Electric automobile

Abstract

To more flexibly control pseudo engine noise in a vehicle.SOLUTION: An electric automobile 1 uses an electric motor as a power unit for running, and has a manual transmission mode that simulates a manual transmission vehicle. The electric automobile 1 has one or more processors 60 configured to generate a pseudo engine sound and output the pseudo engine sound through one or more in-vehicle speakers 2. In the manual transmission mode, the one or more processors 60 perform sound field control such that the audibility of the pseudo engine sound differs between a first interior area 11 and a second interior area 12 separate from the first interior area 11.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle that uses an electric motor as a driving power device.

Background Art

[0002] Patent Document 1 discloses a technique for generating a virtual sound generated when driving in a virtual vehicle equipped with a virtual engine as a driving power source inside the vehicle cabin.

[0003] Examples of documents showing the technical level of the technical field related to the present disclosure include Japanese Patent Application Laid-Open No. 2022-036005, Japanese Patent Application Laid-Open No. 2011-215437, and Japanese Patent Application Laid-Open No. 2005-241271.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0005] When driving an electric vehicle that simulates a MT (manual transmission) vehicle in a manual mode (MT mode), it is known to output a pseudo engine sound that simulates an engine sound through a speaker. However, it is not always optimal to output the pseudo engine sound uniformly inside the vehicle. There are various needs regarding the pseudo engine sound inside the vehicle, and there is room for further improvement.

Means for Solving the Problems

[0006] One aspect of the present disclosure relates to an electric vehicle that uses an electric motor as a driving power device and includes an MT mode that simulates an MT vehicle. The electric vehicle includes one or more processors configured to generate a pseudo engine sound and output the pseudo engine sound through one or more in-vehicle speakers. The one or more processors perform sound field control in the MT mode so that the audibility of the pseudo engine sound is different between a first in-vehicle area and a second in-vehicle area different from the first in-vehicle area.

Advantages of the Invention

[0007] According to the present disclosure, in the MT mode, sound field control is performed so that the audibility of the pseudo engine sound is different between a first in-vehicle area and a second in-vehicle area different from the first in-vehicle area. By making the audibility of the pseudo engine sound different between the first in-vehicle area and the second in-vehicle area in this way, it becomes possible to meet various needs.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0009] An electric vehicle according to an embodiment of the present disclosure will be described with reference to the accompanying drawings. In addition, the same reference numerals are given to the elements common to each figure, and duplicate explanations are omitted.

[0010] 1. Embodiment 1 1-1. Overview FIG. 1 is a diagram for explaining the overview of an electric vehicle 1 (hereinafter simply referred to as vehicle 1) according to an embodiment. The vehicle 1 uses an electric motor as a driving power device. Further, the vehicle 1 is provided with an MT mode that simulates an MT (manual transmission) vehicle. Details of the configuration of the power control system of the vehicle 1 will be described later.

[0011] As shown in FIG. 1, the vehicle 1 includes one or more in-vehicle speakers 2 (hereinafter simply referred to as speaker 2) and an information processing device 10. The speaker 2 is, for example, a well-known directional speaker that outputs sound in a specific direction. The speaker 2 is individually provided, for example, to output sound to each of the driver's seat 3, the passenger seat 4A, and the rear seat 4B. In the example shown in FIG. 1, a speaker 2A is provided as the speaker 2 that outputs sound to the driver's seat 3, a speaker 2B is provided as the speaker 2 that outputs sound to the passenger seat 4A, and speakers 2C and 2D are provided as the speakers 2 that output sound to the rear seat 4B.

[0012] The information processing device 10 is connected to the speaker 2, generates sound output from the speaker 2, and outputs the generated sound through the speaker. For example, the information processing device 10 generates a "pseudo engine sound" that simulates the engine sound of an engine vehicle and outputs the pseudo engine sound through the speaker 2.

[0013] The information processing device 10 is, for example, an ECU (Electronic Control Unit), a tablet PC, or the like. The information processing device 10 includes one or more processors 60 (hereinafter simply referred to as the processor 60) and one or more storage devices 70 (hereinafter simply referred to as the storage device 70). The processor 60 executes various processes. As the processor 60, a CPU (Central Processing Unit) is exemplified. The storage device 70 stores various information necessary for the processes by the processor 60. Examples of the storage device 70 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), and the like.

[0014] The sound generation program (not shown) is a computer program executed by the processor 60. By the processor 60 executing the sound generation program, various functions of the information processing device 10 may be realized. The sound generation program is stored in the storage device 70. Alternatively, the sound generation program may be recorded on a computer-readable storage medium.

