Battery electric vehicle

Abstract

The invention provides a battery electric vehicle. The battery electric vehicle is provided with an MT mode which uses an electric motor as a driving power device and simulates an MT vehicle. The battery electric vehicle is provided with one or a plurality of processors, and the one or the plurality of processors are configured to generate simulated engine sound and output the simulated engine sound through one or a plurality of vehicle-mounted loudspeakers. The one or more processors perform sound field control in an MT mode such that the audibility of simulated engine sound in a first in-vehicle region and a second in-vehicle region different from the first in-vehicle region is different.

Description

Technical Field

[0001] The present invention relates to a battery electric vehicle using an electric motor as a driving power device. Background Art

[0002] Japanese Patent Application Laid-Open No. 2022-036005 discloses a technology for generating virtual sounds in a vehicle cabin when a virtual vehicle including a virtual engine as a driving force source is running.

[0003] As documents indicating the technical level in the technical field related to the present invention, Japanese Patent Application Laid-Open No. 2022-036005, Japanese Patent Application Laid-Open No. 2011-215437 and Japanese Patent Application Laid-Open No. 2005-241271 can be cited as examples. Summary of the invention

[0004] There is known a technology for outputting a simulated engine sound that simulates the engine sound through a speaker when a battery electric vehicle simulating a MT (manual transmission) vehicle is driven in manual mode (MT mode). However, it is not always optimal to output the simulated engine sound uniformly in the vehicle. There are various demands for the simulated engine sound in the vehicle, but there is still room for further improvement.

[0005] One aspect of the present invention relates to a battery electric vehicle that uses an electric motor as a driving power device and has an MT mode that simulates an MT vehicle.

[0006] The battery electric vehicle includes one or more processors, and the one or more processors are configured to generate a simulated engine sound and output the simulated engine sound through one or more vehicle-mounted speakers.

[0007] The one or more processors perform sound field control in the MT mode so that the audibility of the simulated engine sound in a first vehicle interior area and a second vehicle interior area different from the first vehicle interior area are different.

[0008] According to the present invention, in the MT mode, the sound field control is performed in such a manner that the audibility of the simulated engine sound in the first vehicle interior area and the second vehicle interior area different from the first vehicle interior area are different. By making the audibility of the simulated engine sound different in the first vehicle interior area and the second vehicle interior area in the above manner, various needs can be met. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and in which:

[0010] Figure 1It is a diagram for explaining the outline of the battery electric vehicle according to the first embodiment.

[0011] Figure 2 A block diagram showing an example of the functional structure of a processor.

[0012] Figure 3 It is a block diagram showing a specific example of sound field control.

[0013] Figure 4 This is a block diagram showing a configuration example of a power control system for a battery electric vehicle.

[0014] Figure 5 This is a block diagram showing a configuration example of a power control system for a battery electric vehicle.

[0015] Figure 6 This is a block diagram showing a functional example of a processor according to the second embodiment. DETAILED DESCRIPTION

[0016] A battery electric vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings. In each of the drawings, common elements are denoted by the same reference numerals and duplicate descriptions are omitted.

[0017] 1. Implementation Method 1

[0018] 1-1. Overview

[0019] Figure 1 This is a diagram for explaining the outline of a battery electric vehicle 1 (hereinafter referred to as vehicle 1) according to an embodiment. Vehicle 1 uses an electric motor as a driving power device. In addition, vehicle 1 has an MT mode that simulates an MT (manual transmission) vehicle. The details of the structure of the power control system of vehicle 1 will be described later.

[0020] like Figure 1 As shown, the vehicle 1 has one or more vehicle speakers 2 (hereinafter referred to as speakers 2) and an information processing device 10. The speakers 2 are, for example, well-known directional speakers that output sound in a specific direction. The speakers 2 are, for example, individually provided to output sound to the driver's seat 3, the front passenger seat 4A, and the rear seat 4B. Figure 1 In the example shown, there are provided: a speaker 2A as the speaker 2 for outputting sound to the driver's seat 3; a speaker 2B as the speaker 2 for outputting sound to the front passenger seat 4A; and speakers 2C and 2D as the speakers 2 for outputting sound to the rear seat 4B.

[0021] The information processing device 10 is connected to the speaker 2, generates sound to be output from the speaker 2, and outputs the generated sound through the speaker. For example, the information processing device 10 generates a "simulated engine sound" simulating the engine sound of an engine vehicle, and outputs the simulated engine sound through the speaker 2.

