Vehicle management system and electric vehicle

Abstract

To suppress dangerous driving of an electric vehicle.SOLUTION: A vehicle management system provided is applied to an electric vehicle using an electric motor as a power unit for traveling. The vehicle management system generates sound and outputs the sound via a loudspeaker provided in the electric vehicle. The vehicle management system acquires driving state information indicative of the state of driving of the electric vehicle. The vehicle management system acquires a negative driving level indicative of the level of dangerous driving of the electric vehicle based on the driving state information. The vehicle management system changes the sound and / or sound options according to the negative driving level.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present disclosure relates to an electric vehicle that uses an electric motor as a power unit for running. [Background technology]

[0002] Patent Document 1 discloses a sound control device mounted on a vehicle that can run on an electric motor. The sound control device realistically reproduces the engine sound that occurs when changing gears in an engine vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-215437 A Summary of the Invention [Problem to be solved by the invention]

[0004] It is desirable to suppress dangerous driving of a vehicle. In the above-mentioned Patent Document 1, dangerous driving is not taken into consideration at all. [Means for solving the problem]

[0005] The first aspect relates to a vehicle management system applied to an electric vehicle that uses an electric motor as a power unit for traveling. The vehicle management system includes one or more processors. The one or more processors generate sounds and output the sounds through speakers installed in the electric vehicle. The one or more processors obtain driving state information indicative of a driving state of the electric vehicle. The one or more processors obtain a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information. The one or more processors vary the sounds and / or vary the selection of sounds in response to the negative driving degree.

[0006] The second aspect relates to an electric vehicle that uses an electric motor as a power unit for propulsion. The electric vehicle includes one or more processors. The one or more processors generate sounds and output the sounds through speakers installed in the electric vehicle. The one or more processors obtain driving state information indicative of a driving state of the electric vehicle. The one or more processors obtain a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information. The one or more processors vary the sounds and / or vary the selection of sounds in response to the negative driving degree.

[0007] The third aspect relates to a vehicle management system applied to an electric vehicle that uses an electric motor as a power unit for traveling. The electric vehicle is provided with a simulation mode that simulates the driving characteristics of a virtual vehicle. The vehicle management system includes one or more processors. The one or more processors obtain driving state information indicative of a driving state of the electric vehicle. The one or more processors obtain a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information. The one or more processors vary the selection of virtual vehicles available in the simulation mode in response to the negative driving magnitude. Effect of the Invention

[0008] According to the first and second aspects, a sound is output through a speaker mounted on the electric vehicle. Then, the sound and / or the choice of sounds is changed according to the negative driving degree indicating the degree of dangerous driving of the electric vehicle. Such a change in the sound and / or the change in the choice of sounds can make the driver aware that he or she has engaged in dangerous driving. As a result, the driver will refrain from dangerous driving, and dangerous driving is suppressed.

[0009] According to a third aspect, the electric vehicle is provided with a simulation mode that simulates the driving characteristics of a virtual vehicle. Then, the options of the virtual vehicles available in the simulation mode change according to the negative driving degree that indicates the degree of dangerous driving of the electric vehicle. Such a change in the options of the virtual vehicles allows the driver to realize that he or she has engaged in dangerous driving. As a result, the driver refrains from dangerous driving, and dangerous driving is suppressed. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a conceptual diagram showing an electric vehicle and a vehicle management system. [Diagram 2] 1 is a block diagram showing an example of a basic functional configuration of a vehicle management system. [Diagram 3] FIG. 11 is a block diagram showing another example of the basic functional configuration of the vehicle management system. [Figure 4] FIG. 1 is a conceptual diagram for explaining an overview of sound management taking into consideration dangerous driving. [Diagram 5] 2 is a block diagram showing an example of a functional configuration of a vehicle management system; [Figure 6] FIG. 13 is a conceptual diagram for explaining various examples of criteria for negative driving levels. [Figure 7] 2 is a block diagram showing an example of a functional configuration of an engine sound generating unit. FIG. [Figure 8] FIG. 11 is a block diagram showing another example of the functional configuration of the vehicle management system. [Figure 9] 13 is a block diagram showing yet another example of the functional configuration of the vehicle management system. [Figure 10] FIG. 2 is a block diagram for explaining an in-vehicle device and a management server. [Figure 11] FIG. 2 is a block diagram for explaining a first example of an operation mode of a vehicle management system. [Figure 12] FIG. 11 is a block diagram for explaining a second example of an operation mode of the vehicle management system. [Figure 13] FIG. 11 is a block diagram for explaining a third example of an operation mode of the vehicle management system. [Figure 14] FIG. 11 is a block diagram for explaining a fourth example of an operation mode of the vehicle management system. [Figure 15] FIG. 1 is a block diagram showing a first configuration example of a power control system for an electric vehicle. [Figure 16] 4A to 4C are diagrams showing examples of an engine model, a clutch model, and a transmission model that configure the MT vehicle model. [Figure 17] FIG. 4 is a diagram showing the torque characteristics of an electric motor achieved by motor control using a MT vehicle model. [Figure 18] FIG. 4 is a block diagram showing a second configuration example of a power control system for an electric vehicle. [Figure 19] 13 is a block diagram showing yet another example of the functional configuration of the vehicle management system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0012] 1. Electric vehicles and vehicle management systems 1 is a conceptual diagram showing an electric vehicle 10 and a vehicle management system 100 according to the present embodiment. The electric vehicle 10 is equipped with an electric motor 44. Examples of the electric motor 44 include a brushless DC motor and a three-phase AC synchronous motor. The electric vehicle 10 uses the electric motor 44 as a power unit for traveling.

[0013] The electric vehicle 10 also includes various sensors 11. The various sensors 11 detect the driving state of the electric vehicle 10. Examples of the various sensors 11 include an accelerator position sensor, a brake position sensor, a steering angle sensor, a steering torque sensor, a wheel speed sensor, an acceleration sensor, a rotation speed sensor, a position sensor, and a recognition sensor. The accelerator position sensor detects the amount of operation of the accelerator pedal. The brake position sensor detects the amount of operation of the brake pedal. The steering angle sensor detects the steering angle of the steering wheel. The steering torque sensor detects the steering torque of the steering wheel. The wheel speed sensor detects the rotation speed of the wheels of the electric vehicle 10. The acceleration sensor detects the lateral acceleration and longitudinal acceleration of the electric vehicle 10. The rotation speed sensor detects the rotation speed of the electric motor 44. The position sensor detects the position of the electric vehicle 10. An example of a position sensor is a Global Navigation Satellite System (GNSS) sensor. The recognition sensor is a sensor for recognizing (detecting) the situation around the electric vehicle 10. Examples of the recognition sensor include a camera, a LIDAR (Light Detection And Ranging), and a radar.

[0014] Furthermore, the electric vehicle 10 is equipped with one or more speakers 70. For example, the speaker 70 is an in-vehicle speaker that outputs sound to the interior of the electric vehicle 10. As another example, the speaker 70 may be an exterior speaker that outputs sound to the outside of the electric vehicle 10. The electric vehicle 10 may be equipped with both an in-vehicle speaker and an exterior speaker.

[0015] The vehicle management system 100 is applied to such an electric vehicle 10 and manages the electric vehicle 10. The entire vehicle management system 100 may be mounted on the electric vehicle 10. As another example, at least a part of the vehicle management system 100 may be included in a management server external to the electric vehicle 10. In that case, the vehicle management system 100 may manage the electric vehicle 10 remotely. As yet another example, the vehicle management system 100 may be distributed between the electric vehicle 10 and the management server.

[0016] In general terms, the vehicle management system 100 includes one or more processors 101 (hereinafter simply referred to as processor 101) and one or more storage devices 102 (hereinafter simply referred to as storage devices 102). The processor 101 executes various processes. Examples of the processor 101 include a general-purpose processor, a specific-purpose 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 circuitry or processing circuitry. Circuitry is hardware programmed to realize a described function or hardware that executes a function. The storage device 102 stores (stores) various information. Examples of the storage device 102 include a volatile memory, a non-volatile memory, a hard disk drive (HDD), a solid state drive (SSD), and the like. The functions of the vehicle management system 100 are realized by the cooperation of the processor 101 and the storage device 102.

