Electric automobile

Abstract

The invention relates to an electric vehicle. In an electric vehicle suitable for changing the torque output by an electric motor so as to simulate the torque characteristics of a virtual engine in response to an operation input from a driver, the rotation state of the virtual engine is easily understood by the driver while suppressing waste of screen resources of a display screen. According to one embodiment, a control device for an electric vehicle displays, on a display screen, a pointer (310) indicating a virtual rotational speed of a virtual engine. In a rotation speed region equal to or less than the red line rotation speed of the virtual engine, the control device continuously moves the pointer (310) in accordance with the magnitude of the virtual engine rotation speed in a first display region (311) of the display screen. In a rotational speed region higher than the red-line rotational speed, the control device moves the pointer (310) to a second display region (312) other than the first display region (311), and restricts the movement of the pointer (310) in the second display region (312) regardless of the magnitude of the virtual rotational speed.

Description

Technical Field

[0001] This disclosure relates to electric vehicles having an electric motor as a drive source, and more specifically, to electric vehicles suitable for varying the torque output of the electric motor in response to operations input from a driver in a manner that simulates the speed-torque characteristics of a hypothetical rotating machine. Background Technology

[0002] Patent Document 1 discloses a technique that adds a gear shift lever and clutch pedal to a battery electric vehicle (BEV), and controls the motor torque through operating signals from these added devices, thereby simulating a hypothetical engine and a hypothetical manual transmission. In this prior art, to enable the user to perceive the operating state of the hypothetical engine, the hypothetical engine speed, calculated by multiplying the hypothetical driveshaft speed by the hypothetical gear ratio, is displayed on a tachometer.

[0003] In the tachometer of an engine vehicle equipped with a manual transmission, the speed range is set in a way that converges to the maximum speed required for the engine to reach overspeed. This specification can also be applied to tachometers that display the simulated engine speed. In this case, the tachometer displays a redline speed, which is the upper limit of the simulated engine speed. The driver operates the gearshift lever to keep the simulated engine speed below the redline. However, sometimes due to gear shifting errors, the simulated engine speed exceeds the redline, resulting in an overspeed condition. In this situation, the acceleration performance of the simulated engine depends on the combination of the simulated engine's speed-torque characteristics and the gear ratio settings of the simulated manual transmission.

[0004] Based on the aforementioned existing technology, it is possible to simulate variations of hypothetical engines with various speed-torque characteristics, as well as hypothetical manual transmissions with various gear ratio settings. However, depending on their combination, the hypothetical engine speed may significantly exceed the redline speed. Therefore, the range from the redline speed to the maximum speed in the tachometer needs to be set as large as possible within the conceivable range.

[0005] Based on the aforementioned existing technology, it is also possible to select a setting where the hypothetical engine speed is unlikely to exceed the redline. In this case, the range from the redline to the maximum speed, which has a relatively high value, is a wasteful range, resulting in wasted use of the display screen resources on which the tachometer is displayed. Various information is displayed on the screen to provide to the driver. Therefore, it is desirable to utilize the display screen resources as efficiently as possible.

[0006] It should be noted that Patent Documents 2 and 3 are examples of prior art representing the level of technology at the time of application in the technical field related to this disclosure.

[0007] Existing technical documents

[0008] Patent documents

[0009] Patent Document 1: Japanese Patent No. 7298566

[0010] Patent Document 2: Japanese Patent Application Publication No. 2002-362460

[0011] Patent Document 3: Japanese Patent Application Publication No. 2016-170008 Summary of the Invention

[0012] The problem the invention aims to solve

[0013] This disclosure was made in view of the aforementioned problems. One object of this disclosure is to enable the driver to easily understand and see the rotational state of the imaginary rotating machinery in an electric vehicle that is suitable for varying the torque output of the electric motor in response to operations input from the driver in a manner that simulates the torque characteristics of an imaginary rotating machine.

[0014] Solution for solving the problem

[0015] This disclosure provides an electric vehicle for achieving the aforementioned objectives. According to one aspect of this disclosure, the electric vehicle is adapted to vary the torque output of an electric motor in response to operations input from a driver, simulating the speed-torque characteristics of a hypothetical rotating machine. The electric vehicle includes: a display device for displaying information provided to the driver; and a control device for controlling the display screen of the display device. The control device displays an indicator representing the hypothetical speed of the hypothetical rotating machine on the display screen. In the speed range below the redline speed of the hypothetical rotating machine, the control device moves the indicator continuously or discretely within a first display area of ​​the display screen according to the magnitude of the hypothetical speed. In the speed range above the redline speed, the control device moves the indicator to a second display area outside the first display area, limiting the movement of the indicator in the second display area regardless of the magnitude of the hypothetical speed.

[0016] The effects of the invention

[0017] According to one aspect of this disclosure, when the hypothetical rotational speed is below the redline speed, the indicator moves continuously or discretely within the first display area of ​​the display screen according to the magnitude of the hypothetical rotational speed. The driver can easily understand the rotational state of the hypothetical rotating machinery based on the movement of this indicator. Furthermore, according to another aspect of this disclosure, when the hypothetical rotational speed is above the redline speed, the indicator moves to a second display area outside the first display area, and its movement is limited in that area regardless of the magnitude of the hypothetical rotational speed. The driver can easily understand that the hypothetical rotational speed exceeds the redline speed based on the movement of this indicator. Additionally, this eliminates the need to expand the display area corresponding to speeds above the redline speed, thus saving display screen resources. As described above, according to one aspect of this disclosure, the driver can easily understand the rotational state of the hypothetical rotating machinery while suppressing the waste of display screen resources. Attached Figure Description

[0018] Figure 1 This is a diagram showing the structure of the electric vehicle disclosed herein.

[0019] Figure 2 It means in Figure 1 A diagram of the vehicle model used in the control unit of the electric vehicle.

[0020] Figure 3 This is a diagram showing the screen structure of the hypothetical engine tachometer in the first embodiment.

[0021] Figure 4A This is a diagram showing the screen of the hypothetical engine tachometer in the first embodiment at idle speed. Figure 4B This is a diagram illustrating an example of the movement of an image near the red zone of a hypothetical engine tachometer in the first embodiment. Figure 4C This is a diagram showing the overspeed state of the hypothetical engine tachometer in the first embodiment.

[0022] Figure 5A This diagram illustrates the screen structure of the hypothetical engine tachometer in the first embodiment, assuming the hypothetical vehicle is a standard vehicle. Figure 5B This is a diagram showing the screen structure of the hypothetical engine tachometer in the first embodiment, assuming the hypothetical vehicle is a high-rotation type vehicle. Figure 5C This is a diagram showing the screen structure of the hypothetical engine tachometer in the first embodiment when the hypothetical vehicle is a low-rotation type vehicle.