[0022] The information processing device 10 is, for example, an ECU (Electronic Control Unit), a tablet computer, or the like. The information processing device 10 includes one or more processors 60 (hereinafter referred to as the processor 60) and one or more storage devices 70 (hereinafter referred to as the storage device 70). The processor 60 performs various processes. As the processor 60, a CPU (Central Processing Unit) can be exemplified. The storage device 70 stores various information required for processing by the processor 60. As the storage device 70, a volatile memory, a non-volatile memory, a HDD (Hard Disk Drive), an SSD (Solid State Drive), etc. can be exemplified.

[0023] The sound generation program (not shown) is a computer program executed by the processor 60. The various functions of the information processing device 10 can also be realized by executing the sound generation program by the processor 60. The sound generation program is stored in the storage device 70. Alternatively, the sound generation program can be recorded in a computer-readable storage medium.

[0024] The various information stored in the storage device 70 includes sound source data 71 and driving state information 72. The sound source data 71 is used to generate the sound output from the speaker 2. The driving state information 72 indicates the driving state of the vehicle 1. As the driving state of the vehicle 1, the driver's driving operation amount, the rotation speed of the wheel, the speed, the virtual engine speed, etc. can be exemplified. The driving state information 72 is detected by a sensor mounted on the vehicle 1, or calculated based on the detection result. The virtual engine speed is the speed of the virtual engine when it is assumed that the vehicle 1 is driven by the virtual engine. For example, the virtual engine speed is calculated based on the rotation speed of the wheel, the comprehensive reduction ratio, and the slip ratio of the virtual clutch.

[0025] Consider a case where a simulated engine sound is output from a speaker 2 in a vehicle 1. In this case, a plurality of basic sound source data for generating the simulated engine sound are prepared as sound source data 71. The plurality of basic sound source data include, for example, sound source data of sound generated by engine combustion (for low speed, medium speed, and high speed), sound source data of sound generated by a drive system such as gears (for low speed, medium speed, and high speed), sound source data of noise sound, sound source data of event sound, and the like. Furthermore, the information processing device 10 generates a simulated engine sound corresponding to the driving state of the vehicle 1 (for example, a virtual engine speed) by combining one or more basic sound source data. In addition, the method for generating the simulated engine sound is not particularly limited. For example, the simulated engine sound can be generated by a known simulated engine sound simulator used in games, etc. Furthermore, the type of the engine vehicle as the object of the simulated engine sound can also be specified by the driver.

[0026] According to the present embodiment, the information processing device 10 performs sound field control of the simulated engine sound in the vehicle. In particular, the information processing device 10 has at least a "non-uniform mode" as a sound field control mode. In the non-uniform mode, the information processing device 10 can make the audibility of the simulated engine sound in the vehicle 1 non-uniform. In other words, in the non-uniform mode, the information processing device 10 can change the audibility of the simulated engine sound in the vehicle 1 according to the area in the vehicle.

[0027] Here, the first in-car area 11 and the second in-car area 12 are described. As an example, the first in-car area 11 is an area including the driver's seat 3 but not including the passenger seat 4 (front passenger seat 4A and rear seat 4B). In this case, the second in-car area 12 is an area including the passenger seat 4 (front passenger seat 4A and rear seat 4B) but not including the driver's seat 3. As another example, the first in-car area 11 and the second in-car area 12 may be areas that do not include the driver's seat 3. For example, the first in-car area 11 may be an area including one of the front passenger seat 4A and the rear seat 4B, and the second in-car area 12 may be an area including the other of the front passenger seat 4A and the rear seat 4B. That is, it is possible to set any area in the first in-car area 11 and the second in-car area 12. The area set in the first in-car area 11 and the second in-car area 12 is selected by the driver, for example.