[0017] One or more vehicle management programs 105 (hereinafter simply referred to as vehicle management programs 105) are computer programs executed by the processor 101. The functions of the vehicle management system 100 may be realized by cooperation between the processor 101, which executes the vehicle management programs 105, and the storage device 102. The vehicle management program 105 is stored in the storage device 102. Alternatively, the vehicle management program 105 may be recorded on a computer-readable recording medium.

[0018] For example, the vehicle management system 100 functions as a sound management system that manages sounds related to the electric vehicle 10. In particular, the vehicle management system 100 generates and manages sounds to be output from a speaker 70 mounted on the electric vehicle 10. Furthermore, the vehicle management system 100 outputs the generated sounds through the speaker 70 mounted on the electric vehicle 10.

[0019] For example, the vehicle management system 100 generates a "pseudo engine sound" that simulates the engine sound of an internal combustion vehicle. The vehicle management system 100 then outputs the pseudo engine sound through a speaker 70 mounted on the electric vehicle 10. An engine vehicle is a vehicle that is equipped with an engine (internal combustion engine) and uses the engine as a power unit for running.

[0020] The sound output from the speaker 70 is not limited to a simulated engine sound. For example, the sound may be a simulated driving sound that simulates the driving sound of a moving object (e.g., a train, an airplane, etc.) other than an automobile. As another example, the sound may be a navigation voice. As yet another example, the sound may be music.

[0021] In the following description, as an example, a "pseudo engine sound" is considered as the sound output from the speaker 70. However, the present disclosure is similarly applicable to other sounds. When generalizing, the "pseudo engine sound" and "engine sound" in the following description should be read as "sound."

[0022] 2 is a block diagram showing an example of a basic functional configuration of the vehicle management system 100. The vehicle management system 100 includes, as functional blocks, a driving state acquisition unit 110, a sound source data management unit 120, an engine sound generation unit 130, and an output unit 140. These functional blocks may be realized, for example, by cooperation between a processor 101 that executes a vehicle management program 105 and a storage device 102.

[0023] The driving state acquisition unit 110 acquires driving state information DRV indicating the driving state of the electric vehicle 10. The driving state information DRV includes information on the driving operation by the driver, information on the running state of the electric vehicle 10, information on the surrounding conditions of the electric vehicle 10, and the like. Typically, the driving state information DRV includes information detected by a sensor 11 mounted on the electric vehicle 10. For example, the driving state information DRV includes the operation amount of the accelerator pedal (accelerator opening), the operation amount of the brake pedal (brake opening), the steering angle, the steering speed, the steering torque, the wheel speed, the vehicle speed, the longitudinal acceleration, the lateral acceleration, the rotation speed of the electric motor 44, and the like. The driving state information DRV may include the position of the electric vehicle 10. The driving state information DRV may include the surrounding conditions of the electric vehicle 10 recognized (detected) by a recognition sensor.

[0024] The driving state information DRV also includes a virtual engine rotation speed Ne. Here, it is assumed that the electric vehicle 10 uses a virtual engine as a power unit for traveling. The virtual engine rotation speed Ne is the rotation speed of the virtual engine when it is assumed that the electric vehicle 10 is driven by the virtual engine. For example, the driving state acquisition unit 110 may calculate the virtual engine rotation speed Ne so that it increases as the wheel speed increases. Furthermore, when the electric vehicle 10 has a manual mode (MT mode) described later, the driving state acquisition unit 110 may calculate the virtual engine rotation speed Ne in the manual mode based on the wheel speed, the overall reduction ratio, and the slip ratio of the virtual clutch. A method of calculating the virtual engine rotation speed Ne in the manual mode will be described later in detail.

[0025] The sound source data management unit 120 stores and manages basic sound source data 200 used to generate a pseudo engine sound. The sound source data management unit 120 is mainly realized by one or more storage devices 102. Typically, the basic sound source data 200 includes a plurality of types of sound source data. The plurality of types of sound source data includes, for example, sound source data of sounds caused by engine combustion (for low rotation speed, medium rotation speed, and high rotation speed), sound source data of sounds caused by a drive system such as gears (for low rotation speed, medium rotation speed, and high rotation speed), sound source data of noise sounds, and sound source data of event sounds (e.g., grinding sounds, stalling sounds). Each sound source data is generated in advance through a simulation based on an engine model and a vehicle model of an engine vehicle. Each sound source data can be flexibly adjusted. In other words, at least one of the sound pressure and frequency of the sound indicated by the sound source data can be flexibly adjusted.

[0026] The engine sound generation unit 130 (engine sound simulator) is a simulator that generates a pseudo engine sound. The engine sound generation unit 130 acquires at least a part of the driving state information DRV from the driving state acquisition unit 110. In particular, the engine sound generation unit 130 acquires information on the virtual engine rotation speed Ne and the vehicle speed from the driving state acquisition unit 110. The engine sound generation unit 130 also reads basic sound source data 200 from the sound source data management unit 120. Then, the engine sound generation unit 130 generates a pseudo engine sound according to the driving state (the virtual engine rotation speed Ne and the vehicle speed) of the electric vehicle 10 by combining one or more sound source data included in the basic sound source data 200. The engine sound data ES is data that indicates the generated pseudo engine sound.

[0027] Note that the generation of the pseudo engine sound is a well-known technique, and is not particularly limited in this embodiment. For example, the pseudo engine sound may be generated by a well-known engine sound simulator used in games and the like. A method may be used in which a map of virtual engine speed Ne vs. frequency and a map of virtual engine torque vs. sound pressure are prepared, and the frequency of the pseudo engine sound is increased or decreased in proportion to the virtual engine speed Ne, and the sound pressure is increased or decreased in proportion to the virtual engine torque.

[0028] The output unit 140 receives the engine sound data ES generated by the engine sound generation unit 130. Then, the output unit 140 outputs a pseudo engine sound through the speaker 70 based on the engine sound data ES.

[0029] FIG. 3 is a block diagram showing another example of the basic functional configuration of the vehicle management system 100. In the example shown in FIG. 3, the sound source data management unit 120 stores and manages a plurality of types of basic sound source data 200 (200-A, 200-B, 200-C, etc.) corresponding to a plurality of vehicle models (A, B, C, etc.). That is, the sound source data management unit 120 stores and manages the basic sound source data 200 for each vehicle model. Each basic sound source data 200 is generated in advance based on the engine model and vehicle model of the corresponding vehicle model. The driver may specify a vehicle model that he / she likes from among a plurality of vehicle models. In that case, the engine sound generation unit 130 acquires one of the plurality of types of basic sound source data 200 that corresponds to the vehicle model designated by the driver. Then, the engine sound generation unit 130 generates a pseudo engine sound using the acquired basic sound source data 200 (e.g., basic sound source data 200-B corresponding to vehicle model B). This allows the driver to get the feeling that he / she is driving a vehicle model that he / she likes.

[0030] If the example shown in FIG. 3 is generalized, it can be said that there are a plurality of options for the sound to be simulated. For example, the plurality of options may include simulated engine sounds for a plurality of vehicle types. As another example, the plurality of options may include simulated driving sounds for a plurality of types of virtual moving objects (e.g., cars, trains, airplanes). In any case, the driver can select a preferred sound from the plurality of options.

[0031] 2. Sound management considering dangerous driving 2-1. Overview Dangerous driving is undesirable from the viewpoint of safety and traffic flow. Therefore, this embodiment proposes a technique that can suppress dangerous driving.

[0032] FIG. 4 is a conceptual diagram for explaining an overview of sound management that takes dangerous driving into consideration. According to this embodiment, a "negative driving level NEG" is used to indicate the degree of dangerous driving of the electric vehicle 10. The vehicle management system 100 can acquire the negative driving level NEG based on the above driving state information DRV. A specific example of acquiring the negative driving level NEG will be described later.

[0033] Then, the vehicle management system 100 changes the pseudo engine sound output from the speaker 70 according to the negative driving level NEG. For example, the vehicle management system 100 reduces the audibility of the pseudo engine sound as the negative driving level NEG increases. As another example, the vehicle management system 100 may increase the noise components included in the pseudo engine sound as the negative driving level NEG increases. As yet another example, the vehicle management system 100 may increase the unnecessary sound components included in the pseudo engine sound as the negative driving level NEG increases. As yet another example, the vehicle management system 100 may increase the "muffled"ness of the pseudo engine sound as the negative driving level NEG increases. As yet another example, the vehicle management system 100 may decrease the sound quality of the pseudo engine sound as the negative driving level NEG increases. When changing the pseudo engine sound according to the negative driving level NEG, the pseudo engine sound may be changed from a default sound. Here, the default sound is a normal sound when the negative driving level NEG is not taken into consideration. As yet another example, the vehicle management system 100 may mute the pseudo engine sound or increase the sound pressure of the pseudo engine sound when the negative driving level NEG exceeds a threshold value.