[0023] Figure 6A This is a diagram showing the screen at idle speed in a first modified example of the hypothetical engine tachometer according to the first embodiment. Figure 6BThis is a diagram showing the overspeed state of a first modified example of the hypothetical engine tachometer of the first embodiment.

[0024] Figure 7A This is a diagram showing the screen at idle speed in a second modification of the hypothetical engine tachometer of the first embodiment. Figure 7B This is a diagram showing the overspeed state of a second modification of the hypothetical engine tachometer of the first embodiment.

[0025] Figure 8A This is a diagram showing the screen at idle speed in a third modification of the hypothetical engine tachometer of the first embodiment. Figure 8B This is a diagram showing the overspeed state of a third modification of the hypothetical engine tachometer of the first embodiment.

[0026] Figure 9A This is a diagram showing the image of the fourth modification of the hypothetical engine tachometer of the first embodiment at idle speed. Figure 9B This is a diagram showing the overspeed state of the fourth modification of the hypothetical engine tachometer of the first embodiment.

[0027] Figure 10 This is a diagram showing the screen structure of the hypothetical engine tachometer in the second embodiment.

[0028] Figure 11A This is a diagram showing the idle speed state of the hypothetical engine tachometer in the second embodiment. Figure 11B This is a diagram illustrating an example of the movement of an image near the red zone of a hypothetical engine tachometer in the second embodiment. Figure 11C This is a diagram showing the overspeed state of the hypothetical engine tachometer in the second embodiment.

[0029] Figure 12 This is a diagram showing the screen structure of the hypothetical engine tachometer in the third embodiment.

[0030] Figure 13A This is a diagram showing the idle state of the hypothetical engine tachometer in the third embodiment. Figure 13B This is a diagram illustrating an example of the movement of an image near the red zone of a hypothetical engine tachometer in the third embodiment. Figure 13C This is a diagram showing the overspeed state of the hypothetical engine tachometer in the third embodiment.

[0031] Figure 14 This is a diagram showing the structure of a modified example of the electric vehicle disclosed herein.

[0032] Figure 15 It means in Figure 14 A diagram of the vehicle model used in the control unit of the electric vehicle.

[0033] Explanation of reference numerals in the attached figures

[0034] 2: Battery, 4: Inverter, 6: Electric motor, 20: Speaker, 30: Display device, 31: Virtual engine tachometer (first embodiment), 32: Virtual engine tachometer (second embodiment), 33: Virtual engine tachometer (first embodiment), 40: Vehicle speed sensor, 42: Accelerator position sensor, 44: Clutch position sensor, 46: Gear sensor, 52: Accelerator pedal, 54: Virtual clutch pedal, 56: Virtual gear shifter, 100: Vehicle, 101: Vehicle control device, 120: Sound control device, 130: Screen control device, 300: Display surface, 311: First display area, 312: Second display area, 313: Third display area, 310: Pointer, 320: Bar, 330: Light Detailed Implementation

[0035] 1. Vehicle structure

[0036] The vehicle disclosed herein is an electric vehicle suitable for varying the torque output of an electric motor in response to driver input, in a manner simulating the speed-torque characteristics of a hypothetical rotating machine. In the following description, an internal combustion engine (hereinafter simply referred to as an engine) is exemplified as the rotating machine simulating the speed-torque characteristics. Reference will be made below. Figure 1 The structure of the vehicle 100 disclosed herein will be described.

[0037] Vehicle 100 is equipped with an electric motor (M) 6 as a driving source for propulsion. Additionally, vehicle 100 includes a battery (BATT) 2 and an inverter (INV) 4. The battery 2 stores electrical energy to drive the electric motor 6. That is, vehicle 100 is a battery electric vehicle (BEV) that operates using electrical energy stored in the battery 2. The electric motor 6 is, for example, a three-phase AC motor. The inverter 4 is, for example, a voltage-source inverter that controls the torque of the electric motor 6 via PWM control.

[0038] The output shaft of the electric motor 6 is connected to the reducer (RG) 8. The reducer 8 is connected to the differential gear 14 via the drive shaft 12. The differential gear 14 is connected to the left and right drive wheels 18 via the left and right drive shafts 16. The drive wheels 18 can be either the rear wheels or the front wheels. However, the vehicle 100 can also be configured as an all-wheel drive vehicle. In this case, a central differential gear can also be provided on the drive shaft 12 to transmit the drive torque divided by the central differential gear to the front wheels and the rear wheels respectively.

[0039] The vehicle 100 is equipped with a vehicle speed sensor 40. The vehicle speed sensor 40 is a sensor that outputs a signal corresponding to the driving speed of the vehicle 100 (hereinafter referred to as vehicle speed). At least one of the wheel speed sensors (not shown) respectively provided on the left and right front wheels and the left and right rear wheels is used as the vehicle speed sensor 40.

[0040] Additionally, the vehicle 100 is equipped with an accelerator position sensor 42. The accelerator position sensor 42 is located on the accelerator pedal 52 and is a sensor that outputs a signal corresponding to the amount of operation of the accelerator pedal 52. The amount of operation of the accelerator pedal 52 refers to the amount of time the driver depresses the accelerator pedal 52, i.e., the accelerator opening.

[0041] The accelerator pedal 52 is a driving control component for driving the vehicle 100. In addition to the accelerator pedal 52, the driving control component also includes a brake pedal (not shown). Unlike these driving control components, the vehicle 100 has a virtual gear shifting component that simulates the gear shifting operation of a manual transmission vehicle. The virtual gear shifting component includes a virtual clutch pedal 54 and a virtual gear shifter 56.

[0042] The virtual clutch pedal 54 is a virtual component distinct from the real clutch pedal. The virtual clutch pedal 54 has a similar structure to the clutch pedal found in conventional manual transmission vehicles. For example, the virtual clutch pedal 54 has a reaction force mechanism that generates a reaction force relative to the driver's depressing. The position where no force is applied is the initial position of the virtual clutch pedal 54, and the position when fully depressed is the final position. The driver can operate the virtual clutch pedal 54 from the initial position to the final position, overcoming the reaction force from the reaction force mechanism.

[0043] Vehicle 100 is equipped with a clutch position sensor 44. The clutch position sensor 44 is located on the virtual clutch pedal 54 and is a sensor that outputs a signal corresponding to the amount of operation of the virtual clutch pedal 54. The amount of operation of the virtual clutch pedal 54 refers to the amount of time the driver depresses the virtual clutch pedal 54, i.e., the clutch pedal travel.