[0015] The various information stored in the storage device 70 includes sound source data 71 and driving state information 72. The sound source data 71 is used to generate the sound output from the speaker 2. The driving state information 72 indicates the driving state of the vehicle 1. Examples of the driving state of the vehicle 1 include the amount of driving operation by the driver, the rotational speed of the wheels, the speed, the virtual engine rotational speed, and the like. The driving state information 72 is detected by a sensor mounted on the vehicle 1 or calculated based on the detection result. The virtual engine rotational speed is the rotational speed of the virtual engine when it is assumed that the vehicle 1 is driven by the virtual engine. For example, the virtual engine rotational speed is calculated based on the rotational speed of the wheels, the overall reduction ratio, and the slip ratio of the virtual clutch.

[0016] Consider the case where a pseudo engine sound is output from the speaker 2 in the vehicle 1. In this case, a plurality of types of basic sound source data for generating the pseudo engine sound are prepared as the sound source data 71. The plurality of types of basic sound source data include, for example, sound source data of sounds caused by engine combustion (for low rotation, medium rotation, and high rotation), sound source data of sounds caused by drive systems such as gears (for low rotation, medium rotation, and high rotation), sound source data of noise sounds, sound source data of event sounds, and the like. Then, the information processing device 10 generates a pseudo engine sound corresponding to the driving state of the vehicle 1 (e.g., virtual engine rotation speed) by combining one or more types of basic sound source data. Note that the method for generating the pseudo engine sound is not particularly limited. For example, a pseudo engine sound may be generated by a well-known pseudo engine sound simulator employed in a game or the like. Also, the vehicle type of the engine vehicle whose engine sound is to be simulated may be specified by the driver.

[0017] According to the present embodiment, the information processing device 10 performs sound field control of the pseudo engine sound inside the vehicle. In particular, the information processing device 10 includes at least a "non-uniform mode" as a sound field control mode. In the non-uniform mode, the information processing device 10 can make the listenability of the pseudo engine sound inside the vehicle 1 non-uniform. In other words, in the non-uniform mode, the information processing device 10 can change the listenability of the pseudo engine sound inside the vehicle 1 for each area inside the vehicle.

[0018] Here, the first in-vehicle area 11 and the second in-vehicle area 12 will be described. As an example, the first in-vehicle area 11 is an area that includes the driver's seat 3 and does not include the passenger seats 4 (the front passenger seat 4A and the rear seats 4B). In this case, the second in-vehicle area 12 is an area that includes the passenger seats 4 (the front passenger seat 4A and the rear seats 4B) and does not include the driver's seat 3. As another example, the first in-vehicle area 11 and the second in-vehicle area 12 may be areas that do not include the driver's seat 3. For example, the first in-vehicle area 11 may include one of the front passenger seat 4A and the rear seats 4B, and the second in-vehicle area 12 may be an area that includes the other of the front passenger seat 4A and the rear seats 4B. That is, any area can be set for the first in-vehicle area 11 and the second in-vehicle area 12. The areas set for the first in-vehicle area 11 and the second in-vehicle area 12 are selected by, for example, the driver.

[0019] In the non-uniform mode, the information processing device 10 performs sound field control so that the audibility of the pseudo engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 is different. For example, the plurality of speakers 2 includes a first directional speaker that outputs sound to the first in-vehicle area 11 and a second directional speaker that outputs sound to the second in-vehicle area 12. To each of the first directional speaker and the second directional speaker, a speaker 2 corresponding to each of the first in-vehicle area 11 and the second in-vehicle area 12 is assigned. In the example shown in FIG. 1, when the first in-vehicle area 11 is an area including only the driver's seat 3, the speaker 2A is assigned to the first directional speaker. On the other hand, when the second in-vehicle area 12 is an area including only the passenger seats 4 (the front passenger seat 4A and the rear seats 4B), the speakers 2B, 2C, and 2D are assigned to the second directional speaker. In this case, the information processing device 10 sets the output of the pseudo engine sound of the first directional speaker and the second directional speaker to different levels. That is, the information processing device 10 makes the output of the pseudo engine sound from one of the first directional speaker and the second directional speaker smaller than the output of the pseudo engine sound from the other. Thereby, the audibility of the pseudo engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 can be made different.

[0020] Further, in the above example, a plurality of speakers 2 (2A, 2B, 2C, 2D) that output sound are used for each of the driver's seat 3, the passenger seat 4A, and the rear seat 4B, but it is not limited to this. For example, as long as the speaker 2 has a function of switching the sound output direction, it may be provided at the center inside the vehicle (e.g., the ceiling inside the vehicle) like the speaker 2E shown in FIG. 1. Even in this case, the information processing device 10 can make the ease of hearing the pseudo engine sound different between the first in-vehicle area 11 and the second in-vehicle area 12 by controlling the output direction of the pseudo engine sound from the speaker 2E.