[0034] As another example, the vehicle management system 100 may change the options of the pseudo engine sound depending on the negative driving factor NEG (see FIG. 3). For example, the vehicle management system 100 reduces the options of the pseudo engine sound as the negative driving factor NEG increases. When changing the options of the pseudo engine sound depending on the negative driving factor NEG, the options of the pseudo engine sound may be changed from default options. Here, the default options are normal options when the negative driving factor NEG is not taken into consideration.

[0035] As yet another example, the vehicle management system 100 may change the pseudo engine sound and change the options for the pseudo engine sound in response to the negative driving level NEG.

[0036] Thus, according to this embodiment, the engine pseudo sound changes and / or the options for the engine pseudo sound change according to the negative driving level NEG indicating the degree of dangerous driving. Such a change in the engine pseudo sound and / or the change in the options for the engine pseudo sound allows the driver to notice that he or she has engaged in dangerous driving. As a result, the driver refrains from dangerous driving, and dangerous driving is suppressed. Suppressing dangerous driving is also favorable for safety and traffic flow.

[0037] As the negative driving level NEG increases, the audibility of the pseudo engine sound may decrease. As the negative driving level NEG increases, the noise components or unnecessary sound components contained in the pseudo engine sound may increase. As the negative driving level NEG increases, the pseudo engine sound may become more "muffled." As the negative driving level NEG increases, the sound quality of the pseudo engine sound may decrease. When the negative driving level NEG exceeds a threshold, the pseudo engine sound may be muted as a penalty for the driver. These provide a strong incentive for drivers who want to enjoy the pseudo engine sound to avoid dangerous driving. As a result, dangerous driving is further suppressed.

[0038] As the negative driving level NEG increases, the number of options for the pseudo engine sound may be reduced. This also provides a strong incentive for drivers who want to enjoy the pseudo engine sound to avoid dangerous driving. As a result, dangerous driving is further suppressed.

[0039] The negative driving level NEG and specific examples of sound management based on it will be described in detail below.

[0040] 2-2. Specific examples of negative driving scores Fig. 5 is a block diagram showing an example of a functional configuration of the vehicle management system 100 according to the present embodiment. The vehicle management system 100 further includes a negative driving degree acquisition unit 150 in addition to the functional blocks shown in Fig. 2. These functional blocks may be realized by cooperation between the processor 101 executing the vehicle management program 105 and the storage device 102.

[0041] As described above, the driving state acquisition unit 110 acquires driving state information DRV indicating the driving state of the electric vehicle 10. The driving state information DRV includes information on the driving operation by the driver, information on the running state of the electric vehicle 10, information on the surrounding conditions of the electric vehicle 10, etc. The negative driving level acquisition unit 150 receives the driving state information DRV from the driving state acquisition unit 110. Then, the negative driving level acquisition unit 150 acquires a negative driving level NEG indicating the degree of dangerous driving of the electric vehicle 10 based on the driving state information DRV.

[0042] 6 is a conceptual diagram for explaining various examples of criteria for the negative driving level NEG. The negative driving level NEG is obtained based on at least one of the criteria shown in FIG.

[0043] 2-2-1.Relationship with speed limits Exceeding the speed limit indicates dangerous driving. Therefore, the negative driving level acquisition unit 150 may acquire the negative driving level NEG based on whether or not the speed limit is exceeded.

[0044] The speed limit of the road on which the electric vehicle 10 is traveling is obtained, for example, from a speed limit sign S installed on the road. A camera mounted on the electric vehicle 10 is used to recognize the speed limit sign S. The driving state acquisition unit 110 recognizes the speed limit sign S by analyzing an image captured by the camera. Furthermore, the driving state acquisition unit 110 recognizes the number written on the speed limit sign S based on the recognized image of the speed limit sign S. In other words, the driving state acquisition unit 110 acquires information on the speed limit indicated by the speed limit sign S. Typically, the driving state acquisition unit 110 recognizes the speed limit sign S and the speed limit from an image by using image recognition AI (Artificial Intelligence). The image recognition AI is generated in advance through a learning method such as deep learning.

[0045] As another example, when speed limit information is registered in the map information, the driving state acquisition unit 110 may acquire the speed limit information based on the current position of the electric vehicle 10 and the map information. The current position of the electric vehicle 10 is obtained by a position sensor. The map information is stored in the storage device 102 in advance.

[0046] Furthermore, the driving state acquisition unit 110 acquires the speed of the electric vehicle 10 from a wheel speed sensor. Alternatively, the driving state acquisition unit 110 may calculate the speed based on a change in the position of the electric vehicle 10.

[0047] The driving state acquisition unit 110 determines whether the speed limit is exceeded based on the speed of the electric vehicle 10 and the speed limit. In this case, the driving state information DRV includes whether the speed limit is exceeded.

[0048] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the presence or absence of the speed limit exceedance. More specifically, the negative time is the time during which the speed limit is exceeded, that is, the time during which the speed exceeds the speed limit. The total negative time is the sum of the negative times. The negative ratio is the ratio of the negative time to a certain period of time. Moreover, the negative frequency is the frequency at which the speed limit is exceeded in a certain period of time. The negative parameter is the total negative time, the negative ratio, the negative frequency, or a combination of two or more of them. The negative driving degree acquisition unit 150 increases the negative driving degree NEG as the negative parameter increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the negative parameter and the negative driving degree NEG may be given by a map.

[0049] 2-2-2.Acceleration and deceleration Sudden acceleration indicates dangerous driving. Therefore, the negative driving factor acquisition unit 150 may acquire the negative driving factor NEG based on the acceleration of the electric vehicle 10.

[0050] The driving state acquisition unit 110 acquires the acceleration of the electric vehicle 10 from an acceleration sensor. The driving state information DRV includes the acceleration of the electric vehicle 10.

[0051] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the acceleration. More specifically, the negative time is the time during which the acceleration is equal to or greater than a threshold. The total negative time is the sum of the negative times. The negative ratio is the ratio of the negative time to a certain period of time. Moreover, the negative frequency is the frequency at which the acceleration is equal to or greater than a threshold during a certain period of time. The negative parameter is the total negative time, the negative ratio, the negative frequency, or a combination of two or more of them. The negative driving degree acquisition unit 150 increases the negative driving degree NEG as the negative parameter increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the negative parameter and the negative driving degree NEG may be given by a map.

[0052] Sudden deceleration also indicates dangerous driving. Therefore, the negative driving degree acquisition unit 150 may acquire the negative driving degree NEG based on the deceleration of the electric vehicle 10. In this case, the method of acquiring the negative driving degree NEG is the same as in the case of the acceleration described above, and the "acceleration" in the above description is replaced with "deceleration (absolute value)".

[0053] 2-2-3.Steering speed Sudden steering indicates dangerous driving. Therefore, the negative driving factor acquisition unit 150 may acquire the negative driving factor NEG based on the steering speed of the steering wheel of the electric vehicle 10.

[0054] The driving state acquisition unit 110 calculates the steering speed from the steering angle detected by the steering angle sensor. The driving state information DRV includes the steering speed.

[0055] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the steering speed. More specifically, the negative time is the time during which the steering speed is equal to or greater than a threshold. The total negative time is the sum of the negative times. The negative ratio is the ratio of the negative time to a certain period of time. Moreover, the negative frequency is the frequency at which the steering speed is equal to or greater than a threshold during a certain period of time. The negative parameter is the total negative time, the negative ratio, the negative frequency, or a combination of two or more of them. The negative driving degree acquisition unit 150 increases the negative driving degree NEG as the negative parameter increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the negative parameter and the negative driving degree NEG may be given by a map.

[0056] 2-2-4. Distance between vehicles, TTC Insufficient distance from the vehicle ahead indicates dangerous driving. Therefore, the negative driving factor acquisition unit 150 may acquire the negative driving factor NEG based on the distance from the vehicle ahead.