[0028] In the non-uniform mode, the information processing device 10 performs sound field control in a manner that makes the audibility of the simulated engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 different. For example, the plurality of speakers 2 include a first directional speaker that outputs sound to the first in-vehicle area 11 and a second directional speaker that outputs sound to the second in-vehicle area 12. The first directional speaker and the second directional speaker are each assigned a speaker 2 corresponding to the first in-vehicle area 11 and the second in-vehicle area 12. Figure 1 In the example shown, when the first in-vehicle area 11 is set as an area including only the driver's seat 3, the first directional speaker is assigned with the speaker 2A. On the other hand, when the second in-vehicle area 12 is set as an area including only the passenger seat 4 (front passenger seat 4A and rear seat 4B), the second directional speaker is assigned with the speakers 2B, 2C and 2D. In this case, the information processing device 10 sets the output of the simulated engine sound of the first directional speaker and the second directional speaker to different sizes. That is, the information processing device 10 makes the output of the simulated engine sound from one of the first directional speaker and the second directional speaker smaller than the output of the simulated engine sound from the other. Thus, the audibility of the simulated engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 can be made different.

[0029] In the above example, a plurality of speakers 2 (2A, 2B, 2C, 2D) are used to output sound to the driver's seat 3, the front passenger seat 4A, and the rear seat 4B, but the present invention is not limited thereto. For example, if the speaker 2 has a function of switching the direction of outputting sound, Figure 1 Even in this case, the information processing device 10 can control the output direction of the simulated engine sound from the speaker 2E to make the audibility of the simulated engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 different.

[0030] As described above, according to the present invention, in the MT mode, the sound field control can be performed so that the audibility of the simulated engine sound in the first vehicle interior area 11 and the second vehicle interior area 12 are different. By making the audibility of the simulated engine sound different in the first vehicle interior area 11 and the second vehicle interior area 12, various needs can be met. Specific examples of various needs will be described later.

[0031] 1-2. Functional structure example

[0032] Figure 2 2 is a block diagram showing an example of the functional configuration of the processor 60. The processor 60 includes a various information acquisition unit 61, a simulated engine sound generation unit 62, a sound field control unit 63, and an output unit 64 as functional blocks.

[0033] The various information acquisition unit 61 acquires sound source data 71 and driving state information 72 from the storage device 70 .

[0034] The simulated engine sound generation unit 62 generates a simulated engine sound based on the sound source data 71 and the driving state information 72. The generation example of the simulated engine sound is as described above.

[0035] The sound field control unit 63 performs sound field control in a non-uniform mode in such a manner that the audibility of the simulated engine sound in the first vehicle interior area 11 and the second vehicle interior area 12 are different. For example, the sound field control unit 63 performs sound field control in such a manner that the audibility of the simulated engine sound in the second vehicle interior area 12 is lower than the audibility of the simulated engine sound in the first vehicle interior area 11. As another example, the sound field control unit 63 performs sound field control in such a manner that the audibility of the simulated engine sound in the second vehicle interior area 12 is higher than the audibility of the simulated engine sound in the first vehicle interior area 11.

[0036] For example, the sound field control unit 63 sets the output of the simulated engine sound of the first directional speaker and the second directional speaker to different levels. As a control for changing the output of the directional speaker, sound pressure control, audio frequency control, volume control, etc. can be exemplified. A specific example of the sound field control will be described later.

[0037] In addition, as a mode of sound field control, in addition to the "non-uniform mode", a "uniform mode" may be provided. In the uniform mode, the sound field control is performed so that the audibility of the simulated engine sound in the first vehicle interior area 11 and the second vehicle interior area 12 is uniform. The switching between the uniform mode and the non-uniform mode may also be performed by the driver. For example, a mode switching switch is provided on the instrument panel, and the driver operates the mode switching switch.

[0038] The output unit 64 outputs the simulated engine sound through the speaker 2 (the first directional speaker and the second directional speaker) according to the control of the sound field control unit 63 .

[0039] 1-3. Sound field control example

[0040] Figure 3 It is a block diagram showing a specific example of sound field control.

[0041] 1-3-1.Example 1

[0042] The first case is Figure 3Case A. The first in-vehicle area 11 includes the driver's seat 3, but does not include the passenger seats 4 (front passenger seat 4A, back seat 4B). On the other hand, the second in-vehicle area 12 includes the passenger seats 4 (front passenger seat 4A, back seat 4B), but does not include the driver's seat 3. The first directional speaker is speaker 2A, and the second directional speakers are speakers 2B, 2C, and 2D. The sound field control unit 63 makes the audibility of the simulated engine sound provided to the first in-vehicle area 11 higher than the audibility of the simulated engine sound provided to the second in-vehicle area 12. In this case, the sound field control unit 63 makes the output of the simulated engine sound from the second directional speaker (speakers 2B, 2C, 2D) smaller than the output of the simulated engine sound from the first directional speaker (speaker 2A). For example, the sound field control unit 63 outputs the simulated engine sound from the first directional speaker, but does not output the simulated engine sound from the second directional speaker.

