotational direction for driving the vehicle Ve in the forward direction increases as the vehicle goes farther upward from 0 as a starting point, and the driving torque in the rotational direction for driving the vehicle Ve in the backward direction increases as the vehicle goes farther downward from 0 as a starting point. In addition, the "vehicle acceleration" of the vertical axis represents: the acceleration in the direction of accelerating the vehicle Ve in the forward direction increases as the vehicle moves upward away from 0 as a starting point, and the acceleration in the direction of accelerating the vehicle Ve in the backward direction increases as the vehicle moves downward away from 0 as a starting point.

As shown in the timing chart of fig. 3, the signal torque Ts is a torque that is smaller than the torque Tdrv1 required for starting the vehicle Ve in the forward direction and is larger than the minimum torque Tmin1 at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is a torque that does not drive the vehicle Ve and produces a change in vehicle behavior that can be felt by the driver. Here, the torque Tdrv1 and the torque Tmin1 are preset in accordance with, for example, a result of a driving experiment or a simulation. Alternatively, the torque Tdrv1 and the torque Tmin1 may be calculated from various data detected by the sensor 5 to calculate the state of the vehicle Ve at a stop, and appropriate values corresponding to the state may be set in real time according to the result. The torque Tdrv1 and the torque Tmin1 are different values depending on the vehicle class and the vehicle type of the vehicle Ve. In addition, the torque Tmin1 is personally different according to a person who feels a change in the behavior of the vehicle due to the signal torque Ts. For example, the torque Tmin1 is approximately several N · m to ten and several N · m.

As will be described later, when the vehicle is switched from the non-running position to the R position, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to run in the backward direction is output. That is, in step S12 of the flowchart of fig. 2, when the shift position is switched from the non-running position to the running position by the driver, first, the motor 1 is controlled so as to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the switched running position.

Further, in the example shown in fig. 3, when the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the forward direction is output, the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the backward direction is output at time t12 thereafter. That is, the motor 1 is controlled to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the traveling position, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque. As shown in the timing chart of fig. 3, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that does not drive the vehicle Ve and produces a change in vehicle behavior that can be felt by the driver. Therefore, the torque Tdrv2 and the torque Tmin2 are preset in accordance with, for example, a result of a running experiment or simulation, as in the case of the torque Tdrv1 and the torque Tmin 1. Alternatively, the state of the vehicle Ve stopping may be estimated from various data detected by the sensor 5, and an appropriate value corresponding to the state may be set in real time based on the result. The torque Tdrv2 and the torque Tmin2 are different values depending on the vehicle class and the vehicle type of the vehicle Ve, similarly to the torque Tdrv1 and the torque Tmin 1. In addition, the torque Tmin2 is personally different according to a person who feels a change in the behavior of the vehicle due to the signal torque Ts. For example, the torque Tmin2 is also approximately several N · m to ten and several N · m, as in the case of the torque Tmin 1.

In step S12, the routine shown in the flowchart of fig. 2 is once ended after the signal torque Ts is output.

As described above, in embodiment 1, when the driver switches the shift position from the non-running position such as the N position or the P position to the running position such as the D position or the R position with respect to the vehicle Ve that does not output the creep torque or the vehicle Ve that performs the creep cancellation, the motor 1 outputs the signal torque Ts. In this case, the motor 1 is controlled to output a signal torque Ts in the same rotational direction as the driving torque for running the vehicle Ve. For example, when the shift position is switched to the D position, a signal torque in a rotational direction for advancing the vehicle Ve is output. Therefore, when the driver selects the traveling position and travels the vehicle Ve, the driver can feel and recognize the following traveling direction. Therefore, the driver does not feel uncomfortable or careless, and can appropriately switch the shift position with a feeling closer to the feeling of driving a conventional vehicle.

Further, when the driver switches the shift position from the non-running position to the running position, first, the signal torque Ts in the same rotational direction as the running direction of the vehicle Ve is output as described above, and then, the signal torque Ts in the opposite rotational direction to the running direction of the vehicle Ve is output. Therefore, the signal torque Ts output in this case is a so-called alternating load (or alternating load), and the driver is likely to feel a change in the behavior of the vehicle and vibrations caused by such a signal torque Ts. Therefore, when the driver selects the traveling position and travels the vehicle Ve, the driver can reliably feel and recognize the following traveling direction.

