Vehicle control method, vehicle control device and electric vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and an electric vehicle. The vehicle control method includes: generating, by a processor, a simulated engine sound for output from an indoor speaker of an electric vehicle based on operation information of a constituent element of the electric vehicle; adjusting, by the processor, a sound pressure of the simulated engine sound based on a time period to which a current time belongs, and outputting the sound pressure from the indoor speaker; and performing, by the processor, an adjustment for reducing the sound pressure of the simulated engine sound in a case where the current time belongs to a time period at night compared with a case where the current time belongs to a time period at daytime.

Description

Technical Field

[0001] The present disclosure relates to a technology applied to an electric vehicle using an electric motor as a power device for traveling. Background Art

[0002] Japanese Patent Application Laid-Open No. 2011-215437 discloses a sound control device mounted on a vehicle that can be driven by an electric motor. The sound control device calculates the engine speed of a virtual engine based on the driving information of the vehicle and the simulation results of the actions of the components of the virtual engine vehicle. The sound control device also controls the virtual engine sound used in the vehicle based on the calculated engine speed. In the control of the virtual engine sound, based on the simulation results of the actions of the components of the virtual engine vehicle, an effect sound corresponding to the action is determined. Then, the determined effect sound is added to the virtual engine sound.

[0003] As a document indicating the technical level in the technical field related to the present disclosure, Japanese Patent Application Laid-Open No. 2011-215437 and Japanese Patent Application Laid-Open No. 2014-240239 can be exemplified. Summary of the invention

[0004] By adding sound effects corresponding to the movements of the components of the virtual engine vehicle to the virtual engine sound, the driver of the vehicle is provided with a sense of presence as if he is driving a real engine vehicle. On the other hand, when the driver of the vehicle is required to drive the vehicle he is riding in safely, it is also envisaged that the sense of presence should not be prioritized. In particular, the driver's field of vision tends to be narrower during the night time period compared to the day time period, so there is a possibility that the interpretation of the sense of presence will affect safe driving. Therefore, from this point of view, there is room for improvement in the above-mentioned sound control device.

[0005] The present disclosure has been made in view of the above-mentioned problems. When a simulated engine sound is output into the interior of a vehicle that can be driven by an electric motor, the present disclosure provides a driver with a sense of presence based on the output and supports the driver's safe driving.

[0006] A first aspect of the present disclosure is a vehicle control method applied to an electric vehicle using an electric motor as a power device for traveling.

[0007] The vehicle control method includes the following steps: using the processor to generate a simulated engine sound for output from an indoor speaker of the electric vehicle based on operation information of the components of the electric vehicle; and using the processor to adjust the sound pressure of the simulated engine sound based on the time period to which the current moment belongs and output it from the indoor speaker.

[0008] When the current time is in the night time period, the processor performs adjustment to reduce the sound pressure of the simulated engine sound compared to when the current time is in the day time period.

[0009] A second aspect of the present disclosure is a vehicle control device applied to an electric vehicle using an electric motor as a power device for traveling.

[0010] The vehicle control device includes a processor that performs various processes.

[0011] The processor is configured to generate a simulated engine sound to be output from an indoor speaker of the electric vehicle based on operation information of components of the electric vehicle. The processor is configured to adjust the sound pressure of the simulated engine sound based on a time period to which the current time belongs and output the simulated engine sound to the indoor speaker.

[0012] The processor is configured to adjust the sound pressure of the pseudo engine sound to be lower when the current time is in the night time period compared to when the current time is in the day time period.

[0013] A third aspect of the present disclosure is an electric vehicle using an electric motor as a power device for traveling.

[0014] The electric vehicle includes an indoor speaker and a processor that performs various processes.

[0015] The processor is configured to generate a simulated engine sound to be output from the indoor speaker based on operation information of components of the electric vehicle. The processor is configured to adjust the sound pressure of the simulated engine sound based on the time period to which the current time belongs and output the simulated engine sound to the indoor speaker.

[0016] The processor is configured to adjust the sound pressure of the pseudo engine sound to be lower when the current time is in the night time period compared to when the current time is in the day time period.

[0017] According to the present disclosure, when the current time is in the night time period, the sound pressure of the simulated engine sound is adjusted to be lower than when the current time is in the day time period and output from the indoor speaker. Therefore, the driver can always be given a sense of presence based on the output of the simulated engine sound, and the driver can be supported to drive safely when the current time is in the night time period. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements.

[0019] Figure 1 It is a conceptual diagram showing an electric vehicle and a vehicle control device according to the first embodiment.

[0020] Figure 2 This is a block diagram showing an example of a basic functional configuration of a vehicle control device.

[0021] Figure 3 This is a block diagram showing another example of the basic functional structure of the vehicle control device.

[0022] Figure 4 This is a block diagram showing an example of the functional configuration of a vehicle control device particularly related to the first embodiment.

[0023] Figure 5 It is explained by Figure 4 FIG. 1 is a diagram of adjustment instructions generated by the time period determination unit.

[0024] Figure 6 This is a flowchart showing the flow of computer processing particularly related to the first embodiment.

[0025] Figure 7 This is a block diagram showing a first configuration example of a power control system of an electric vehicle.

[0026] Figure 8 The diagrams show examples of the engine model, the clutch model, and the transmission model that constitute the MT vehicle model.

[0027] Fig. 9 This is a diagram showing a comparison of the torque characteristics of an electric motor achieved by motor control using the MT vehicle model and the torque characteristics of an electric motor achieved by normal motor control as an electric vehicle.

[0028] Fig.10 This is a block diagram showing a second configuration example of a power control system of an electric vehicle.

[0029] Fig.11 It is a conceptual diagram showing an electric vehicle and a vehicle control device according to a second embodiment.