[0043] Figure 3 Case B is a variation of Example 1. Figure 3 In case B, the speaker 2E is used. The sound field control unit 63 controls the speaker 2E so that the simulated engine sound is output to the first vehicle interior area 11 and the simulated engine sound is not output to the second vehicle interior area 12 .

[0044] According to the first example, at least the simulated engine sound provided to the second vehicle interior area 12 (passenger seat 4) can be made difficult to hear. Thus, the simulated engine sound can be output unevenly into the vehicle. As a further effect, for example, for a passenger who does not want to hear the simulated engine sound, the riding comfort is improved. On the other hand, the driver can enjoy the simulated engine sound.

[0045] 1-3-2.Example 2

[0046] The second case is Figure 3 Case C. The first in-vehicle area 11 and the second in-vehicle area 12 are the same as those in the first example. The sound field control unit 63 makes the audibility of the simulated engine sound provided to the second in-vehicle area 12 higher than the audibility of the simulated engine sound provided to the first in-vehicle area 11. In this case, the sound field control unit 63 makes the output of the simulated engine sound from the second directional speaker (speakers 2B, 2C, 2D) greater than the output of the simulated engine sound from the first directional speaker (speaker 2A).

[0047] According to the second example, the simulated engine sound provided to at least the second vehicle interior area 12 (passenger seat 4) can be easily heard. Thus, the simulated engine sound can be unevenly output to the vehicle interior. As a further effect, for example, when the vehicle 1 is a service vehicle for transporting passengers (e.g., a taxi), the mood of the passenger in the passenger seat (passenger seat 4) can be improved by making the passenger hear the simulated engine sound, thereby improving the riding comfort of the passenger.

[0048] 1-3-3.Example 3

[0049] The third case is Figure 3 Case D. The first in-vehicle area 11 includes the passenger seat 4A, but does not include the rear seat 4B and the driver's seat 3. The second in-vehicle area 12 includes the rear seat 4B, but does not include the passenger seat 4A and the driver's seat 3. Furthermore, the first directional speaker is the speaker 2B, and the second directional speakers are the speakers 2C and 2D. The sound field control unit 63 makes the audibility of the simulated engine sound provided to the first in-vehicle area 11 higher than the audibility of the simulated engine sound provided to the second in-vehicle area 12. In this case, the sound field control unit 63 makes the output of the simulated engine sound from the second directional speaker (speakers 2C, 2D) smaller than the output of the simulated engine sound from the first directional speaker (speaker 2B).

[0050] The third example is different from the first example in that both the first vehicle interior area 11 and the second vehicle interior area 12 are passenger seats 4 (front passenger seat 4A, rear seat 4B). This makes it possible to make the simulated engine sound output to the passenger seats 4 uneven.

[0051] According to the third example, the simulated engine sound provided to the first in-car area 11 (passenger seat 4A) can be easily heard, while the simulated engine sound provided to the second in-car area 12 (rear seat 4B) can be difficult to hear. Thus, the simulated engine sound output to the passenger seat 4 can be made uneven. As a further effect, for example, a passenger who wants to hear the simulated engine sound can hear the simulated engine sound, while a passenger who does not want to hear the simulated engine sound cannot hear the simulated engine sound. In this case, the riding comfort of both the passenger who wants to hear the simulated engine sound and the passenger who does not want to hear the simulated engine sound is improved.

[0052] In the third example, the first interior area 11 is set as the passenger seat 4A and the second interior area 12 is set as the rear seat 4B. However, the first interior area 11 may be set as the rear seat 4B and the second interior area 12 may be set as the passenger seat 4A.

[0053] 1-4. Vehicle example

[0054] 1-4-1. First structural example

[0055] Figure 4 Case A is a block diagram showing a first configuration example of a power control system of a vehicle 1. The vehicle 1 includes a motor 44, a battery 46, and an inverter 42. The motor 44 is a driving power device. The vehicle 1 is a battery electric vehicle (BEV) that runs using electric energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into driving power for the motor 44.

[0056] The vehicle 1 includes an accelerator pedal 22 for inputting a driver's acceleration request for the vehicle 1. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting an accelerator opening.

