Vehicle control system

Abstract

A vehicle control system for controlling a vehicle is provided with one or more processors configured so as to acquire a physical fatigue degree of a driver of the vehicle using a sensor mounted on the vehicle. The one or more processors are configured so as to operate a massage device provided in a driver's seat of the vehicle when an operating condition including at least physical fatigue exceeding a first threshold value is satisfied.

Description

Technical Field

[0001] The present disclosure relates to a technique for controlling a vehicle. Background Art

[0002] Japanese Patent No. 6787507 discloses an electric vehicle that can simulate the manual shifting action of a manual transmission vehicle (MT vehicle). Summary of the invention

[0003] From the viewpoint of proper driving, it is undesirable for the driver of the vehicle to be physically fatigued. A technology that enables the driver to drive the vehicle more comfortably is desired.

[0004] A vehicle control system according to a first aspect of the present disclosure is a vehicle control system that controls a vehicle, and the vehicle control system includes one or more processors.

[0005] One or more processors use sensors mounted on the vehicle to obtain the physical fatigue level of the driver of the vehicle.

[0006] When an operating condition including at least a degree of physical fatigue exceeding a first threshold value is satisfied, the one or more processors operate a massage device provided on a driver's seat of the vehicle.

[0007] In the vehicle control system according to the first aspect of the present disclosure, the operation condition may further include that the driver has permitted the operation of the massage device.

[0008] In the vehicle control system according to the first aspect of the present disclosure, the operating condition may further include a speed of the vehicle being less than a predetermined speed.

[0009] In the vehicle control system of the first aspect of the present disclosure, the sensor may include a muscle hardness meter provided on a driver's seat, and the one or more processors may be configured to obtain a degree of physical fatigue based on the muscle hardness of the driver detected by the muscle hardness meter.

[0010] In the vehicle control system according to the first aspect of the present disclosure, the vehicle may be a manual transmission vehicle including a clutch pedal.

[0011] Based on the vehicle control system of the first mode of the present invention, the sensor may include a clutch position sensor for detecting the operation of the clutch pedal, and one or more processors may be configured to obtain the degree of physical fatigue based on at least one of the number of clutch pedal operations within a certain period of time and the operation time.

[0012] On the basis of the vehicle control system of the first mode of the present invention, the vehicle may also be an electric vehicle configured to use an electric motor as a power unit for driving, and is equipped with a simulated clutch pedal and a simulated shift device, the simulated clutch pedal is operated when the simulated shift device is operated, and the driving mode of the electric vehicle includes a three-pedal mode. In the three-pedal mode, the output of the electric motor corresponding to the operation of the accelerator pedal is changed according to the operation of the simulated clutch pedal and the operation of the simulated shift device. In the three-pedal mode, one or more processors are configured to obtain the degree of body fatigue and operate the massage device when the working conditions are met.

[0013] Based on the vehicle control system of the first mode of the present invention, the sensor may include a clutch position sensor, the clutch position sensor is configured to detect the operation of a simulated clutch pedal, and one or more processors are configured to obtain the degree of physical fatigue based on at least one of the number of operations of the simulated clutch pedal within a certain period of time and the operation time.

[0014] In the vehicle control system according to the first aspect of the present disclosure, the massage device may include a seat cushion massage device embedded in a seat cushion of the driver's seat.

[0015] On the basis of the vehicle control system of the first mode disclosed in the present invention, the driving mode of the electric vehicle may also include a two-pedal mode that does not require simulation of the operation of the clutch pedal, and one or more processors may be configured to switch the driving mode from the three-pedal mode to the two-pedal mode when a mode switching condition is met during the three-pedal mode, at least including a physical fatigue level exceeding a second threshold.

[0016] In the vehicle control system according to the first aspect of the present disclosure, the mode switching condition may further include permission from the driver to switch from the three-pedal mode to the two-pedal mode.

[0017] In the vehicle control system according to the first aspect of the present disclosure, the one or more processors may be configured to determine whether a mode switching condition is satisfied after the operation condition is satisfied and the massage device is operated.

[0018] A vehicle control system according to a second aspect of the present disclosure is a vehicle control system for controlling an electric vehicle using an electric motor as a power device for traveling, and the vehicle control system includes one or more processors.

[0019] The electric vehicle includes a simulated clutch pedal and a simulated shift device. The simulated clutch pedal is operated when the simulated shift device is operated.

[0020] The driving modes of the electric vehicle include a three-pedal mode in which the output of the electric motor is changed corresponding to the operation of the accelerator pedal according to the operation of the simulated clutch pedal and the operation of the simulated shifter, and a two-pedal mode in which the operation of the simulated clutch pedal is not required.

[0021] One or more processors use sensors mounted on the electric vehicle to obtain the physical fatigue level of the driver of the electric vehicle.

[0022] When a mode switching condition including at least a body fatigue exceeding a threshold value is satisfied during the three-pedal mode, the one or more processors switch the driving mode from the three-pedal mode to the two-pedal mode.

[0023] In the vehicle control system according to the second aspect of the present disclosure, the mode switching condition may further include permission from the driver to switch from the three-pedal mode to the two-pedal mode.

[0024] On the basis of the vehicle control system of the second mode of the present invention, the sensor may include a clutch position sensor, the clutch position sensor is configured to detect the operation of a simulated clutch pedal, and one or more processors are configured to obtain the degree of physical fatigue based on at least one of the number of operations of the simulated clutch pedal within a certain period of time and the operation time.

[0025] According to the vehicle control system of the first embodiment, when the operating conditions including at least the driver's physical fatigue exceeding the threshold are met, the massage device provided on the driver's seat is operated, thereby relieving the driver's physical fatigue. As a result, the driver can drive the vehicle more comfortably.

[0026] According to the vehicle control system of the second mode, the electric vehicle is provided with a simulated clutch pedal and a simulated shifting device, and its driving mode includes a three-pedal mode for simulating and reproducing the manual shifting action of a manual transmission vehicle. In the process of the three-pedal mode, when at least a mode switching condition including the driver's physical fatigue exceeding a threshold value is satisfied, the driving mode of the electric vehicle is switched from the three-pedal mode requiring the operation of the simulated clutch pedal to the two-pedal mode not requiring the operation of the simulated clutch pedal. Thus, since the driver is freed from the operation of the simulated clutch pedal, the driver's physical fatigue can be relieved. As a result, the driver can drive the vehicle more comfortably. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like parts, and in which:

[0028] Figure 1 A conceptual diagram showing a vehicle and a vehicle control system.