[0044] The virtual gear shifter 56 is a virtual component, distinct from a real gear shifter. The virtual gear shifter 56 has a structure similar to the H-type gear shifter found in conventional manual transmission vehicles. The virtual gear shifter 56 has a shift lever that moves along an H-shaped guide groove. Gears are assigned to the guide grooves of an alternating type gear shifter, i.e., an H-type gear shifter. However, since the vehicle 100 does not possess a physical manual transmission, the gears of the virtual gear shifter 56 are imaginary. Figure 1In the example shown, the hypothetical gears are set as 1st, 2nd, 3rd, 4th, 5th, and 6th gears. In traditional manual transmission vehicles, 1st gear is the gear with the highest gear ratio, and the gear ratios decrease in the order of 2nd, 3rd, 4th, 5th, and 6th gears.

[0045] Vehicle 100 is equipped with a gear position sensor 46. The gear position sensor 46 is a sensor that is installed on the virtual gear shifter 56 and outputs a signal indicating the gear selected by the virtual gear shifter 56. It should be noted that when the gear shift lever is not in any gear, the gear position sensor 46 outputs a signal indicating a neutral position.

[0046] Vehicle 100 includes a vehicle control unit 101. Sensors and controlled devices mounted on vehicle 100 are connected to vehicle control unit 101 via an in-vehicle network. Vehicle speed sensor 40, accelerator position sensor 42, clutch position sensor 44, and gear position sensor 46 are examples of sensors mounted on vehicle 100. Signals from these sensors 40, 42, 44, and 46 are input to vehicle control unit 101.

[0047] Furthermore, a speaker 20 is installed inside the passenger compartment of the vehicle 100. Additionally, a display device 30 is installed on the dashboard of the vehicle 100. The display device 30 may have, for example, an LCD panel or an OLED panel as a display screen 300. The vehicle 100 includes a sound control device 120 for controlling the sound of the speaker 20 and a screen control device 130 for controlling the display screen 300 of the display device 30. The sound control device 120 and the screen control device 130 are respectively connected to the vehicle control device 101.

[0048] 2. Vehicle control device

[0049] The vehicle control device 101 is typically an electronic control unit (ECU). The vehicle control device 101 can also be a combination of multiple ECUs. The vehicle control device 101 includes an interface (not shown), memory, and a processor. An in-vehicle network is connected to the interface. The memory includes RAM for temporary data storage and ROM for storing programs executable by the processor and various data associated with the programs. The program consists of multiple instructions. The processor reads the program and data from the memory and executes them, generating control signals based on signals acquired from various sensors. The vehicle control device 101 can have one or more processors. One or more processors constitute the processing circuitry.

[0050] The program stored in the memory of the vehicle control device 101 includes a program for enabling the vehicle 100 to operate like a manual transmission engine vehicle. This program contains a vehicle model modeled as a hypothetical manual transmission engine vehicle (hereinafter referred to as a hypothetical vehicle). By executing this program, the processor or processor group of the control device 101 functions as a hypothetical gear ratio calculation unit 111, a hypothetical clutch capacity calculation unit 112, a hypothetical engine speed calculation unit 113, a hypothetical engine torque calculation unit 114, and a hypothetical transmission torque calculation unit 115.

[0051] The hypothetical gear ratio calculation unit 111 acquires the signal from the gear position sensor 46. Based on the signal from the gear position sensor 46, it obtains the hypothetical gear position of the virtual gear shifter 58. The hypothetical gear ratio calculation unit 111 uses the transmission model (described later) constituting the vehicle model to calculate the hypothetical gear ratio of the vehicle 100 based on the hypothetical gear position. The hypothetical gear ratio refers to the gear ratio of a hypothetical manual transmission (hereinafter referred to as a hypothetical manual transmission) that is hypothetically realized through torque control of the electric motor 6 of the vehicle model.

[0052] The hypothetical clutch capacity calculation unit 112 acquires the signal from the clutch position sensor 44. The clutch pedal travel of the virtual clutch pedal 54 is obtained from the signal from the clutch position sensor 44. The hypothetical clutch capacity calculation unit 112 uses the clutch model (described later) constituting the vehicle model to calculate the hypothetical clutch capacity based on the clutch pedal travel. The hypothetical clutch capacity refers to the torque transmission capacity of the clutch (hereinafter referred to as the hypothetical clutch) hypothetically realized through torque control of the electric motor 6 of the vehicle model.

[0053] The hypothetical engine speed calculation unit 113 acquires the signal from the vehicle speed sensor 40. The vehicle speed of the vehicle 100 is obtained from the signal from the vehicle speed sensor 40. The hypothetical engine speed calculation unit 113 calculates the hypothetical engine speed based on the vehicle speed and the hypothetical gear ratio according to a predetermined calculation formula. The hypothetical engine speed refers to the speed of an engine (hereinafter referred to as the hypothetical engine) hypothetically achieved by using the torque control of the electric motor 6 of the vehicle model. It should be noted that when the hypothetical clutch is in a semi-engaged state, the hypothetical engine speed is calculated using the vehicle speed, the hypothetical gear ratio, and the hypothetical slip ratio. The hypothetical slip ratio is calculated using the hypothetical clutch capacity and the hypothetical engine torque, which will be described later.

[0054] The hypothetical engine torque calculation unit 114 acquires the signal from the accelerator position sensor 42. The accelerator opening of the accelerator pedal 52 is obtained from the signal from the accelerator position sensor 42. Using the engine model (described later) constituting the vehicle model, the hypothetical engine torque 114 calculates the hypothetical engine torque based on the hypothetical engine speed and the accelerator opening. Hypothetical engine torque refers to the torque output from the hypothetical engine.

[0055] The hypothetical transmission torque calculation unit 115 calculates the hypothetical transmission torque using hypothetical engine torque, hypothetical clutch capacity, and hypothetical gear ratio. The hypothetical transmission torque is the torque output from the hypothetical manual transmission. The hypothetical transmission torque is the product of the hypothetical clutch torque input from the hypothetical clutch and the gear ratio; the hypothetical clutch torque is the smaller of the hypothetical engine torque and the hypothetical clutch capacity. That is, when the hypothetical engine torque is less than the hypothetical clutch capacity, the hypothetical clutch torque is equal to the hypothetical engine torque. On the other hand, when the hypothetical engine torque is greater than the hypothetical clutch capacity, the hypothetical clutch torque is limited to the hypothetical clutch capacity.

