Vehicle control system

Abstract

The present application provides a vehicle control system for controlling a vehicle and acquiring a degree of mental fatigue of a driver of the vehicle using a sensor mounted on the vehicle. When at least an operating condition in which the degree of mental fatigue exceeds a first threshold value is satisfied, the vehicle control system outputs a relaxing sound for alleviating the degree of mental fatigue through a speaker mounted on the vehicle.

Description

Technical Field

[0001] The present disclosure relates to vehicle control systems. Background Art

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

[0003] From the viewpoint of proper driving, mental fatigue of the driver of the vehicle is not preferable. A technology that enables the driver to drive the vehicle more comfortably is desired.

[0004] The first method relates to a vehicle control system for controlling a vehicle. The vehicle control system includes one or more processors. The one or more processors use sensors mounted on the vehicle to obtain the mental fatigue of a driver of the vehicle. When a working condition at least including the mental fatigue exceeding a first threshold is satisfied, the one or more processors output a relaxing sound that reduces the mental fatigue through a speaker mounted on the vehicle.

[0005] In the vehicle control system of the first aspect of the present disclosure, the operation condition may further include the driver's consent to the output of the relaxation sound.

[0006] In the vehicle control system of the first embodiment of the present invention, the sensor may include at least one of an electrocardiogram and a sweat sensor, and the electrocardiogram and the sweat sensor are mounted on a device used by the driver during driving operations or worn on a wearable terminal of the driver, and one or more processors may be configured to obtain mental fatigue based on at least one of the driver's heart rate data detected by the electrocardiogram and the driver's sweat amount detected by the sweat sensor.

[0007] 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.

[0008] In the vehicle control system of the first mode of the present invention, the vehicle may also be an electric vehicle that is configured to use an electric motor as a power unit for traveling, and is equipped with a simulated clutch pedal and a simulated gear shift device, the simulated clutch pedal is operated when the simulated gear shift device is operated, and the driving mode of the electric vehicle includes a three-pedal mode, and the three-pedal mode causes the output of the electric motor relative to the operation of the accelerator pedal to change according to the operation of the simulated clutch pedal and the operation of the simulated gear shift device. In the three-pedal mode, one or more processors may be configured to obtain mental fatigue, or may be configured to output a relaxing sound when working conditions are met.

[0009] In the vehicle control system according to the first aspect of the present disclosure, one or more processors may be configured to output natural sounds as relaxation sounds through the speakers.

[0010] In the vehicle control system according to the first aspect of the present disclosure, the sensor may be mounted on the pseudo shift device.

[0011] In the vehicle control system of the first embodiment of the present invention, the driving mode of the electric vehicle may also include a two-pedal mode, which does not require simulation of the operation of a 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, including at least a mental fatigue level exceeding a second threshold.

[0012] In the vehicle control system according to the first aspect of the present disclosure, the mode switching condition may further include a driver's consent to switch from the three-pedal mode to the two-pedal mode.

[0013] 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 relaxation sound is output.

[0014] The second method relates to a vehicle control system for controlling an electric vehicle that uses an electric motor as a power unit for traveling. The vehicle control system includes one or more processors. The electric vehicle includes a simulated clutch pedal and a simulated shifting device. The simulated clutch pedal is operated when the operation of 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 relative to the operation of the accelerator pedal changes according to the operation of the simulated clutch pedal and the operation of the simulated shifting device; and a two-pedal mode, in which the operation of the simulated clutch pedal is not required. One or more processors are configured to obtain the mental fatigue of the driver of the electric vehicle using a sensor mounted on the electric vehicle. 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 mental fatigue exceeding a threshold value, during the three-pedal mode.

[0015] In the vehicle control system according to the second aspect of the present disclosure, the mode switching condition may further include a driver's consent to switch from the three-pedal mode to the two-pedal mode.

[0016] In the vehicle control system of the second mode of the present invention, the sensor may also include at least one of an electrocardiogram and a sweat sensor, and the electrocardiogram and the sweat sensor may be mounted on a device used by the driver during driving operations or worn on a wearable terminal of the driver, and one or more processors may be configured to obtain the degree of mental fatigue based on at least one of the data of the driver's heart rate detected by the electrocardiogram and the amount of sweat of the driver detected by the sweat sensor.