The control shown in embodiment 1 may be executed while the vehicle Ve is traveling at a predetermined vehicle speed. That is, it can also be executed when the driver switches the shift position from the non-travel position to the travel position during travel. In this case, when the signal torque Ts is applied in a state where the vehicle speed is higher than a certain value, the vehicle behavior may be disturbed. Therefore, for example, control can be performed as shown in the flowchart of fig. 4. In the flowchart of fig. 4, steps identical to the control contents shown in the flowchart of fig. 2 are assigned the same step numbers as those in the flowchart of fig. 2.

Specifically, in the flowchart of fig. 4, when the shift position is switched from the non-running position to the running position (D position or B position) and the determination in step S11 is affirmative, the process proceeds to step S101.

In step S101, it is determined whether the vehicle speed is equal to or less than a predetermined vehicle speed Vt. The predetermined vehicle speed Vt is a threshold value for determining whether or not the vehicle behavior is disturbed when the signal torque Ts is applied during running as described above. The predetermined vehicle speed Vt is set in advance based on, for example, a running experiment or a simulation result.

If the vehicle speed is higher than the predetermined vehicle speed Vt and the determination in step S101 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 4 is once ended. That is, in this case, since the vehicle speed is high and there is a possibility that the vehicle behavior is disturbed when the signal torque Ts is applied during the traveling, the control for applying the signal torque Ts is not performed. In contrast, if the vehicle speed is lower than the predetermined vehicle speed Vt and the determination in step S101 is affirmative, the process proceeds to step S12. In step S12, the signal torque Ts is applied in the same manner as in embodiment 1.

In this way, when the shift position is switched during traveling, whether or not to apply the signal torque Ts is determined in consideration of the vehicle speed at that point in time, and thus unnecessary disturbance of the vehicle behavior can be avoided.

[ 2 nd embodiment ]

In the flowchart of fig. 5 and the timing chart of fig. 6, embodiment 2 of the control executed by the controller 6 is shown. In this embodiment 2, in the flowchart of fig. 5, first, in step S21, it is determined whether the shift position of the shifting device 3 is switched from the non-running position to the running position by the driver. In this 2 nd embodiment, it is determined whether the shift position is switched from the non-travel position to the R position.

If the shift position is not switched from the non-running position to the running position (R position) and the determination in step S21 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 5 is once ended. On the other hand, if the shift position is switched from the non-running position to the running position (R position) and the determination in step S21 is affirmative, the process proceeds to step S22.

In step S22, a signal torque is applied. Specifically, the motor 1 is controlled to output the driving torque as the signal torque. In embodiment 2, as shown in the timing chart of fig. 6, when the shift position is switched from the non-travel position to the R position at time t21, the motor 1 outputs the signal torque Ts in conjunction with this. In this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the backward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the backward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration associated with the shift position switching, and when the driver switches the shift position from the non-travel position to the R position as described above, the driver feels the change in vehicle behavior or vibration corresponding to the switched R position. Therefore, the driver recognizes that the shift position is switched to the R position, and thereafter the vehicle Ve will travel in the backward direction.

As shown in the timing chart of fig. 6, the signal torque Ts is a torque that is smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and is larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

Further, in the example shown in fig. 6, when the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the backward direction is output, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output at time t22 thereafter. That is, the motor 1 is controlled so as to output the signal torque Ts in the same direction as the rotational direction of the driving torque for driving the vehicle Ve at the travel position (R position) as described above, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the driving torque. As shown in the timing chart of fig. 6, the signal torque Ts at this time is a torque smaller than the torque Tdrv1 required for the vehicle Ve to start in the forward direction and larger than the minimum torque Tmin1 at which the driver can recognize the change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

In step S22, the routine shown in the flowchart of fig. 5 is once ended after the signal torque Ts is applied.

As described above, in this embodiment 2, when the driver switches the shift position from the non-travel position such as the N position or the P position to the R position, the signal torque Ts is output from the motor 1. In this case, the motor 1 is controlled to output a signal torque Ts in the same rotational direction as the driving torque for running the vehicle Ve. That is, a signal torque in the rotational direction for retracting the vehicle Ve is output. Therefore, when the driver selects the R position and drives the vehicle Ve, the driver can feel and recognize that the subsequent driving direction is the reverse direction. Therefore, the driver does not feel uncomfortable or careless, and can appropriately switch the shift position with a feeling closer to the feeling of driving a conventional vehicle.