[0056] The vehicle control unit 101 controls the inverter 4 in such a way that the torque output by the electric motor 6 varies according to the hypothetical transmission torque. The hypothetical transmission torque varies discontinuously according to the switching of the hypothetical gear ratio. This discontinuous variation of the hypothetical transmission torque causes the behavior of the vehicle 100 to change, creating the feeling of a vehicle with a manual transmission.

[0057] 3. Vehicle model

[0058] Here, refer to Figure 2 The vehicle model of the hypothetical vehicle used in the vehicle control device 101 will be described. For example... Figure 2 As shown, the vehicle model MOD01 consists of a transmission model MOD11, an engine model MOD12, and a clutch model MOD13. In the transmission model MOD11, a hypothetical manual transmission is modeled. In the engine model MOD12, a hypothetical engine is modeled. And in the clutch model MOD13, a hypothetical clutch is modeled.

[0059] In engine model MOD12, the relationship between hypothetical engine speed and hypothetical engine torque is defined for each accelerator opening. The speed-torque characteristics of engine model MOD12 can be set to simulate the characteristics of both gasoline and diesel engines. Furthermore, it can be set to simulate the characteristics of both naturally aspirated and turbocharged engines. The hypothetical engine torque Te calculated by engine model MOD12 is input to clutch model MOD13. It should be noted that when the hypothetical engine speed drops below a predetermined engine stall speed, the hypothetical engine torque is set to zero after a very short period of change, and the hypothetical engine speed also drops to zero.

[0060] In clutch model MOD13, a hypothetical clutch capacity is assigned to the clutch pedal travel. The clutch pedal travel is 0% at the beginning of the virtual clutch pedal 54 and 100% at the end. The hypothetical clutch capacity is zero when the clutch pedal travel is 100%. At this point, in clutch model MOD13, the hypothetical clutch is fully released, and the transmission of hypothetical engine torque from the hypothetical engine to the hypothetical manual transmission is interrupted. When the clutch pedal travel returns from 100%, the state of the hypothetical clutch at the clutch engagement point changes from a released state to a partially engaged state. As a result, the hypothetical clutch capacity begins to increase, and the transmission of hypothetical engine torque from the hypothetical engine to the hypothetical manual transmission begins. Then, when the hypothetical clutch capacity exceeds the hypothetical engine torque, the hypothetical clutch becomes engaged, and all the hypothetical engine torque output from the hypothetical engine is input to the hypothetical manual transmission.

[0061] In the transmission model MOD11, a hypothetical gear ratio is set for each hypothetical gear. The maximum hypothetical gear ratio is set for 1st gear, and the hypothetical gear ratios decrease in the order of 2nd, 3rd, 4th, 5th, and 6th gears. The hypothetical transmission torque Tp is calculated using the hypothetical gear ratios calculated by the transmission model MOD11 and the hypothetical clutch torque Tout input from the clutch model MOD13. The hypothetical clutch torque Tout is zero when the clutch pedal travel is above the clutch engagement point, and increases from zero to the hypothetical engine torque Te corresponding to the decrease in clutch pedal travel when the clutch pedal travel is less than the clutch engagement point.

[0062] 4. Sound control device

[0063] Return again Figure 1 The sound control device 120 will be described below. The sound control device 120 is typically an ECU. The sound control device 120 can also be a combination of multiple ECUs. The sound control device 120 includes an interface (not shown), memory, and a processor. The vehicle control unit 101 and the speaker 20 are connected to the interface. The memory includes RAM for temporary data recording and ROM for storing programs executable by the processor and various data associated with the programs. The program consists of multiple instructions. The sound control device 120 can have one or more processors. One or more processors constitute the processing circuitry.

[0064] The sound control device 120 generates a virtual engine sound that is output by the speaker 20. The sound control device 120 uses sound pressure mapping to calculate the sound pressure of the virtual engine sound and frequency mapping to calculate the frequency of the virtual engine sound. In the sound pressure mapping, the sound pressure data for the virtual engine speed is set such that the higher the virtual engine speed, the higher the sound pressure. Similarly, the sound pressure data for the virtual engine torque is set such that the higher the virtual engine torque, the higher the sound pressure. In the frequency mapping, the frequency data for the virtual engine speed is set such that the higher the virtual engine speed, the higher the frequency. Therefore, the sound pressure and frequency of the virtual engine sound emitted from the speaker 20 change according to the driver's operation of the accelerator pedal 52, and also according to the operation of the virtual clutch pedal 54 and the virtual gear shifter 56. By hearing the virtual engine sound with changing sound pressure and frequency in this way, the driver auditorily perceives that they are driving a manual transmission vehicle.

[0065] 5. Screen control device

[0066] The screen control device 130 is typically an ECU. The screen control device 130 can also be a combination of multiple ECUs. The screen control device 130 includes an interface (not shown), memory, and a processor. The vehicle control device 101 and the display device 30 are connected to the interface. The memory includes RAM for temporary data recording and ROM for storing programs executable by the processor and various data associated with the programs. The program consists of multiple instructions. The screen control device 130 can have one or more processors. One or more processors constitute the processing circuitry.

[0067] The screen control device 130 acquires the virtual engine speed calculated by the virtual engine speed calculation unit 113. The screen control device 130 displays various information from the virtual engine tachometer on the display screen 300 of the display device 30. The displayed content of the virtual engine tachometer changes according to the driver's operation of the accelerator pedal 52, and also according to the operation of the virtual clutch pedal 54 and the virtual gear shifter 56. By observing the changing display of the virtual engine tachometer, the driver visually experiences the feeling of driving a manual transmission vehicle. The screen structure of the virtual engine tachometer displayed on the display device 30 is controlled by the screen control device 130. The screen structure of the virtual engine tachometer will be described in detail below.

[0068] 6. The visual structure of a hypothetical engine tachometer

[0069] 6-1. First Implementation Method

[0070] Figure 3This is a diagram showing the screen structure of the hypothetical engine tachometer 31 according to the first embodiment. The hypothetical engine tachometer 31 has a pointer 310 that rotates around a rotation center set in the screen as an indicator.

[0071] The display area for the rotation of the pointer 310 can be divided into a first display area 311 and a second display area 312. The first display area 311 is a wide-angle fan-shaped area corresponding to the rotation range from 0 rpm to the redline speed. The redline speed is also known as the speed limit (Rev limit). Within the first display area 311, numerical values ​​representing the speed are displayed at regular intervals. Figure 3 In the example shown, 6000 rpm is the redline speed, and the arc rotating along the top of pointer 310 displays values ​​from 0 to 6 in units of 1000 rpm. However, the redline speed is a hypothetical upper limit set for the speed of the hypothetical engine and does not necessarily correspond to the upper limit speed of the electric motor 6.