[0017] In the vehicle control system according to the second aspect of the present disclosure, the sensor may be mounted on the pseudo shift device.

[0018] In the vehicle control system according to the second aspect of the present disclosure, the sensor may be a sweat sensor.

[0019] According to the first embodiment, when the working conditions including at least the driver's mental fatigue exceeding the threshold are satisfied, a relaxing sound for reducing the mental fatigue is output from the speaker mounted on the vehicle. Thus, the driver's mental fatigue is reduced. As a result, the driver can drive the vehicle more comfortably.

[0020] According to 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 mental 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. As a result, the driver is released from the operation of the simulated clutch pedal, thereby reducing the driver's mental fatigue. As a result, the driver can drive the vehicle more comfortably. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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 numerals represent like parts, and in which:

[0022] Figure 1 A conceptual diagram showing a vehicle and a vehicle control system.

[0023] Figure 2 It is a diagram showing an example of a sensor.

[0024] Figure 3A This is a diagram showing data of a heart rate interval (RR interval (RRI)) indicating a time difference between a generation time of an R wave and a generation time of the next R wave in the driver's heart rate data.

[0025] Figure 3BThis is a diagram showing a Lorentz plot in which the value of the nth RR interval (RRI(n)) is plotted on the horizontal axis (x-axis) and the value of the n+1th RR interval (RRI(n+1)) that is consecutive to the nth RR interval is plotted on the vertical axis (y-axis).

[0026] Figure 3C This is a graph showing the amount of sweat a driver produces.

[0027] Figure 4 It is a block diagram showing a functional configuration example of the vehicle control system according to the first embodiment.

[0028] Figure 5 This is a flowchart showing a processing example of the vehicle control system according to the first embodiment.

[0029] Figure 6 This is a conceptual diagram for explaining the outline of the second embodiment.

[0030] Figure 7 This is a flowchart showing a processing example of the vehicle control system according to the second embodiment.

[0031] Figure 8 This is a conceptual diagram for explaining the outline of the third embodiment.

[0032] Fig. 9 It is a block diagram showing a functional configuration example of a vehicle control system according to the third embodiment.

[0033] Fig.10 This is a flowchart showing a processing example of the vehicle control system according to the third embodiment.

[0034] Fig.11 It is a block diagram showing a functional configuration example of a vehicle control system according to a fourth embodiment.

[0035] Fig.12 This is a flowchart showing a processing example of the vehicle control system according to the fourth embodiment.

[0036] Fig.13 This is a flowchart showing another processing example of the vehicle control system according to the fourth embodiment.

[0037] Fig.14 This is a block diagram showing a first configuration example of a power control system of an electric vehicle.

[0038] Fig.15 The diagrams show examples of the engine model, the clutch model, and the transmission model that constitute the MT vehicle model.

[0039] Fig.16 This is a diagram showing the torque characteristics of the electric motor achieved by the electric motor control using the MT vehicle model.

[0040] Fig.17 This is a block diagram showing a second configuration example of a power control system of an electric vehicle. DETAILED DESCRIPTION

[0041] Embodiments of the present disclosure will be described with reference to the drawings.

[0042] 1. First Implementation

[0043] 1-1. Overview

[0044] 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 unit for traveling, or an electric vehicle using an electric motor as a power unit for traveling. The vehicle 10 may also be a manual transmission vehicle (MT vehicle).

[0045] The vehicle control system 100 controls the vehicle 10. The entire vehicle control system 100 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 distributed between the vehicle 10 and the management server.

[0046] 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 dedicated processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 101 may also be referred to as an electronic circuit (circuitry) or a processing circuit (processing circuitry). An electronic circuit is hardware programmed to implement a recorded 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, hard disk drive (HDD: Hard Disk Drive), solid state drive (SSD: Solid State Drive), etc. are exemplified. The functions of the vehicle control system 100 are realized through the cooperation of the processor 101 and the storage device 102.

[0047] 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.

[0048] The driver of the vehicle 10 may feel mental fatigue. For example, when another vehicle suddenly squeezes in front of the vehicle 10 or when the vehicle 10 is traveling slowly due to congestion, the driver may accumulate stress. As another example, when the vehicle 10 is a MT vehicle, operating the clutch pedal for a long time requires the driver to maintain concentration and attention for a long time, which may cause stress to the driver. From the perspective of proper driving, such mental fatigue of the driver is not preferred. A technology that allows the driver to drive the vehicle 10 more comfortably is desired.

