pure electric vehicle

Abstract

A plurality of virtual vehicle models for performing travel control and internal information of a pure electric vehicle are stored in a storage device of the pure electric vehicle. A processing circuit of the pure electric vehicle performs drive control of the pure electric vehicle including travel control that simulates travel of a plurality of virtual vehicles. In the drive control, in a case where destination information of the pure electric vehicle is set, a route characteristic from a current position of the pure electric vehicle to a destination is estimated based on the destination information. Also, a recommended vehicle corresponding to the route characteristic is selected from the plurality of virtual vehicles. Furthermore, travel control that simulates travel of the recommended vehicle is performed based on the internal information and a virtual vehicle model corresponding to the recommended vehicle.

Description

Technical Field

[0001] This invention relates to a battery electric vehicle equipped with an electric motor as a power source. Background Technology

[0002] Japanese Patent Application Publication No. 2022-030862 discloses a pure electric vehicle capable of simulating the manual transmission operation of an engine vehicle powered by an internal combustion engine and equipped with a manual transmission through the control of an electric motor. This conventional pure electric vehicle features a pseudo-shift lever, allowing the electric motor to output torque based on the shift position of the pseudo-shift lever and the throttle opening. Furthermore, this conventional pure electric vehicle calculates a virtual engine speed based on the shift position of the pseudo-shift lever and the throttle opening, and generates an engine sound corresponding to the virtual engine speed. Summary of the Invention

[0003] According to the technology outlined in Japanese Patent Application Publication No. 2022-030862, it is possible to reproduce, for example, the manual transmission actions or engine sounds of multiple engine vehicles with different types of internal combustion engines and vehicle types equipped with internal combustion engines. Furthermore, by expanding the range of virtual vehicle choices, it is possible to provide drivers with a driving experience simulating the driving of a virtual vehicle according to the preferences of a pure electric vehicle driver. However, if the driving experience of the virtual vehicle selected by the driver does not match the driving experience envisioned by the driver, that virtual vehicle may be avoided in subsequent selections. If a low-satisfaction driving experience persists, it may even lead to the avoidance of selecting virtual vehicles altogether.

[0004] The present invention was made in view of the above-mentioned problems. One object of the present invention is to suppress the decline in satisfaction with the various driving experiences of simulating the driving of multiple virtual vehicles when using a pure electric vehicle to provide the driver with a driving experience that simulates the driving of multiple virtual vehicles.

[0005] One aspect of this invention is a pure electric vehicle, which has the following characteristics.

[0006] Pure electric vehicles are equipped with electric motors that serve as the power source for driving.

[0007] The pure electric vehicle configuration is used for driving control that simulates the driving of multiple virtual vehicles.

[0008] Pure electric vehicles have one or more storage devices and one or more processing circuits.

[0009] Multiple virtual vehicle models and internal information of pure electric vehicles are stored in one or more storage devices for performing driving control.

[0010] One or more processing circuits are configured to perform driving control of a pure electric vehicle, including driving control.

[0011] One or more processing circuits are configured as follows:

[0012] In driving control, given the destination information of the pure electric vehicle, the route characteristics from the current location of the pure electric vehicle to the destination are estimated based on the destination information.

[0013] Select a recommended vehicle from multiple virtual vehicles that matches the route characteristics.

[0014] Based on internal information and a virtual vehicle model corresponding to the recommended vehicle, driving control is performed to simulate the driving of the recommended vehicle.

[0015] One reason why the driving experience of a simulated driver's chosen virtual vehicle may differ from the driver's expected experience is that the road characteristics of the electric vehicle and the vehicle characteristics of the virtual vehicle are inconsistent during the driving control of the simulated virtual vehicle. In this regard, according to the present invention, based on the destination information of the electric vehicle, the route characteristics from the electric vehicle's current location to the destination are estimated, and a recommended vehicle corresponding to these route characteristics is selected from multiple virtual vehicles. Furthermore, driving control of the simulated recommended vehicle is performed based on the virtual vehicle model corresponding to the recommended vehicle and the internal information of the electric vehicle. Therefore, it is possible to suppress the decline in satisfaction with the simulated virtual vehicle driving experience. Attached Figure Description

[0016] Hereinafter, with reference to the accompanying drawings, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described, in which the same reference numerals denote the same elements, and wherein:

[0017] Figure 1 This is a diagram showing the configuration of a pure electric vehicle according to the implementation method.