[ embodiment 3 ]

In the flowchart of fig. 7 and the timing chart of fig. 8, embodiment 3 of the control performed by the controller 6 is shown. In this embodiment 3, in the flowchart of fig. 7, first, in step S31, it is determined whether the shift position of the shifting device 3 is switched from the non-running position to the running position by the driver. For example, it is determined whether the shift position is switched from the N position to the D position, the B position, or the R position. Alternatively, it is determined whether the shift position is switched from the P position to the D position, the B position, or the R position.

If the shift position is not switched from the non-running position to the running position, and the determination in step S31 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 7 is once ended. In contrast, if the shift position is changed from the non-travel position to the travel position and the determination in step S31 is affirmative, the process proceeds to step S32.

In step S32, a signal torque is applied. Along with this, a braking torque is applied. Specifically, the motor 1 is controlled to output the driving torque as the signal torque. Along with this, the brake device 4 is controlled to generate a braking force (braking torque). For example, as shown in the timing chart of fig. 8, when the shift position is switched from the non-running position to the running position at time t31, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 8, the shift position is switched from the non-travel position to the travel position in the forward direction of the D position or the B position. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time is a change in vehicle behavior or vibration associated with the shift position switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift position as described above.

In embodiment 3, as described above, the signal torque Ts is output at time t31, and the brake device 4 is operated to generate the brake torque Tb (braking force). Specifically, at time t31, the brake pressure acting on the brake device 4 is increased, and the brake device 4 is operated. When the motor 1 is caused to output the signal torque Ts as described above while the vehicle Ve is stopped, the braking torque Tb generated at this time is a torque having an absolute value larger than the signal torque Ts. Therefore, even when the signal torque Ts is output as described above, the vehicle Ve can maintain the stopped state of the vehicle Ve by the braking torque Tb generated by the brake device 4.

As shown in the timing chart of fig. 8, the signal torque Ts is a torque that is smaller than the torque Tdrv1 required for the vehicle Ve to start in the forward direction and is larger than the minimum torque Tmin1 at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve. The signal torque Ts in the rotational direction for causing the vehicle Ve to travel in the forward direction is a torque having an absolute value smaller than the braking torque Tb.

Further, in the example shown in fig. 8, when the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the forward direction is output, the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the backward direction is output at time t32 thereafter. That is, the motor 1 is controlled to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the traveling position, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque. As shown in the timing chart of fig. 8, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve. The signal torque Ts in the rotational direction for causing the vehicle Ve to travel in the backward direction is also a torque having an absolute value smaller than the braking torque Tb.

In step S32, when the signal torque Ts is applied, the routine shown in the flowchart of fig. 7 is once ended.

As described above, in embodiment 3 of the present invention, when the signal torque Ts is output by the motor 1, the braking device 4 is controlled to generate the braking torque Tb exceeding the signal torque Ts. Therefore, when the signal torque Ts for making the driver feel that the shift position has been switched is output in the state where the vehicle Ve is stopped, the stopped state of the vehicle Ve can be reliably maintained by the braking force generated by the brake device 4. Therefore, the change in the behavior of the vehicle or the vibration can be appropriately sensed by the driver by the signal torque Ts output from the motor 1.

[ 4 th embodiment ]

In the flowchart of fig. 9 and the timing charts of fig. 10 and 11, embodiment 4 of the control executed by the controller 6 is shown. In this 4 th embodiment, in the flowchart of fig. 9, first, in step S41, the change in the acceleration of the vehicle Ve due to disturbance is calculated. Specifically, the disturbance acting on the vehicle Ve is calculated based on the detection value of the acceleration sensor 5 f. For example, in the time chart of fig. 10, as shown in the period from time t41 to time t42, when an acceleration exceeding a predetermined acceleration Gd (i.e., a disturbance acceleration) is detected in the stopped vehicle Ve, it is determined that a non-negligible disturbance acts on the vehicle Ve, and the disturbance is reflected in the output of the signal torque Ts described later. The acceleration Gd is a threshold value for determining whether or not a disturbance acting on the vehicle Ve affects the control, and is set in advance based on, for example, a result of a running experiment or simulation.