[0030] Fig.12 This is a block diagram showing an example of the functional configuration of a vehicle control device particularly related to the second embodiment.

[0031] Fig.13 Yes Description Fig.11 The diagram shows an example of operation control when the auxiliary device is a lighting device.

[0032] Fig.14 Yes Description Fig.11The diagram shows an operation control example in the case where the auxiliary device is a seat ventilation device. DETAILED DESCRIPTION

[0033] The embodiments of the present disclosure will be described with reference to the accompanying drawings. In the drawings, the same or corresponding structures are denoted by the same reference numerals, and their descriptions are simplified or omitted.

[0034] 1. First Implementation

[0035] 1-1. Overall structure and simulated engine sound

[0036] Figure 1 1 is a conceptual diagram showing an electric vehicle 10 according to a first embodiment of the present disclosure and a vehicle control device 100 applied to the electric vehicle 10. The electric vehicle 10 includes an electric motor 44. A brushless DC motor and a three-phase AC synchronous motor are exemplified as the electric motor 44. The electric vehicle 10 uses the electric motor 44 as a power device for traveling.

[0037] The electric vehicle 10 is also equipped with various sensors 12. The various sensors 12 include operating state sensors such as an accelerator pedal position sensor, a brake pedal position sensor, and a gear position sensor, and driving state sensors such as a wheel speed sensor, an acceleration sensor, and a rotation speed sensor. The accelerator pedal position sensor detects the operation amount of the accelerator pedal (accelerator opening). The brake pedal position sensor detects the operation amount of the brake pedal. The gear position sensor detects the gear position. The wheel speed sensor detects the rotation speed of the wheels of the electric vehicle 10. The acceleration sensor detects the lateral acceleration and the front-rear acceleration of the electric vehicle 10. The rotation speed sensor detects the rotation speed of the electric motor 44.

[0038] The various sensors 12 also include position sensors such as GNSS (Global Navigation Satellite System) sensors, and recognition sensors such as cameras, radars, and LIDAR (Laser Imaging Detection and Ranging). GNSS detects the position and posture of the electric vehicle 10. The camera captures at least the front of the electric vehicle 10. The radar and LIDAR recognize the surrounding conditions of the electric vehicle 10.

[0039] The electric vehicle 10 also includes a speaker 14. The speaker 14 is equivalent to the "indoor speaker" of the present disclosure. The speaker 14 outputs sound into the interior of the electric vehicle 10. The speaker 14 includes, for example, a front speaker provided in the front of the interior and a rear speaker provided in the rear of the interior. The total number of speakers constituting the speaker 14 and the layout of the speaker 14 can be changed arbitrarily.

[0040] The vehicle control device 100 generates a sound (hereinafter also referred to as "indoor sound") to be output from the speaker 14. The vehicle control device 100 also outputs the generated indoor sound from the speaker 14. For example, the vehicle control device 100 generates a simulated engine sound as the indoor sound, and outputs the generated indoor sound from the speaker 14. In another example, the vehicle control device 100 generates an indoor sound including the simulated engine sound, and outputs the generated indoor sound from the speaker 14.

[0041] The entire vehicle control device 100 may be mounted on the electric vehicle 10. As another example, at least a portion of the vehicle control device 100 may be included in a management server outside the electric vehicle 10. In this case, the vehicle control device 100 may remotely generate indoor sound, receive the generated indoor sound, and output it from the speaker 14.

[0042] In general, the vehicle control device 100 includes at least one processor 102 and at least one storage device 104. The processor 102 performs various processes. Examples of the processor 102 include a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an ASIC (Application Specific Integrated Circuit), and an FPGA (Field Programmable Gate Array). The storage device 104 stores (stores) various information. Examples of the storage device 104 include a volatile memory, a non-volatile memory, a HDD (Hard Disk Drive), and an SSD (Solid State Drive).

[0043] Figure 2 1 is a block diagram showing an example of a basic functional structure of the vehicle control device 100. The vehicle control device 100 includes an information acquisition unit 110, a vehicle sound source management unit 120, an engine sound generation unit 130, and a sound output control unit 140 as functional blocks. These functional blocks are implemented by, for example, cooperation between the processor 102 and the storage device 104.

[0044] The information acquisition unit 110 acquires information BEV related to the electric vehicle 10. The information BEV includes information related to the driving state of the electric vehicle 10, information related to the driving environment of the electric vehicle 10, and the like. The information BEV is typically detected by various sensors 12, and the like. A portion of the information related to the driving environment of the electric vehicle 10 may also be acquired by combining information detected by various sensors 12 (for example, position information of the electric vehicle 10) with map data.

[0045] In addition, the information BEV includes a virtual engine speed Ne. Here, it is assumed that the electric vehicle 10 uses a virtual engine as a power unit for driving. The virtual engine speed Ne is the speed of the virtual engine when it is assumed that the electric vehicle 10 is driven by the virtual engine. For example, the information acquisition unit 110 can calculate the virtual engine speed Ne in a manner that increases as the wheel speed increases. In addition, in the case where the electric vehicle 10 has a manual mode (MT mode) described later, the information acquisition unit 110 can also calculate the virtual engine speed Ne in the manual mode based on the wheel speed, the comprehensive reduction ratio, and the slip rate of the virtual clutch. The details of the calculation method of the virtual engine speed Ne in the manual mode will be described later.