[0021] As described above, according to the present disclosure, in the MT mode, it is possible to perform sound field control so that the ease of hearing the pseudo engine sound is different between the first in-vehicle area 11 and the second in-vehicle area 12. By making the ease of hearing the pseudo engine sound different between the first in-vehicle area 11 and the second in-vehicle area 12, it becomes possible to meet various needs. Specific examples of various needs will be described later.

[0022] 1-2. Example of functional configuration FIG. 2 is a block diagram showing an example of the functional configuration of the processor 60. The processor 60 includes, as functional blocks, various information acquisition units 61, a pseudo engine sound generation unit 62, a sound field control unit 63, and an output unit 64.

[0023] The various information acquisition units 61 acquire the sound source data 71 and the driving state information 72 from the storage device 70.

[0024] The pseudo engine sound generation unit 62 generates a pseudo engine sound based on the sound source data 71 and the driving state information 72. The example of generating the pseudo engine sound is as described above.

[0025] In the non-uniform mode, the sound field control unit 63 performs sound field control so that the audibility of the pseudo engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 is different. For example, the sound field control unit 63 performs sound field control so that the audibility of the pseudo engine sound in the second in-vehicle area 12 is lower than the audibility of the pseudo engine sound in the first in-vehicle area 11. As another example, the sound field control unit 63 performs sound field control so that the audibility of the pseudo engine sound in the second in-vehicle area 12 is higher than the audibility of the pseudo engine sound in the first in-vehicle area 11.

[0026] For example, the sound field control unit 63 sets the outputs of the pseudo engine sounds of the first directional speaker and the second directional speaker to different magnitudes. Examples of the control for changing the output of the directional speaker include sound pressure control of the sound, frequency control of the sound, volume control, and the like. Specific examples of the sound field control will be described later.

[0027] In addition to the "non-uniform mode", a "uniform mode" may be provided as a sound field control mode. In the uniform mode, sound field control is performed so that the audibility of the pseudo engine sound in the first in-vehicle area 11 and the second in-vehicle area 12 is uniform. The switching between the uniform mode and the non-uniform mode may be performed by the driver. For example, a mode switching switch is provided on the dashboard, and the driver operates the mode switching switch.

[0028] The output unit 64 outputs a pseudo engine sound through the speakers 2 (the first directional speaker and the second directional speaker) according to the control by the sound field control unit 63.

[0029] 1-3. Sound Field Control Example FIG. 3 is a block diagram showing a specific example of the sound field control.

[0030] 1-3-1. The First Example The first example is Case A in FIG. 3. The first in-vehicle area 11 includes the driver's seat 3 and does not include the passenger seats 4 (the front passenger seat 4A and the rear seat 4B). On the other hand, the second in-vehicle area 12 includes the passenger seats 4 (the front passenger seat 4A and the rear seat 4B) and does not include the driver's seat 3. The first directional speaker is the speaker 2A, and the second directional speakers are the speakers 2B, 2C, and 2D. The sound field control unit 63 makes the audibility of the pseudo engine sound provided in the first in-vehicle area 11 higher than the audibility of the pseudo engine sound provided in the second in-vehicle area 12. In this case, the sound field control unit 63 makes the output of the pseudo engine sound from the second directional speakers (speakers 2B, 2C, 2D) smaller than the output of the pseudo engine sound from the first directional speaker (speaker 2A). For example, the sound field control unit 63 outputs the pseudo engine sound from the first directional speaker and does not output the pseudo engine sound from the second directional speakers.

[0031] Case B in FIG. 3 is a modification of the first example. In Case B of FIG. 3, the speaker 2E is used. The sound field control unit 63 controls the speaker 2E so as to output the pseudo engine sound toward the first in-vehicle area 11 and not to output the pseudo engine sound to the second in-vehicle area 12.

[0032] According to the first example, it is possible to make the pseudo engine sound provided at least in the second in-vehicle area 12 (the passenger seats 4) less audible. Thereby, the pseudo engine sound can be output unevenly in the vehicle. As a further effect, for example, for a passenger who does not want to hear the pseudo engine sound, the riding comfort is improved. On the other hand, the driver can enjoy the pseudo engine sound.