[0049] Therefore, according to this embodiment, the sensor 70 for detecting the mental fatigue of the driver is mounted on the vehicle 10. Furthermore, the speaker 2 for outputting the relaxing sound for reducing the mental fatigue of the driver is mounted on the vehicle 10. The relaxing sound is stored in the storage device 102. The details of the relaxing sound will be described later.

[0050] The vehicle control system 100 (processor 101) uses the sensor 70 mounted on the vehicle 10 to obtain the driver's mental fatigue M. The mental fatigue M quantitatively indicates the degree of the driver's mental fatigue. The working condition for outputting the relaxing sound includes at least that the driver's mental fatigue M exceeds the first threshold Mth1. The vehicle control system 100 (processor 101) determines whether the working condition is satisfied based on at least the mental fatigue M. When the working condition is satisfied, the vehicle control system 100 (processor 101) outputs a relaxing sound that reduces the mental fatigue through the speaker 2 mounted on the vehicle 10. Thereby, the driver's mental fatigue is reduced. As a result, the driver can drive the vehicle 10 more comfortably.

[0051] 1-2. Sensor Examples

[0052] Figure 2 is a diagram showing an example of a sensor 70. The sensor 70 includes at least one of one or more electrocardiographs 71 for detecting the driver's heart rate data and one or more sweat sensors 72 for detecting the driver's sweat amount. For example, the electrocardiograph 71 is arranged at a position capable of detecting the driver's heart rate, that is, a device used by the driver during driving operations (e.g., a steering wheel HD, a seat belt SB). For example, the sweat sensor 72 is arranged at a position where the driver's palm contacts, that is, a device used by the driver during driving operations (e.g., a steering wheel HD). In addition, the driver's sweat amount can also be detected by the sweat sensor 72 mounted on a wearable terminal (e.g., a smart watch) worn by the driver.

[0053] The vehicle control system 100 acquires the mental fatigue degree M based on at least one of the heart rate data of the driver detected by the electrocardiograph 71 and the amount of sweat of the driver detected by the sweat sensor 72 .

[0054] Consider an example of calculating the mental fatigue level M based on the driver's heart rate data. Figure 3A As shown, the driver's heart rate data includes data of a heart rate interval (RR interval (RRI)) indicating the time difference between the generation time of an R wave and the generation time of the next R wave. The mental fatigue level M is calculated based on the size of the area S of the Lorentz plot generated from the data of the driver's heart rate interval (RR interval), for example.

[0055] like Figure 3BAs shown, the Lorenz depiction is obtained by depicting the value of the nth (RRI (n)) in the RR interval on the horizontal axis (x-axis) and the value of the n+1th (RRI (n+1)) continuous with the nth on the vertical axis (y-axis). That is, a point (x, y) = (RRI (n), RRI (n+1)) consisting of two consecutive RR intervals is plotted on the graph. The area S of the Lorenz depiction is calculated by performing an elliptical approximation on the area of ​​the depicted set. The area S of the Lorenz depiction represents the extended range of the depiction. The area S of the Lorenz depiction is one of the indicators indicating whether the driver's heart rate is stable or unstable. It is known that when the area S of the Lorenz depiction is large, it is a relaxed state, and when the area S is small, it is a stress state. Therefore, the mental fatigue degree M can be calculated based on the size of the area S of the Lorenz depiction. For example, the smaller the area S of the Lorenz depiction, the higher the mental fatigue degree M is calculated.

[0056] Consider an example of calculating the mental fatigue level M based on the driver's sweat level. The driver's sweat level is calculated by, for example Figure 3C For example, Figure 3C As shown in FIG. 1 , when the vehicle 10 is caught in a traffic jam or another vehicle suddenly squeezes in front of the vehicle 10, the amount of sweat increases. Therefore, the mental fatigue M changes according to the driver's sweat amount. The more the driver sweats, the higher the mental fatigue M. The driver's sweat amount may also be used directly as the mental fatigue M.

[0057] In addition, in addition to the above-mentioned method, the mental fatigue level M may be estimated based on the recognition result of the driver's face (expression) by a camera mounted on the vehicle 10 .