[0072] In the first display area 311, two colored areas 314 and 315 are provided along an arc rotating from the top of the pointer 310. The first colored area 314 corresponds to the red zone of an imaginary engine speed. The red zone starts at a speed slightly lower than the red line speed. The second colored area 315 corresponds to the engine speed up to the vicinity of the red zone. The first colored area 314 and the second colored area 315 are visually distinguishable. Specifically, the second colored area 315 is white or yellow, and the first colored area 314 is red. However, it is not necessary to distinguish the first colored area 314 and the second colored area 315. The first colored area 314 and the second colored area 315 can also be displayed together as a single colored area.

[0073] The second display area 312 is adjacent to the first display area 311, with the redline speed as the boundary. The second display area 312 is a narrow-angled fan-shaped area corresponding to the overspeed zone of the engine speed. The overspeed zone is the rotational area in the redline zone that is higher than the redline speed. Unlike the first display area 311, the second display area 312 does not display a numerical value indicating the magnitude of the engine speed. As will be described later, in the first display area 311, the rotation angle of the pointer 310 changes continuously according to the magnitude of the hypothetical engine speed. In contrast, in the second display area 312, the rotation angle of the pointer 310 is fixed at a constant angle regardless of the magnitude of the hypothetical engine speed.

[0074] The second display area 312 includes a illuminated area 313, which serves as the third display area. The illuminated area 313 is located adjacent to the first colored area 314. The illuminated area 313 is an area that is highlighted based on the position of the pointer 310. When the pointer 310 is within the first display area 311, nothing is displayed in the illuminated area 313. However, when the pointer 310 rotates to the second display area 312, the illuminated area 313 is brightly illuminated. For example, the entire illuminated area 313 can be illuminated with a deeper red and a higher brightness than the first colored area 314.

[0075] Next, use Figure 4A , Figure 4B as well as Figure 4C The screen transition of the hypothetical engine tachometer 31 with the above-described screen structure will be explained.

[0076] Figure 4A This is a diagram showing the idling state of the hypothetical engine tachometer 31. In the idling state, the pointer 310 maintains a rotation angle near the hypothetical engine's idle speed. Then, when the driver depresses the accelerator pedal 52, the rotation angle of the pointer 310 increases as the hypothetical engine speed rises.

[0077] Figure 4B This diagram illustrates an example of the movement of an image near the redline of the hypothetical engine tachometer 31. When the driver fully depresses the accelerator pedal 52, the hypothetical engine speed rises into the redline. In this case, control to prevent the hypothetical engine speed from exceeding the redline speed is activated in the vehicle control unit 101. Specifically, a simulated fuel cut-off calculation is performed when the hypothetical engine speed enters the redline, and a simulated re-injection calculation is performed when the hypothetical engine speed decreases to the normal operating range. By alternately repeating these calculations, the pointer 310 oscillates between the first colored area 314 and the second colored area 315.

[0078] Figure 4CThis is a diagram showing the hypothetical overspeed state of the engine tachometer 31. The aforementioned control is activated solely by pressing the accelerator pedal 52, thus preventing the hypothetical engine speed from exceeding the redline. However, depending on the driver's gear shifting operation, specifically, depending on the gear selected through downshifting, the hypothetical engine speed may exceed the redline. This is common in vehicles with actual transmissions. Instantaneous shifters like paddle shifters can reject gear shifting indications indicating the engine speed exceeds the redline. However, in the case of alternating shifters like H-type shifters, the gear ratio is mechanically determined based on the selected gear, and the engine speed after the shift is determined based on that gear ratio and vehicle speed. As a result, sometimes an overspeed state occurs where the engine speed exceeds the redline.

[0079] When the simulated engine speed exceeds the redline, the pointer 310 of the simulated engine tachometer 31 rotates to a predetermined position exceeding the redline speed and remains fixed at that position. Simultaneously, the previously undisplayed illuminated area 313 is illuminated.

[0080] By observing the movement of the pointer 310 and the illumination of the lit area 313, the driver can easily understand that the hypothetical engine speed has entered the overspeed zone. Furthermore, since the speed is not numerically displayed in the overspeed zone, a wider display area corresponding to the overspeed zone is not required, thus saving screen resources. In other words, based on the hypothetical engine tachometer 31, the driver can easily understand the rotational state of the hypothetical engine while minimizing the waste of screen resources.

[0081] Next, the switching of the screen structure of the hypothetical engine tachometer 31 corresponding to the specifications of the hypothetical vehicle will be explained. The redline speed of the hypothetical engine is determined by a combination of the hypothetical engine's speed-torque characteristics and the gear ratio setting of the hypothetical manual transmission. Information related to this combination is provided from the vehicle control unit 101 to the screen control unit 130 as specification information related to the specifications of the hypothetical vehicle. The screen control unit 130 changes the settings of the numerical display contained in the first display area 311 according to the specification information provided from the vehicle control unit 101.

[0082] Figure 5A This is a diagram showing the layout of a hypothetical engine tachometer 31 when the hypothetical vehicle is a standard vehicle. The standard vehicle is, for example, a gasoline engine vehicle with stable characteristics that is easy for even an average driver to handle. Figure 5B This is a diagram showing the layout of a hypothetical engine tachometer 31 in the case of a hypothetical high-revving vehicle. A high-revving vehicle could be, for example, a gasoline engine vehicle with peak characteristics, like a racing car. Figure 5CThis is a diagram showing the screen structure of the hypothetical engine tachometer 31 when the hypothetical vehicle is a low-speed vehicle. For example, a low-speed vehicle could be a diesel engine vehicle with excellent fuel economy. However, regardless of the hypothetical vehicle's specifications, no numerical value indicating the engine speed is displayed in the overspeed zone, and the size of the illuminated area 313 is set to a constant.

[0083] When the driver can select a driving mode for the simulated vehicle, the screen control device 130 can also obtain that driving mode from the vehicle control device 101 and switch the settings of the numerical displays contained in the first display area 311 according to the driving mode. For example, if the driver selects the normal mode, the screen control device 130 can also select... Figure 5A The screen structure shown is the screen structure of the hypothetical engine tachometer 31. Furthermore, when the driver selects Sport mode, the screen structure of the hypothetical engine tachometer 31 can be switched to... Figure 5B The screen structure shown is as follows. Additionally, when the driver selects the energy-saving mode, the screen structure of the hypothetical engine tachometer 31 can be switched to... Figure 5C The screen structure shown is as follows. However, regardless of the driving mode, no numerical value indicating the speed is displayed in the overspeed zone, and the size of the illuminated area 313 is set to constant.