[0029] Figure 2 It is a diagram showing an example of a sensor and a massage device.

[0030] Figure 3 It is a block diagram showing a functional configuration example of the vehicle control system according to the first embodiment.

[0031] Figure 4 This is a flowchart showing a processing example of the vehicle control system according to the first embodiment.

[0032] Figure 5 This is a block diagram showing a functional configuration example of a vehicle control system according to a modified example of the first embodiment.

[0033] Figure 6 This is a flowchart showing a processing example of a vehicle control system according to a modification of the first embodiment.

[0034] Figure 7 This is a conceptual diagram for explaining the outline of the second embodiment.

[0035] Figure 8 It is a block diagram showing a functional configuration example of a vehicle control system according to the second embodiment.

[0036] Fig. 9 This is a flowchart showing a processing example of the vehicle control system according to the second embodiment.

[0037] Fig.10 This is a block diagram showing a functional configuration example of a vehicle control system according to a modified example of the second embodiment.

[0038] Fig.11 This is a conceptual diagram for explaining the outline of the third embodiment.

[0039] Fig.12 It is a block diagram showing a functional configuration example of a vehicle control system according to the third embodiment.

[0040] Fig.13 This is a flowchart showing a processing example of the vehicle control system according to the third embodiment.

[0041] Fig.14 It is a block diagram showing a functional configuration example of a vehicle control system according to a fourth embodiment.

[0042] Fig.15 This is a flowchart showing a processing example of the vehicle control system according to the fourth embodiment.

[0043] Fig.16 This is a flowchart showing another processing example of the vehicle control system according to the fourth embodiment.

[0044] Fig.17This is a block diagram showing a first configuration example of a power control system of an electric vehicle.

[0045] Fig.18 The diagrams show examples of the engine model, the clutch model, and the transmission model that constitute the MT vehicle model.

[0046] Fig.19 This is a diagram showing the torque characteristics of the electric motor achieved by the electric motor control using the MT vehicle model.

[0047] Fig. 20 This is a block diagram showing a second configuration example of a power control system of an electric vehicle. DETAILED DESCRIPTION

[0048] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0049] 1. First Implementation

[0050] 1-1. Overview

[0051] Figure 1 1 is a conceptual diagram showing a vehicle 10 and a vehicle control system 100 according to the present embodiment. The vehicle 10 may be an engine vehicle using an internal combustion engine as a power device for traveling, or an electric vehicle using an electric motor as a power device for traveling. The vehicle 10 may also be a manual transmission vehicle (MT vehicle).

[0052] The vehicle control system 100 controls the vehicle 10. The vehicle control system 100 as a whole may also be mounted on the vehicle 10. As another example, at least a portion of the vehicle control system 100 may also be included in a management server that can communicate with the vehicle 10. In other words, the vehicle control system 100 may also remotely control the vehicle 10. The vehicle control system 100 may also be dispersed between the vehicle 10 and the management server.

[0053] Generally speaking, the vehicle control system 100 includes one or more processors 101 (hereinafter referred to as processors 101) and one or more storage devices 102 (hereinafter referred to as storage devices 102). The processor 101 performs various processes. Examples of the processor 101 include a general-purpose processor, a special-purpose processor, a CPU (central processing unit), a GPU (graphics processing unit), an ASIC (application-specific integrated circuit), an FPGA (field programmable gate array), an integrated circuit, a conventional circuit and / or a combination thereof. The processor 101 may also be referred to as a circuit or a processing circuit. A circuit is hardware programmed to implement a described function or hardware that executes a function. The storage device 102 stores (saves) various information. As the storage device 102, volatile memory, non-volatile memory, HDD (Hard Disk Drive), SSD (Solid State Drive), etc. are exemplified. The functions of the vehicle control system 100 are realized through the collaboration of the processor 101 and the storage device 102.

[0054] One or more vehicle control programs 105 (hereinafter referred to as vehicle control programs 105) are computer programs executed by the processor 101. The functions of the vehicle control system 100 may also be realized by the cooperation between the processor 101 executing the vehicle control program 105 and the storage device 102. The vehicle control program 105 is stored in the storage device 102. Alternatively, the vehicle control program 105 may also be recorded in a computer-readable recording medium.

[0055] The driver of the vehicle 10 may feel physical fatigue. For example, if the vehicle 10 is driven for a long time, the driver's shoulders and waist may become stiff. As another example, in the case where the vehicle 10 is a MT vehicle, the operation of the clutch pedal may fatigue the driver's left leg. From the perspective of proper driving, such physical fatigue of the driver is undesirable. A technology that allows the driver to drive the vehicle 10 more comfortably is desired.

[0056] Therefore, according to the present embodiment, the sensor 70 for detecting the physical fatigue of the driver is mounted on the vehicle 10. Furthermore, the massage device 80 for relieving the physical fatigue of the driver is mounted on the vehicle 10. In particular, the massage device 80 is provided on the driver's seat DS where the driver sits.

[0057] The vehicle control system 100 (processor 101) uses the sensor 70 mounted on the vehicle 10 to obtain the driver's physical fatigue P. The physical fatigue P quantitatively represents the degree of physical fatigue of the driver. The operating condition for operating the massage device 80 includes at least that the driver's physical fatigue P exceeds the first threshold value Pth1. The vehicle control system 100 (processor 101) determines whether the operating condition is met based on at least the physical fatigue P. When the operating condition is met, the vehicle control system 100 (processor 101) operates the massage device 80 provided on the driver's seat DS of the vehicle 10. Thereby, the driver's physical fatigue is relieved. As a result, the driver can drive the vehicle 10 more comfortably.

[0058] The vehicle 10 may be an electric vehicle that uses an electric motor as a power device for traveling. Since the vibration inside the interior of an electric vehicle is originally small, the vibration of the massage device 80 acts more effectively on the driver.