[0058] When the operating conditions including at least that the mental fatigue level M exceeds the first threshold value Mth1 are satisfied, the vehicle control system 100 outputs a relaxing sound that reduces the mental fatigue level M of the driver.

[0059] The relaxing sound is a sound used to reduce the mental fatigue M. Specifically, the relaxing sound is a sound that increases the area S described by Lorentz. Alternatively, the relaxing sound is a sound that makes the driver feel relaxed in order to reduce the amount of sweat. As a relaxing sound, natural sounds such as the sound of flowing water in a river can be exemplified. The relaxing sound can be selected in advance. By outputting the relaxing sound, the driver can feel relaxed and the mental fatigue of the driver can be reduced. As a result, the driver can drive the vehicle 10 more comfortably.

[0060] 1-3. Functional configuration example and processing example

[0061] Figure 41 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 acquisition unit 110, a working condition determination unit 120, a relaxation sound 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 and a storage device 102 that executes a vehicle control program 105. Some of the functional blocks may also be included in a management server that can communicate with the vehicle 10.

[0062] Figure 5 1 is a flowchart showing an example of processing of the vehicle control system 100 according to the first embodiment. Figure 4 and Figure 5 , a processing example of the vehicle control system 100 is described.

[0063] In step S110, the fatigue level acquisition unit 110 acquires sensor detection information indicating the detection result of the sensor 70 mounted on the vehicle 10. When the fatigue level acquisition unit 110 is included in the management server, the fatigue level acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue level acquisition unit 110 acquires the mental fatigue level M of the driver based on the sensor detection information.

[0064] For example, the fatigue degree acquisition unit 110 includes a heart rate data acquisition unit 111 and a sweat amount acquisition unit 112. The heart rate data acquisition unit 111 acquires the heart rate data from the electrocardiograph 71 (see Figure 2 ) The sweat amount acquisition unit 112 acquires the driver's heart rate data detected by the sweat sensor 72 (refer to Figure 2 ) The driver's sweat amount detected by the sensor. The driver's heart rate data and sweat amount are equivalent to the sensor detection information. Moreover, the fatigue acquisition unit 110 acquires the mental fatigue M based on at least one of the driver's heart rate data and sweat amount. In this case, the smaller the area S of the Lorentz plot generated based on the driver's heart rate data, or the more the driver sweats, the higher the mental fatigue M. In addition, the driver's sweat amount can also be directly used as the mental fatigue M.

[0065] In step S120, the operating condition determination unit 120 determines whether a predetermined operating condition is satisfied. If the predetermined operating condition is not satisfied (step S120; No), the processing in this loop ends. On the other hand, if the predetermined operating condition is satisfied (step S120; Yes), the processing proceeds to step S130.

[0066] exist Figure 4 and Figure 5In the example shown, the prescribed working condition includes a first condition and a second condition. The first condition is that the mental fatigue M exceeds a first threshold value Mth1. The second condition is that the driver agrees to output a relaxation sound. In order to determine whether the first condition and the second condition are respectively satisfied, the working 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.

[0067] In step S121, the fatigue level determination unit 121 determines whether the mental fatigue level M exceeds the first threshold value Mth1, 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.

[0068] In step S122, the driver intention confirmation unit 122 determines whether the driver agrees to output the relaxation sound, 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 intention confirmation unit 122 asks the driver whether the relaxation sound can be output 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 uses the input device of HMI90 to input "agree" or "reject". The driver 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.

[0069] In S130, the relaxation sound control unit 130 acquires the relaxation sound stored in the storage device 102 and outputs the relaxation sound through the speaker 2. When outputting the relaxation sound, the relaxation sound control unit 130 may notify the driver through the output device of the HMI 90 that the relaxation sound is output.

[0070] In step S140, the end condition determination unit 140 determines whether the end condition is satisfied. For example, the end condition is that the driver's mental fatigue M is below the first threshold Mth1. As another example, the end condition may be that a certain time has passed since the relaxation sound was output. As another example, the end condition may be that the driver instructs the HMI 90 to stop outputting the relaxation sound. If the end condition is not satisfied (step S140; No), the process returns to step S130 and continues to output the relaxation sound. On the other hand, if the end condition is satisfied (step S140; Yes), the process proceeds to step S145.