Next, in step S42, it is determined whether the shift position of the shifting device 3 is switched from the non-running position to the running position by the driver. For example, it is determined whether the shift position is switched from the N position to the D position, the B position, or the R position. Alternatively, it is determined whether the shift position is switched from the P position to the D position, the B position, or the R position.

If the shift position is not switched from the non-running position to the running position, and the determination in step S41 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 9 is once ended. In contrast, if the shift position is changed from the non-travel position to the travel position and the determination in step S41 is affirmative, the process proceeds to step S43.

In step S43, a signal torque reflecting the change in acceleration due to disturbance is applied. For example, as shown in the timing chart of fig. 10, when the shift position is switched from the non-running position to the running position at time t42, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 10, the shift position is switched from the non-travel position to the travel position in the forward direction of the D position or the B position. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift as described above.

The signal torque Ts is a torque that causes a change in the vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve, as in the other embodiments described above. In this 4 th embodiment, as shown in the time chart of fig. 10, the signal torque Ts is a torque smaller than the torque Tdrv1 required for the vehicle Ve to start in the forward direction and larger than the minimum torque Tmin3 at which the driver can recognize a change in the behavior of the vehicle. In this 4 th embodiment, as described above, the signal torque Ts is output in consideration of the influence of the disturbance acting on the vehicle Ve. Therefore, in embodiment 4, the torque Tmin3 reflects the influence of the disturbance acceleration and is set to a value larger than the normal torque Tmin1 in which the disturbance acceleration is not reflected.

Therefore, in step S43, when a disturbance acceleration due to a disturbance applied to the vehicle Ve occurs before the shift position is switched from the non-running position to the running position, the motor 1 is controlled to output a signal torque Ts that generates an acceleration greater than the disturbance acceleration.

Further, in the example shown in fig. 10, as described above, when the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the forward direction is output while reflecting the influence of the disturbance acceleration, the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve in the backward direction is output at time t43 thereafter. That is, the motor 1 is controlled so as to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the traveling position, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque. As shown in the timing chart of fig. 10, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and larger than the minimum torque Tmin4 at which the driver can recognize a change in the behavior of the vehicle. The torque Tmin4 at this time is also set to a value larger than the normal torque Tmin2 in which the disturbance acceleration is not reflected, reflecting the influence of the disturbance acceleration, similarly to the torque Tmin 3. Therefore, the signal torque Ts is a torque that causes a change in the vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve, and is a torque that causes an acceleration greater than the disturbance acceleration.

In step S43, when the signal torque Ts is applied, the routine shown in the flowchart of fig. 9 is once ended.

As described above, in the 4 th embodiment, for example, in the case where the vehicle Ve is stopped on a vibrating bridge, exposed to strong wind and stopped, or the like, when disturbance is applied to the vehicle Ve, the signal torque Ts larger than the normal time without disturbance is output to generate an acceleration exceeding the disturbance acceleration generated in the vehicle Ve due to the disturbance. Therefore, even when a disturbance occurs as described above when the driver switches the shift position, the driver can reliably feel a change in the behavior of the vehicle or a vibration by the signal torque Ts output from the motor 1.

In embodiment 4, as described above, the signal torque Ts reflecting the influence of the disturbance acceleration may be output, and the brake device 4 may be operated to generate the brake torque Tb (braking force). For example, as shown in the timing chart of fig. 11, at time t42, the signal torque Ts is output, and the brake pressure acting on the brake device 4 is increased to operate the brake device 4. When the motor 1 is caused to output the signal torque Ts reflecting the influence of the disturbance acceleration as described above while the vehicle Ve is stopped, the braking torque Tb generated at this time is a torque having an absolute value larger than the signal torque Ts. Therefore, even when the signal torque Ts larger than normal is output reflecting the influence of the disturbance acceleration, the vehicle Ve can reliably maintain the stopped state of the vehicle Ve by the braking torque Tb generated by the brake device 4.

[ embodiment 5 ]

In the flowchart of fig. 12 and the timing chart of fig. 13, embodiment 5 of the control performed by the controller 6 is shown. In this 5 th embodiment, in the flowchart of fig. 12, first, in step S51, it is determined whether the shift position of the shift device 3 is switched from the running position to the non-running position by the driver. For example, it is determined whether the shift position is switched from the D position, the B position, or the R position to the N position or the P position.