[0059] 1-2. Examples of sensors and massage equipment

[0060] Figure 2 is a diagram showing an example of the sensor 70 and the massage device 80. The sensor 70 includes one or more muscle hardness meters 71 for detecting the muscle hardness of the driver. Typically, the muscle hardness meter 71 is provided on the seat back of the driver's seat DS. Figure 2 In the example shown, muscle hardness gauges 71 are provided at positions corresponding to the driver's shoulders and waist, respectively. The massage device 80 includes a backrest massage device 81 embedded in the seat back of the driver's seat DS. For example, the backrest massage device 81 is a roller. Figure 2 In the example shown, back massage devices 81 are embedded in positions corresponding to the shoulders and waist of the driver, respectively.

[0061] The vehicle control system 100 obtains the body fatigue degree P based on the muscle hardness of the driver detected by the muscle hardness meter 71. In this case, the higher the muscle hardness detected by the muscle hardness meter 71, the higher the body fatigue degree P. The muscle hardness detected by the muscle hardness meter 71 may be directly used as the body fatigue degree P. The muscle hardness meters 71 at the positions in contact with the shoulder and waist of the driver may be used to obtain the body fatigue degrees P of the shoulder and waist, respectively.

[0062] When the operating condition including at least that the body fatigue degree P exceeds the first threshold value Pth1 is satisfied, the vehicle control system 100 operates the backrest massage device 81. When the body fatigue degrees P of the shoulder and waist are calculated separately, the vehicle control system 100 may also operate the backrest massage device 81 at the position in contact with the shoulder and the backrest massage device 81 at the position in contact with the waist independently. By operating the backrest massage device 81, the stiffness of the driver's shoulder or waist can be relieved. As a result, the driver can drive the vehicle 10 more comfortably.

[0063] 1-3. Functional configuration example and processing example

[0064] Figure 3 1 is a block diagram showing an example of a functional structure of a vehicle control system 100 according to the first embodiment. The vehicle control system 100 includes a fatigue degree acquisition unit 110, an operation condition determination unit 120, a massage device control unit 130, and an end condition determination unit 140 as functional blocks. These functional blocks may also be implemented by cooperation between a processor 101 executing a vehicle control program 105 and a storage device 102. Some of the functional blocks may also be included in a management server capable of communicating with the vehicle 10.

[0065] Figure 4 1 is a flowchart showing an example of processing of the vehicle control system 100 according to the first embodiment. Figure 3 and Figure 4 Next, a processing example of the vehicle control system 100 will be described.

[0066] In step S110, the fatigue acquisition unit 110 acquires sensor detection information indicating the detection result of the sensor 70 mounted on the vehicle 10. When the fatigue acquisition unit 110 is included in the management server, the fatigue acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue acquisition unit 110 acquires the physical fatigue P of the driver based on the sensor detection information.

[0067] For example, the fatigue degree acquisition unit 110 includes a muscle hardness acquisition unit 111. The muscle hardness acquisition unit 111 acquires the muscle hardness of the driver's seat DS using a muscle hardness meter 71 (see Figure 2 ) The muscle hardness of the driver detected by the sensor. The muscle hardness of the driver is equivalent to the sensor detection information. In addition, the fatigue acquisition unit 110 acquires the body fatigue P based on the muscle hardness of the driver. In this case, the higher the muscle hardness of the driver, the higher the body fatigue P. The muscle hardness of the driver can be directly used as the body fatigue P.

[0068] In step S120, the operating condition determination unit 120 determines whether the predetermined operating condition is satisfied. If the predetermined operating condition is not satisfied (step S120; No), the processing of this cycle ends. On the other hand, if the predetermined operating condition is satisfied (step S120; Yes), the processing proceeds to step S130.

[0069] exist Figure 3 and Figure 4 In the example shown, the predetermined operating condition includes a first condition and a second condition. The first condition is that the body fatigue P exceeds the first threshold value Pth1. The second condition is that the driver permits the operation of the massage device 80. In order to determine whether the first condition and the second condition are respectively satisfied, the operating condition determination unit 120 includes a fatigue determination unit 121 and a driver intention confirmation unit 122. At least one of the fatigue determination unit 121 and the driver intention confirmation unit 122 may also be included in a management server capable of communicating with the vehicle 10.

[0070] In step S121, the fatigue determination unit 121 determines whether the physical fatigue P exceeds the first threshold value Pth1, that is, whether the first condition is satisfied. If the first condition is not satisfied (step S121; No), the working condition is not satisfied. On the other hand, if the first condition is satisfied (step S121; Yes), the process proceeds to step S122.

[0071] In step S122, the driver's intention confirmation unit 122 determines whether the driver has permitted the operation of the massage device 80, that is, whether the second condition is satisfied. More specifically, the vehicle 10 is equipped with an HMI (Human-Machine Interface) 90 (see Figure 1 ). HMI90 includes an output device and an input device. As the output device, a touch panel, a display, a speaker, etc. can be exemplified. As the input device, a touch panel, a button, etc. can be exemplified. The driver's intention confirmation unit 122 asks the driver whether the massage device 80 can be operated through the output device of HMI90. The inquiry message can be displayed on the display, notified from the speaker, or both. In response to the inquiry message, the driver inputs "permission" or "rejection" using the input device of HMI90. The driver's intention confirmation unit 122 can determine whether the second condition is met based on the input from the driver. When the second condition is not met (step S122; no), the working condition is not met. On the other hand, when the second condition is met (step S122; yes), the working condition is met (step S120; yes), and the processing enters step S130.

[0072] In step S130, the massage device control unit 130 operates the massage device 80 provided on the driver's seat DS of the vehicle 10. When the massage device 80 starts to operate, the massage device control unit 130 may also notify the driver of the start of massage through the output device of the HMI 90. During the operation of the massage device 80, the massage device control unit 130 may also output sound from the speaker of the HMI 90 to make the driver feel less sleepy.