[0057] The vehicle 1 includes a sequential shifter 24. The sequential shifter 24 may be a paddle shifter or a lever-type simulated shifter. The paddle shifter and the lever-type simulated shifter are simulated parts different from the original paddle shifter or shifter.

[0058] The paddle shifter is provided with an upshift switch and a downshift switch that determine an operation position. The upshift switch generates an upshift signal 34u by being pulled forward, and the downshift switch generates a downshift signal 34d by being pulled forward.

[0059] On the other hand, the lever-type pseudo shifter is configured to output an upshift signal 34u by tilting the shift lever forward, and to output a downshift signal 34d by tilting the shift lever rearward. The lever-type pseudo shifter is connected to the motor control device 50 via the vehicle-mounted network.

[0060] The wheel 26 of the vehicle 1 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 vehicle 1. Furthermore, the motor 44 is provided with a rotation speed sensor 38 for detecting the rotation speed thereof.

[0061] The vehicle 1 includes a motor control device 50. The motor control device 50 is a device that controls the electric motor 44 by PWM control of the inverter 42. The motor control device 50 processes Figure 3 The various input signals shown in case A are used to calculate the motor torque command value for PWM control of inverter 42.

[0062] The motor control device 50 is an ECU mounted on the vehicle 1. The motor control device 50 may be a part of the information processing device 10 or may be independent of the information processing device 10. The driving state information 72 described above is generated by the motor control device 50, for example.

[0063] The motor control device 50 includes an automatic mode and a manual mode as control modes. The automatic mode is a control mode for driving the vehicle 1 as a normal battery electric vehicle. The automatic mode is programmed to continuously change the output of the motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the vehicle 1 as an MT vehicle. The manual mode is programmed to change the output characteristics of the motor 44 for the operation of the accelerator pedal 22 according to the upshift operation and the downshift operation for the sequential shifter 24.

[0064] In the automatic mode, the motor control device 50 uses a map that determines the motor torque based on the accelerator opening and the rotation speed of the electric motor 44, and outputs the motor torque corresponding to the signal of the accelerator position sensor 32 and the signal of the rotation speed sensor 38. Therefore, in the automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0065] The motor control device 50 includes a vehicle model. The vehicle model is a model for calculating the drive wheel torque to be obtained by operating the accelerator pedal 22 and the sequential shifter 24 when the vehicle 1 is assumed to be an MT vehicle. In the manual mode, the motor control device 50 calculates the drive wheel torque and converts the calculated drive wheel torque into the motor torque using the reduction ratio from the output shaft of the motor 44 to the drive wheel.

[0066] For vehicle models, refer to Figure 5 For explanation. Figure 5 As shown, the vehicle model is composed of an engine model 561, a clutch model 562, and a transmission model 563. In addition, the engine, clutch, and transmission virtually realized by the 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.

[0067] The engine model 561 calculates the virtual engine speed and the virtual engine output torque. The virtual engine speed is calculated based on the wheel speed, the overall reduction ratio and the slip rate of the virtual clutch. The virtual engine output torque is calculated based on the virtual engine speed and the throttle opening. Figure 5 As shown, the virtual engine output torque is calculated using a map defining the relationship between the accelerator opening Pap, the virtual engine speed Ne, and the virtual engine output torque Teout. In this map, the virtual engine output torque Teout is given to each accelerator opening Pap relative to the virtual engine speed Ne. Figure 5The torque characteristics shown can be set to assume the characteristics of a gasoline engine or a diesel engine, and can also be set to assume the characteristics of a naturally aspirated engine or a supercharged engine.

[0068] The clutch model 562 calculates the torque transfer gain. The torque transfer gain is a gain for calculating the torque transfer degree of the virtual clutch corresponding to the virtual clutch opening. The virtual clutch opening is usually 0%, and is temporarily opened to 100% when the virtual gear stage of the virtual transmission is switched. The clutch model 562 has the following features: Figure 5 In this map, a torque transfer gain k is assigned to the virtual clutch opening Pc. Figure 5 , 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 according to the virtual clutch opening Pc. The clutch model 562 uses the torque transfer gain to calculate the clutch output torque. The clutch output torque is the torque output from the virtual clutch. In addition, the clutch model 562 calculates the slip ratio. The slip ratio is used to calculate the virtual engine speed in the engine model 561. Similar to the torque transfer gain, a mapping that assigns a slip ratio to the virtual clutch opening can be used when calculating the slip ratio.