[0071] In S145 , the relaxation sound control unit 130 stops the output of the relaxation sound.

[0072] 1-4. Modifications

[0073] The prescribed operating conditions may not include the second condition. In this case, step S122 is omitted.

[0074] 2. Second Implementation

[0075] 2-1. Overview

[0076] When the clutch pedal operation is required, the driver may be stressed. The stress caused by the clutch pedal operation is also a kind of mental fatigue of the driver. The second embodiment proposes a technology that can reduce the stress caused by the clutch pedal operation.

[0077] 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.

[0078] Figure 6 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).

[0079] The simulated shift lever 27 has a structure that imitates 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 gear stages, for example, 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear, reverse, and neutral.

[0080] The simulated clutch pedal 28 has a structure that imitates 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 operation of the simulated shift lever 27 is simulated. That is, the driver steps on the simulated clutch pedal 28 when he wants to change the setting of the gear stage by using the simulated shift lever 27, and stops stepping on the simulated clutch pedal 28 when the setting change of the gear stage is completed, so that the simulated clutch pedal 28 is restored.

[0081] 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 electric motor relative 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 is described in detail in the following section 6.

[0082] In the three-pedal mode, the vehicle control system 100 uses the sensor 70 mounted on the vehicle 10 to obtain the driver's mental fatigue M. For example, the sensor 70 includes an electrocardiogram 71 and a sweat sensor 72. The sweat sensor 72 may also be mounted on the simulated shift lever 27 operated by the driver in the three-pedal mode. In this case, the vehicle control system 100 can obtain the mental fatigue M based on the driver's sweat amount detected by the sweat sensor 72 mounted on the simulated shift lever 27.

[0083] The operating condition for outputting the relaxing sound includes at least that the driver's mental fatigue M exceeds the first threshold Mth1 . When the operating condition is met, the vehicle control system 100 (processor 101 ) outputs the relaxing sound through the speaker 2 .

[0084] By outputting the relaxation sound, the stress of the driver caused by the operation of the simulated clutch pedal 28 is 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.

[0085] 2-2. Functional configuration example and processing example

[0086] Figure 7 1 is a flowchart showing a processing example of the vehicle control system 100 according to the second embodiment. The description overlapping with the first embodiment described above is omitted as appropriate. In addition, the block diagram showing the functional configuration example of the vehicle control system 100 according to the second embodiment is the same as that of the first embodiment described above.

[0087] 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 in 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.

[0088] Steps S110 , S120 , S130 , and S140 are the same as those in the first embodiment. In S130 , the relaxation sound control unit 130 acquires the relaxation sound stored in the storage device 102 , and outputs the relaxation sound through the speaker 2 .

[0089] 2-3. Modifications

[0090] The prescribed operating conditions may not include the second condition. In this case, step S122 is omitted.

[0091] 3. Third Implementation Method

[0092] 3-1. Overview

[0093] Figure 8 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 lever 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 imitates the manual shifting action and driving characteristics of the MT vehicle based on the operation of the simulated clutch pedal 28.

[0094] The driving mode of vehicle 10 (electric vehicle) also includes a "two-pedal mode" that does not require simulation of the operation of clutch pedal 28. The two-pedal mode includes, for example, an EV mode in which vehicle 10 is driven as a normal electric vehicle. As another example, the two-pedal mode may include an AT mode that simulates the driving characteristics of an automatic transmission vehicle (AT vehicle). As yet another example, the two-pedal mode may also include a sequential shifting mode that simulates the manual shifting action and driving characteristics of a sequential shifting MT vehicle. The implementation method of the sequential shifting mode in an electric vehicle is described in detail in the following section 6.

[0095] During the three-pedal mode, the vehicle control system 100 (processor 101) determines whether the prescribed mode switching condition is satisfied. The prescribed mode switching condition includes at least that the driver's mental fatigue M exceeds the second threshold value Mth2. The second threshold value Mth2 may be the same as the first threshold value Mth1 or may be different from the first threshold value Mth1. When the prescribed mode switching condition is satisfied during the three-pedal mode, the vehicle control system 100 (processor 101) switches the driving mode from the three-pedal mode requiring the operation of the simulated clutch pedal 28 to the two-pedal mode requiring no operation of the simulated clutch pedal 28. As a result, the driver is released from the operation of the simulated clutch pedal 28, thereby reducing the driver's mental fatigue. As a result, the driver can drive the vehicle 10 more comfortably.