[0073] In step S140, the end condition determination unit 140 determines whether the end condition is met. For example, the end condition is that the driver's physical fatigue level P becomes less than the first threshold value Pth1. As another example, the end condition may be that a certain time has passed since the massage device 80 started working. As another example, the end condition may be that the driver instructs the massage device 80 to stop through the HMI90. When the end condition is not met (step S140; No), the process returns to step S130, and the massage device 80 continues to work. On the other hand, when the end condition is met (step S140; Yes), the process proceeds to step S145.

[0074] In step S145 , the massage device control unit 130 terminates the operation of the massage device 80 .

[0075] 1-4. Modifications

[0076] Figure 5 : is a block diagram showing a functional configuration example of a vehicle control system 100 according to a modification. Figure 6 1 is a flowchart showing a processing example of the vehicle control system 100 according to a modified example. Figure 3 and Figure 4 The examples shown repeat the instructions.

[0077] In this modified example, the predetermined working condition includes a third condition in addition to the first and second conditions described above. The third condition is that the speed of the vehicle 10 is less than the predetermined speed Vth. The working condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the fatigue determination unit 121 and the driver intention confirmation unit 122 described above. Step S120 includes step S123 in addition to the above steps S121 and S122. In step S123, the vehicle speed determination unit 123 obtains information on the speed of the vehicle 10. The speed of the vehicle 10 is calculated based on the wheel speed detected by the wheel speed sensor mounted on the vehicle 10, for example. And the vehicle speed determination unit 123 determines whether the speed of the vehicle 10 is less than the predetermined speed Vth, that is, whether the third condition is satisfied. When the third condition is not satisfied (step S123; No), the working condition is not satisfied. On the other hand, when the third condition is satisfied (step S123; Yes), the process proceeds to step S122.

[0078] In the present modification, the termination condition may be that the speed of the vehicle 10 becomes equal to or higher than a predetermined speed Vth.

[0079] According to this modification, the predetermined operation condition includes that the speed of the vehicle 10 is less than the predetermined speed Vth. When the speed of the vehicle 10 is above the predetermined speed Vth, the massage device 80 does not start to operate, so the driver can concentrate on driving operations. On the other hand, it is possible to use the massage in congestion.

[0080] As another variation, the predetermined operating condition may not include the second condition. In this case, step S122 is omitted.

[0081] 2. Second Implementation

[0082] 2-1. Overview

[0083] When the clutch pedal operation is required, the driver's left leg may become fatigued. The fatigue of the left leg caused by the operation of the clutch pedal is also a type of physical fatigue of the driver. The second embodiment proposes a technology that can alleviate the fatigue of the left leg caused by the operation of the clutch pedal.

[0084] The vehicle 10 assumed in the second embodiment is, for example, a manual transmission vehicle (MT vehicle) equipped with a clutch pedal. As another example, the vehicle 10 may be an electric vehicle that can simulate the manual shifting action of an MT vehicle (see Japanese Patent No. 6787507). Hereinafter, the case where the vehicle 10 is an electric vehicle that can simulate the manual shifting action of an MT vehicle is considered. The same is true for the case where the vehicle 10 is a normal MT vehicle.

[0085] Figure 7 This is a conceptual diagram for explaining the outline of the second embodiment. The vehicle 10 includes an accelerator pedal 22 , a brake pedal 23 , a pseudo clutch pedal 28 , and a pseudo shift lever 27 (pseudo shift device).

[0086] The simulated shift lever 27 has a structure that simulates a shift lever of 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, for example, 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear, reverse and neutral.

[0087] 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 the simulated shift lever 27 is operated. 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.

[0088] The driving mode of the vehicle 10 (electric vehicle) includes a "three-pedal mode" that simulates the manual shifting action and driving characteristics of an MT vehicle. The three-pedal mode changes the output of the motor corresponding to the operation of the accelerator pedal 22 according to the operation of the simulated clutch pedal 28 and the operation of the simulated shift lever 27. The implementation method of the three-pedal mode in the electric vehicle will be described in detail in Section 6 below.

[0089] In the three-pedal mode, the vehicle control system 100 uses the sensor 70 mounted on the vehicle 10 to obtain the driver's physical fatigue P. For example, the sensor 70 includes a clutch position sensor 72 for detecting the operation (depression amount) of the simulated clutch pedal 28. The vehicle control system 100 obtains the physical fatigue P based on at least one of the number of operations of the simulated clutch pedal 28 within a certain period of time and the operation time. As the number of operations of the simulated clutch pedal 28 within a certain period of time increases, the physical fatigue P also increases. In addition, as the operation time of the simulated clutch pedal 28 within a certain period of time increases, the physical fatigue P also increases. The physical fatigue P can also be calculated based on the product of the number of operations of the simulated clutch pedal 28 within a certain period of time and the operation time.

[0090] The operating condition for operating the massage device 80 includes at least that the driver's body fatigue P exceeds the first threshold value Pth1. When the operating condition is met, the vehicle control system 100 (processor 101) operates the massage device 80 provided in the driver's seat DS of the vehicle 10. The massage device 80 includes a seat cushion massage device 82 embedded in the seat cushion of the driver's seat DS. In particular, the seat cushion massage device 82 is provided at a position in contact with the thigh of the driver's left leg. For example, the seat cushion massage device 82 is a roller.

[0091] By operating the seat cushion massaging device 82, fatigue of the left leg caused by the operation of the simulated clutch pedal 28 can be relieved. As a result, the driver can more comfortably drive the vehicle 10. In particular, the driver can enjoy the three-pedal mode and drive the vehicle 10 comfortably.

[0092] 2-2. Functional configuration example and processing example

[0093] Figure 81 is a block diagram showing a functional configuration example of a vehicle control system 100 according to the second embodiment. Fig. 9 1 is a flowchart showing a processing example of the vehicle control system 100 according to the second embodiment. The description overlapping with the above-mentioned first embodiment will be omitted as appropriate.

[0094] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is the three-pedal mode. If the driving mode is not the three-pedal mode (step S100; No), the processing of this loop ends. On the other hand, if the driving mode is the three-pedal mode (step S100; Yes), the processing proceeds to step S110. In addition, if the vehicle 10 is a normal MT vehicle, step S100 is omitted.