[0046] The vehicle sound source management unit 120 stores the sound source data EVS of the engine vehicle for generating simulated engine sound. The vehicle sound source management unit 120 is mainly implemented by the storage device 104. Typically, the sound source data EVS includes multiple sound source data. The multiple sound source data include, for example, sound source data of the sound caused by engine combustion (for low speed, medium speed, and high speed), sound source data of the sound caused by the operation of input devices such as gears and clutches (for low speed, medium speed, and high speed), sound source data of noise, sound source data of event sound (such as engine stall sound), etc. Each sound source data is pre-generated by simulation based on the engine model and vehicle model of the engine vehicle. Each sound source data can be flexibly adjusted. That is, at least one of the sound pressure and frequency of the sound represented by the sound source data can be flexibly adjusted.

[0047] The engine sound generation unit 130 (engine sound simulator) is a simulator that generates simulated engine sounds. The engine sound generation unit 130 obtains at least a portion of the information BEV from the information acquisition unit 110. In particular, the engine sound generation unit 130 obtains information on a virtual engine speed Ne and a vehicle speed from the information acquisition unit 110. In addition, the engine sound generation unit 130 reads the sound source data EVS of the engine vehicle from the vehicle sound source management unit 120. Furthermore, the engine sound generation unit 130 generates a simulated engine sound corresponding to the operating state (virtual engine speed Ne, vehicle speed) of the electric vehicle 10 by combining one or more sound source data included in the sound source data EVS of the engine vehicle. The engine sound data EGS is data representing the generated simulated engine sound.

[0048] In addition, the generation of simulated engine sound is a known technology, and the generation method of simulated engine sound that can be applied to the present disclosure is not particularly limited. For example, the simulated engine sound can be generated using a known engine sound simulator used in games, etc. It can also be the following method: a mapping diagram of virtual engine speed Ne-frequency and a mapping diagram of virtual engine torque-sound pressure are pre-prepared, and the frequency of the simulated engine sound is increased or decreased in proportion to the virtual engine speed Ne, and the sound pressure of the simulated engine sound is increased or decreased in proportion to the virtual engine torque.

[0049] The sound output control unit 140 receives the engine sound data EGS generated by the engine sound generation unit 130. And, the sound output control unit 140 outputs the engine sound data EGS from the speaker 14. When outputting the engine sound data EGS, the sound output control unit 140 controls the sound pressure of the simulated engine sound by controlling the amplifier. In addition, the sound output control unit 140 changes the frequency of the simulated engine sound by controlling the FMC (frequency modulator).

[0050] Figure 3 1 is a block diagram showing another example of the basic functional structure of the vehicle control device 100. Figure 3In the example shown, the vehicle sound source management unit 120 stores sound source data EVS (EVS1, ..., EVSn) of multiple types of engine vehicles corresponding to multiple vehicle models (1, ..., n). That is, the vehicle sound source management unit 120 stores sound source data EVS of the engine vehicle of each vehicle model. The sound source data EVSk (1≤k≤n) is pre-generated based on the engine model and vehicle model of the corresponding vehicle model. The driver can also specify his favorite vehicle model from multiple vehicle models. In this case, the engine sound generation unit 130 obtains the sound source data EVSk corresponding to the vehicle model specified by the driver. In addition, the engine sound generation unit 130 uses the obtained sound source data EVSk of the engine vehicle to generate a simulated engine sound. As a result, the driver can get the feeling of driving his favorite vehicle model.

[0051] 1-2. Adjustment of simulated engine sound

[0052] By outputting the simulated engine sound from the speaker 14, the driver of the electric car 10 is provided with a sense of presence as if he is driving a real engine vehicle. On the other hand, the driver is required to drive carefully and safely, taking into account the surroundings of the electric car 10. In particular, the driver's field of vision tends to be narrower during the night time period compared to the day time period. Therefore, there is a possibility that the interpretation of the sense of presence will affect the driver's safe driving. Therefore, in the first embodiment, the sound pressure of the simulated engine sound when the engine sound data EGS is output from the speaker 14 is adjusted based on the time period to which the current moment belongs.

[0053] Figure 4 1 is a block diagram showing an example of the functional configuration of the vehicle control device 100 particularly related to the first embodiment. Figure 4 In the example shown, the vehicle control device 100 has Figure 2 In addition to the functional blocks described above, the system also includes a time period determination unit 150. These functional blocks are implemented by cooperation between the processor 102 and the storage device 104, for example.

[0054] The time period determination unit 150 determines the time period to which the current moment belongs. As time periods, a daytime time period and a nighttime time period can be exemplified. For example, the daytime time period is from 6 a.m. to 8 p.m., and the nighttime time period is from 8 p.m. to 6 a.m. The time of the boundary between the daytime time period and the nighttime time period can also be appropriately adjusted based on the location information of the electric vehicle 10, the information of the sunset time and the sunrise time. The daytime time period can include the morning time period and the evening time period. The time period determination unit 150 generates an adjustment instruction MDF based on the determination result of the time period to which the current moment belongs, and sends it to the sound output control unit 140.

[0055] The adjustment command MDF is information for adjusting the sound pressure of the simulated engine sound. Figure 5 The adjustment command MDF will be described. The adjustment command MDF is represented by, for example, a sound pressure ratio Rp of the simulated engine sound before and after adjustment (R=sound pressure after adjustment / sound pressure before adjustment; 0<R≤1). Figure 5 An example of the relationship between time and sound pressure ratio Rp is shown in FIG. Figure 5 In the example shown, a day (24 hours) is divided into a daytime period and a nighttime period. The boundary between the daytime period and the nighttime period is 6:00 in the morning and 8:00 in the evening. Figure 5 In the example shown, a morning time zone from 6:00 to 8:00 in the morning and an evening time zone from 6:00 to 8:00 in the evening are shown as part of the daytime time zone.