[0084] Next, several variations of the screen structure of the hypothetical engine tachometer 31 will be explained.

[0085] Figure 6A and Figure 6B This is a diagram showing the layout of the hypothetical engine tachometer 31A, which is a first modification of the hypothetical engine tachometer 31. Figure 6A This image shows the hypothetical engine tachometer 31A at idle speed. Figure 6B This image represents the overspeed state of the hypothetical engine tachometer 31A. In the first modification, instead of the illuminated area 313 of the hypothetical engine tachometer 31, a third colored area 316 is provided in the area corresponding to the overspeed zone. The illuminated area 313 switches between being displayed and not displayed depending on the position of the pointer 310, while the third colored area 316 is always displayed in a predetermined color. For example, in order to be visually distinguishable from the first colored area 314, the third colored area 316 may also be set to a deeper red than the first colored area 314.

[0086] Figure 7A and Figure 7B This is a diagram showing the layout of the hypothetical engine tachometer 31B, which is a second modification of the hypothetical engine tachometer 31. Figure 7A This image shows the hypothetical engine tachometer 31B at idle speed. Figure 7BThis image depicts the hypothetical overspeed state of the engine tachometer 31B. In the second variation, based on the image structure of the first variation, the rotation area of ​​the pointer 310 is shown... Figure 3 The first display area 311 shown has a illuminated area 317 serving as a third display area. The illuminated area 317 is an area highlighted based on the position of the pointer 310. When the pointer 310 is below the redline rotation speed, nothing is displayed in the illuminated area 317. However, when the pointer 310 exceeds the redline rotation speed and rotates to the third coloring area 316, the illuminated area 317 is brightly lit, for example, in a deep red. The shape of the illuminated area 317 can be, for example, a circle as shown, or any other shape.

[0087] Figure 8A and Figure 8B This is a diagram showing the layout of the hypothetical engine tachometer 31C, which is the third modification of the hypothetical engine tachometer 31. Figure 8A This image shows the hypothetical engine tachometer 31C at idle speed. Figure 8B This image represents the overspeed state of the hypothetical engine tachometer 31C. In the third variation, based on the screen structure of the first variation, the color of the pointer 310, which serves as an icon, is switched. Specifically, when the hypothetical engine speed is below the redline, the pointer 310 is displayed in a normal color such as white; however, when the hypothetical engine speed exceeds the redline, a pointer 318, in a prominent color for the third display area, is displayed instead of the pointer 310. The pointer 318 is, for example, brightly lit in a deep red.

[0088] Figure 9A and Figure 9B This is a diagram showing the screen structure of the hypothetical engine tachometer 31D, which is the fourth modification of the hypothetical engine tachometer 31. Figure 9A This image shows the screen displaying the simulated idle speed of an engine tachometer 31D. Figure 9B This image shows the simulated engine tachometer 31AD in an overspeed state. In the fourth variation, the numerical value indicating the simulated engine speed is not displayed. Instead, the area on the arc formed by the first colored area 314 and the second colored area 315 of the simulated engine tachometer 31 is divided into six colored areas 319a, 319b, 319c, 319d, 319e, and 319f with equal angular widths, and a color gradient is provided between the areas from the low-speed area side to the high-speed area side. The driver can judge the simulated engine speed based on the color of the area where the pointer 310 is located.

[0089] 6-2. Second Implementation Method

[0090] Figure 10This is a diagram showing the layout of the hypothetical engine tachometer 32 according to the second embodiment. The hypothetical engine tachometer 32 has a bar 320 that extends and retracts according to the magnitude of the hypothetical engine speed as an indicator. The extension and retraction of the bar 320 can be either a straight line or a curve, but... Figure 10 In the example shown, bar 320 stretches and extends along an arc defined within the image.

[0091] The arc-shaped display area of ​​the display bar 320 can be divided into a first display area 321 and a second display area 322. The first display area 321 corresponds to the rotational speed range from 0 rpm to the redline. Within the first display area 321, numerical values ​​representing the rotational speed are displayed at constant intervals. Figure 10 In the example shown, 6000 rpm is the redline speed. Bar 320 extends from the base point equivalent to 0 rpm toward the redline speed, and the length of bar 320 represents the magnitude of the hypothetical engine speed.

[0092] In the first display area 321, two colored areas 324 and 325 are provided along the arc extending from the strip 320. The first colored area 324 corresponds to the red zone of a hypothetical engine speed set in the hypothetical engine. The second colored area 325 corresponds to the engine speed up to the vicinity of the red zone. Similar to the hypothetical engine tachometer 31 of the first embodiment, the first colored area 324 and the second colored area 325 are visually distinguishable. However, the first colored area 324 and the second colored area 325 may also be displayed together as a single colored area.

[0093] The second display area 322 is adjacent to the first display area 321, with the redline speed as the boundary. The second display area 322 corresponds to the overspeed zone of the speed. Unlike the first display area 321, no numerical value indicating the speed is displayed in the second display area 322. The second display area 322 includes a lit area 323, which serves as a third display area. The lit area 323 is adjacent to the first colored area 324. The lit area 323 is an area highlighted according to the length of the bar 320. When the bar 320 is within the first display area 321, nothing is displayed in the lit area 323. However, when the bar 320 reaches the second display area 322, the lit area 323 is brightly lit, similar to the hypothetical engine tachometer 31 in the first embodiment.

[0094] Next, use Figure 11A , Figure 11B as well as Figure 11C The screen transition of the hypothetical engine tachometer 32 with the above-described screen structure will be explained.

[0095] Figure 11AThis is a diagram showing the idle state of the hypothetical engine tachometer 32. At idle, the length of bar 320 remains near the hypothetical engine's idle speed. Then, when the driver depresses the accelerator pedal 52, the length of bar 320 increases as the hypothetical engine speed rises.

[0096] Figure 11B This diagram illustrates an example of the movement of an image near the redline of the hypothetical engine tachometer 32. When the driver fully depresses the accelerator pedal 52, control is activated in the vehicle control unit 101 to prevent the hypothetical engine speed from exceeding the redline. Through this control, the length of the bar 320 extends and retracts by its tip swinging between the first colored area 324 and the second colored area 325.

[0097] Figure 11C This is a diagram showing the scene when the hypothetical engine tachometer 32 is in an overspeed state. When the driver downshifts, simulating an engine speed exceeding the redline, the bar 320 extends to a predetermined position exceeding the redline and remains fixed there. Simultaneously, the previously undisplayed illuminated area 323 is illuminated.