[0095] In step S110, the fatigue acquisition unit 110 acquires sensor detection information indicating the detection result of the sensor 70 mounted on the vehicle 10. When the fatigue acquisition unit 110 is included in the management server, the fatigue acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue acquisition unit 110 acquires the physical fatigue P of the driver based on the sensor detection information.

[0096] For example, the fatigue degree acquisition unit 110 includes a clutch operation degree acquisition unit 112. The clutch operation degree acquisition unit 112 acquires at least one of the number of operations and the operation time of the simulated clutch pedal 28 detected by the clutch position sensor 72. At least one of the number of operations and the operation time of the simulated clutch pedal 28 is equivalent to the sensor detection information. The fatigue degree acquisition unit 110 acquires the physical fatigue P based on at least one of the number of operations and the operation time of the simulated clutch pedal 28 within a certain period of time. As the number of operations of the simulated clutch pedal 28 within a certain period of time increases, the physical fatigue P also increases. In addition, as the operation time of the simulated clutch pedal 28 within a certain period of time increases, the physical fatigue P also increases. The physical fatigue P can also be calculated based on the product of the number of operations of the simulated clutch pedal 28 within a certain period of time and the operation time.

[0097] Steps S120 , S130 , and S140 are the same as those in the first embodiment. In step S130 , the massage device control unit 130 operates the seat cushion massage device 82 provided in the seat cushion of the driver's seat DS.

[0098] 2-3. Modification

[0099] Fig.101 is a block diagram showing a functional configuration example of a vehicle control system 100 of a modified example. In this modified example, the predetermined operating condition includes a third condition in addition to the first condition and the second condition described above. The third condition is that the speed of the vehicle 10 is less than the predetermined speed Vth. The operating condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the fatigue determination unit 121 and the driver intention confirmation unit 122 described above. The vehicle speed determination unit 123 and step S123 are similar to the above-mentioned Figure 5 and Figure 6 The same situation.

[0100] As another variation, the predetermined operating condition may not include the second condition. In this case, step S122 is omitted.

[0101] 3. Third Implementation

[0102] 3-1. Overview

[0103] Fig.11 This is a conceptual diagram for explaining the outline of the third embodiment. The vehicle 10 envisioned in the third embodiment is an electric vehicle that uses an electric motor as a power device for traveling and is equipped with a simulated clutch pedal 28 and a simulated shift device 27. The driving mode of the vehicle 10 (electric vehicle) includes the above-mentioned "three-pedal mode". The three-pedal mode requires the operation of the simulated clutch pedal 28, and the manual shifting action and driving characteristics of the MT vehicle are simulated based on the operation of the simulated clutch pedal 28.

[0104] The driving mode of vehicle 10 (electric vehicle) also includes a "two-pedal mode" that does not require the operation of simulating the clutch pedal 28. The two-pedal mode includes, for example, an EV mode in which the vehicle 10 is driven as a normal electric vehicle. As another example, the two-pedal mode may also include an AT mode that simulates the driving characteristics of an automatic transmission vehicle (AT vehicle). As another example, the two-pedal mode may also include a sequential shifting mode that simulates the manual shifting action and driving characteristics of an MT vehicle in a sequential shifting mode. The method for implementing the sequential shifting mode in an electric vehicle will be described in detail in Section 6 below.

[0105] During the three-pedal mode, the vehicle control system 100 (processor 101) determines whether a predetermined mode switching condition is met. The predetermined mode switching condition includes at least that the driver's physical fatigue P exceeds the second threshold value Pth2. The second threshold value Pth2 may be the same as the first threshold value Pth1 or may be different from the first threshold value Pth1. When the predetermined mode switching condition is met during the three-pedal mode, the vehicle control system 100 (processor 101) switches the driving mode from the three-pedal mode that requires the operation of the simulated clutch pedal 28 to the two-pedal mode that does not require the operation of the simulated clutch pedal 28. As a result, since the driver is freed from the operation of the simulated clutch pedal 28, the driver's physical fatigue can be relieved. As a result, the driver can drive the vehicle 10 more comfortably.

[0106] In addition, the two-pedal mode may also include a sequential shifting mode and other modes (at least one of the AT mode and the EV mode). In this case, the vehicle control system 100 may also switch the driving mode in stages in the two-pedal mode. For example, when the body fatigue degree P exceeds the second threshold value Pth2, the vehicle control system 100 switches the driving mode from the three-pedal mode to the sequential shifting mode. Even if the body fatigue degree P does not become less than the second threshold value Pth2 after a certain period of time from the start of the sequential shifting mode, the vehicle control system 100 may also switch the driving mode from the sequential shifting mode to the AT mode or the EV mode.

[0107] 3-2. Functional configuration example and processing example

[0108] Fig.12 1 is a block diagram showing an example of a functional structure of a vehicle control system 100 according to a third embodiment. The vehicle control system 100 includes a fatigue degree acquisition unit 110, a mode switching condition determination unit 150, and a mode switching unit 160 as functional blocks. These functional blocks may also be implemented by cooperation between a processor 101 executing a vehicle control program 105 and a storage device 102. Some of the functional blocks may also be included in a management server capable of communicating with the vehicle 10.

[0109] Fig.13 1 is a flowchart showing a processing example of the vehicle control system 100 according to the third embodiment. Fig.12 and Fig.13 Next, a processing example of the vehicle control system 100 will be described.

[0110] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is the three-pedal mode. If the driving mode is not the three-pedal mode (step S100; No), the processing of this loop ends. On the other hand, if the driving mode is the three-pedal mode (step S100; Yes), the processing proceeds to step S110.

[0111] In step S110, the fatigue acquisition unit 110 acquires sensor detection information indicating the detection result of the sensor 70 mounted on the vehicle 10. When the fatigue acquisition unit 110 is included in the management server, the fatigue acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue acquisition unit 110 acquires the driver's physical fatigue P based on the sensor detection information. For example, the fatigue acquisition unit 110 includes at least one of the above-mentioned muscle hardness acquisition unit 111 and the clutch operation degree acquisition unit 112. The fatigue acquisition unit 110 may also include both the muscle hardness acquisition unit 111 and the clutch operation degree acquisition unit 112.