If the shift position is not switched from the running position to the non-running position, and the determination in step S51 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 12 is once ended. In contrast, if the shift position is changed from the drive position to the non-drive position and the determination in step S51 is affirmative, the process proceeds to step S52.

In step S52, a signal torque is applied. For example, as shown in the timing chart of fig. 13, when the shift position is switched from the drive position to the non-drive position at time t51, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 13, a signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift as described above.

As shown in the timing chart of fig. 13, the signal torque Ts is a torque that is smaller than the torque Tdrv1 required for starting the vehicle Ve in the forward direction and is larger than the minimum torque Tmin1 at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is torque that generates a change in the vehicle behavior that the driver can feel while maintaining the stopped state or the running state of the vehicle Ve. For example, when the signal torque Ts is applied while the vehicle Ve is stopped, the driver can feel a change in the behavior of the vehicle or vibration associated with the shift position switching without starting the vehicle Ve (that is, while maintaining the stopped state of the vehicle Ve). In addition, when the signal torque Ts is applied while the vehicle Ve is traveling at a predetermined constant vehicle speed, the driver can be made aware of a change in vehicle behavior or vibration associated with a shift change without accelerating the vehicle Ve or decelerating the vehicle Ve (i.e., while maintaining the traveling state of the vehicle Ve). Alternatively, when the signal torque Ts is applied in a state where the vehicle Ve is running with a constant acceleration or a state where the vehicle Ve is running with a constant deceleration, the driver can be made aware of a change or vibration in the behavior of the vehicle associated with the shift change without unnecessarily changing the acceleration or deceleration of the vehicle Ve (that is, while maintaining the running state of the vehicle Ve). Alternatively, in a state where the vehicle Ve is coasting without performing an acceleration operation or a braking operation in particular by the driver, when the signal torque Ts is applied as described above, the vehicle Ve is not accelerated or decelerated unnaturally (that is, the running state of the vehicle Ve is maintained), and the driver can be made to feel a change in the behavior of the vehicle or vibration associated with the shift switching.

In step S52, when the signal torque Ts is applied, the routine shown in the flowchart of fig. 12 is once ended.

As described above, in this embodiment 5, when the driver switches the shift position from the travel position such as the D position or the B position to the non-travel position such as the N position or the P position, the driver can be made to feel a change in the behavior of the vehicle or vibration by using the signal torque Ts output from the motor 1. For example, when the vehicle Ve is coasting by selecting the N position during traveling, the driver can feel and recognize that the vehicle Ve is switched from the traveling position to the N position. Therefore, the shift position can be appropriately switched with the same feeling as that of driving a conventional vehicle.

Further, the control shown in the above-described embodiment 5 may be executed in a state where the vehicle Ve is stopped on a flat road surface, for example. That is, it can also be executed when the driver switches the shift position from the traveling position to the non-traveling position while the vehicle is stopped. In this case, even if the vehicle is switched to the non-travel position where no driving force is generated, when the signal torque Ts for making the driver feel a change in the behavior of the vehicle or vibration is applied, there is a possibility that the driver feels a sense of discomfort. Therefore, for example, the control can be performed as shown in the flowchart of fig. 14. In the flowchart of fig. 14, steps identical to the control contents shown in the flowchart of fig. 12 are assigned the same step numbers as in the flowchart of fig. 12.

Specifically, in the flowchart of fig. 14, when the shift position is switched from the running position to the non-running position (N position or P position) and the determination in step S51 is affirmative, the process proceeds to step S501.

In step S501, the signal torque Ts is not applied. In other words, in this case, the routine shown in the flowchart of fig. 14 is once ended without executing the subsequent control. As in the control example shown in the flowchart of fig. 4, the vehicle speed at the time of switching the shift position may be detected, and whether or not the signal torque Ts is applied may be determined based on the vehicle speed. For example, the motor 1 may be controlled so as not to apply the signal torque Ts as described above when the vehicle speed when the driver switches the shift position from the traveling position to the non-traveling position is lower than the predetermined vehicle speed.

In this way, when the shift position is switched during parking, whether or not to apply the signal torque Ts is determined in consideration of the vehicle speed at that point in time, and a situation in which a sense of discomfort is given to the driver can be avoided.