[0018] Figure 2 This is a diagram showing the configuration of control devices related to vehicle driving control.

[0019] Figure 3 This is a diagram showing the configuration of control devices related to vehicle voice control.

[0020] Figure 4 This is a diagram illustrating the recommended vehicle settings.

[0021] Figure 5 This is a diagram illustrating an application example of the recommended vehicle settings.

[0022] Figure 6 This is a flowchart illustrating the computer processing when setting recommended vehicles. Detailed Implementation

[0023] 1. Composition of pure electric vehicles

[0024] 1-1. Example of the composition of a dynamic system

[0025] Figure 1 This is a schematic diagram illustrating the configuration of a pure electric vehicle 100 according to an embodiment of the present invention. First, refer to... Figure 1 An example of the power system configuration of a pure electric vehicle 100 will be explained.

[0026] The pure electric vehicle 100 has two electric motors (M) 4F and 4R at the front and rear as power sources for driving. The electric motors 4F and 4R are, for example, three-phase AC motors. The front electric motor 4F is connected to the front drive axle 5F that drives the front wheels 6F. The rear electric motor 4R is connected to the rear drive axle 5R that drives the rear wheels 6R. The front wheels 6F are suspended on independent electronically controlled front suspensions 7F. The rear wheels 6R are suspended on independent electronically controlled rear suspensions 7R.

[0027] Inverters (INV) 3F and 3R are respectively installed on the front motor 4F and the rear motor 4R. The front inverter 3F and the rear inverter 3R are connected to the battery (BATT) 2. The battery 2 stores the electrical energy that drives the motors 4F and 4R. That is, the pure electric vehicle 100 is a battery electric vehicle (BEV) that uses the electrical energy stored in the battery 2 to operate. The inverters 3F and 3R are, for example, voltage-source inverters, and control the torque of the motors 4F and 4R through PWM control.

[0028] 1-2. Examples of Control System Configuration

[0029] Next, refer to Figure 1 An example of the configuration of the control system of a pure electric vehicle 100 will be described.

[0030] The pure electric vehicle 100 is equipped with a battery management system (BMS) 10. The battery management system 10 is a device that monitors the battery voltage, current, temperature, etc. of the battery 2. The battery management system 10 has the function of estimating the state of charge (SOC) of the battery 2.

[0031] The pure electric vehicle 100 includes a vehicle speed sensor 11. At least one of wheel speed sensors (not shown) respectively installed on the left and right front wheels 6F and the left and right rear wheels 6R serves as the vehicle speed sensor 11. Furthermore, the pure electric vehicle 100 includes an accelerator pedal travel sensor 12. The accelerator pedal travel sensor 12 is installed on the accelerator pedal 22 and outputs a signal indicating the amount of accelerator pedal 22 depressed, i.e., the accelerator opening. Moreover, the pure electric vehicle 100 includes a brake pedal travel sensor 13. The brake pedal travel sensor 13 is installed on the brake pedal 23 and outputs a signal indicating the amount of brake pedal 23 depressed, i.e., the brake opening.

[0032] The accelerator pedal 22 and brake pedal 23 are driving operation components for driving the pure electric vehicle 100. Unlike these driving operation components, the pure electric vehicle 100 has a pseudo-gear shifting component that simulates the gear shifting operation of a machine-type vehicle with a manual transmission (hereinafter also referred to as a "MT machine-type vehicle") used as a virtual vehicle. The pseudo-gear shifting component includes a pseudo H-type shifter 24, a pseudo paddle shifter 25, and a pseudo clutch pedal 26.

[0033] The pseudo-H-type shifter 24 is a virtual component, distinct from the original H-type shifter. The pseudo-H-type shifter 24 has a structure similar to the shift lever on the console and can move between shift positions along the H-shaped grid. However, the pure electric vehicle 100 does not have an actual transmission; therefore, the shift positions of the pseudo-H-type shifter 24 are virtual. A shift position sensor 14 is provided on the pseudo-H-type shifter 24. The shift position sensor 14 outputs a signal indicating the shift position selected by the pseudo-H-type shifter 24.

[0034] The pseudo-paddle shifter 25 is a virtual component different from the original paddle shifter, which is a type of sequential shifter. The pseudo-paddle shifter 25 has a structure similar to the paddle shifters mounted on the steering wheel, and can independently move the left and right paddles. A paddle shift switch 15 is provided on the pseudo-paddle shifter 25. The paddle shift switch 15 outputs an upshift signal when the right paddle is pulled, and an downshift signal when the left paddle is pulled.