[0096] 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 mental fatigue M exceeds the second threshold value Mth2, the vehicle control system 100 switches the driving mode from the three-pedal mode to the sequential shifting mode. Even if the mental fatigue M does not become less than the second threshold value Mth2 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.

[0097] 3-2. Functional configuration examples and processing examples

[0098] Fig. 9 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 be included in a management server capable of communicating with the vehicle 10.

[0099] Fig.10 1 is a flowchart showing a processing example of the vehicle control system 100 according to the third embodiment. Fig. 9 and Fig.10 , a processing example of the vehicle control system 100 is described.

[0100] 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 in 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.

[0101] In step S110, the fatigue level acquisition unit 110 acquires sensor detection information indicating the detection result of the sensor 70 mounted on the vehicle 10. When the fatigue level acquisition unit 110 is included in the management server, the fatigue level acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. The fatigue level acquisition unit 110 acquires the mental fatigue level M of the driver based on the sensor detection information.

[0102] In step S150, the mode switching condition determination unit 150 determines whether a predetermined mode switching condition is satisfied. If the predetermined mode switching condition is not satisfied (step S150; No), the processing in this loop is terminated. On the other hand, if the predetermined mode switching condition is satisfied (step S150; Yes), the processing proceeds to step S160.

[0103] exist Fig. 9 and Fig.10 In the example shown, the prescribed mode switching condition includes a first condition and a second condition. The first condition is that the mental fatigue M exceeds a second threshold value Mth2. The second condition is that the driver agrees to 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.

[0104] In step S151, the fatigue determination unit 151 determines whether the mental fatigue level M exceeds the second threshold value Mth2, 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.

[0105] In step S152, the driver intention confirmation unit 152 determines whether the driver agrees to 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 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, notified from the speaker, or both. In response to the inquiry message, the driver uses the input device of HMI90 to input "agree" or "reject". The driver 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.

[0106] 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 .

[0107] 3-3. Modifications

[0108] The predetermined mode switching condition may not include the second condition. In this case, step S152 is omitted.

[0109] 4. Fourth Implementation

[0110] The fourth embodiment is a combination of the above-mentioned second embodiment and third embodiment. Fig.11 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 relaxation sound 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 fatigue acquisition unit 110, the operating condition determination unit 120, and the relaxation sound control unit 130 are the same as those of the second embodiment described above. The mode switching condition determination unit 150 and the mode switching unit 160 are the same as those of the third embodiment described above.

[0111] 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.

[0112] 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.

[0113] exist Fig.12 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 relaxation sound control unit 130 outputs the relaxation sound (step S130). Thereafter, 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).

[0114] exist Fig.13 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). Thereafter, the operating condition determination unit 120 determines whether the operating condition is satisfied. If the operating condition is satisfied (step S120; yes), the relaxation sound control unit 130 outputs the relaxation sound (step S130).

[0115] 5. Fifth Implementation

[0116] A combination of the first embodiment and any one of the second to fourth embodiments may be adopted.

[0117] 6. Details of MT mode

[0118] The torque characteristics of the electric motor used as a driving power unit in a general electric vehicle are very different from those of the internal combustion engine used as a driving power unit in a conventional vehicle (CV). Due to the difference in the torque characteristics of the power unit, a CV requires a transmission, whereas electric vehicles generally do not have a transmission. Of course, general electric vehicles do not have a manual transmission (MT) that switches the gear ratio through manual operation by the driver. Therefore, there is a big difference in driving feeling between driving a conventional vehicle with MT (hereinafter referred to as an MT vehicle) and driving an electric vehicle.

[0119] On the other hand, the electric motor can control the torque relatively easily by controlling the applied voltage and 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 imitate 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. In this way, the MT vehicle can be imitated in the electric vehicle.

[0120] 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) to simulate the MT vehicle. As a result, the driver of the electric vehicle can get a feeling as if 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 the "manual mode" or "MT mode".

[0121] 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 via 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.