[ 6 th embodiment ]

In the flowchart of fig. 15 and the timing chart of fig. 16, embodiment 6 of the control performed by the controller 6 is shown. In the 6 th embodiment, in the flowchart of fig. 15, first, in step S61, it is determined whether the shift position of the shift device 3 has been switched by the driver between the forward-direction running position and the reverse-direction running position. That is, it is determined whether the shift position is switched from the D position or the B position to the R position, or from the R position to the D position or the B position.

If the determination at step S61 is negative because the shift position is not switched between the forward direction travel position and the reverse direction travel position, the subsequent control is not executed, and the routine shown in the flowchart of fig. 15 is once ended. In contrast, if the shift position is switched between the forward-direction travel position and the reverse-direction travel position, for example, the shift position is switched from the D position or the B position to the R position, and if the determination in step S61 is affirmative, the routine proceeds to step S62.

In step S62, a signal torque is applied. For example, as shown in the timing chart of fig. 16, when the shift position is switched from the D position or the B position to the R position at time t61, the motor 1 outputs the signal torque Ts in conjunction with this. In the example shown in fig. 16, since the shift position is switched to the R position, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the reverse direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the backward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and when the shift is switched as described above, the driver feels such a change in vehicle behavior or vibration.

In the 6 th embodiment, even when the shift position is switched from the R position to the D position or the B position, the motor 1 outputs the signal torque Ts in conjunction with the switching. For example, as shown in the timing chart of fig. 16, at time t62, the shift position is switched to the D position or the B position in the forward direction, and accordingly, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift as described above.

In step S62, when the signal torque Ts is applied, the routine shown in the flowchart of fig. 15 is once ended.

As described above, in the 6 th embodiment, when the driver switches the shift position between the traveling position where the vehicle Ve is advanced such as the D position or the B position and the traveling position where the vehicle Ve is retreated such as the R position, the driver can be made to feel the change in the vehicle behavior or the vibration by the signal torque Ts output from the motor 1. In this case, the motor 1 is controlled to output a signal torque Ts in the same rotational direction as the driving torque for running the vehicle Ve. For example, when the shift position is switched to the D position, a signal torque Ts in a rotational direction for advancing the vehicle Ve is output. When the shift position is switched to the R position, a signal torque Ts in a rotational direction for retracting the vehicle Ve is output. Therefore, when the driver selects the traveling position and travels the vehicle Ve, the driver can feel and recognize the following traveling direction. Therefore, the driver does not feel uncomfortable or careless, and can appropriately switch the shift position with a feeling closer to the feeling of driving a conventional vehicle.

[ 7 th embodiment ]

In the flowchart of fig. 17 and the timing chart of fig. 18, embodiment 7 of the control performed by the controller 6 is shown. In this 7 th embodiment, in the flowchart of fig. 17, first, in step S71, it is determined whether the shift position of the shift device 3 is switched from the non-running position to the running position by the driver. For example, it is determined whether the shift position is switched from the N position to the D position, the B position, or the R position. Alternatively, it is determined whether the shift position is switched from the P position to the D position, the B position, or the R position.

If the shift position is not switched from the non-running position to the running position, and the determination in step S71 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 17 is once ended. In contrast, if the shift position is changed from the non-travel position to the travel position and the determination in step S71 is affirmative, the process proceeds to step S72.

In step S72, a signal torque is applied. Specifically, the motor 1 is controlled to output the driving torque as the signal torque. For example, as shown in the timing chart of fig. 18, when the shift position is switched from the non-running position to the running position at time t71, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 18, the shift position is switched from the non-travel position to the travel position in the forward direction of the D position or the B position. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift as described above.

As shown in the timing chart of fig. 18, the signal torque Ts is a torque that is smaller than the torque Tdrv1 required for starting the vehicle Ve in the forward direction and is larger than the minimum torque Tmin1 at which the driver can recognize a change in the behavior of the vehicle. That is, the signal torque Ts is torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

Further, in the example shown in fig. 18, when the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the forward direction is output, the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the backward direction is output at time t72 thereafter. That is, the motor 1 is controlled to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the traveling position, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque. As shown in the timing chart of fig. 18, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

Next, in step S73, it is determined whether or not a predetermined time t has elapsed after the start of outputting the signal torque Ts. Specifically, as shown in the timing chart of fig. 18, the shift position is switched by the driver, and at time t71 when the signal torque Ts is output, the timer is started. Then, it is determined whether or not the elapsed time of the timer (not shown) reaches a predetermined time t. The predetermined time t is a time for outputting the signal torque Ts properly. For example, the predetermined time t is set in advance to the shortest time during which the driver can feel the change in the vehicle behavior and the vibration due to the signal torque Ts, based on the results of the driving experiment and simulation.