[0056] exist Figure 5 In the example shown, the sound pressure ratio Rp is the highest in the time period of the day except the time period of the morning and evening, and the sound pressure ratio Rp is the lowest in the time period of the night. In addition, the sound pressure ratio Rp in the time period of the morning and evening is higher than the sound pressure ratio Rp in the time period of the night, and lower than the sound pressure ratio Rp in the time period of the day except the time period of the morning and evening. For example, the sound pressure ratio Rp in the time period of the day except the time period of the morning and evening is R=1.0, the sound pressure ratio Rp in the time period of the night is R=x (0<x<1.0), and the sound pressure ratio Rp in the time period of the morning and evening is R=y (x<y<1.0).

[0057] The sound output control unit 140 outputs the engine sound data EGS received from the engine sound generation unit 130 from the speaker 14. Figure 2 When receiving the adjustment command MDF from the time period determination unit 150, the sound output control unit 140 adjusts the sound pressure of the simulated engine sound based on the adjustment command MDF and outputs the engine sound data EGS to the speaker 14. The sound pressure is adjusted by controlling the amplifier, for example.

[0058] 1-3. Processing example

[0059] Figure 6 This is a flowchart showing the flow of computer processing particularly related to the first embodiment. Figure 6 The flowchart shown is composed of Figure 1 The processor 102 shown executes repeatedly in a predetermined control cycle.

[0060] exist Figure 6In the routine shown, first, information BEV is acquired (step S11 ). As described above, information BEV is information related to the electric vehicle 10 , including information related to the driving state of the electric vehicle 10 , information related to the driving environment of the electric vehicle 10 , and virtual engine speed Ne.

[0061] Following the processing of step S11, the engine sound data EGS is generated (step S12). The engine sound data EGS is generated based on the virtual engine speed Ne and the vehicle speed information obtained in step S11. When the information of the vehicle model of the engine vehicle specified by the driver is obtained in the processing of step S11, the information of the vehicle model is combined with the virtual engine speed Ne and the vehicle speed information to generate the engine sound data EGS.

[0062] Following the processing of step S12, the sound pressure of the simulated engine sound is adjusted based on the adjustment command MDF (step S13). The adjustment command MDF is generated based on the time period to which the current time belongs. By performing the processing of step S13, the sound pressure of the simulated engine sound when the engine sound data EGS generated in step S12 is output from the speaker 14 is adjusted.

[0063] exist Figure 5 In the example described in , the adjustment instruction MDF is represented by a sound pressure ratio Rp (0<R≤1). The sound pressure ratio Rp is lower in the night time period than in the day time period. Therefore, when the current moment belongs to the night time period, the sound pressure of the simulated engine sound is reduced compared to the case where the current moment belongs to the day time period. Further, the sound pressure ratio Rp is the lowest in the night time period. Therefore, when the current moment belongs to the night time period, the sound pressure of the simulated engine sound drops to the lowest level during the day.

[0064] In addition, Figure 5 In the example described in , the sound pressure ratio Rp of the time periods in the morning and evening is lower than the sound pressure ratio Rp of the time period in the daytime other than these time periods, and is higher than the sound pressure ratio Rp of the time period in the night. Therefore, the sound pressure of the simulated engine sound when the current time belongs to the time period in the morning or evening becomes an intermediate sound pressure lower than the sound pressure when the current time belongs to the time period in the daytime other than the time period in the morning and evening, and higher than the sound pressure when the current time belongs to the time period in the night.

[0065] Following the process of step S13 , the engine sound data EGS is output to the speaker 14 (step S14 ).

[0066] 1-4. Effect

[0067] According to the first embodiment, the engine sound data EGS is output from the speaker 14. Therefore, it is possible to provide the driver of the electric car 10 with a sense of presence as if he is driving a real engine vehicle. In addition, based on the time period to which the current moment belongs, the sound pressure of the simulated engine sound when the engine sound data EGS is output from the speaker 14 is adjusted. Therefore, it is possible to adjust the sound pressure according to the time period to which the current moment belongs, such as not reducing the sound pressure of the simulated engine sound when the current moment belongs to the daytime time period, and reducing the sound pressure of the simulated engine sound when the current moment belongs to the nighttime time period. Therefore, it is possible to always provide the driver with a sense of presence based on the output of the simulated engine sound, and to support the driver's safe driving when the current moment belongs to the nighttime time period.

[0068] In addition, according to the first embodiment, when the current time belongs to the evening time period, the sound pressure ratio of the simulated engine sound can be reduced compared with the time period immediately before it, and when the current time belongs to the morning time period, the sound pressure ratio of the simulated engine sound can be increased compared with the time period immediately before it. Therefore, when the driving of the electric vehicle 10 continues, such as across the morning or evening time period, the sound pressure of the simulated engine sound can be changed in three stages. Therefore, compared with the case where the sound pressure of the simulated engine sound is changed in two stages between the daytime time period and the nighttime time period, the discomfort felt by the driver due to the change in the sound pressure can be alleviated.

[0069] 1-5. Application to electric vehicles with manual mode (MT mode)

[0070] The torque characteristics of the electric motor used as a driving power unit in a general electric vehicle are very different from those of the internal combustion engine used as a driving power unit in a conventional vehicle (CV). Due to the difference in the torque characteristics of the power unit, a CV must have a transmission, whereas an electric vehicle generally does not have a transmission. Of course, a general electric vehicle does not have a manual transmission (MT) that switches the gear ratio by manual operation of the driver. Therefore, there is a big difference in driving feeling between driving a conventional vehicle with an MT (hereinafter also referred to as an "MT vehicle") and driving an electric vehicle.