[0035] The dummy clutch pedal 26 is a virtual component different from the original clutch pedal. The dummy clutch pedal 26 has a structure similar to the clutch pedal found in conventional MT (manual transmission) vehicles. For example, the dummy clutch pedal 26 has a reaction force mechanism to counteract the force generated when the driver depresses it. The position where no force is applied is the starting position of the dummy clutch pedal 26, and the position when it is fully depressed is the ending position. The driver can operate the dummy clutch pedal 26 against the reaction force mechanism from the starting position to the ending position. A clutch pedal travel sensor 16 is provided on the dummy clutch pedal 26. The clutch pedal travel sensor 16 outputs a signal indicating the amount of depressing of the dummy clutch pedal 26. Since the pure electric vehicle 100 does not have an actual clutch, the amount of operation of the dummy clutch pedal 26, i.e., the clutch opening, is a virtual clutch opening.

[0036] Furthermore, the dummy clutch pedal 26 is a foot-operated pedal-type operating device, but it can also be a hand-operated lever-type or dial-type operating device as a dummy clutch operating device. In the dummy clutch operating device, the driver can operate against the reaction force from the starting position to the ending position. As long as the driver can feel the operation through their foot or hand, similar to the clutch pedal in conventional MT engine vehicles, various structures can be adopted.

[0037] Furthermore, the pure electric vehicle 100 is equipped with a human-machine interface (HMI) 20 serving as the driver's interface and an in-vehicle speaker 21. The HMI 20 has a touchscreen display. The HMI 20 displays information on the touchscreen display and receives input from the driver by touching the touchscreen display. The in-vehicle speaker 21 provides information to the driver in the form of sound and is capable of outputting a pseudo-engine sound, described later. As information particularly relevant to the implementation method, the input information from the driver includes information related to the destination DES of the pure electric vehicle 100 (destination information). Furthermore, the display information on the touchscreen display includes information related to the control mode, described later.

[0038] The pure electric vehicle 100 includes a control device 101. Sensors or controlled devices mounted on the pure electric vehicle 100 are connected to the control device 101 via an in-vehicle network. In addition to the battery management system 10, vehicle speed sensor 11, accelerator pedal travel sensor 12, brake pedal travel sensor 13, shift position sensor 14, paddle shift switch 15, and clutch pedal travel sensor 16, various other sensors are also mounted in the pure electric vehicle 100. The battery management system 10, vehicle speed sensor 11, and other sensors are collectively referred to as the internal sensors of the pure electric vehicle 100, and the information obtained from these internal sensors is collectively referred to as "internal information."

[0039] The control device 101 is typically an electronic control unit (ECU). The control device 101 may also be a combination of multiple ECUs. The control device 101 includes at least a processing circuit 102 and a storage device 103. The storage device 103 includes RAM for temporary data recording and a ROM for storing a program 104 executable by the processing circuit 102 or various data 105 related to the program. The program 104 consists of multiple instruction codes. The processing circuit 102 reads the program 104 or data 105 from the storage device 103 and executes it, generating control signals based on signals acquired from various sensors. The control device 101 may have one or multiple processing circuits 102.

[0040] The control device 101 can control the pure electric vehicle 100 in various control modes. The control mode can be selected by the driver through touch operation on the touch screen display of the HMI 20. Specifically, by touching the touch screen display of the HMI 20, one or more programs 104 associated with each touch operation are read from the storage device 103 and executed by the processing circuit 102.

[0041] In the initial screen of HMI20, for example, the option "Control Mode" is displayed. If the option "Control Mode" is selected, the options "Automatic Mode" and "Manual Mode" are displayed on the touchscreen display. When the option "Automatic Mode" is selected, the control mode of the pure electric vehicle 100 switches to Automatic Mode. Automatic Mode is the control mode used to drive the pure electric vehicle 100 as a normal BEV. In Automatic Mode, the driver can drive the pure electric vehicle 100 basically only by operating the accelerator pedal 22, brake pedal 23, and steering wheel (not shown). In Automatic Mode, the shifting operations of the pseudo-H-type shifter 24, the pseudo-paddle shifter 25, and the clutch operation of the pseudo-clutch pedal 26 are disabled.