[0112] In step S150, the mode switching condition determination unit 150 determines whether the predetermined mode switching condition is satisfied. If the predetermined mode switching condition is not satisfied (step S150; No), the processing of this loop ends. On the other hand, if the predetermined mode switching condition is satisfied (step S150; Yes), the processing proceeds to step S160.

[0113] exist Fig.12 and Fig.13 In the example shown, the predetermined mode switching condition includes a first condition and a second condition. The first condition is that the body fatigue P exceeds the second threshold value Pth2. The second condition is that the driver permits the switch from the three-pedal mode to the two-pedal mode. In order to determine whether the first condition and the second condition are respectively met, the mode switching condition determination unit 150 includes a fatigue determination unit 151 and a driver intention confirmation unit 152. At least one of the fatigue determination unit 151 and the driver intention confirmation unit 152 may also be included in a management server capable of communicating with the vehicle 10.

[0114] In step S151, the fatigue determination unit 151 determines whether the body fatigue P exceeds the second threshold value Pth2, that is, whether the first condition is satisfied. If the first condition is not satisfied (step S151; No), the mode switching condition is not satisfied. On the other hand, if the first condition is satisfied (step S151; Yes), the process proceeds to step S152.

[0115] In step S152, the driver's intention confirmation unit 152 determines whether the driver has permitted the switch from the three-pedal mode to the two-pedal mode, that is, whether the second condition is met. In more detail, the driver's intention confirmation unit 152 asks the driver whether the driving mode can be switched from the three-pedal mode to the two-pedal mode through the output device of HMI90. The inquiry message can be displayed on the display, or notified from the speaker, or both. In response to the inquiry message, the driver uses the input device of HMI90 to input "permission" or "rejection". The driver's intention confirmation unit 152 can determine whether the second condition is met based on the input from the driver. When the second condition is not met (step S152; no), the working condition is not met. On the other hand, when the second condition is met (step S152; yes), the working condition is met (step S150; yes), and the processing enters step S160.

[0116] In step S160 , mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode. When switching the driving mode, mode switching unit 160 may notify the driver of the switching of the driving mode through the output device of HMI 90 .

[0117] 3-3. Modification

[0118] The predetermined mode switching condition may not include the second condition. In this case, step S152 is omitted.

[0119] 4. Fourth Implementation

[0120] The fourth embodiment is a combination of the second embodiment and the third embodiment described above. Fig.14 1 is a block diagram showing an example of a functional structure of a vehicle control system 100 according to a fourth embodiment. The vehicle control system 100 includes a fatigue acquisition unit 110, an operating condition determination unit 120, a massage device control unit 130, an end condition determination unit 140, a mode switching condition determination unit 150, and a mode switching unit 160 as functional blocks. The operating condition determination unit 120 and the massage device control unit 130 are the same as those of the second embodiment described above. The fatigue acquisition unit 110, the mode switching condition determination unit 150, and the mode switching unit 160 are the same as those of the third embodiment described above.

[0121] The operating condition determination unit 120 and the mode switching condition determination unit 150 may operate independently of each other. That is, the vehicle control system 100 may determine whether the operating condition is satisfied and whether the mode switching condition is satisfied in parallel.

[0122] Alternatively, the operating condition determination unit 120 and the mode switching condition determination unit 150 may operate in cooperation. That is, the vehicle control system 100 may determine whether the operating condition is satisfied and whether the mode switching condition is satisfied in series.

[0123] exist Fig.15 In the example shown, first, the operating condition determination unit 120 determines whether the operating condition is satisfied. If the operating condition is satisfied (step S120; yes), the massage device control unit 130 operates the massage device 80 (step S130). Then, the mode switching condition determination unit 150 determines whether the mode switching condition is satisfied. If the mode switching condition is satisfied (step S150; yes), the mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode (step S160).

[0124] exist Fig.16 In the example shown, first, the mode switching condition determination unit 150 determines whether the mode switching condition is satisfied. If the mode switching condition is satisfied (step S150; yes), the mode switching unit 160 switches the driving mode from the three-pedal mode to the two-pedal mode (step S160). Then, the operating condition determination unit 120 determines whether the operating condition is satisfied. If the operating condition is satisfied (step S120; yes), the massage device control unit 130 operates the massage device 80 (step S130).

[0125] 5. Fifth Implementation

[0126] The first embodiment can be combined with any one of the second to fourth embodiments.

[0127] 6. Details of MT mode

[0128] 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: Conventional Vehicle). Due to the difference in the torque characteristics of the power unit, a CV requires a transmission, whereas electric vehicles generally do 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 referred to as an MT vehicle) and driving an electric vehicle.

[0129] On the other hand, the electric motor can control the torque relatively easily by controlling the applied voltage or excitation. Therefore, in the electric motor, by implementing appropriate control, the desired torque characteristics can be obtained within the operating range of the electric motor. Using this feature, the torque of the electric vehicle can be controlled to simulate the torque characteristics unique to the MT vehicle. In addition, a simulated shifter can also be provided in the electric vehicle so that the driver can get the driving feeling of the MT vehicle. Thus, the MT vehicle can be simulated in the electric vehicle.

[0130] That is, the electric vehicle controls the output of the motor in a manner that simulates the driving characteristics (torque characteristics) unique to the MT vehicle. The driver operates the simulated shifter to perform a simulated manual shift operation. In response to the driver's simulated manual shift operation, the electric vehicle changes the driving characteristics (torque characteristics) in a manner that simulates the MT vehicle. As a result, the driver of the electric vehicle can feel as if he is driving an MT vehicle. Hereinafter, the control mode of the motor used to simulate the driving characteristics and manual shift operation of the MT vehicle is referred to as a "manual mode" or "MT mode".

[0131] Hereinafter, the case where the vehicle 10 of the present disclosure is an electric vehicle 10E having an MT mode is considered. In the MT mode, the electric vehicle 10E can also generate a simulated engine sound corresponding to the driver's driving operation and output the simulated engine sound through a speaker. Not only the driving operation of the MT vehicle but also the engine sound of the MT vehicle is reproduced, thereby improving the satisfaction of drivers who require a sense of reality. Hereinafter, a structural example of an electric vehicle 10E having an MT mode is described. As MT modes, a "sequential shift mode" and a "three-pedal mode" are exemplified.