[0033] 1-3-2. Second example The second example is Case C in FIG. 3. The first in-vehicle area 11 and the second in-vehicle area 12 are the same as in the first example. The sound field control unit 63 makes the audibility of the pseudo engine sound provided in the second in-vehicle area 12 higher than the audibility of the pseudo engine sound provided in the first in-vehicle area 11. In this case, the sound field control unit 63 makes the output of the pseudo engine sound from the second directional speakers (speakers 2B, 2C, 2D) larger than the output of the pseudo engine sound from the first directional speaker (speaker 2A).

[0034] According to the second example, at least the pseudo engine sound provided in the second in-vehicle area 12 (the passenger seat 4) can be made more audible. Thereby, the pseudo engine sound can be output non-uniformly in the vehicle. As a further effect, for example, when the vehicle 1 is a service vehicle (e.g., a taxi) that transports passengers, the mood of the passengers in the passenger seat (the passenger seat 4) can be enhanced by making them hear the pseudo engine sound, and the riding comfort of the passengers can be improved.

[0035] 1-3-3. Third Example The third example is Case D in FIG. 3. The first in-vehicle area 11 includes the passenger seat 4A and does not include the rear seat 4B and the driver's seat 3. The second in-vehicle area 12 includes the rear seat 4B and does not include the passenger seat 4A and the driver's seat 3. Also, the first directional speaker is speaker 2B, and the second directional speakers are speakers 2C and 2D. The sound field control unit 63 makes the audibility of the pseudo engine sound provided in the first in-vehicle area 11 higher than the audibility of the pseudo engine sound provided in the second in-vehicle area 12. In this case, the sound field control unit 63 makes the output of the pseudo engine sound from the second directional speakers (speakers 2C, 2D) smaller than the output of the pseudo engine sound from the first directional speaker (speaker 2B).

[0036] The difference between the third example and the first example is that both the first in-vehicle area 11 and the second in-vehicle area 12 are the passenger seat 4 (the passenger seat 4A, the rear seat 4B). Thereby, the pseudo engine sound output within the passenger seat 4 can be made non-uniform.

[0037] According to the third example, it is possible to make the pseudo engine sound provided in the first in-vehicle area 11 (passenger seat 4A) easier to hear and make the pseudo engine sound provided in the second in-vehicle area 12 (rear seat 4B) harder to hear. Thereby, the pseudo engine sound output within the passenger seat 4 can be made non-uniform. As a further effect, for example, it is possible to make a passenger who wants to hear the pseudo engine sound hear the pseudo engine sound and not make a passenger who does not want to hear the pseudo engine sound hear the pseudo engine sound. In this case, the riding comfort of both a passenger who wants to hear the pseudo engine sound and a passenger who does not want to hear the pseudo engine sound is improved.

[0038] In addition, in the third example, the first in-vehicle area 11 is the passenger seat 4A and the second in-vehicle area 12 is the rear seat 4B, but the first in-vehicle area 11 may be the rear seat 4B and the second in-vehicle area 12 may be the passenger seat 4A.

[0039] 1-4. Vehicle Example 1-4-1. First Configuration Example Case A in FIG. 4 is a block diagram showing a first configuration example of the power control system of the vehicle 1. The vehicle 1 includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for running. The vehicle 1 is a battery electric vehicle (BEV) that runs on electric energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into the drive power of the electric motor 44.

[0040] The vehicle 1 includes an accelerator pedal 22 for a driver to input an acceleration request for the vehicle 1. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting the accelerator opening.

[0041] The vehicle 1 includes a sequential shifter 24. The sequential shifter 24 may be a paddle shifter or a lever-type pseudo shifter. The paddle shifter and the lever-type pseudo shifter are dummies different from the original paddle shifter or shifter.

[0042] The paddle shifter includes an upshift switch and a downshift switch that determine the operation position. The upshift switch emits an upshift signal 34u when pulled forward, and the downshift switch emits a downshift signal 34d when pulled forward.

[0043] On the other hand, the lever-type pseudo shifter is configured to output an upshift signal 34u when the shift lever is tilted forward and a downshift signal 34d when the shift lever is tilted backward. The lever-type pseudo shifter is connected to the motor control device 50 via an in-vehicle network.

[0044] A wheel speed sensor 36 is provided on the wheel 26 of the vehicle 1. The wheel speed sensor 36 is used as a vehicle speed sensor for detecting the vehicle speed of the vehicle 1. Further, a rotational speed sensor 38 for detecting the rotational speed is provided on the electric motor 44.

[0045] The vehicle 1 is equipped with a motor control device 50. The motor control device 50 is a device that controls the electric motor 44 by PWM control of the inverter 42. The motor control device 50 processes various input signals shown in Case A of FIG. 3 and calculates a motor torque command value for PWM control of the inverter 42.