[0042] If the "Manual Mode" option is selected, the control mode of the pure electric vehicle 100 switches to manual mode. Manual mode is a control mode used to make the pure electric vehicle 100 operate like a MT (manual transmission) vehicle. Manual mode can include control modes used to make the pure electric vehicle 100 operate like an automatic transmission vehicle (hereinafter also referred to as an "AT vehicle"). If the "Manual Mode" option is selected, the "Category" option is displayed on the touchscreen display, for example. The "Category" option refers to the purpose and design intent of the vehicle (MT and AT vehicles, hereinafter the same). The "Category" option includes "Sports Car," "Supercar," "Sedan," "Luxury Sedan," "SUV," "Off-Road Vehicle," etc.

[0043] When the "Manual Mode" option is selected, the options "Select Category" and "Leave it to me" will be displayed on the touchscreen display before the "Category" option is displayed. Furthermore, if the "Select Category" option is selected, the "Category" option will be displayed on the touchscreen display. The "Leave it to me" option delegates the selection of the engine vehicle to the pure electric vehicle 100.

[0044] If any category is selected within the "Category" option, the "Model Name" option related to the specific model name belonging to the selected category and the "Manual / Automatic" option related to the transmission method will be displayed. Depending on the category selected (or the "Model Name" and "Manual / Automatic"), the driving and sound characteristics of the engine vehicle that the driver wishes to reproduce in the pure electric vehicle 100 can be set. Furthermore, the driving and sound control of the pure electric vehicle 100 are performed according to the set driving and sound characteristics. The driving and sound control of the pure electric vehicle 100 based on the control device 101 will be explained in later sections.

[0045] 2. Driving control of pure electric vehicles

[0046] Figure 2 This diagram illustrates the configuration of the control device 101 related to the driving control of the pure electric vehicle 100. In detail, Figure 2 This describes a structure particularly relevant to torque control in driving control. The processing circuit 102 functions as a driving control device by executing one or more driving control programs 104 stored in the storage device 103.

[0047] The control device 101, which acts as a driving control device, receives a control mode signal from the HMI 20. The control mode signal contains information related to the control mode selected by the driver. The control device 101 executes a process P110 based on the control mode signal. In process P110, the control mode is switched according to the control mode signal. Among the control mode switching, the switching between automatic and manual modes has a significant impact on driving control.

[0048] When the control mode is switched to automatic mode, the control unit 101 executes process P120 for calculating torque in automatic mode. In process P120, the control unit 101 obtains the vehicle speed from the signal of the vehicle speed sensor 11 and the throttle opening from the signal of the throttle pedal travel sensor 12. The control unit 101 has a motor torque mapping with the throttle opening and vehicle speed as parameters. The control unit 101 inputs the vehicle speed and throttle opening into the motor torque mapping and controls the inverters 3F and 3R to cause the motors 4F and 4R to generate the torque obtained through the motor torque mapping.

[0049] When the control mode is switched to manual mode, the control device 101 executes a process P130 for torque calculation in manual mode. Process P130 includes a process P131 for calculating the torque generated by the drive wheels. Furthermore, process P130 includes processes P132 and P133. Process P132 is for calculating the torque generated in the front motor 4F, and process P133 is for calculating the torque generated in the rear motor 4R. Processes P132 and P133 are executed according to the torque distribution between the drive wheel torque calculated in process P130 and the torque distribution between the front wheel 6F and the rear wheel 6R.

[0050] The vehicle model MOD01 is used in the calculation of drive wheel torque in P131. Vehicle model MOD01 includes engine model MOD11, clutch model MOD12, and transmission model MOD13. The engine virtually implemented by vehicle model MOD01 is called the virtual engine, the virtually implemented clutch is called the virtual clutch, and the virtually implemented transmission is called the virtual transmission. The virtual engine is modeled in engine model MOD11. The virtual clutch is modeled in clutch model MOD12. The virtual transmission is modeled in transmission model MOD13. Engine model MOD11, clutch model MOD12, and transmission model MOD13 are constructed, for example, corresponding to the "Vehicle Category" option mentioned above.

[0051] Engine model MOD11 calculates virtual engine speed and virtual engine torque. Virtual engine speed is calculated based on vehicle speed, the combined reduction ratio, and the slip ratio of the virtual clutch. Virtual engine torque is calculated based on virtual engine speed and throttle opening. Vehicle speed is obtained from the signal from vehicle speed sensor 11. Throttle opening is obtained from the signal from throttle pedal travel sensor 12. The combined reduction ratio is obtained by multiplying the gear ratio of the virtual transmission by the reduction ratio determined by the mechanical structure from the virtual transmission to the drive wheels. In engine model MOD11, the relationship between virtual engine speed and virtual engine torque is defined for each throttle opening.