[0057] The driving state acquisition unit 110 acquires surrounding situation information indicating the surrounding situation of the electric vehicle 10 using a recognition sensor. Examples of the recognition sensor include a camera, a lidar, a radar, and the like. For example, the surrounding situation information includes an image captured by a camera. As another example, the surrounding situation information may include point cloud information obtained by a lidar. The surrounding situation information further includes object information regarding objects around the electric vehicle 10. Examples of objects around the electric vehicle 10 include pedestrians, bicycles, other vehicles (e.g., preceding vehicles, following vehicles, vehicles running parallel to each other, parked vehicles), roadside structures (e.g., curbs, guardrails, walls), white lines, signs, traffic lights, and the like. The object information indicates the relative position and relative speed of the object with respect to the electric vehicle 10. For example, by analyzing an image obtained by a camera, it is possible to identify the object and calculate the relative position of the object. It is also possible to identify the object and acquire the relative position and relative speed of the object based on the point cloud information obtained by a lidar. The driving state information DRV includes object information. The relative distance to the preceding vehicle corresponds to the inter-vehicle distance.

[0058] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the vehicle-to-vehicle distance from the preceding vehicle. More specifically, the negative time is the time during which the vehicle-to-vehicle distance is less than a threshold value. The threshold value here may be a function of the speed of the electric vehicle 10. That is, the threshold value may increase as the speed increases. The total negative time is the sum of the negative times. The negative ratio is the ratio of the negative time to a certain period of time. The negative frequency is the frequency at which the vehicle-to-vehicle distance is less than the threshold value in a certain period of time. The negative parameter is the total negative time, the negative ratio, the negative frequency, or a combination of two or more of them. The negative driving degree acquisition unit 150 increases the negative driving degree NEG as the negative parameter increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the negative parameter and the negative driving degree NEG may be given by a map.

[0059] Insufficient TTC (Time-To-Collision) for the preceding vehicle also indicates dangerous driving. The TTC is calculated based on the following distance and the speed of the electric vehicle 10. The negative driving degree acquisition unit 150 may acquire the negative driving degree NEG based on the TTC. In this case, the method of acquiring the negative driving degree NEG is the same as in the case of the following distance described above, and the "following distance" in the above description is replaced with "TTC". The threshold value may be a predetermined threshold value that does not depend on the speed.

[0060] 2-2-5. Distance to surrounding objects Insufficient distance (margin) between the electric vehicle 10 and surrounding objects indicates dangerous driving. Examples of surrounding objects include pedestrians, bicycles, parallel vehicles, parked vehicles, roadside structures (e.g., curbs, guardrails, walls), etc. Therefore, the negative driving level acquisition unit 150 may acquire the negative driving level NEG based on the distance between the electric vehicle 10 and surrounding objects.

[0061] As described above, the driving state information DRV includes object information related to surrounding objects around the electric vehicle 10. The object information includes the distance to the surrounding object.

[0062] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the distance to the surrounding object. More specifically, the negative time is the time during which the distance to the surrounding object is less than a threshold. The threshold here may be a function of the speed of the electric vehicle 10. That is, the threshold may increase as the speed increases. The total negative time is the sum of the negative times. The negative ratio is the ratio of the negative time to a certain period of time. The negative frequency is the frequency at which the distance to the surrounding object is less than the threshold during a certain period of time. The negative parameter is the total negative time, the negative ratio, the negative frequency, or a combination of two or more of them. The negative driving degree acquisition unit 150 increases the negative driving degree NEG as the negative parameter increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the negative parameter and the negative driving degree NEG may be given by a map.

[0063] 2-2-6. Lane change status Frequent lane changes indicate dangerous driving. Also, lane changes in a no lane change zone indicate dangerous driving. Therefore, the negative driving level acquisition unit 150 may acquire the negative driving level NEG based on the state of lane changes.

[0064] The driving state acquisition unit 110 detects an active steering operation of the driver based on the detection result by the steering angle sensor and / or the steering torque sensor. The driving state acquisition unit 110 also recognizes the white lines around the electric vehicle 10 and their types based on an image captured by a camera. The driving state acquisition unit 110 can recognize the occurrence of a lane change based on the detection result of the driver's steering operation and the recognition result of the white lines. Furthermore, when a lane change occurs, the driving state acquisition unit 110 can determine whether the lane change is made in a lane change prohibited zone based on the type of the white line.

[0065] As another example, when lane information is registered in the map information, the driving state acquisition unit 110 can recognize the occurrence of a lane change based on the position of the electric vehicle 10 and the map information. When lane change permitted zones and lane change prohibited zones are registered in the map information, the driving state acquisition unit 110 can determine whether the lane change was made in a lane change prohibited zone.

[0066] The driving state information DRV includes a lane change state. The lane change state may include a frequency of lane changes in a certain period of time. The lane change state may include whether a lane change is made in a no lane change zone.

[0067] The negative driving degree acquisition unit 150 acquires (calculates) the negative driving degree NEG based on the state of lane changes. For example, the negative driving degree acquisition unit 150 increases the negative driving degree NEG as the frequency of lane changes increases. Here, the negative driving degree NEG may increase continuously or stepwise. The relationship between the frequency of lane changes and the negative driving degree NEG may be given by a map.

[0068] As another example, the negative driving degree acquisition unit 150 may increase the negative driving degree NEG when the lane change is performed in a lane change prohibited zone. Conversely, the negative driving degree acquisition unit 150 may decrease the negative driving degree NEG when the lane change is performed in a lane change permitted zone.

[0069] 2-2-7. Combination A combination of two or more of the above subsections 2-2-1 to 2-2-6 is also possible. That is, the negative driving degree acquisition unit 150 may acquire a final negative driving degree NEG by integrating a plurality of negative driving degrees NEG obtained based on each of a plurality of criteria.

[0070] 2-3. Sound management according to negative driving level 5, the negative driving degree obtaining unit 150 outputs the negative driving degree NEG to the engine sound generating unit 130. The engine sound generating unit 130 changes the generated engine pseudo sound according to the negative driving degree NEG.

[0071] For example, the engine sound generation unit 130 reduces the audibility of the pseudo engine sound as the negative driving level NEG increases. For example, the engine sound generation unit 130 reduces the audibility of the pseudo engine sound by increasing the noise components contained in the pseudo engine sound as the negative driving level NEG increases. As another example, the engine sound generation unit 130 may reduce the audibility of the pseudo engine sound by increasing unpleasant sounds (high-pitched sounds, scraping sounds) contained in the pseudo engine sound as the negative driving level NEG increases. As yet another example, the engine sound generation unit 130 may reduce the audibility of the pseudo engine sound by increasing unnecessary sound components (sounds unrelated to the engine sound) contained in the pseudo engine sound as the negative driving level NEG increases. Sound source data of noise sounds, unpleasant sounds, and unnecessary sounds is included in the basic sound source data 200.

[0072] As yet another example, the engine sound generation unit 130 may decrease the audibility by increasing the "muffledness" of the pseudo engine sound as the negative driving level NEG increases. A DSP (Digital Signal Processor) may be used to adjust the "muffledness" of the pseudo engine sound. As yet another example, the engine sound generation unit 130 may decrease the audibility by decreasing the sound pressure of the pseudo engine sound as the negative driving level NEG increases. As yet another example, the engine sound generation unit 130 may decrease the audibility by lowering the sound quality of the pseudo engine sound as the negative driving level NEG increases. The sound quality is determined by frequency characteristics, distortion rate, signal-to-noise ratio, dynamic range, etc.

[0073] In general, the engine sound generation unit 130 changes at least one of the tone, sound quality, sound pressure, and sound range of the pseudo engine sound according to the negative driving level NEG. A DSP may be used to adjust the tone, sound quality, sound pressure, and sound range.

[0074] As yet another example, when the negative driving level NEG exceeds a predetermined threshold, the engine sound generation unit 130 may mute the pseudo engine sound. In other words, the engine sound generation unit 130 may stop generating and outputting the pseudo engine sound. This also imposes a penalty on the driver who enjoys the pseudo engine sound. Therefore, this also serves as an incentive to suppress dangerous driving.

[0075] As yet another example, the engine sound generation unit 130 may suddenly increase the sound pressure of the pseudo engine sound when the negative driving level NEG exceeds a predetermined threshold value, so that the driver can easily notice dangerous driving.