[0098] By observing the movement of the bar 320 and the illumination of the illuminated area 323, the driver can easily understand that the hypothetical engine speed has entered the overspeed zone. Furthermore, since the speed is not numerically displayed in the overspeed zone, a wider display area corresponding to the overspeed zone is not required, thus saving display screen resources. In other words, based on the hypothetical engine tachometer 32, the driver can easily understand the rotational state of the hypothetical engine while minimizing the waste of display screen resources.

[0099] The switching of the numerical display settings corresponding to the specifications of the hypothetical vehicle and the switching of the numerical display settings corresponding to the driving mode selected by the driver, as described in the hypothetical engine tachometer 31 of the first embodiment, can also be applied to the hypothetical engine tachometer 32. Furthermore, similar to the various modifications of the hypothetical engine tachometer 31 of the first embodiment, the screen structure of the hypothetical engine tachometer 32 can also be modified.

[0100] 6-3. Third Implementation Method

[0101] Figure 12 This is a diagram showing the layout of the hypothetical engine tachometer 33 according to the third embodiment. The hypothetical engine tachometer 33 has multiple lamps 330 that illuminate sequentially according to the hypothetical engine speed as indicators. The arrangement of the lamps 330 can be either a straight line or a curve, but... Figure 10 In the example shown, lamp 330 includes portions arranged at an angle and portions arranged horizontally.

[0102] The display area of ​​the array lamp 330 can be divided into a first display area 331 and a second display area 332. The first display area 331 corresponds to the rotational speed range from 0 rpm to the redline. Within the first display area 331, numerical values ​​representing the rotational speed are displayed at constant intervals. Figure 12 In the example shown, 6000 rpm is the redline speed. Multiple lights 330 are arranged between a base point equivalent to 0 rpm and a redline speed equivalent to the redline speed. Lights 330 include illuminated lights 330a and extinguished lights 330b. When the hypothetical engine speed is zero, all lights 330 are extinguished (330b). Furthermore, as the hypothetical engine speed increases, the lights 330 from the base point side sequentially switch to illuminated lights 330a, with the number of illuminated lights 330a indicating the hypothetical engine speed.

[0103] In the first display area 331, two colored areas 334 and 335 are arranged along the arrangement of the lamps 330. The first colored area 334 corresponds to the red zone of a hypothetical engine speed set in the hypothetical engine. The second colored area 335 corresponds to the engine speed up to the vicinity of the red zone. Similar to the hypothetical engine tachometers 31 and 32 in the first and second embodiments, the first colored area 334 and the second colored area 335 are visually distinguishable. However, the first colored area 334 and the second colored area 335 can also be displayed together as a single colored area.

[0104] The second display area 332 is adjacent to the first display area 331, with the redline speed as the boundary. The second display area 332 corresponds to the overspeed zone of the speed. Unlike the first display area 331, no numerical value indicating the speed is displayed in the second display area 332. The second display area 332 includes a lit area 333, which serves as a third display area. The lit area 333 is adjacent to the first colored area 334. The lit area 333 is an area highlighted according to the lighting state of the lamp 330. When the lamp 330 in the second display area 332 is off, nothing is displayed in the lit area 333. However, when the lamp 330 in the second display area 332 is on, the lit area 333 is brightly lit, similar to the hypothetical engine tachometers 31 and 32 in the first and second embodiments.

[0105] Next, use Figure 13A , Figure 13B as well as Figure 13C The screen transition of the hypothetical engine tachometer 33 with the above-described screen structure will be explained.

[0106] Figure 13AThis is a diagram showing the hypothetical engine tachometer 33 at idle. At idle, the number of illuminated lights 330a remains near the hypothetical engine's idle speed. Then, when the driver depresses the accelerator pedal 52, the number of illuminated lights 330a increases as the hypothetical engine speed rises. Unlike the hypothetical engine tachometers 31 and 32 in the first and second embodiments, the movement of the indicator formed by the lights 310 is discrete relative to the change in hypothetical engine speed.

[0107] Figure 13B This diagram illustrates an example of the movement of an image near the redline of the hypothetical engine tachometer 33. When the driver fully depresses the accelerator pedal 52, control is implemented in the vehicle control unit 101 to prevent the hypothetical engine speed from exceeding the redline. Through this control, the number of illuminated lights 330a is increased or decreased by repeatedly switching the lights 330 on and off between the first tinted area 314 and the second tinted area 315.

[0108] Figure 13C This is a diagram showing the hypothetical engine speed exceeding the redline when the tachometer reads 33. It includes the overspeed zone when the hypothetical engine speed exceeds the redline due to the driver downshifting. Figure 12 All lights 330, including the second display area 332, are switched to illuminated light 330a. Simultaneously, illuminated areas 333 that were not previously displayed on the screen are illuminated.

[0109] By observing the changes in the number of illuminated lights 330 and the illumination of the illuminated area 333, the driver can easily understand that the hypothetical engine speed has entered the overspeed zone. Furthermore, since the speed is not numerically displayed in the overspeed zone, a wider display area corresponding to the overspeed zone is not required, thus saving display screen resources. In other words, based on the hypothetical engine tachometer 33, the driver can easily understand the hypothetical engine's rotational state while minimizing the waste of display screen resources.

[0110] The switching of the numerical display settings corresponding to the specifications of the hypothetical vehicle and the switching of the numerical display settings corresponding to the driving mode selected by the driver, as described in the hypothetical engine tachometer 31 of the first embodiment, can also be applied to the hypothetical engine tachometer 33. Furthermore, similar to the various modifications of the hypothetical engine tachometer 31 of the first embodiment, the screen structure of the hypothetical engine tachometer 33 can also be modified.

[0111] 7. Examples of vehicle deformation

[0112] exist Figure 1In the vehicle 100 shown, a hypothetical engine, hypothetical clutch, and hypothetical manual transmission are realized through torque control of an electric motor, thus reproducing the operation of a manual transmission engine vehicle in an electric vehicle. However, the reproduction of the operation of a manual transmission engine vehicle can also be achieved in an electric vehicle that combines an electric motor with a physical manual transmission.