[0052] The clutch model MOD12 calculates the torque transfer gain. The torque transfer gain is the gain used to calculate the torque transfer level of the virtual clutch corresponding to the clutch opening. In clutch model MOD12, the clutch opening is assigned a torque transfer gain. This torque transfer gain is converted into the clutch torque capacity of the virtual clutch, i.e., the virtual clutch torque capacity. Furthermore, based on a comparison between the virtual clutch torque capacity and the virtual engine torque calculated by engine model MOD11, the virtual clutch torque input from the virtual clutch to the virtual transmission is calculated. Also, in clutch model MOD12, the value obtained by subtracting the torque transfer gain from 1 is calculated as the slip ratio. The slip ratio is used to calculate the virtual engine speed in engine model MOD11.

[0053] Signals from the paddle shift switch 15 and the shift position sensor 14 are used to determine the timing of clutch operation. If a driver's shift operation is detected by either the signal from the paddle shift switch 15 or the signal from the shift position sensor 14, the clutch opening is set to maximum in the clutch operation model to disengage the virtual clutch. Vehicle speed and virtual engine speed are used to calculate the clutch opening. In the clutch operation model, the clutch opening is calculated based on the speed difference between the input shaft speed of the virtual transmission and the virtual engine speed, in a manner that smoothly aligns the speed of the virtual transmission's input shaft calculated based on the vehicle speed with the virtual engine speed.

[0054] The MOD13 transmission model calculates the virtual gear ratio. The virtual gear ratio is determined within the virtual transmission based on the virtual shift position. The virtual gear ratio is set for each shift position. The largest virtual gear ratio is set in 1st gear, and the virtual gear ratio decreases in the order of 2nd gear, 3rd gear, 4th gear, and so on.

[0055] The transmission model MOD13 uses virtual gear ratios and virtual clutch torque to calculate virtual transmission torque. Virtual transmission torque is the virtual torque output from the virtual transmission. Control unit 101 controls inverters 3F and 3R so that the output torque of electric motors 4F and 4R changes according to the virtual transmission torque. The hypothetical transmitted torque changes discontinuously according to the switching of the hypothetical gear ratio. This discontinuous change in hypothetical transmitted torque causes torque surges in the pure electric vehicle 100, demonstrating the characteristics of a vehicle with a multi-speed transmission.

[0056] The vehicle model MOD01 calculates the drive wheel torque based on the virtual transmission torque and reduction ratio output from the transmission model MOD13.

[0057] In process P132, the drive wheel torque calculated in process P131 is multiplied by the torque distribution ratio to the front wheel 6F and the reduction ratio from the output shaft of the front motor 4F to the front wheel 6F. Thus, the torque of the front motor 4F in manual mode (front motor torque) is calculated. Control device 101 controls the front inverter 3F in a manner that causes the front motor 4F to generate the front motor torque calculated in process P132.

[0058] In process P133, the drive wheel torque calculated in process P131 is multiplied by the torque distribution rate to the rear wheel 6R and the reduction ratio of the output shaft from the rear wheel 6R to the rear drive motor 4R. Thus, the torque of the rear motor 4R in manual mode (rear motor torque) is calculated. Control device 101 controls inverter 3R to generate the rear motor torque calculated in process P133 in the rear motor 4R.

[0059] In addition, Figure 2 In the illustrated configuration, the battery management system 10 and brake pedal travel sensor 13 do not necessarily require the aforementioned driving control. However, when switching control modes affects the state of charge (SOC) of the battery 2, the signal from the battery management system 10 can be used as information to determine whether a control mode switch can be performed. Furthermore, when the operation method of the pure electric vehicle 100 changes significantly, such as switching between automatic and manual modes, pressing the brake pedal 23 can be used as a switching condition. In this case, the signal from the brake pedal travel sensor 13 can be used as information to determine whether the brake pedal 23 has been pressed.

[0060] 3. Voice control for pure electric vehicles

[0061] Figure 3 This diagram illustrates the structure of the control device 101 related to the sound control of the pure electric vehicle 100. The processing circuit 102 functions as a sound control device by executing one or more sound control programs 104 stored in the storage device 103. The processing circuit 102 functioning as a torque control device and the processing circuit 102 functioning as a sound control device can be different or the same.