[0076] FIG. 7 is a block diagram showing an example of a functional configuration of the engine sound generation unit 130. In the example shown in FIG. 7, the engine sound generation unit 130 includes a default sound generation unit 131 and a correction unit 132. The default sound generation unit 131 generates a default pseudo engine sound ES0 based on the driving state information DRV and the basic sound source data 200. The default pseudo engine sound ES0 is a normal pseudo engine sound when the negative driving level NEG is not taken into consideration. The correction unit 132 receives the default pseudo engine sound ES0 and the negative driving level NEG. Then, the correction unit 132 corrects the default pseudo engine sound ES0 according to the negative driving level NEG to generate a pseudo engine sound in which the negative driving level NEG is reflected. For example, the correction unit 132 generates a pseudo engine sound by reducing the audibility of the default pseudo engine sound ES0 as the negative driving level NEG increases. The correction unit 132 may include a DSP.

[0077] As shown in FIG. 5, the vehicle management system 100 may include a user interface 160. The user interface 160 includes an input device and an output device. Examples of the input device include a touch panel, a button, a switch, a keyboard, a microphone, and the like. Examples of the output device include a touch panel, a display, a speaker, and the like. When the current driving state is dangerous driving, the vehicle management system 100 may notify the user (driver) that dangerous driving is being performed via the user interface 160. For example, when the negative driving level NEG is equal to or greater than a threshold value, the vehicle management system 100 may notify the user (driver) that dangerous driving is being performed via the user interface 160. For example, the vehicle management system 100 displays visual information indicating that dangerous driving is being performed on a display device. As another example, the vehicle management system 100 may output audio information indicating that dangerous driving is being performed from a speaker.

[0078] FIG. 8 is a block diagram showing another example of the functional configuration of the vehicle management system 100. Descriptions that overlap with the example shown in FIG. 5 will be omitted as appropriate. In the example shown in FIG. 8, the negative driving degree acquisition unit 150 outputs the negative driving degree NEG to the sound source data management unit 120. The sound source data management unit 120 changes the type of available basic sound source data 200 according to the negative driving degree NEG. The available basic sound source data 200 is provided, for example, from a management server. A change in the type of available basic sound source data 200 is equivalent to a change in the options of available engine pseudo sounds.

[0079] For example, the sound source data management unit 120 reduces the types of available basic sound source data 200 as the negative driving level NEG increases. In other words, the sound source data management unit 120 reduces the options of the engine pseudo sound as the negative driving level NEG increases. When changing the options of the engine pseudo sound according to the negative driving level NEG, the options of the engine pseudo sound may be changed from default options. Here, the default options are normal options when the negative driving level NEG is not taken into consideration.

[0080] A user (driver) of the electric vehicle 10 can specify a desired one from among a plurality of types of basic sound source data 200 via the user interface 160. The engine sound generation unit 130 generates an engine pseudo sound using the basic sound source data 200 specified by the user. In other words, the user of the electric vehicle 10 can specify a desired one from a selection of engine pseudo sounds via the user interface 160.

[0081] Fig. 9 is a block diagram showing yet another example of the functional configuration of the vehicle management system 100. The example shown in Fig. 9 is a combination of Fig. 5 and Fig. 8. That is, the engine pseudo sound changes according to the negative driving level NEG, and the options for the engine pseudo sound change.

[0082] As described above, the sound in the present disclosure is not limited to the simulated engine sound. The present disclosure can be similarly applied to other sounds different from the simulated engine sound.

[0083] 2-4.Effects As described above, according to this embodiment, sound is output through the speaker 70 mounted on the electric vehicle 10. Then, the sound and / or the sound options change according to the negative driving level NEG indicating the degree of dangerous driving of the electric vehicle 10. Such a change in sound and / or change in the sound options allows the driver to notice that he or she has engaged in dangerous driving. As a result, the driver refrains from dangerous driving, and dangerous driving is suppressed. Suppression of dangerous driving is also favorable for safety and traffic flow.

[0084] As the negative driving level NEG increases, the audibility of the sound may decrease. As the negative driving level NEG increases, the noise components or unnecessary sound components contained in the sound may increase. As the negative driving level NEG increases, the "muffled" sound may increase. As the negative driving level NEG increases, the sound quality may decrease. When the negative driving level NEG exceeds a threshold, the sound may be muted. These provide a strong incentive for drivers who want to enjoy the sound to avoid dangerous driving. As a result, dangerous driving is further suppressed.

[0085] As the negative driving level NEG increases, the number of sound options may decrease. This also provides a strong incentive for drivers who want to enjoy the sound to avoid dangerous driving. As a result, dangerous driving is further suppressed.

[0086] 3. Various Operational Modes Various operational aspects of the vehicle management system 100 according to the present embodiment will be described below.

[0087] 10 is a block diagram for explaining the on-board device 400 and the management server 300 that constitute the vehicle management system 100. The on-board device 400 and the management server 300 are capable of communicating with each other via a communication network.

[0088] The on-vehicle device 400 is mounted on the electric vehicle 10. The on-vehicle device 400 includes one or more processors 401 (hereinafter simply referred to as the processor 401), one or more storage devices 402 (hereinafter simply referred to as the storage device 402), and a communication device 403. The processor 401 executes various processes. Examples of the processor 401 include a general-purpose processor, a specific-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 401 can also be called a circuitry or a processing circuitry. The storage device 402 stores (stores) various information. Examples of the storage device 402 include a volatile memory, a non-volatile memory, a HDD, an SSD, and the like. The communication device 403 communicates with the management server 300. The functions of the on-vehicle device 400 are realized by the cooperation of the processor 401 and the storage device 402. The program 405 is a computer program executed by the processor 401. The functions of the in-vehicle device 400 may be realized by cooperation between the processor 401, which executes the program 405, and the storage device 402. The program 405 is stored in the storage device 402. Alternatively, the program 405 may be recorded in a computer-readable recording medium.

[0089] The management server 300 includes one or more processors 301 (hereinafter simply referred to as processor 301), one or more storage devices 302 (hereinafter simply referred to as storage device 302), and a communication device 303. The processor 301 executes various processes. Examples of the processor 301 include a general-purpose processor, a special-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 301 can also be called a circuitry or a processing circuitry. The storage device 302 stores (stores) various information. Examples of the storage device 302 include a volatile memory, a non-volatile memory, a HDD, and an SSD. The communication device 303 communicates with the on-board devices 400 of a large number of electric vehicles 10. The functions of the management server 300 are realized by the cooperation of the processor 301 and the storage device 302. The program 305 is a computer program executed by the processor 301. The functions of the management server 300 may be realized by cooperation between the processor 301, which executes the program 305, and the storage device 302. The program 305 is stored in the storage device 302. Alternatively, the program 305 may be recorded in a computer-readable recording medium.

[0090] Either the processor 401 of the in-vehicle device 400 or the processor 301 of the management server 300, or a combination thereof, corresponds to one or more processors 101 shown in Fig. 1. Either the storage device 402 of the in-vehicle device 400 or the storage device 302 of the management server 300, or a combination thereof, corresponds to one or more storage devices 102 shown in Fig. 1. Either the program 405 of the in-vehicle device 400 or the program 305 of the management server 300, or a combination thereof, corresponds to the vehicle management program 105 shown in Fig. 1.

[0091] 3-1. First Example 11 is a block diagram for explaining a first example of an operation mode of the vehicle management system 100. In the first example, the driving state acquisition unit 110, the sound source data management unit 120, the engine sound generation unit 130, the output unit 140, and the negative driving degree acquisition unit 150 are all included in the in-vehicle device 400. The management of the pseudo engine sound is executed within the electric vehicle 10.

[0092] 3-2. Second Example 12 is a block diagram for explaining a second example of an operation mode of the vehicle management system 100. In the second example, compared to the above-mentioned first example, a sound source data management unit 120 is included in the management server 300. The sound source data management unit 120 collectively manages basic sound source data 200 used in a plurality of electric vehicles 10. For this purpose, the basic sound source data 200 is associated with a vehicle ID. The sound source data management unit 120 manages the available basic sound source data 200 for each vehicle ID.

[0093] The engine sound generating unit 130 of the in-vehicle device 400 downloads from the sound source data managing unit 120 of the management server 300 the available basic sound source data 200 associated with the vehicle ID.

[0094] The negative driving level acquisition unit 150 of the in-vehicle device 400 may upload a set of the vehicle ID and the negative driving level NEG to the management server 300. The upload frequency is arbitrary. The sound source data management unit 120 of the management server 300 changes the type of available basic sound source data 200 associated with the vehicle ID based on the received negative driving level NEG. For example, the sound source data management unit 120 reduces the type of available basic sound source data 200 as the negative driving level NEG increases. The engine sound generation unit 130 of the in-vehicle device 400 downloads the available basic sound source data 200 associated with the vehicle ID from the sound source data management unit 120 of the management server 300.