If the determination in step S73 is negative because the predetermined time t has not elapsed after the start of the output of the signal torque Ts, the process returns to step S72 to continue the output of the signal torque Ts by the motor 1. In contrast, if the determination in step S73 is affirmative due to the elapse of the predetermined time t after the start of the output of the signal torque Ts, the process proceeds to step S74.

In step S74, the application of the signal torque Ts is ended. That is, the output of the signal torque Ts by the motor 1 is ended. In the example shown in fig. 18, the elapsed time of the timer reaches the predetermined time t at the time t72, and the output of the signal torque Ts in the rotational direction for causing the vehicle Ve to travel in the forward direction is ended at the time t 72. Thereafter, from time t72 to time t73, as in the case of embodiment 1, a signal torque Ts in the rotational direction for driving the vehicle Ve in the backward direction is output. In the embodiment of the present invention, as in the example shown in fig. 18, the predetermined time t may be set as described above for the signal torque Ts that is first output in the same direction as the rotation direction of the drive torque. Alternatively, the predetermined time t may be set as described above for the signal torque Ts in the same direction as the rotational direction of the drive torque that is first output and the signal torque Ts in the opposite direction to the rotational direction of the drive torque that is output next to the signal torque Ts in the same direction as the rotational direction of the drive torque that is first output. Alternatively, another predetermined time may be set for the signal torque Ts in the direction opposite to the rotation direction of the drive torque, which is output later, which is different from the predetermined time t.

In step S74, when the application of the signal torque Ts is completed, the routine shown in the flowchart of fig. 17 is once completed.

As described above, in this 7 th embodiment, the motor 1 can be made to output the signal torque Ts for making the driver feel the change in the vehicle behavior or the vibration only for the predetermined time t. Therefore, the signal torque Ts can be output properly. Therefore, the power consumption of the motor 1 when the signal torque Ts is output can be suppressed, and the energy efficiency of the vehicle Ve can be improved.

[ 8 th embodiment ]

In the flowchart of fig. 19 and the timing chart of fig. 20, embodiment 8 of the control performed by the controller 6 is shown. In this 8 th embodiment, in the flowchart of fig. 19, first, in step S81, it is determined whether the shift position of the shift device 3 is switched from the non-running position to the running position by the driver. For example, it is determined whether the shift position is switched from the N position to the D position or the B position or the R position. Alternatively, it is determined whether the shift position is switched from the P position to the D position or the B position or the R position.

If the shift position is not switched from the non-running position to the running position, and the determination in step S81 is negative, the subsequent control is not executed, and the routine shown in the flowchart of fig. 19 is once ended. In contrast, if the shift position is changed from the non-travel position to the travel position and the determination in step S81 is affirmative, the process proceeds to step S82.

In step S82, a signal torque is applied. Specifically, the motor 1 is controlled to output the driving torque as the signal torque. For example, as shown in the timing chart of fig. 20, when the shift position is switched from the non-running position to the running position at time t81, the signal torque Ts is output by the motor 1 in conjunction with this. In the example shown in fig. 20, the shift position is switched from the non-travel position to the travel position in the forward direction of the D position or the B position. Therefore, in this case, first, the signal torque Ts in the same direction as the rotational direction of the drive torque for causing the vehicle Ve to travel in the forward direction is output. This generates acceleration in a direction to accelerate the vehicle Ve in the forward direction. The change in acceleration at this time becomes a change in vehicle behavior or vibration accompanying shift switching, and the driver feels such a change in vehicle behavior or vibration when switching the shift as described above.

As shown in the timing chart of fig. 20, the signal torque Ts is a torque that is smaller than the torque Tdrv1 required for the vehicle Ve to start in the forward direction and is larger than the minimum torque Tmin1 at which the driver can recognize a change in the vehicle behavior. That is, the signal torque Ts is torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

Further, in the example shown in fig. 20, when the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the forward direction is output, the signal torque Ts in the same direction as the rotational direction of the drive torque for running the vehicle Ve in the backward direction is output at time t82 thereafter. That is, the motor 1 is controlled to output the signal torque Ts in the same direction as the rotational direction of the drive torque for driving the vehicle Ve at the traveling position, and thereafter, to output the signal torque Ts in the opposite direction to the rotational direction of the drive torque. As shown in the timing chart of fig. 20, the signal torque Ts at this time is a torque smaller than the torque Tdrv2 required for starting the vehicle Ve in the reverse direction and larger than the minimum torque Tmin2 at which the driver can recognize a change in the behavior of the vehicle. In summary, the signal torque Ts is a torque that generates a change in vehicle behavior that the driver can feel while maintaining the stopped state of the vehicle Ve.