[0071] On the other hand, the electric motor can control the torque relatively easily by controlling the applied voltage and magnetic field. Therefore, in the electric motor, by implementing appropriate control, the desired torque characteristics can be obtained within the operating range of the electric motor. By effectively utilizing this feature, the torque of the electric vehicle can be controlled to simulate the torque characteristics unique to the MT vehicle. In addition, in order to enable the driver to get the driving feeling like that of the MT vehicle, a simulated shifter can also be provided in the electric vehicle. In this way, the MT vehicle can be simulated in the electric vehicle.

[0072] That is, the electric vehicle controls the output of the electric motor to simulate the torque characteristics unique to the MT vehicle. The driver operates the simulated shifter to perform a simulated manual shift operation. In response to the simulated manual shift operation performed by the driver, the electric vehicle changes the torque characteristics to simulate the MT vehicle. As a result, the driver of the electric vehicle can get the feeling of driving the MT vehicle. Hereinafter, the control mode of the electric motor for simulating the manual shift action of the MT vehicle is referred to as the "manual mode" or "MT mode".

[0073] The electric vehicle 10 involved in the present disclosure may also have such a manual mode (MT mode). In the MT mode, the electric vehicle 10 generates a simulated engine sound corresponding to the driving operation of the driver and outputs the simulated engine sound from the speaker 70. Since not only the driving operation of the MT vehicle but also the engine sound of the MT vehicle are reproduced, the satisfaction of the driver who requires a sense of reality is improved.

[0074] Hereinafter, a configuration example of the electric vehicle 10 having a manual mode (MT mode) will be described.

[0075] 1-5-1. First Configuration Example

[0076] Figure 7 1 is a block diagram showing a first configuration example of a power control system of an electric vehicle 10. The electric vehicle 10 includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for traveling. The battery 46 stores electric energy for driving the electric motor 44. That is, the electric vehicle 10 is a battery electric vehicle (BEV) that travels using the electric energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 into the driving power of the electric motor 44 during acceleration. In addition, the inverter 42 converts the regenerative power input from the electric motor 44 into DC power during deceleration, and charges the battery 46.

[0077] The electric vehicle 10 includes an accelerator pedal 22 for the driver to input an acceleration request for the electric vehicle 10. The accelerator pedal 22 is provided with an accelerator pedal position sensor 32 for detecting an accelerator opening.

[0078] The electric vehicle 10 is provided with a simulated shift paddle 24. The simulated shift paddle 24 is a dummy part different from an original paddle-type shifter. The simulated shift paddle 24 has a structure similar to a shift paddle provided in a clutchless MT vehicle. The simulated shift paddle 24 is mounted on a steering wheel. The simulated shift paddle 24 is provided with an upshift switch and a downshift switch for determining an operation position. The upshift switch is pulled forward to generate an upshift signal 34u, and the downshift switch is pulled forward to generate a downshift signal 34d.

[0079] The wheel 26 of the electric vehicle 10 is provided with a wheel speed sensor 36. The wheel speed sensor 36 is used as a vehicle speed sensor for detecting the vehicle speed of the electric vehicle 10. In addition, the electric motor 44 is provided with a rotation speed sensor 38 for detecting the rotation speed thereof.

[0080] The electric vehicle 10 includes a control device 50. The control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10. The control device 50 may also be a combination of multiple ECUs. The control device 50 includes an interface, a memory, and a processor. The interface is connected to an on-board network. The memory includes a RAM for temporarily recording data and a ROM for storing programs that can be executed by the processor and various data associated with the programs. The program is composed of multiple instructions. The processor reads the program and data from the memory and executes them, and generates a control signal based on the signals obtained from each sensor.

[0081] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals from the accelerator pedal position sensor 32, the pseudo shift paddle 24, the wheel speed sensor 36, and the rotation speed sensor 38 are input to the control device 50 (the signal from the pseudo shift paddle 24 is the upshift signal 34u and the downshift signal 34d). The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0082] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is a normal control mode for operating the electric vehicle 10 as a general electric vehicle. The automatic mode is programmed so that the output of the electric motor 44 is continuously changed according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for operating the electric vehicle 10 as an MT vehicle. The manual mode is programmed so that the output characteristics of the electric motor 44 relative to the operation of the accelerator pedal 22 are changed according to the upshift operation and the downshift operation of the simulated shift paddle 24. That is, the manual mode is a control mode that can change the output of the electric motor 44 in response to the driving operation of the vehicle components other than the accelerator pedal 22 and the brake pedal. It is possible to switch between the automatic mode (EV mode) and the manual mode (MT mode).

[0083] The control device 50 includes an automatic mode torque calculation unit 54 and a manual mode torque calculation unit 56. Each of the units 54 and 56 may be an independent ECU, or may be a function of the ECU obtained by executing a program recorded in a memory by a processor.

[0084] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when the electric motor 44 is controlled in the automatic mode. The automatic mode torque calculation unit 54 stores a motor torque command map. The motor torque command map is a map that determines the motor torque based on the accelerator opening and the rotation speed of the electric motor 44. The signal of the accelerator pedal position sensor 32 and the signal of the rotation speed sensor 38 are input to each parameter of the motor torque command map. The motor torque corresponding to these signals is output from the motor torque command map. Therefore, in the automatic mode, even if the driver operates the simulated shift paddle 24, the operation will not be reflected in the motor torque.

[0085] The manual mode torque calculation unit 56 includes an MT vehicle model. The MT vehicle model is a model for calculating the drive wheel torque that should be obtained by operating the accelerator pedal 22 and the pseudo shift paddle 24 when the electric vehicle 10 is assumed to be an MT vehicle.