[0095] Thus, according to the second example, the basic sound source data 200 used in a plurality of electric vehicles 10 is collectively managed by the management server 300. This is preferable from the viewpoint of management of the basic sound source data 200.

[0096] 3-3.Third Example 13 is a block diagram for explaining a third example of an operation mode of the vehicle management system 100. In the third example, compared to the above-mentioned first example, the negative driving degree acquisition unit 150 is included in the management server 300. The negative driving degree acquisition unit 150 collectively manages the negative driving degrees NEG related to a plurality of electric vehicles 10. For this purpose, the negative driving degree NEG is associated with a vehicle ID. The negative driving degree acquisition unit 150 manages the negative driving degree NEG for each vehicle ID.

[0097] The in-vehicle device 400 uploads a set of the vehicle ID and the driving state information DRV to the management server 300. The upload frequency is arbitrary. The negative driving degree acquisition unit 150 of the management server 300 acquires the negative driving degree NEG associated with the vehicle ID based on the received driving state information DRV. Then, the negative driving degree acquisition unit 150 transmits the negative driving degree NEG to the electric vehicle 10 of the vehicle ID. The in-vehicle device 400 of the electric vehicle 10 of the vehicle ID performs sound management based on the received negative driving degree NEG.

[0098] According to the third example, the in-vehicle device 400 does not need to include the negative driving degree acquisition unit 150. This makes it possible to save the storage capacity of the in-vehicle device 400. Also, the processing load of the in-vehicle device 400 can be reduced. Furthermore, it is not necessary to update the algorithm of the negative driving degree acquisition unit 150 in each of the multiple electric vehicles 10, but the update can be easily performed collectively.

[0099] 3-4. Fourth Example 14 is a block diagram for explaining a fourth example of an operation mode of the vehicle management system 100. In the fourth example, compared to the above-mentioned first example, the sound source data management unit 120 and the negative driving degree acquisition unit 150 are included in the management server 300. That is, the fourth example is a combination of the above-mentioned second and third examples.

[0100] 4. Application to electric vehicles with manual mode (MT mode) The electric motor used as the power unit for driving a general electric vehicle has a torque characteristic that is significantly different from that of the internal combustion engine used as the power unit for driving a conventional vehicle (CV). Due to the difference in torque characteristics of the power unit, a transmission is essential for a CV, whereas an electric vehicle generally does not have a transmission. Of course, a general electric vehicle does not have a manual transmission (MT) that allows the driver to manually change the gear ratio. For this reason, there is a significant difference in the driving sensation between driving a conventional vehicle with a MT (hereinafter referred to as an MT vehicle) and driving an electric vehicle.

[0101] On the other hand, the torque of an electric motor can be controlled relatively easily by controlling the applied voltage and the magnetic field. Therefore, with an electric motor, it is possible to obtain a desired torque characteristic within the operating range of the electric motor by implementing appropriate control. By utilizing this feature, the torque of an electric vehicle can be controlled to simulate the torque characteristic unique to a manual transmission vehicle. In addition, a pseudo shifter can be provided in the electric vehicle so that the driver can get the same driving sensation as in a manual transmission vehicle. This makes it possible to simulate a manual transmission vehicle in an electric vehicle.

[0102] That is, the electric vehicle controls the output of the electric motor to simulate the driving characteristics (torque characteristics) unique to a manual transmission vehicle. The driver operates a pseudo shifter to perform a pseudo manual gear shift operation. In response to the driver's pseudo manual gear shift operation, the electric vehicle changes its driving characteristics (torque characteristics) to simulate a manual transmission vehicle. This allows the driver of the electric vehicle to feel as if he or she is driving a manual transmission vehicle. Hereinafter, the control mode of the electric motor for simulating the driving characteristics and manual gear shift operation of a manual transmission vehicle will be referred to as the "manual mode" or "MT mode."

[0103] The electric vehicle 10 according to the present disclosure may have such a manual mode (MT mode). In the MT mode, the electric vehicle 10 generates a pseudo engine sound according to the driving operation of the driver, and outputs the pseudo engine sound via the speaker 70. Since not only the driving operation of a MT vehicle but also the engine sound of a MT vehicle are reproduced, the satisfaction of drivers who seek realism is increased.

[0104] An example of the configuration of an electric vehicle 10 that has a manual mode (MT mode) will be described below.

[0105] 4-1. First configuration example (sequential shifter) FIG. 15 is a block diagram showing a first configuration example of a power control system of an electric vehicle 10 according to this embodiment. The electric vehicle 10 includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for driving the electric vehicle 10. The battery 46 stores electric energy for driving the electric motor 44. In other words, the electric vehicle 10 is a battery electric vehicle (BEV) that runs on electric energy stored in the battery 46. The inverter 42 converts DC power input from the battery 46 during acceleration into drive power for the electric motor 44. The inverter 42 also converts regenerative power input from the electric motor 44 during deceleration into DC power and charges the battery 46.

[0106] The electric vehicle 10 is provided with an accelerator pedal 22 that allows the driver to input an acceleration request to the electric vehicle 10. The accelerator pedal 22 is provided with an accelerator position sensor 32 that detects the accelerator opening degree.

[0107] The electric vehicle 10 is equipped with a sequential shifter 24. The sequential shifter 24 may be a paddle-type shifter or a lever-type pseudo shifter.

[0108] The paddle shifter is a dummy that is different from a real paddle shifter. The paddle shifter has a structure similar to a paddle shifter equipped in a clutch pedal-less MT vehicle. The paddle shifter is attached to the steering wheel. The paddle shifter has an upshift switch and a downshift switch that determine the operating position. When the upshift switch is pulled toward the driver, it issues an upshift signal 34u, and when the downshift switch is pulled toward the driver, it issues a downshift signal 34d.

[0109] On the other hand, the lever-type pseudo shifter, like the paddle-type shifter, is a dummy that is different from a real shifter. The lever-type pseudo shifter has a structure similar to a lever-type shifter equipped in a clutch pedal-less MT vehicle. The lever-type pseudo shifter is configured to output an upshift signal 34u when the shift lever is tilted forward, and to output a downshift signal 34d when the shift lever is tilted backward.

[0110] Wheel speed sensors 36 are provided on the wheels 26 of the electric vehicle 10. The wheel speed sensors 36 are used as vehicle speed sensors for detecting the speed of the electric vehicle 10. In addition, the electric motor 44 is provided with a rotation speed sensor 38 for detecting the rotation speed thereof.

[0111] The electric vehicle 10 includes a control device 50. The control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10. The control device 50 may be a combination of multiple ECUs. The control device 50 includes an interface, a memory, and a processor. An in-vehicle network is connected to the interface. The memory includes a RAM for temporarily recording data, and a ROM for storing programs executable by the processor and various data related to the programs. The programs are made up of multiple instructions. The processor reads the programs and data from the memory and executes them, and generates control signals based on signals acquired from each sensor.

[0112] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals are input to the control device 50 from the accelerator position sensor 32, the sequential shifter 24 (upshift switch and downshift switch if the sequential shifter 24 is a paddle-type shifter), the wheel speed sensor 36, and the rotation speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM controlling the inverter 42.

[0113] 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 10 as a general electric vehicle. The automatic mode is programmed to continuously change the output of the electric motor 44 in response to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10 like a manual transmission vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 in response to the operation of the accelerator pedal 22 in response to an upshift operation and a downshift operation of the sequential shifter 24. In other words, the manual mode is a control mode in which the output of the electric motor 44 can be changed in response to the driving operation of vehicle components other than the accelerator pedal 22 and the brake pedal. The automatic mode (EV mode) and the manual mode (MT mode) can be switched.

[0114] The control device 50 includes an automatic mode torque calculation unit 54 and a manual mode torque calculation unit 56. Each of the units 54 and 56 may be an independent ECU, or may be an ECU function obtained by executing a program recorded in a memory by a processor.

[0115] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when the electric motor 44 is controlled in the automatic mode. A 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 from the accelerator opening and the rotation speed of the electric 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 command map outputs a motor torque corresponding to these signals. Therefore, in the automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0116] 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 10 is assumed to be a MT vehicle.