Next, in step S83, it is determined whether or not a vibration that can be felt by the driver is detected. Specifically, as shown in the time chart of fig. 20, it is determined whether or not the acceleration of the vehicle Ve equal to or higher than the predetermined acceleration Gt is generated by the output of the signal torque Ts. That is, after the start of the output of the signal torque Ts, it is determined whether or not the acceleration of the vehicle Ve equal to or higher than the predetermined acceleration Gt is detected by the sensor 5. The predetermined acceleration Gt is a threshold value for the acceleration of the vehicle Ve for outputting the signal torque Ts appropriately. For example, the predetermined acceleration Gt is set in advance to the minimum acceleration at which the driver can feel the change in the vehicle behavior or the vibration due to the signal torque Ts, based on the results of the running experiment or simulation.

If the determination at step S83 is negative because no acceleration equal to or greater than the predetermined acceleration Gt is detected after the start of the output of the signal torque Ts, the process returns to step S82 to continue the output of the signal torque Ts by the motor 1. In contrast, if the determination in step S83 is affirmative due to the detection of the acceleration equal to or greater than the predetermined acceleration Gt, the process proceeds to step S84.

In step S84, the application of the signal torque Ts is ended. That is, the output of the signal torque Ts by the motor 1 is ended. In the example shown in fig. 20, an acceleration equal to or higher than a predetermined acceleration Gt is generated at a time t82, and at this time t82, the output of the signal torque Ts in the rotational direction for causing the vehicle Ve to travel in the forward direction is terminated. Thereafter, from time t82 to time t83, as in the case of embodiment 1, a signal torque Ts in the rotational direction for driving the vehicle Ve in the backward direction is output. In the embodiment of the present invention, as in the example shown in fig. 20, the predetermined acceleration Gt may be set as described above for the acceleration generated by the signal torque Ts that is first output in the same direction as the rotational direction of the drive torque. Alternatively, the predetermined acceleration Gt may be set for an acceleration generated by the signal torque Ts in the same direction as the rotational direction of the drive torque, which is first output, and an acceleration generated by the signal torque Ts in the opposite direction to the rotational direction of the drive torque, which is output next to the signal torque Ts in the same direction as the rotational direction of the drive torque, which is first output. Alternatively, another predetermined acceleration different from the above-described predetermined acceleration Gt may be set for an acceleration generated by a signal torque Ts output later in a direction opposite to the rotational direction of the drive torque.

In step S84, when the application of the signal torque Ts is finished, the routine shown in the flowchart of fig. 19 is once finished.

As described above, in embodiment 8, the motor 1 can be made to output the signal torque Ts for making the driver feel the change in the vehicle behavior or the vibration only at the minimum necessary magnitude and period. Therefore, the signal torque Ts can be output properly. Therefore, the power consumption of the motor 1 when the signal torque Ts is output can be suppressed, and the energy efficiency of the vehicle Ve can be improved.

As described above, in the control device for an electric vehicle according to the embodiment of the present invention, when the driver switches the shift position, the signal torque Ts for making the driver feel that the shift position has been switched is output for the vehicle Ve that does not output the creep torque or the vehicle Ve that cancels creep. The output torque of the motor 1 is controlled so that the stop state and the running state of the vehicle Ve are not changed by the signal torque Ts, and a change in the behavior of the vehicle and a vibration that can be felt by the driver are generated by the signal torque Ts. Therefore, when the driver switches the shift position, the driver can be made to feel a change in the behavior of the vehicle or vibration by using the signal torque Ts output from the motor 1. Therefore, even in the vehicle Ve that does not output the creep torque or the vehicle Ve that cancels the creep, the driver does not feel uncomfortable or relieved and can appropriately switch the shift position with the same feeling as the driver would have if driving a conventional vehicle.