[0086] Reference Figure 8 The MT vehicle model provided in the manual mode torque calculation unit 56 will be described. Figure 8 As shown, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. In addition, the engine, clutch, and transmission virtually realized by the MT vehicle model are respectively referred to as a virtual engine, a virtual clutch, and a virtual transmission. In the engine model 561, the virtual engine is modeled. In the clutch model 562, the virtual clutch is modeled. In the transmission model 563, the virtual transmission is modeled.

[0087] The engine model 561 calculates a virtual engine speed Ne and a virtual engine output torque Teout. The virtual engine speed Ne is calculated based on the wheel speed Nw, the comprehensive reduction ratio R, and the virtual clutch slip ratio Rslip. For example, the virtual engine speed Ne is expressed by the following equation (1).

[0088] Ne=Nw×R / (1-Rslip)……Equation (1)

[0089] The virtual engine output torque Teout is calculated based on the virtual engine speed Ne and the accelerator opening Pap. In the calculation of the virtual engine output torque Teout, as Figure 8As shown, a map defining the relationship among the accelerator opening Pap, the virtual engine speed Ne, and the virtual engine output torque Teout is used. In this map, the virtual engine output torque Teout corresponding to the virtual engine speed Ne is given to each accelerator opening Pap. Figure 8 The torque characteristics shown may be set to assume the characteristics of a gasoline engine or a diesel engine, or may be set to assume the characteristics of a naturally aspirated engine or a supercharged engine.

[0090] The clutch model 562 calculates the torque transfer gain k. The torque transfer gain k is a gain for calculating the torque transfer degree of the virtual clutch corresponding to the virtual clutch opening Pc. The virtual clutch opening Pc is usually 0%, and is temporarily opened to 100% in conjunction with the switching of the virtual gear of the virtual transmission. The clutch model 562 has the following features: Figure 8 In this mapping diagram, a torque transfer gain k is assigned to the virtual clutch opening Pc. Figure 8 , Pc0 corresponds to the position where the virtual clutch opening Pc is 0%, and Pc3 corresponds to the position where the virtual clutch opening Pc is 100%. The range from Pc0 to Pc1 and the range from Pc2 to Pc3 are dead zones where the torque transfer gain k does not change due to the virtual clutch opening Pc. The clutch model 562 calculates the clutch output torque Tcout using the torque transfer gain k. The clutch output torque Tcout is the torque output from the virtual clutch. For example, the clutch output torque Tcout is given by the product of the virtual engine output torque Teout and the torque transfer gain k (Tcout=Teout×k).

[0091] The clutch model 562 calculates the slip ratio Rslip. The slip ratio Rslip is used for calculating the virtual engine speed Ne in the engine model 561. In calculating the slip ratio Rslip, a map that assigns the slip ratio Rslip to the virtual clutch opening Pc can be used, similarly to the torque transfer gain k.

[0092] The transmission model 563 calculates the transmission ratio (speed ratio) r. The transmission ratio r is the transmission ratio determined by the virtual gear position GP in the virtual transmission. When the simulated shift paddle 24 is used to shift up, the virtual gear position GP is shifted up by one gear. On the other hand, when the simulated shift paddle 24 is used to shift down, the virtual gear position GP is shifted down by one gear. The transmission model 563 has the following features: Figure 8The mapping diagram shown. In the mapping diagram, the virtual gear GP is assigned a gear ratio r in such a way that the larger the virtual gear GP is, the smaller the gear ratio r is. The transmission model 563 uses the gear ratio r and the clutch output torque Tcout obtained from the mapping diagram to calculate the transmission output torque Tgout. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout=Tcout×r). The transmission output torque Tgout changes discontinuously according to the switching of the gear ratio r. The discontinuous change in the transmission output torque Tgout produces a speed change shock, which interprets the feeling of a vehicle with a stepped transmission.

[0093] The MT vehicle model calculates the drive wheel torque Tw using a predetermined reduction ratio rr. The reduction ratio rr is a fixed value determined by the mechanical structure from the virtual transmission to the drive wheel. The value obtained by multiplying the reduction ratio rr by the transmission ratio r is the above-mentioned comprehensive reduction ratio R. The MT vehicle model calculates the drive wheel torque Tw based on the transmission output torque Tgout and the reduction ratio rr. For example, the drive wheel torque Tw is given by the product of the transmission output torque Tgout and the reduction ratio rr (Tw=Tgout×rr).

[0094] The control device 50 converts the drive wheel torque Tw calculated by the MT vehicle model into the required motor torque Tm. The required motor torque Tm is the motor torque required to realize the drive wheel torque Tw calculated by the MT vehicle model. The conversion of the drive wheel torque Tw to the required motor torque Tm uses the reduction ratio from the output shaft of the electric motor 44 to the drive wheel. And, the control device 50 controls the converter 42 to control the electric motor 44 according to the required motor torque Tm.

[0095] Fig. 9 FIG. 4 is a diagram showing a comparison of the torque characteristics of the electric motor 44 achieved by motor control using the MT vehicle model and the torque characteristics of the electric motor 44 achieved by conventional motor control as an electric vehicle (EV). According to the motor control using the MT vehicle model, as Fig. 9 As shown, according to the virtual gear position set by the simulated shift paddle 24, a torque characteristic (solid line in the figure) similar to the torque characteristic of a simulated MT vehicle can be realized. Fig. 9 In the middle, there are 6 gear levels.

[0096] 1-5-2. Second Configuration Example

[0097] Fig.101 is a block diagram showing a second configuration example of a power control system of an electric vehicle 10. Here, only the configuration different from the first configuration example described above is described. Specifically, in the second configuration example, the electric vehicle 10 is provided with a simulated shift lever 27 and a simulated clutch pedal 28 instead of the simulated shift paddle 24 provided in the first configuration example. The simulated shift lever 27 and the simulated clutch pedal 28 are merely virtual parts different from the original shift lever and clutch pedal.