[0117] The MT vehicle model provided in the manual mode torque calculation unit 56 will be described with reference to Fig. 16. As shown in Fig. 16, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. The engine, clutch, and transmission virtually realized by the MT vehicle model are referred to as a virtual engine, a virtual clutch, and a virtual transmission, respectively. The engine model 561 models a virtual engine. The clutch model 562 models a virtual clutch. The transmission model 563 models a virtual transmission.

[0118] The engine model 561 calculates a virtual engine rotation speed Ne and a virtual engine output torque Teout. The virtual engine rotation speed Ne is calculated based on the rotation speed Nw of the wheels, the total reduction ratio R, and the slip ratio Rslip of the virtual clutch. For example, the virtual engine rotation speed Ne is expressed by the following equation (1). Formula (1): Ne = Nw × R / (1 - Rslip)

[0119] The virtual engine output torque Teout is calculated from the virtual engine rotation speed Ne and the accelerator opening Pap. To calculate the virtual engine output torque Teout, a map is used that defines the relationship between the accelerator opening Pap, the virtual engine rotation speed Ne, and the virtual engine output torque Teout, as shown in FIG. 16. In this map, the virtual engine output torque Teout for the virtual engine rotation speed Ne is given for each accelerator opening Pap. The torque characteristics shown in FIG. 16 can be set to characteristics assuming a gasoline engine or to characteristics assuming a diesel engine. In addition, the torque characteristics can be set to characteristics assuming a naturally aspirated engine or to characteristics assuming a supercharged engine.

[0120] The clutch model 562 calculates a torque transmission gain k. The torque transmission gain k is a gain for calculating the degree of torque transmission of the virtual clutch according 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 a map as shown in FIG. 16. In this map, the torque transmission gain k is given for the virtual clutch opening Pc. In FIG. 16, Pc0 corresponds to the position where the virtual clutch opening Pc is 0%, and Pc3 corresponds to the position where the virtual clutch opening Pc is 100%. The range from Pc0 to Pc1 and the range from Pc2 to Pc3 are dead zones in which the torque transmission gain k does not change depending on the virtual clutch opening Pc. The clutch model 562 calculates the clutch output torque Tcout using the torque transmission gain k. The clutch output torque Tcout is the torque output from the virtual clutch. For example, the clutch output torque Tcout is given by the product of the virtual engine output torque Teout and the torque transmission gain k (Tcout=Teout×k).

[0121] Further, the clutch model 562 calculates a slip ratio Rslip. The slip ratio Rslip is used to calculate a virtual engine rotation speed Ne in the engine model 561. To calculate the slip ratio Rslip, a map in which the slip ratio Rslip is given with respect to the virtual clutch opening degree Pc can be used, similar to the torque transmission gain k.

[0122] The transmission model 563 calculates a gear ratio (speed ratio) r. The gear ratio r is a gear ratio determined by the virtual gear stage GP in the virtual transmission. In response to an upshift operation of the sequential shifter 24, the virtual gear stage GP is increased by one stage. On the other hand, in response to a downshift operation of the sequential shifter 24, the virtual gear stage GP is decreased by one stage. The transmission model 563 has a map as shown in FIG. 16. In this map, the gear ratio r is given to the virtual gear stage GP so that the gear ratio r becomes smaller as the virtual gear stage GP increases. The transmission model 563 calculates the transmission output torque Tgout using the gear ratio r and the clutch output torque Tcout obtained from the map. For example, the transmission output torque Tgout is given as the product of the clutch output torque Tcout and the gear ratio r (Tgout=Tcout×r). The transmission output torque Tgout changes discontinuously in response to the switching of the gear ratio r. This discontinuous change in the transmission output torque Tgout generates a gear shift shock, creating the feeling that the vehicle is equipped with a stepped transmission.

[0123] The MT vehicle model calculates the driving wheel torque Tw using a predetermined reduction gear ratio rr. The reduction gear ratio rr is a fixed value determined by the mechanical structure from the virtual transmission to the driving wheels. The value obtained by multiplying the reduction gear ratio rr by the gear ratio r is the above-mentioned overall reduction gear ratio R. The MT vehicle model calculates the driving wheel torque Tw from the transmission output torque Tgout and the reduction gear ratio rr. For example, the driving wheel torque Tw is given by the product of the transmission output torque Tgout and the reduction gear ratio rr (Tw=Tgout×rr).

[0124] The control device 50 converts the driving wheel torque Tw calculated by the MT vehicle model into a required motor torque Tm. The required motor torque Tm is the motor torque required to realize the driving wheel torque Tw calculated by the MT vehicle model. The reduction ratio from the output shaft of the electric motor 44 to the driving wheels is used to convert the driving wheel torque Tw into the required motor torque Tm. Then, the control device 50 controls the inverter 42 according to the required motor torque Tm to control the electric motor 44.

[0125] Fig. 17 is a diagram showing a comparison of the torque characteristics of the electric motor 44 achieved by motor control using the MT vehicle model with the torque characteristics of the electric motor 44 achieved by normal motor control for an electric vehicle (EV). According to motor control using the MT vehicle model, as shown in Fig. 17, it is possible to achieve torque characteristics (solid line in the figure) that mimic the torque characteristics of a MT vehicle in accordance with the virtual gear stage set by the sequential shifter 24. Note that in Fig. 17, the number of gear stages is set to six.

[0126] 4-2. Second configuration example Fig. 18 is a block diagram showing a second configuration example of the power control system of the electric vehicle 10 according to this embodiment. Here, only the configuration different from the first configuration example described above will be explained. Specifically, in the second configuration example, the electric vehicle 10 is provided with a pseudo shift lever (pseudo shift device) 27 and a pseudo clutch pedal 28 instead of the sequential shifter 24 provided in the first configuration example. The pseudo shift lever 27 and the pseudo clutch pedal 28 are merely dummies that are different from an actual shift lever and clutch pedal.

[0127] The pseudo shift lever 27 has a structure simulating a shift lever equipped in a manual transmission vehicle. The arrangement and operation feel of the pseudo shift lever 27 are the same as those of an actual manual transmission vehicle. The pseudo shift lever 27 has positions corresponding to each gear stage, for example, 1st, 2nd, 3rd, 4th, 5th, 6th, reverse, and neutral. The pseudo shift lever 27 is provided with a shift position sensor 27a that detects the gear stage by determining which position the pseudo shift lever 27 is in.

[0128] The pseudo clutch pedal 28 has a structure simulating a clutch pedal equipped in a manual transmission vehicle. The arrangement and operation feel of the pseudo clutch pedal 28 are the same as those of an actual manual transmission vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. That is, the driver depresses the pseudo clutch pedal 28 when he / she wishes to change the gear setting with the pseudo shift lever 27, and stops depressing the pseudo clutch pedal 28 when the gear setting change is completed and returns the pseudo clutch pedal 28 to its original position. The pseudo clutch pedal 28 is provided with a clutch position sensor 28a for detecting the amount of depression of the pseudo clutch pedal 28.

[0129] Signals are input to the control device 50 from the accelerator position sensor 32, the shift position sensor 27a, the clutch position sensor 28a, the wheel speed sensor 36, and the rotation speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM controlling the inverter 42.

[0130] The control device 50 includes an automatic mode and a manual mode as control modes, similarly to the first configuration example described above. The automatic mode is programmed to continuously change the output of the electric motor 44 in response to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10 like a manual transmission vehicle. The manual mode is programmed to change the output and output characteristics of the electric motor 44 in response to the operation of the accelerator pedal 22 in response to the operation of the pseudo clutch pedal 28 and the pseudo shift lever (pseudo shift device) 27. In other words, the manual mode is a control mode capable of changing the output of the electric motor 44 in response to the driving operation of vehicle components other than the accelerator pedal 22 or the brake pedal.

[0131] The vehicle model provided in the manual mode torque calculation unit 56 is similar to that shown in Fig. 16. However, the virtual clutch opening degree Pc is replaced with the depression amount of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. Also, the virtual gear stage GP is determined by the position of the pseudo shift lever 27 detected by the shift position sensor 27a.

[0132] 5. Driving characteristic management that takes dangerous driving into consideration The electric vehicle 10 according to this embodiment may be provided with a simulation mode that simulates the driving characteristics of a virtual vehicle.