[0113] Figure 14 This is a diagram schematically illustrating the structure of vehicle 200, a variant of vehicle 100. Figure 14 In the accompanying drawings, elements shared with vehicle 100 are marked with common reference numerals. Vehicle 200 is a battery electric vehicle that supplies electrical energy stored in battery 2 to electric motor 6 via inverter 4, and drives drive wheels 18 using electric motor 6. Vehicle 200 is equipped with a manual transmission (T / M) 10. The output shaft of electric motor 6 is connected to manual transmission 10. Manual transmission 10 is a stepped transmission with multiple shiftable gear stages. The shifting of multiple gear stages of manual transmission 10 is performed manually by the driver using shifter 58. Shifter 58 is an alternating type shifter, i.e., an H-type shifter, which allows the shift lever to move along an H-shaped guide groove. Shifter 58 can be mechanically connected to manual transmission 10 or connected to manual transmission 10 via drive-by-wire. Manual transmission 10 is connected to differential gear 14 via driveshaft 12.

[0114] The vehicle control device 102 of the vehicle 200 includes a gear ratio calculation unit 117, a hypothetical clutch capacity calculation unit 112, a hypothetical engine speed calculation unit 113, a hypothetical engine torque calculation unit 114, and a hypothetical clutch torque calculation unit 118. These calculation units are hypothetically implemented by a processor or processor group executing a program stored in the memory of the control device 102. The hypothetical clutch capacity calculation unit 112, the hypothetical engine speed calculation unit 113, and the hypothetical engine torque calculation unit 114 are the same as those involved in the vehicle 100, therefore detailed descriptions of them are omitted.

[0115] The gear ratio calculation unit 117 acquires the signal from the gear position sensor 46. The gear position of the shifter 58 is determined based on the signal from the gear position sensor 46. The gear ratio of the manual transmission 10 is mechanically and uniquely determined for each gear. The gear ratio calculation unit 117 uses a pre-prepared correspondence table to calculate the gear ratio corresponding to the current gear. In the calculation of the hypothetical engine speed performed by the hypothetical engine speed calculation unit 113, the actual gear ratio of the manual transmission 10 calculated by the gear ratio calculation unit 117 is used.

[0116] The hypothetical clutch torque calculation unit 118 calculates the hypothetical clutch torque using the hypothetical engine torque calculated by the hypothetical engine torque calculation unit 114 and the hypothetical clutch capacity calculated by the hypothetical clutch capacity calculation unit 112. When the hypothetical engine torque is less than the hypothetical clutch capacity, the hypothetical clutch torque calculation unit 118 outputs the hypothetical engine torque as the hypothetical clutch torque. On the other hand, when the hypothetical engine torque is greater than the hypothetical clutch capacity, the hypothetical clutch torque calculation unit 118 outputs a hypothetical clutch torque limited to the hypothetical clutch capacity. The control device 102 controls the inverter 4 in a manner that causes the torque output by the electric motor 6 to vary according to the hypothetical clutch torque.

[0117] In the vehicle control device 102, using Figure 15 The vehicle model MOD02 is shown. Vehicle model MOD02 consists of engine model MOD12 and clutch model MOD13. Control device 102 causes electric motor 6 to output the hypothetical clutch torque Tout calculated by clutch model MOD13. Manual transmission 10 increases the hypothetical clutch torque Tout input from electric motor 6 according to the gear ratio. Engine model MOD12 and clutch model MOD13 are the same components involved in vehicle model MOD01 used by vehicle control device 101, therefore detailed descriptions of them are omitted.

[0118] 8. Other

[0119] The hypothetical engine speed display technology used in this electric vehicle is not limited to battery electric vehicles (BEVs). It can be widely applied to any electric vehicle capable of varying the torque output of the electric motor in response to driver input, simulating the speed-torque characteristics of a hypothetical engine. For example, the hypothetical engine speed display technology of this disclosure can be applied to hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) that operate using only the driving force of the electric motor. Furthermore, the hypothetical engine speed display technology of this disclosure can also be applied to fuel cell electric vehicles (FCEVs) that supply the electric motor with electrical energy generated by the fuel cell.

Claims

1. An electric vehicle suitable for varying the torque output of an electric motor in response to operations input from a driver, in a manner simulating the speed-torque characteristics of a hypothetical rotating machine, the electric vehicle characterized by comprising: A display device that displays information provided to the driver; and The control device controls the display screen of the display device. The control device is configured as follows: An indicator representing the imaginary rotational speed of the imaginary rotating machinery is displayed on the display screen. In the speed range below the redline speed of the hypothetical rotating machinery, within the first display area of ​​the display screen, the indicator is moved continuously or discretely according to the magnitude of the hypothetical speed. In a speed range higher than the redline speed, the indicator is moved to a second display area outside the first display area, and the movement of the indicator is restricted in the second display area regardless of the magnitude of the hypothetical speed.

2. The electric vehicle according to claim 1, characterized in that, The second display area is adjacent to the first display area, and the boundary between the second display area and the first display area corresponds to the redline rotation speed.

3. The electric vehicle according to claim 1, characterized in that, The first display area includes the area corresponding to the red zone of the hypothetical rotational speed. The area corresponding to the red zone is visually distinguishable from other areas of the first display area.

4. The electric vehicle according to claim 1, characterized in that, The indicator is a pointer that rotates around a predetermined rotation center according to the magnitude of the hypothetical rotational speed.

5. The electric vehicle according to claim 1, characterized in that, The indicator is a bar that extends or retracts linearly or curvilinearly according to the magnitude of the hypothetical rotational speed.

6. The electric vehicle according to claim 1, characterized in that, The indicator consists of multiple lights that illuminate sequentially according to the magnitude of the hypothetical rotational speed.

7. The electric vehicle according to claim 1, characterized in that, The first display area includes a numerical display representing the magnitude of the hypothetical rotational speed. The second display area does not include the numerical display.

8. The electric vehicle according to claim 7, characterized in that, The control device is configured as follows: Obtain specification information related to the specifications of the hypothetical vehicle containing the hypothetical rotating machinery. Change the settings for the numerical display according to the specifications.

9. The electric vehicle according to claim 7, characterized in that, The control device is configured as follows: Obtain the driving mode selected by the driver. The settings for the numerical display are changed according to the driving mode.

10. The electric vehicle according to claim 1, characterized in that, The first display area includes multiple color-coded areas divided according to the hypothetical rotational speed range. The second display area includes an area displayed in a single color.

11. The electric vehicle according to any one of claims 1 to 10, characterized in that, The control device is configured to emphasize the display of the third display area of ​​the display screen in a speed range higher than the redline speed.

12. The electric vehicle according to claim 11, characterized in that, The second display area includes the third display area.

13. The electric vehicle according to claim 11, characterized in that, The third display area is located outside the first display area.

14. The electric vehicle according to claim 11, characterized in that, The third display area is located within the first display area.

15. The electric vehicle according to claim 11, characterized in that, The third display area is for icons.

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