[0098] The simulated shift lever 27 has a structure that simulates a shift lever provided in an MT vehicle. The configuration and operating feel of the simulated shift lever 27 are the same as those of an actual MT vehicle. The simulated shift lever 27 is provided with positions corresponding to the respective gear positions, such as 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear, reverse gear, and neutral gear. The simulated shift lever 27 is provided with a gear position sensor 27a, which detects the gear position by determining at which position the simulated shift lever 27 is located.

[0099] The simulated clutch pedal 28 has a structure that simulates a clutch pedal provided in an MT vehicle. The configuration and operating feel of the simulated clutch pedal 28 are the same as those of an actual MT vehicle. The simulated clutch pedal 28 is operated when simulating the operation of the shift lever 27. That is, the driver steps on the simulated clutch pedal 28 when he wants to change the setting of the gear position through the simulated shift lever 27, and stops stepping on the simulated clutch pedal 28 when the setting change of the gear position is completed, so that the simulated clutch pedal 28 is restored. The simulated clutch pedal 28 is provided with a clutch pedal position sensor 28a for detecting the stepping amount of the simulated clutch pedal 28.

[0100] Signals from the accelerator pedal position sensor 32, the shift position sensor 27a, the clutch pedal position sensor 28a, the wheel speed sensor 36, and the rotation speed sensor 38 are input to the control device 50. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0101] The control device 50 includes an automatic mode and a manual mode as control modes, similarly to the first structural example described above. The automatic mode is programmed so that the output of the electric motor 44 is continuously changed according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for operating the electric vehicle 10 as an MT vehicle. The manual mode is programmed so that the output of the motor 44 relative to the operation of the accelerator pedal 22 is changed according to the operation of the simulated clutch pedal 28 and the simulated shift lever 27. That is, the manual mode is a control mode that can change the output of the electric motor 44 in response to the driving operation of the vehicle components other than the accelerator pedal 22 or the brake pedal.

[0102] The vehicle model provided by the manual mode torque calculation unit 56 is Figure 8The vehicle model shown is the same. However, the virtual clutch opening Pc is replaced by the depression amount of the simulated clutch pedal 28 detected by the clutch pedal position sensor 28a. In addition, the virtual gear position GP is determined by the position of the simulated shift lever 27 detected by the gear position sensor 27a.

[0103] 2. Second Implementation

[0104] 2-1. Overall structure

[0105] Fig.11 2 is a conceptual diagram showing an electric vehicle 10 according to a second embodiment of the present disclosure and a vehicle control device 100 applied to the electric vehicle 10. Fig.11 In the example shown, the electric vehicle 10 includes an auxiliary device 16. The auxiliary device 16 is a device that acts on the acceleration sense of the driver of the electric vehicle 10. The auxiliary device 16 is installed in the interior of the electric vehicle 10. Examples of the auxiliary device 16 include a lighting device and a seat ventilation device.

[0106] The lighting device includes a plurality of LED lamps 18 (refer to Fig.13 ). A plurality of LED lamps 18 are arranged on the surfaces of the left and right doors, for example. In another example, a plurality of LED lamps 18 are arranged on the ceiling surface. In yet another example, a plurality of LED lamps 18 are arranged on the console. The arrangement direction in the case of being arranged at these locations is, for example, the front-rear direction of the electric vehicle 10. In yet another example, the lighting equipment is arranged on the dashboard. The arrangement direction in this case is, for example, the lateral or front-rear direction of the electric vehicle 10. The seat ventilation device is provided at least on the backrest of the driver's seat. The seat ventilation device includes an electric fan that sucks air from the surface of the backrest. The total number of electric fans may be one or more than two.

[0107] 2-2. Assistance for acceleration

[0108] In the first embodiment, the sound pressure of the simulated engine sound is adjusted based on the time period to which the current moment belongs. Specifically, when the current moment belongs to the time period of night, an adjustment is made to reduce the sound pressure of the simulated engine sound. When the current moment belongs to the time period of morning or evening, an adjustment is also made to reduce the sound pressure of the simulated engine sound. Therefore, the driver's sense of acceleration may be different in the time period when the adjustment to reduce the sound pressure is made and the time period when the adjustment is not made. Therefore, in the second embodiment, during the time period when the adjustment to reduce the sound pressure of the simulated engine sound is made, the operation of the auxiliary device is controlled based on the front and rear acceleration of the electric vehicle 10.

[0109] Fig.12 2 is a block diagram showing an example of the functional configuration of a vehicle control device 100 particularly related to the second embodiment. Fig.12In the example shown, the vehicle control device 100 has Figure 4 In addition to the functional blocks described above, the auxiliary control unit 160 is also included. These functional blocks are implemented by the cooperation of the processor 102 and the storage device 104, for example.

[0110] The assist control unit 160 controls the operation of the assist device 16 based on the adjustment command MDF and the longitudinal acceleration ACC of the electric vehicle 10. The adjustment command MDF uses the command sent from the time period determination unit 150 to the assist control unit 160. The longitudinal acceleration ACC uses the acceleration sent from the information acquisition unit 110 to the assist control unit 160.

[0111] Fig.13 FIG. 1 is a diagram for explaining operation control when the auxiliary device 16 is a lighting device. Fig.13 In the example shown, the on / off control of the plurality of LED lamps 18 is performed. In addition, the plurality of LED lamps 18 is equivalent to the structure of the "plurality of light source units" of the present disclosure. In the on / off control, the lighting timing of these LED lamps is individually controlled so that the plurality of LED lamps 18 are lit in sequence along the arrangement direction of these LED lamps.