[0133] For example, as described in Section 4 above, the electric vehicle 10 may have a manual mode (MT mode) that simulates the driving characteristics of a manual transmission vehicle. In this case, the virtual vehicle is a manual transmission vehicle. The simulated mode includes the manual mode (MT mode).

[0134] As another example, the electric vehicle 10 may be provided with an EV mode that simulates the driving characteristics of a different type of electric vehicle from the electric vehicle 10. In this case, the virtual vehicle is a different type of electric vehicle from the electric vehicle 10.

[0135] The vehicle management system 100 according to the present embodiment may change the options of the virtual vehicle in the simulation mode according to the negative driving level NEG. For example, the vehicle management system 100 reduces the options of the virtual vehicle in the simulation mode as the negative driving level NEG increases.

[0136] 19 is a block diagram showing yet another example of the functional configuration of the vehicle management system 100. The vehicle management system 100 includes, as functional blocks, a driving state acquisition unit 110, a negative driving degree acquisition unit 150, and a virtual vehicle management unit 170. These functional blocks may be realized, for example, by cooperation between a processor 101 that executes a vehicle management program 105 and a storage device 102.

[0137] The driving state acquisition unit 110, the negative driving degree acquisition unit 150, and the user interface 160 are the same as those in the above-described embodiment.

[0138] The virtual vehicle management unit 170 manages virtual vehicle model data 270 which indicates a model of a virtual vehicle which is the object to be simulated in the simulation mode. For example, in the case of a manual mode (MT mode) which simulates the driving characteristics of a MT vehicle, the virtual vehicle model data 270 includes an MT vehicle model (engine model 561, clutch model 562, and transmission model 563) as shown in Fig. 16. If the MT vehicle which is the object to be simulated differs, the MT vehicle model, i.e., the virtual vehicle model data 270, also differs, and as a result, the driving characteristics (torque characteristics) shown in Fig. 17 also differ.

[0139] The negative driving degree acquisition unit 150 outputs the negative driving degree NEG to the virtual vehicle management unit 170. The virtual vehicle management unit 170 changes the type of available virtual vehicle model data 270 according to the negative driving degree NEG. The available virtual vehicle model data 270 is provided, for example, from a management server. A change in the type of available virtual vehicle model data 270 is equivalent to a change in the options of available virtual vehicles in the simulation mode.

[0140] For example, the virtual vehicle management unit 170 reduces the types of available virtual vehicle model data 270 as the negative driving force NEG increases. In other words, the virtual vehicle management unit 170 reduces the options of virtual vehicles available in the simulation mode as the negative driving force NEG increases. When changing the options of virtual vehicles according to the negative driving force NEG, the options of virtual vehicles may be changed from default options. The default options are normal options when the negative driving force NEG is not taken into consideration.

[0141] A user (driver) of the electric vehicle 10 can specify a desired one from among a plurality of types of virtual vehicle model data 270 via the user interface 160. The control device 50 simulates the driving characteristics of the virtual vehicle using the virtual vehicle model data 270 specified by the user. That is, the user of the electric vehicle 10 can specify a desired one from among a selection of virtual vehicles via the user interface 160.

[0142] As described above, the electric vehicle 10 has a simulation mode that simulates the driving characteristics of a virtual vehicle. Then, the options of the virtual vehicle available in the simulation mode change according to the negative driving level NEG that indicates the degree of dangerous driving of the electric vehicle 10. Such a change in the options of the virtual vehicle allows the driver to realize that he or she has engaged in dangerous driving. As a result, the driver refrains from dangerous driving, and dangerous driving is suppressed.

[0143] As the negative driving level NEG increases, the selection of virtual vehicles may be reduced. This provides a strong incentive for drivers who want to enjoy the simulation mode to avoid dangerous driving. As a result, dangerous driving is further suppressed.

[0144] The sound source data management unit 120 in the above-mentioned FIGS.

[0145] 6. Combinations A combination of the above-mentioned Section 2 and Section 5 is also possible. That is, the vehicle management system 100 may implement both the sound management described in Section 2 and the driving characteristic management described in Section 5 in consideration of risky driving. [Explanation of symbols]

[0146] 10...electric vehicle, 11...sensor, 44...electric motor, 70...speaker, 100...vehicle management system, 110...driving state acquisition unit, 120...sound source data management unit, 130...engine sound generation unit, 140...output unit, 150...negative driving degree acquisition unit, 160...user interface, 170...virtual vehicle management unit, 200...basic sound source data, 270...virtual vehicle model data, 300...management server, 400...vehicle-mounted device, DRV...driving state information, ES...engine sound data, NEG...negative driving degree

Claims

1. A vehicle management system applied to an electric vehicle that uses an electric motor as a power unit for driving, one or more processors configured to generate sounds and output the sounds through speakers mounted on the electric vehicle; The one or more processors further include: Acquire driving state information indicating a driving state of the electric vehicle; acquiring a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information; The sound is changed and / or the selection of the sound is changed according to the negative driving degree. It was configured as Vehicle management system.

2. The vehicle management system according to claim 1, The one or more processors are configured to decrease the audibility of the sound as the negative driving degree increases. Vehicle management system.

3. The vehicle management system according to claim 1, The one or more processors are configured to increase a noise component or an unnecessary sound component contained in the sound as the negative driving degree increases. Vehicle management system.

4. The vehicle management system according to claim 1, The one or more processors are configured to mute the sound or increase a sound pressure of the sound if the negative driving degree exceeds a threshold. Vehicle management system.

5. The vehicle management system according to claim 1, The one or more processors are configured to change at least one of a timbre, a quality, a sound pressure, and a range of the sound in response to the negative driving degree. Vehicle management system.

6. The vehicle management system according to claim 1, The one or more processors are configured to reduce the selection of sounds as the negative driving degree increases. Vehicle management system.

7. The vehicle management system according to claim 1, The driving state of the electric vehicle includes at least one of the following: whether or not the speed limit is exceeded, speed, acceleration, deceleration, steering speed, vehicle distance, TTC (Time-To-Collision), distance to surrounding objects, frequency of lane changes, and state of lane changes. Vehicle management system.

8. The vehicle management system according to claim 1, The sound is a pseudo engine sound. Vehicle management system.

9. A vehicle management system according to any one of claims 1 to 8, The electric vehicle is provided with a simulation mode that simulates the driving characteristics of a virtual vehicle. Vehicle management system.

10. The vehicle management system according to claim 9, The one or more processors are further configured to vary the selection of virtual vehicles available in the simulation mode in response to the negative driving measures. Vehicle management system.

11. The vehicle management system according to claim 9, the virtual vehicle is a manual transmission vehicle, The simulation mode includes a manual mode that simulates the driving characteristics of a manual transmission vehicle. Vehicle management system.

12. The vehicle management system according to claim 11, The electric vehicle includes an accelerator pedal and a sequential shifter. In the manual mode, the electric vehicle is configured to change an output characteristic of the electric motor in response to an operation of the accelerator pedal in accordance with a shift operation of the sequential shifter. Vehicle management system.

13. The vehicle management system according to claim 11, The electric vehicle includes an accelerator pedal, a pseudo clutch pedal, and a pseudo shift device, the pseudo clutch pedal is operated when the pseudo shift device is operated, In the manual mode, the electric vehicle is configured to change the output of the electric motor in response to the operation of the accelerator pedal in response to the operation of the pseudo clutch pedal and the operation of the pseudo shift device. Vehicle management system.

14. An electric vehicle that uses an electric motor as a power unit for traveling, one or more processors configured to generate sounds and output the sounds through speakers mounted on the electric vehicle; The one or more processors further include: Acquire driving state information indicating a driving state of the electric vehicle; acquiring a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information; The sound is changed and / or the selection of the sound is changed according to the negative driving degree. It was configured as Electric car.

15. A vehicle management system applied to an electric vehicle that uses an electric motor as a power unit for driving, The electric vehicle has a simulation mode that simulates driving characteristics of a virtual vehicle; The vehicle management system includes one or more processors; The one or more processors: Acquire driving state information indicating a driving state of the electric vehicle; acquiring a negative driving degree indicating a degree of dangerous driving of the electric vehicle based on the driving state information; The selection of the virtual vehicles available in the simulation mode is changed according to the negative driving degree. It was configured as Vehicle management system.

16. The vehicle management system according to claim 15, The one or more processors are configured to reduce the selection of the virtual vehicles available in the simulation mode as the negative driving degree increases. Vehicle management system.

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