[0062] The control device 101, acting as a sound control device, enables artificially generated sounds to be produced from the in-vehicle speakers 21. One such artificial sound is a pseudo-engine sound similar to the engine sound in conventional internal combustion engine vehicles. When a control mode signal indicating that manual mode has been selected is input from the HMI 20, the control device 101, acting as a sound control device, executes process P140. In process P140, a pseudo-engine sound is generated based on the virtual engine torque and virtual engine speed calculated in process P131.

[0063] In processing P140, the engine sound selected in HMI 20 is used as the sound source for the engine sound generated from the in-vehicle speaker 21. However, processing P140 does not directly use the sound from the sound source. In processing P140, the sound pressure level of the sound source is changed, for example, by an amplifier, or the frequency of the sound source is changed, for example, by a frequency modulator.

[0064] Process P140 includes process P141 for calculating engine sound pressure level and process P142 for calculating engine sound frequency. In process P141, the sound pressure level of the pseudo-engine sound is calculated from the virtual engine torque using a sound pressure map M11. The sound pressure map M11 is created such that the higher the virtual engine torque, the higher the sound pressure level. In process P142, the frequency of the pseudo-engine sound is calculated based on the virtual engine speed using a frequency map M12. The frequency map M12 is created such that the higher the virtual engine speed, the higher the frequency. The virtual engine torque and virtual engine speed change due to the driver's acceleration, gear shifting, and clutch operation. By altering the sound pressure level and frequency of the pseudo-engine sound according to these changing virtual engine torque and speed, the driver can be given a realistic feeling as if driving a real engine vehicle.

[0065] 4. Recommended vehicle settings

[0066] 4-1. Overview

[0067] As described above, if a driver who has selected the "Manual Mode" option further selects any category within the "Category" option, the driving and sound characteristics of the engine vehicle that the driver wishes to reproduce in the pure electric vehicle 100 are set. Alternatively, if a driver who has selected the "Manual Mode" option selects any category within the "Category" option via the "Select Category" option, the driving and sound characteristics of the engine vehicle that the driver wishes to reproduce in the pure electric vehicle 100 are set.

[0068] However, suppose that the driving experience achieved by simulating the driving characteristics of the engine vehicle selected by the driver, or the sound control simulating the sound characteristics, is inconsistent with the driving experience the driver envisions. In this case, the driver may reject the currently selected engine vehicle and choose another engine vehicle in subsequent selections. However, if the desired driving experience is consistently not obtained even when choosing other engine vehicles, it may even lead to the driver avoiding the selection of engine vehicles altogether.

[0069] Therefore, in this implementation, when the "Manual Mode" option is selected but the "Category" option is not selected, the engine vehicle recommended by the control device 101 (hereinafter also referred to as "Recommended Vehicle REC") is automatically set. Alternatively, when the "Manual Mode" option is selected and the "Leave it to me" option is further selected, the Recommended Vehicle REC is automatically set.

[0070] 4-2. Setting Example

[0071] Figure 4 This diagram illustrates an example of setting up a recommended vehicle REC. The recommended vehicle REC is set with destination information for the electric vehicle 100 already configured. The destination information is obtained, for example, from the navigation function of the HMI 20. The destination information includes the destination DES of the electric vehicle 100. Since the navigation function itself is well-known, a detailed description is omitted here. However, based on this navigation function, and referring to the destination information, current location information, and map information, a route ROU is set from the current location of the electric vehicle 100 to the destination DES. Furthermore, the current location information uses information obtained from a GNSS system installed in the electric vehicle 100. The map information can be information stored as data 105 in the storage device 103, or information stored in an external device (e.g., a server) of the electric vehicle 100.

[0072] When setting the recommended vehicle REC, the characteristics (route characteristics) of the route ROU set based on the destination information are estimated. The route ROU contains information about the road types that constitute the route ROU. The road type information is, for example, the identification ID of the road type assigned to the map information. The route characteristics are estimated by utilizing the road type information that constitutes the route ROU. Furthermore, the engine vehicle corresponding to the estimated route characteristics is set as the recommended vehicle REC.

[0073] exist Figure 4 The diagram shows the case where the road type identification ID (ID: RT1) constituting the route ROU is a common road. As a characteristic of common roads, consideration is given to the presence of intersections, traffic lights, and the driving operations of other vehicles traveling on common roads. Therefore, when the road type constituting the route ROU is a common road, engine-powered vehicles such as "sedan" or "car," which are easy to drive and reduce driver burden, are designated as the recommended vehicle REC (REC1).