[0112] In the on / off control based on the adjustment command MDF and the longitudinal acceleration ACC, the speed at which the plurality of LED lamps 18 are sequentially lit (hereinafter also referred to as "the flow speed of the LED lamps") is controlled. When the adjustment command MDF is represented by the above-mentioned sound pressure ratio Rp, the flow speed of the LED lamps is controlled according to the longitudinal acceleration ACC in the time period when the sound pressure ratio Rp is less than 1.0 (i.e., the time period of night, morning, and evening). Specifically, when the current time belongs to the time period of night, morning, or evening, the lighting timing of the plurality of LED lamps 18 is controlled so that the greater the longitudinal acceleration ACC, the higher the flow speed of the LED lamps.

[0113] When the auxiliary device 16 is a seat ventilation device, the amount of air sucked by the electric fan is controlled. Fig.14 FIG. 2 is a diagram for explaining operation control when the auxiliary device 16 is a seat ventilation device. Fig.14 An example of the relationship between the longitudinal acceleration ACC and the air intake amount is shown in FIG. Fig.14 In the example shown, the intake amount of air increases in proportion to the longitudinal acceleration ACC.

[0114] In the suction control based on the adjustment command MDF and the front and rear acceleration ACC, based on Fig.14The speed of the electric fan is controlled according to the relationship shown in FIG. 1 . When the adjustment command MDF is represented by the above-mentioned sound pressure ratio Rp, the speed of the electric fan is controlled in the time period when the sound pressure ratio Rp is less than 1.0 (i.e., the time period of night, morning and evening), so that the greater the front and rear acceleration ACC, the greater the air intake amount. In addition, this intake amount control can also be performed in combination with the above-mentioned on and off control.

[0115] 2-3. Effect

[0116] According to the second embodiment, the assist device 16 is operated during the period of time when the sound pressure of the simulated engine sound is reduced. The operation control can compensate for the loss of the driver's acceleration feeling caused by the adjustment to reduce the sound pressure of the simulated engine sound.

Claims

1. A vehicle control method, applied to an electric vehicle using an electric motor as a power device for traveling and including a processor, wherein the vehicle control method is characterized in that it comprises the following steps: generating, by the processor, a simulated engine sound to be output from an interior speaker of the electric vehicle based on operation information of components of the electric vehicle; Using the processor, adjusting the sound pressure of the simulated engine sound based on the time period to which the current time belongs and outputting the sound from the indoor speaker; and When the current time is in the night time period, the processor performs adjustment to reduce the sound pressure of the simulated engine sound compared to when the current time is in the day time period.

2. The vehicle control method according to claim 1, characterized in that: The following steps are also included: Using the processor to obtain the front and rear acceleration of the electric vehicle; and When the current time belongs to the night time period, the processor controls the operation of an auxiliary device installed in the interior of the electric vehicle and affecting the acceleration feeling of the driver of the electric vehicle based on the longitudinal acceleration.

3. The vehicle control method according to claim 2, characterized in that: The auxiliary device includes a plurality of light source units arranged in the interior of the electric vehicle, The operation control includes the on / off control of the plurality of light source units. In the step of performing the operation control, the plurality of light source units are controlled so that the plurality of light source units are sequentially lit along the arrangement direction of the light source units, and the speed at which the plurality of light source units are sequentially lit increases as the forward and backward acceleration increases.

4. The vehicle control method according to claim 2, characterized in that: The auxiliary device includes an electric fan, which is provided at a backrest portion of a driver's seat of the electric vehicle and sucks air from a surface of the backrest portion. The operation control includes controlling the air intake amount of the electric fan. In the step of performing the operation control, the electric fan is controlled so that the air intake amount increases as the longitudinal acceleration increases.

5. The vehicle control method according to claim 1, characterized in that: The daytime period includes the morning and evening periods, When the current time belongs to the morning or evening time period, the sound pressure of the simulated engine sound is adjusted to be lower than when the current time belongs to the daytime time period other than the morning and evening time periods.

6. The vehicle control method according to claim 5, characterized in that: The following steps are also included: Using the processor to obtain the front and rear acceleration of the electric vehicle; and When the current time is in the morning or evening time period, the processor controls the operation of an auxiliary device installed in the interior of the electric vehicle and affecting the acceleration feeling of the driver of the electric vehicle based on the longitudinal acceleration.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that: The components include an accelerator pedal and simulated shift paddles.

8. The vehicle control method according to any one of claims 1 to 6, characterized in that: The components include an accelerator pedal, a simulated clutch pedal, and a simulated shift lever.

9. A vehicle control device, applied to an electric vehicle using an electric motor as a power device for traveling, wherein the vehicle control device is characterized in that: The vehicle control device includes a processor that performs various processes, wherein: The processor is configured to generate a simulated engine sound to be output from an interior speaker of the electric vehicle based on operation information of a component of the electric vehicle. The processor is configured to adjust the sound pressure of the simulated engine sound based on the time period to which the current time belongs and output the sound pressure to the indoor speaker. The processor is configured to adjust the sound pressure of the pseudo engine sound to be lower when the current time is in the night time period compared to when the current time is in the day time period.

10. An electric vehicle, using an electric motor as a driving power device, wherein the electric vehicle is characterized in that it comprises: Indoor speakers; and A processor that performs various processing, among which, The processor is configured to generate a simulated engine sound to be output from an interior speaker of the electric vehicle based on operation information of a component of the electric vehicle. The processor is configured to adjust the sound pressure of the simulated engine sound based on the time period to which the current time belongs and output the sound pressure to the indoor speaker. The processor is configured to adjust the sound pressure of the pseudo engine sound to be lower when the current time is in the night time period compared to when the current time is in the day time period.

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