[0132] 6-1. First Configuration Example (Sequential Shift Mode)

[0133] Fig.17 1 is a block diagram showing a first structural example of a power control system of an electric vehicle 10E. The electric vehicle 10E includes: an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for driving. The battery 46 stores electric energy for driving the electric motor 44. That is, the electric vehicle 10E is a battery electric vehicle (BEV) that drives using the electric energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into the driving power of the electric motor 44. 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.

[0134] The electric vehicle 10E includes an accelerator pedal 22 for the driver to input an acceleration request to the electric vehicle 10E. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting an accelerator opening.

[0135] The electric vehicle 10E includes a sequential shifter 24. The sequential shifter 24 may be a paddle-type shifter or a lever-type simulated shifter.

[0136] The paddle shifter is a simulated part different from the original paddle shifter. The paddle shifter has a structure similar to the paddle shifter of the MT vehicle without a clutch pedal. The paddle shifter is mounted on the steering wheel. The paddle shifter has an upshift switch and a downshift switch that determine the operation position. The upshift switch is pulled toward the front side to generate an upshift signal 34u, and the downshift switch is pulled toward the front side to generate a downshift signal 34d.

[0137] On the other hand, the lever-type simulated shifter is a simulated part different from the original shifter, similar to the paddle-type shifter. The lever-type simulated shifter has a structure similar to that of the lever-type shifter provided in the clutchless MT vehicle. The lever-type simulated 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 backward.

[0138] The wheel 26 of the electric vehicle 10E 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 10E. In addition, the motor 44 is provided with a rotation speed sensor 38 for detecting the rotation speed thereof.

[0139] The electric vehicle 10E is provided with a control device 50. The control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10E. The control device 50 may also be a combination of multiple ECUs. The control device 50 is provided with: 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.

[0140] For example, the control device 50 controls the motor 44 by PWM control of the inverter 42. Signals from the accelerator position sensor 32, the sequential shifter 24 (upshift switch and downshift switch when the sequential shifter 24 is a paddle shifter), 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.

[0141] 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 driving the electric vehicle 10E as a general electric vehicle. The automatic mode is programmed to continuously change the output of the electric 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 electric vehicle 10E like an MT vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 corresponding to the operation of the accelerator pedal 22 according to the upshift operation and downshift operation of the sequential shifter 24. The manual mode (MT mode) is equivalent to the "sequential shift mode". The automatic mode and the manual mode can be switched.

[0142] The control device 50 includes an automatic mode torque calculation unit 54 and a manual mode torque calculation unit 56. Each unit 54, 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.

[0143] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when the motor 44 is controlled in the automatic mode. The motor torque command map is stored in the automatic mode torque calculation unit 54. The motor torque command map is a map that determines the motor torque based on the accelerator opening and the rotation speed of the motor 44. The signal of the accelerator 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 sequential shifter 24, the operation will not be reflected in the motor torque.

[0144] 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 sequential shifter 24 when the electric vehicle 10E is assumed to be an MT vehicle.

[0145] Reference Fig.18 The MT vehicle model provided by the manual mode torque calculation unit 56 will be described. Fig.18 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 that are 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.

[0146] 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).

[0147] Formula (1):

[0148] The hypothetical engine output torque Teout is calculated based on the hypothetical engine speed Ne and the accelerator opening Pap. In the calculation of the hypothetical engine output torque Teout, Fig.18 As shown, a map defining the relationship between 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 relative to the virtual engine speed Ne is given to each accelerator opening Pap. Fig.18 The torque characteristics shown can be set to the characteristics of a gasoline engine or a diesel engine, and can also be set to the characteristics of a naturally aspirated engine or a supercharged engine.

[0149] 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 characteristics: Fig.18 In this map, a torque transfer gain k is assigned to the virtual clutch opening Pc. Fig.18 , 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 k to calculate the clutch output torque Tcout. 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).

[0150] 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 gives the slip ratio Rslip to the virtual clutch opening Pc can be used, similarly to the torque transfer gain k.

[0151] The transmission model 563 calculates the transmission ratio (speed ratio) r. The transmission ratio r is a transmission ratio determined by the virtual gear position GP in the virtual transmission. The virtual gear position GP is raised by one gear by receiving the upshift operation of the sequential shifter 24. On the other hand, the virtual gear position GP is lowered by one gear by receiving the downshift operation of the sequential shifter 24. The transmission model 563 has the following features: Fig.18 The mapping shown. In the mapping, the transmission ratio r is assigned to the virtual gear GP in such a way that the larger the virtual gear GP is, the smaller the transmission ratio r is. The transmission model 563 uses the transmission ratio r and the clutch output torque Tcout obtained from the mapping to calculate the transmission output torque Tgout. For example, the transmission output torque Tgout is assigned as the product of the clutch output torque Tcout and the transmission ratio r (Tgout = Tcout × r). The transmission output torque Tgout changes discontinuously according to the switching of the transmission ratio r. The discontinuous change in the transmission output torque Tgout produces a speed change shock, showing the similarity of a vehicle with a stepped transmission.

[0152] The MT vehicle model uses a predetermined reduction ratio rr to calculate the drive wheel torque Tw. 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).

[0153] 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 achieve the drive wheel torque Tw calculated by the MT vehicle model. In the conversion of the drive wheel torque Tw to the required motor torque Tm, the reduction ratio from the output shaft of the motor 44 to the drive wheel is used. In addition, the control device 50 controls the inverter 42 to control the motor 44 according to the required motor torque Tm.

[0154] Fig.19 The figure shows a comparison between the torque characteristics of the motor 44 achieved by the motor control using the MT vehicle model and the torque characteristics of the motor 44 achieved by the conventional motor control as an electric vehicle (EV). Fig.19 As shown, it is possible to realize a torque characteristic (solid line in the figure) that simulates the torque characteristic of an MT vehicle according to the virtual gear position set by the sequential shifter 24. Fig.19 In the middle, the gear number is 6.