[0122] 6-1. First Configuration Example (Sequential Shift Mode)

[0123] Fig.14 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 a motor 44, a battery 46, and an inverter 42. The motor 44 is a power device for driving. The battery 46 stores electric energy for driving the 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 into the driving power of the motor 44 during acceleration. In addition, the inverter 42 converts the regenerative power input from the motor 44 into DC power during deceleration, and charges the battery 46.

[0124] 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.

[0125] 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.

[0126] The paddle shifter is a virtual device 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 sends an upshift signal 34u by pulling it toward the front side, and the downshift switch sends a downshift signal 34d by pulling it toward the front side.

[0127] On the other hand, the lever-type simulated shifter is a virtual device different from the original shifter, similar to the paddle-type shifter. The lever-type simulated shifter has a structure similar to 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.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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 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 motor 44 relative to the operation of the accelerator pedal 22 according to the upshift operation and the downshift operation for the sequential shifter 24. The manual mode (MT mode) corresponds to the "sequential shift mode". The automatic mode and the manual mode can be switched.

[0132] 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.

[0133] 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.

[0134] 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.

[0135] Reference Fig.15 The MT vehicle model provided in the manual mode torque calculation unit 56 will be described. Fig.15 As shown, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. In addition, the engine, clutch, and transmission virtually realized by the MT vehicle model are respectively referred to as a virtual engine, a virtual clutch, and a virtual transmission. In the engine model 561, the virtual engine is modeled. In the clutch model 562, the virtual clutch is modeled. In the transmission model 563, the virtual transmission is modeled.

[0136] 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 formula (1).

[0137] Formula (1): Ne=Nw×R / (1-Rslip)

[0138] The virtual engine output torque Teout is calculated based on the virtual engine speed Ne and the accelerator opening Pap. In the calculation of the virtual engine output torque Teout, Fig.15 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 corresponding to the virtual engine speed Ne is given to each accelerator opening Pap. Fig.15 The torque characteristics shown may be set to assume the characteristics of a gasoline engine or a diesel engine, or may be set to assume the characteristics of a naturally aspirated engine or a supercharged engine.

[0139] 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 stage of the virtual transmission. The clutch model 562 has the following features: Fig.15 In this map, a torque transfer gain k is assigned to the virtual clutch opening Pc. Fig.15 , 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 insensitive 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).

[0140] 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.

[0141] The transmission model 563 calculates the gear ratio (speed ratio) r. The gear ratio r is a gear ratio determined by the virtual gear step GP in the virtual transmission. The virtual gear step GP is increased by one step by receiving the upshift operation of the sequential shifter 24. On the other hand, the virtual gear step GP is decreased by one step by receiving the downshift operation of the sequential shifter 24. The transmission model 563 has the following features: Fig.15 The mapping shown. 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 Tgout using the gear ratio r obtained from the mapping and the clutch output torque Tcout. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout=Tcout×r). The transmission output torque Tgout changes discontinuously according to the switching of the gear ratio r. The discontinuous change in the transmission output torque Tgout produces a speed change shock, giving a feeling like a vehicle with a stepped transmission.

[0142] The MT vehicle model calculates the drive wheel torque Tw using a specified reduction ratio rr. The reduction ratio rr is a fixed value determined by the mechanical structure from the virtual transmission to the drive wheel. The value obtained by multiplying the reduction ratio rr by the gear 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).

[0143] 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.

[0144] Fig.16 1 is a graph showing 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.16 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 stage set by the sequential shifter 24. Fig.16 In the transmission, the number of gear stages is 6.

[0145] 6-2. Second configuration example (three-pedal mode)

[0146] Fig.17 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 merely virtual devices different from the original shift lever and clutch pedal.

[0147] The simulated shift lever 27 has a structure that imitates 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 stages, 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 stage by determining at which position the simulated shift lever 27 is located.

[0148] The simulated clutch pedal 28 has a structure that imitates a clutch pedal provided in an MT vehicle. The configuration and operating feel of the simulated clutch pedal 28 are the same as those of an actual MT vehicle. The simulated clutch pedal 28 is operated when simulating the operation of the shift lever 27. That is, the driver steps on the simulated clutch pedal 28 when he wants to change the setting of the gear stage by using the simulated shift lever 27, and stops stepping on the simulated clutch pedal 28 when the setting change of the gear stage is completed, thereby restoring the simulated clutch pedal 28. The simulated clutch pedal 28 is provided with a clutch position sensor 28a for detecting the stepping amount of the simulated clutch pedal 28.