[0074] However, if the route ROU from the current location to the destination DES is short, even setting the recommended vehicle REC may not provide a memorable driving experience for the driver, potentially compromising convenience. Therefore, it is preferable to set the recommended vehicle REC when the distance from the current location to the destination DES is greater than a predetermined distance. The same applies when the travel time from the current location to the destination DES is short. Therefore, it is preferable to set the recommended vehicle REC when the travel time is greater than a predetermined time.

[0075] Figure 5 This diagram illustrates an application example of the recommended vehicle REC settings. It is particularly relevant for long-distance travel, assuming that the road types constituting the route ROU are multiple. Figure 5 In the example shown, the route ROU consists of three types of roads: ordinary road (ID: RT1), expressway (ID: RT2), and mountain road (ID: RT3). Therefore, it is also possible to estimate the characteristics of these roads, and in each part of the route ROU where the road type changes, the engine vehicle corresponding to the characteristics of each road is set as the recommended vehicle REC (REC1 to 3).

[0076] Characteristics of ordinary roads, such as Figure 4 As described in the explanation. Considering the characteristics of highways, driving operations are conducted to test the performance of engine vehicles on straight or low-curvature roads. Therefore, in the section of the route ROU for highways, high-displacement engine vehicles such as "sports cars" and "supercars" that are easy to accelerate are designated as recommended vehicles (REC2). Considering the characteristics of mountain roads, it is believed that driving operations that can flexibly handle uphill, downhill, and curves are required. Therefore, in the section of the route ROU for mountain roads, light "sports cars," four-wheel-drive "sports cars," and "SUVs" with good handling characteristics or acceleration response are designated as recommended vehicles (REC3).

[0077] exist Figure 5 The document also displays the traffic congestion level (RC) and weather (RW) identification IDs for the roads of the route ROU. The RC is obtained, for example, from real-time traffic information such as VICS (registered trademark) information. The weather (RW) is obtained from online real-time weather information. This information can be described as the condition of the roads constituting the route ROU (route condition). As other information included in the route condition, time zones may also be shown. The route condition is stored as data 105 in storage device 103 or in an external device (e.g., a server).

[0078] When setting the recommended vehicle REC, route conditions can be combined with route characteristics. Figure 5In the example shown, the road type identification ID is "Ordinary Road," with a congestion level of RC (High) (ID: RC3) and a weather RW of Rain (ID: RW3). In congested or poor road conditions, vehicles with small acceleration changes, such as "Sedans" or "Cars," corresponding to the characteristics of ordinary roads, can be designated as recommended vehicle REC1. On the other hand, the road type identification ID is "Highway" (ID: RT2), with a congestion level of RC (Low) (ID: RC1) and a weather RW of Cloudy (ID: RW3). Therefore, in this section, vehicles with large acceleration changes due to throttle input, such as "Sports Cars" or "Supercars," can be designated as recommended vehicle REC2.

[0079] exist Figure 5 The identification ID of the driver preference DP is also shown. The driver preference DP is estimated, for example, by classifying the driver's selection history of the "Category" (or "Model Name" and "Manual / Automatic") of the pure electric vehicle 100 into a type close to the driver's driving concept. As another example, the driver preference DP can be set by inputting the driver's preferred driving concept into the HMI 20. Examples of driving concepts include Funtodrive, Easytodrive, and Comforttodrive. For example, "sports car" corresponds to the Funtodrive concept, AT engine vehicle corresponds to the Easytodrive concept, and "luxury sedan" corresponds to the Comforttodrive concept. After these driving concepts are associated with any engine vehicle, they are stored as data 105 in the storage device 103.

[0080] When setting the recommended vehicle REC, driver preference DP can be combined with route characteristics. Figure 5 In the example shown, the driver preference identification ID is the concept of easy driving (ID: DP2). In this case, in the section of the route ROU with the road type of ordinary road, the "sedan" AT engine vehicle is set as the recommended vehicle REC (REC1 to 3); in the section of the route ROU with the road type of highway, the "sports car" AT engine vehicle is set as the recommended vehicle REC (REC1 to 3); and in the section of the route ROU with the road type of mountain road, the light "sports car" AT engine vehicle is set as the recommended vehicle REC (REC1 to 3).