[0069] The transmission model 563 calculates the gear ratio (speed ratio). The gear ratio is a gear ratio determined by a virtual gear stage in the virtual transmission. The virtual gear stage rises one gear in response to an upshift operation of the sequential shifter 24, and the virtual gear stage falls one gear in response to a downshift operation of the sequential shifter 24. The transmission model 563 has the following features: Figure 5 The mapping shown in FIG. 1 is a diagram showing a virtual gear step GP. In this mapping, the gear ratio r is assigned to the virtual gear step GP in such a way that the larger the virtual gear step GP, the smaller the gear ratio r. The transmission model 563 calculates the transmission output torque using the gear ratio obtained from the mapping and the clutch output torque. The transmission output torque changes discontinuously according to the switching of the gear ratio. This discontinuous change in the transmission output torque generates a shift shock, creating the characteristics of a vehicle with a stepped transmission.

[0070] The vehicle model calculates the drive wheel torque using a specified reduction ratio. The reduction ratio 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 by the gear ratio is the aforementioned overall reduction ratio. The vehicle model calculates the drive wheel torque based on the transmission output torque and the reduction ratio. The motor torque in manual mode is calculated by multiplying the calculated drive wheel torque by the reduction ratio from the output shaft of the motor 44 to the drive wheel.

[0071] 1-4-2. Second structural example

[0072] Figure 4 Case B is a block diagram showing a second structural example of the power control system of the vehicle 1. In the second structural example, a simulated shift lever 27 and a simulated clutch pedal 28 are provided to replace the sequential shifter 24 provided in the first structural example. The simulated shift lever 27 and the simulated clutch pedal 28 are simulated parts different from the original shift lever and the clutch pedal.

[0073] Positions corresponding to the gear stages such as the first gear, the second gear, the third gear, the fourth gear, the fifth gear, the sixth gear, the reverse gear, and the neutral gear are provided on the simulated shift lever 27. A shift position sensor 27a is provided on the simulated shift lever 27 to detect the gear stage by determining the position of the simulated shift lever 27. The shift position sensor 27a is connected to the motor control device 50 via the vehicle network.

[0074] The dummy clutch pedal 28 is provided with a clutch position sensor 28a for detecting the depression amount of the dummy clutch pedal 28. The clutch position sensor 28a is connected to the motor control device 50 via the vehicle-mounted network.

[0075] As in the first structural example described above, the motor control device 50 includes an automatic mode and a manual mode as control modes. The automatic mode is programmed to continuously change the output of the motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the vehicle 1 as an MT vehicle. The manual mode is programmed to change the output of the motor 44 for the operation of the accelerator pedal 22 according to the operation of the simulated clutch pedal 28 and the simulated shift lever 27.

[0076] In the vehicle model included in the motor control device 50, the virtual clutch opening Pc is replaced by the depression amount of the simulated clutch pedal 28 detected by the clutch position sensor 28a. The virtual gear position GP is determined based on the position of the simulated shift lever 27 detected by the shift position sensor 27a.

[0077] 2. Implementation Method 2

[0078] Figure 6 This is a block diagram showing a functional example of the processor 60 involved in Embodiment 2. In Embodiment 1, the sound field control of the simulated engine sound is performed regardless of the state of the passenger. In contrast, in Embodiment 2, the sound field control of the simulated engine sound is performed according to the state of the passenger. Specifically, the vehicle 1 also includes a monitoring device 5. The monitoring device 5 infers the passenger state indicating the state of the passenger in the passenger seat 4. The monitoring device 5 includes a sensor and a control device that infers the passenger state based on information detected by the sensor. The sensor is, for example, an in-vehicle camera that captures the interior of the vehicle.

[0079] The state of the fellow passenger is represented by at least one of fatigue, stress and sleepiness. The fatigue, stress and sleepiness are estimated in the monitoring device 5 based on the analysis results of the facial image taken by the in-vehicle camera (e.g., expression, eye opening and closing degree, yawning frequency).

[0080] like Figure 6 As shown, the processor 60 includes various information acquisition units 61, simulated engine sound generation units 62, sound field control units 63, and output units 64 as functional blocks, similarly to the first embodiment. Here, only the functions different from the first embodiment (various information acquisition units 61 and sound field control units 63) are described.