[0149] 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 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.

[0150] As in the first structural example described above, the control device 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 relative 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.

[0151] The vehicle model provided by the manual mode torque calculation unit 56 is Fig.15 The vehicle model shown is the same. However, the virtual clutch opening Pc is replaced by the depression amount of the simulated clutch pedal 28 detected by the clutch position sensor 28a. In addition, the virtual gear position GP is determined by the position of the simulated shift lever 27 detected by the shift position sensor 27a.

Claims

1. A vehicle control system for controlling a vehicle, comprising one or more processors, characterized in that: The one or more processors are configured to obtain a mental fatigue level of a driver of the vehicle using at least a sensor mounted on the vehicle, The one or more processors are configured to output a relaxing sound for reducing the mental fatigue through a speaker mounted on the vehicle when an operating condition is satisfied, the operating condition including at least that the mental fatigue exceeds a first threshold.

2. The vehicle control system according to claim 1, characterized in that: The operating condition also includes the driver agreeing to the output of the relaxation sound.

3. The vehicle control system according to claim 1, characterized in that: The sensor includes at least one of an electrocardiogram and a sweat sensor, and the electrocardiogram and the sweat sensor are mounted on a device used by the driver during driving operation or worn on a wearable terminal of the driver. The one or more processors are configured to obtain the mental fatigue level based on at least one of the heart rate data of the driver detected by the electrocardiometer and the amount of sweat of the driver detected by the sweat sensor.

4. The vehicle control system according to any one of claims 1 to 3, characterized in that: The vehicle is a manual transmission vehicle equipped with a clutch pedal.

5. The vehicle control system according to any one of claims 1 to 3, characterized in that: The vehicle is an electric vehicle that uses an electric motor as a power device for traveling, and includes 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 relative to the operation of the accelerator pedal is varied 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 mental fatigue level, and are configured to output the relaxation sound when the working condition is met.

6. The vehicle control system according to claim 1, characterized in that: The one or more processors are configured to output the sounds of nature as the relaxing sounds through the speakers.

7. The vehicle control system according to claim 5, characterized in that: The sensor is mounted on the pseudo shift device.

8. The vehicle control system according to claim 5, characterized in that: The driving mode of the electric vehicle further includes a two-pedal mode, wherein the two-pedal mode 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 met during the three-pedal mode, and the mode switching condition includes at least the mental fatigue level exceeding a second threshold.

9. The vehicle control system according to claim 8, characterized in that: The mode switching condition also includes the driver's consent to switch from the three-pedal mode to the two-pedal mode.

10. The vehicle control system according to claim 8, characterized in that: The one or more processors are configured to determine whether the mode switching condition is satisfied after the working condition is satisfied and the relaxation sound is output.

11. A vehicle control system, configured to control an electric vehicle, comprising one or more processors, wherein the electric vehicle uses an electric motor as a driving power device, wherein: The electric vehicle comprises a simulated clutch pedal and a simulated gear 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 relative to the operation of the accelerator pedal is varied according to the operation of the simulated clutch pedal and the operation of the simulated shifting device; and Two-pedal mode does not require the operation of the simulated clutch pedal. The one or more processors are configured to obtain the mental fatigue level of the 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 met during the three-pedal mode, and the mode switching condition at least includes that the mental fatigue level exceeds a threshold value.

12. The vehicle control system according to claim 11, characterized in that: The mode switching condition also includes the driver's consent to switch from the three-pedal mode to the two-pedal mode.

13. The vehicle control system according to claim 11 or 12, characterized in that: The sensor includes at least one of an electrocardiogram and a sweat sensor, and the electrocardiogram and the sweat sensor are mounted on a device used by the driver during driving operation or worn on a wearable terminal of the driver. The one or more processors are configured to obtain the mental fatigue level based on at least one of the heart rate data of the driver detected by the electrocardiometer and the amount of sweat of the driver detected by the sweat sensor.

14. The vehicle control system according to claim 13, characterized in that: The sensor is mounted on the pseudo shift device.

15. The vehicle control system according to claim 14, characterized in that: The sensor is a sweat sensor.

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