[0081] 4-3. Processing Flow

[0082] The computer processing used to recommend vehicle REC settings can be... Figure 6 The flowchart shown is an example. Figure 6The flowchart shown is an example of a routine by... Figure 1 The control device 101 shown executes at a predetermined cycle.

[0083] exist Figure 6 In the example shown, the process begins with S11. In S11, it is determined whether the control mode is set to manual mode and whether the option "Category" is not set. For example, if a specified time has elapsed since selecting the "Manual Mode" option and no category within the "Category" option has been selected, the control mode is set to manual mode, and it is determined that the option "Category" is not set. If the option "Leave it to me" is set, the process in S11 can be performed based on whether or not this option is selected.

[0084] If the determination result of S11 is negative, the process ends. If the determination result of S11 is positive, the process proceeds to S12. In the process of S12, it is determined whether destination information is set. Destination information is obtained, for example, from the navigation function of HMI20.

[0085] If the decision result of S12 is negative, the process ends. If the decision result of S12 is positive, the process of S13 proceeds. In the process of S13, route characteristics are estimated. Specifically, first, the current location information of the pure electric vehicle 100 is obtained. Furthermore, based on the destination information, current location information, and map information of the pure electric vehicle 100, the route ROU from the current location to the destination DES is set. Moreover, the route characteristics are estimated based on the identification ID of the road type constituting the route ROU.

[0086] The processing in S13 continues into the processing in S14. In S14, it is determined whether there is any additional information. Examples of additional information include congestion level (RC), weather conditions (RW), time of day, route conditions, and driver preference (DP). If no additional information is determined, processing in S15 proceeds. Conversely, if additional information is determined to exist, processing in S16 proceeds.

[0087] In the processing of S15, a recommended vehicle REC is set that corresponds to the route characteristics estimated in S13. On the other hand, in the processing of S16, the recommended vehicle REC is set based on the route characteristics estimated in S13 and additional information. Furthermore, a vehicle model MOD01 corresponding to the recommended vehicle REC is set. Thus, the driving and sound control of the pure electric vehicle 100 are performed in a manner that reproduces the driving and sound characteristics of the recommended vehicle REC.

[0088] 5. Other implementation methods

[0089] As another component of the pure electric vehicle 100, it may not have the pseudo paddle shifter 25, but only a pseudo H-type shifter 24 and a pseudo clutch pedal 26. Furthermore, as another component of the pure electric vehicle 100, it may not have the pseudo H-type shifter 24 and the pseudo clutch pedal 26, but only a pseudo paddle shifter 25. Moreover, as another component of the pure electric vehicle 100, it may not have the pseudo paddle shifter 25 and the pseudo clutch pedal 26, but only a pseudo H-type shifter 24.

Claims

1. A pure electric vehicle, comprising an electric motor as a power source for driving and driving control simulating the driving of multiple virtual vehicles, characterized in that it has: One or more storage devices storing multiple virtual vehicle models for performing the driving control and internal information of the pure electric vehicle; and One or more processing circuits perform driving control of the pure electric vehicle, including the driving control described above. The one or more processing circuits perform the following processing in the driving control: When the destination information of the pure electric vehicle is set, the route characteristics from the current location of the pure electric vehicle to the destination are estimated based on the destination information. Select a recommended vehicle from the plurality of virtual vehicles that corresponds to the characteristics of the route. Based on the internal information and the virtual vehicle model corresponding to the recommended vehicle, driving control is performed to simulate the driving of the recommended vehicle.

2. The pure electric vehicle according to claim 1, characterized in that, The one or more storage devices also store route information from the current location to the destination. In the driving control, one or more processing circuits select the recommended vehicle based on the route characteristics and the route conditions.

3. The pure electric vehicle according to claim 1 or 2, characterized in that, In the one or more storage devices, the plurality of virtual vehicles are divided based on pre-defined driving concepts. In the driving control, the one or more processing circuits select the recommended vehicle based on the route characteristics and the driving concept, provided that preference information related to the driving concept of the driver of the pure electric vehicle is set.

4. The pure electric vehicle according to claim 1 or 2, characterized in that, In the driving control, if the driver of the pure electric vehicle does not select a vehicle category for the virtual vehicle, the one or more processing circuits select the recommended vehicle.

5. The pure electric vehicle according to claim 1 or 2, characterized in that, In the driving control system, if the distance from the current location to the destination is greater than a specified distance, the one or more processing circuits select the recommended vehicle.

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