[0081] The various information acquisition unit 61 also acquires information on the status of fellow passengers from the monitoring device 5 .

[0082] The sound field control unit 63 estimates whether the passenger's state is good based on the passenger's state information. For example, when at least one of the passenger's state of fatigue, stress, and sleepiness is higher than a threshold, the sound field control unit 63 can estimate that the passenger's state is not good. On the other hand, when all of the fatigue, stress, and sleepiness are below the threshold, the sound field control unit 63 can estimate that the passenger's state is good.

[0083] Here, the first in-car area 11 is set as an area including the driver's seat 3 but not including the passenger seat 4, and the second in-car area 12 is set as an area including the passenger seat 4 but not including the driver's seat 3. In this case, the sound field control unit 63 makes the audibility of the simulated engine sound in the second in-car area 12 when the passenger is in good condition higher than the audibility of the simulated engine sound in the second in-car area 12 when the passenger is in poor condition. In addition, the second in-car area 12 is set as the passenger seat 4 including the front passenger seat 4A and the rear seat 4B, but it can also be limited to the seat where the passenger in poor condition sits. That is, the sound field control unit 63 can set the area corresponding to the first in-car area 11 and the second in-car area 12 according to the passenger's condition.

[0084] According to the second embodiment, the same effects as those of the first embodiment can be obtained. Furthermore, since the driver's judgment is not required when performing the sound field control, the driver can enjoy the driving operation in the MT mode while listening to the simulated engine sound without paying attention to the fellow passengers.

[0085] 3. Other Implementation Methods

[0086] When there is a passenger who looks sleepy (e.g., a passenger whose sleepiness is higher than a threshold) on the passenger seat 4, the processor 60 may also make the simulated engine sound at the passenger seat 4 difficult to hear, and output a sound that is easy to fall asleep to the passenger seat 4 through the speaker 2 corresponding to the passenger seat 4. As the sound that is easy to fall asleep, a sound of a frequency band that people feel comfortable can be exemplified. In this way, the same effect as in the first or second embodiment can be obtained, and the riding comfort of the passenger can be further improved.

Claims

1. A battery electric vehicle, which uses an electric motor as a driving power device and has an MT mode simulating a manual transmission vehicle, characterized in that: The battery electric vehicle includes one or more processors, wherein the one or more processors are configured to generate a simulated engine sound and output the simulated engine sound through one or more vehicle-mounted speakers. The one or more processors are configured to perform sound field control in the MT mode so that audibility of the simulated engine sound is different in a first vehicle interior area and a second vehicle interior area different from the first vehicle interior area.

2. The battery electric vehicle according to claim 1, characterized in that: The one or more vehicle-mounted speakers include: a first directional speaker that outputs sound to the first vehicle interior area; and a second directional speaker that outputs sound to the second vehicle interior area. The sound field control includes making the output of the simulated engine sound from one of the first directional speaker and the second directional speaker smaller than the output of the simulated engine sound from the other one.

3. The battery electric vehicle according to claim 1 or 2, characterized in that: The first vehicle interior area includes the driver's seat but does not include a passenger seat. The second vehicle interior area includes the passenger seat but does not include the driver's seat. The one or more processors are configured to make the audibility of the simulated engine sound in the second vehicle interior area lower than the audibility of the simulated engine sound in the first vehicle interior area during the sound field control.

4. The battery electric vehicle according to claim 1 or 2, characterized in that: The first vehicle interior area includes the driver's seat but does not include a passenger seat. The second vehicle interior area includes the passenger seat but does not include the driver's seat. The battery electric vehicle further includes a monitoring device that estimates a passenger state indicating a state of the passenger in the passenger seat. The one or more processors are configured to, in the sound field control, make the audibility of the simulated engine sound in the second vehicle interior area when the passenger is in good condition higher than the audibility of the simulated engine sound in the second vehicle interior area when the passenger is in poor condition.

5. The battery electric vehicle according to claim 1 or 2, characterized in that: The first vehicle interior area includes the driver's seat but does not include the passenger seat. The second vehicle interior area includes the passenger seat but does not include the driver's seat. The one or more processors are configured to make the audibility of the simulated engine sound in the second vehicle interior area higher than the audibility of the simulated engine sound in the first vehicle interior area during the sound field control.

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