[0155] 6-2. Second configuration example (three-pedal mode)

[0156] Fig. 20 1 is a block diagram showing a second configuration example of a power control system of an electric vehicle 10E according to the present embodiment. Here, only the configuration different from the first configuration example described above is described. Specifically, in the second configuration example, the electric vehicle 10E is provided with a simulated shift lever (simulated shift device) 27 and a simulated clutch pedal 28 instead of the sequential shifter 24 provided in the first configuration example. The simulated shift lever 27 and the simulated clutch pedal 28 are only simulated parts different from the original shift lever and clutch pedal.

[0157] 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, for example, 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.

[0158] 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 the simulated shift lever 27 is operated. 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 position sensor 28a for detecting the amount of depression of the simulated clutch pedal 28.

[0159] The control device 50 receives signals from the accelerator position sensor 32, the shift position sensor 27a, the clutch position sensor 28a, the wheel speed sensor 36, and the rotation speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0160] Similar to the first structural example described above, the controller 50 includes an automatic mode (EV mode) and a manual mode (MT 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 electric vehicle 10E like an MT vehicle. The manual mode is programmed to change the output and output characteristics of the motor 44 corresponding to the operation of the accelerator pedal 22 according to the operation of the simulated clutch pedal 28 and the simulated shift lever (simulated shift device) 27. This manual mode (MT mode) is equivalent to the "three-pedal mode". The automatic mode and the manual mode can be switched.

[0161] The vehicle model provided by the manual mode torque calculation unit 56 is Fig.18 The vehicle model shown is the same. At that time, the virtual clutch opening Pc is replaced by the depression amount of the virtual clutch pedal 28 detected by the clutch 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.

Claims

1. A vehicle control system configured to control a vehicle, wherein the vehicle control system is characterized in that: The vehicle control system includes one or more processors, The one or more processors are configured to obtain a physical fatigue level of a driver of the vehicle using a sensor mounted on the vehicle, Furthermore, the one or more processors are configured to operate the massage device provided on the driver's seat of the vehicle when an operation condition including at least that the body fatigue degree exceeds a first threshold value is satisfied.

2. The vehicle control system according to claim 1, characterized in that: The operating condition further includes that the driver has permitted the massage device to operate.

3. The vehicle control system according to claim 1, characterized in that: The operating condition further includes a speed of the vehicle being less than a predetermined speed.

4. The vehicle control system according to claim 1, characterized in that: The sensor includes a muscle hardness meter arranged on the driver's seat, The one or more processors are configured to obtain the body fatigue degree based on the muscle stiffness of the driver detected by the muscle stiffness meter.

5. The vehicle control system according to any one of claims 1 to 4, characterized in that: The vehicle is a manual transmission vehicle equipped with a clutch pedal.

6. The vehicle control system according to claim 5, characterized in that: The sensor includes a clutch position sensor for detecting the operation of the clutch pedal. The one or more processors are configured to obtain the degree of physical fatigue based on at least one of the number of times the clutch pedal is operated and the operation time within a certain period of time.

7. The vehicle control system according to any one of claims 1 to 4, characterized in that: The vehicle is an electric vehicle configured to use an electric motor as a power device for traveling, and is provided with a simulated clutch pedal and a simulated shift device. The simulated clutch pedal is operated when the simulated shifting device is operated, The driving mode of the electric vehicle includes a three-pedal mode, in which the output of the electric motor corresponding to the operation of the accelerator pedal is changed according to the operation of the simulated clutch pedal and the operation of the simulated shift device. In the three-pedal mode, the one or more processors are configured to obtain the body fatigue level and operate the massage device when the operating condition is met.

8. The vehicle control system according to claim 7, characterized in that: The sensor includes a clutch position sensor configured to detect the operation of the simulated clutch pedal. The one or more processors are configured to obtain the body fatigue level based on at least one of the number of times the simulated clutch pedal is operated and the operation time within a certain period of time.

9. The vehicle control system according to claim 7, characterized in that: The massage device includes a seat cushion massage device embedded in a seat cushion of the driver's seat.

10. The vehicle control system according to claim 7, characterized in that: The driving mode of the electric vehicle further includes a two-pedal mode that does not require the operation of the simulated clutch pedal, The one or more processors are further configured to switch the driving mode from the three-pedal mode to the two-pedal mode when a mode switching condition is satisfied, including at least the body fatigue level exceeding a second threshold value during the three-pedal mode.

11. The vehicle control system according to claim 10, characterized in that: The mode switching condition further includes that the driver permits switching from the three-pedal mode to the two-pedal mode.

12. The vehicle control system according to claim 10, characterized in that: The one or more processors are configured to determine whether the mode switching condition is satisfied after the massage device is operated because the operation condition is satisfied.

13. A vehicle control system configured to control an electric vehicle using an electric motor as a power device for traveling, wherein the vehicle control system is characterized in that: The vehicle control system includes one or more processors, The electric vehicle is provided with a simulated clutch pedal and a simulated shifting device. The simulated clutch pedal is operated when the simulated shifting device is operated, The driving modes of the electric vehicle include: A three-pedal mode in which the output of the electric motor is changed in accordance with the operation of the simulated clutch pedal and the operation of the simulated shift device in accordance with the operation of the accelerator pedal; and In dual-pedal mode, operation of the simulated clutch pedal is not required. The one or more processors are configured to obtain a physical fatigue level of a driver of the electric vehicle using a sensor mounted on the electric vehicle, The one or more processors are configured to switch the driving mode from the three-pedal mode to the two-pedal mode when a mode switching condition is satisfied including at least the body fatigue degree exceeding a threshold value during the three-pedal mode.

14. The vehicle control system according to claim 13, characterized in that: The mode switching condition further includes that the driver permits switching from the three-pedal mode to the two-pedal mode.

15. The vehicle control system according to claim 13 or 14, characterized in that: The sensor includes a clutch position sensor configured to detect the operation of the simulated clutch pedal. The one or more processors are configured to obtain the body fatigue level based on at least one of the number of times the simulated clutch pedal is operated and the operation time within a certain period of time.

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