[0046] The motor control device 50 is an ECU mounted on the vehicle 1. Further, the motor control device 50 may be a part of the information processing device 10 or may be independent of the information processing device 10. The above-described driving state information 72 is generated, for example, by the motor control device 50.

[0047] The motor control device 50 includes an automatic mode and a manual mode as control modes. The automatic mode is a control mode for driving the vehicle 1 as a general electric vehicle. The automatic mode is programmed to continuously change the output of the electric motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the vehicle 1 like an MT vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 with respect to the operation of the accelerator pedal 22 according to the upshift operation and downshift operation with respect to the sequential shifter 24.

[0048] In the automatic mode, the motor control device 50 uses a map that determines the motor torque from the accelerator opening and the rotational speed of the electric motor 44, and outputs the motor torque corresponding to the signal of the accelerator position sensor 32 and the signal of the rotational speed sensor 38. Therefore, in the automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0049] The motor control device 50 has a vehicle model. The vehicle model is a model for calculating the driving wheel torque that should be obtained by operating the accelerator pedal 22 and the sequential shifter 24 when the vehicle 1 is assumed to be an MT vehicle. In the manual mode, the motor control device 50 calculates the driving wheel torque and converts the calculated driving wheel torque into motor torque using the reduction ratio from the output shaft of the electric motor 44 to the driving wheels.

[0050] The vehicle model will be described with reference to FIG. 5. As shown in FIG. 5, the vehicle model is composed of an engine model 561, a clutch model 562, and a transmission model 563. Note that the engine, clutch, and transmission virtually realized by the vehicle model are referred to as a virtual engine, a virtual clutch, and a virtual transmission, respectively. In the engine model 561, the virtual engine is modeled. In the clutch model 562, the virtual clutch is modeled. In the transmission model 563, the virtual transmission is modeled.

[0051] The engine model 561 calculates a virtual engine rotational speed and a virtual engine output torque. The virtual engine rotational speed is calculated from the wheel speed, the overall reduction ratio, and the slip ratio of the virtual clutch. The virtual engine output torque is calculated from the virtual engine rotational speed and the accelerator opening. For the calculation of the virtual engine output torque, as shown in FIG. 5, a map defining the relationship between the accelerator opening Pap, the virtual engine rotational speed Ne, and the virtual engine output torque Teout is used. In this map, the virtual engine output torque Teout with respect to the virtual engine rotational speed Ne is given for each accelerator opening Pap. The torque characteristics shown in FIG. 5 can be set to the characteristics assuming a gasoline engine, or can be set to the characteristics assuming a diesel engine. Also, the characteristics assuming a naturally aspirated engine can be set, or the characteristics assuming a supercharged engine can be set.

[0052] The clutch model 562 calculates a torque transmission gain. The torque transmission gain is a gain for calculating the degree of torque transmission of the virtual clutch according to the virtual clutch opening. The virtual clutch opening is normally 0%, and is temporarily opened up 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. 5. In this map, the torque transmission gain k is given with respect to the virtual clutch opening Pc. In FIG. 5, Pc0 corresponds to the position where the virtual clutch opening Pc is 0%, and Pc3 corresponds to the position where the virtual clutch opening Pc is 100%. The ranges from Pc0 to Pc1 and from Pc2 to Pc3 are dead zones where the torque transmission gain k does not change depending on the virtual clutch opening Pc. The clutch model 562 calculates the clutch output torque using the torque transmission gain. The clutch output torque is the torque output from the virtual clutch. Also, the clutch model 562 calculates the slip ratio. The slip ratio is used in the calculation of the virtual engine rotational speed in the engine model 561. For the calculation of the slip ratio, similar to the torque transmission gain, a map in which the slip ratio is given with respect to the virtual clutch opening can be used.

[0053] The transmission model 563 calculates the gear ratio (shift ratio). The gear ratio is the gear ratio determined by the virtual gear stage in the virtual transmission. Upon receiving an upshift operation of the sequential shifter 24, the virtual gear stage is shifted up by one stage, and upon receiving a downshift operation of the sequential shifter 24, the virtual gear stage is shifted down by one stage. The transmission model 563 has a map as shown in FIG. 5. In this map, the gear ratio r is given to the virtual gear stage GP such that the larger the virtual gear stage GP, the smaller the gear ratio r. The transmission model 563 calculates the transmission output torque using the gear ratio obtained from the map and the clutch output torque. The transmission output torque changes discontinuously in response to the switching of the gear ratio. This discontinuous change in the transmission output torque generates a shift shock, producing the feel of a vehicle equipped with a stepped transmission.

[0054] The vehicle model calculates the drive wheel torque using a predetermined reduction ratio. The reduction ratio is a fixed value determined by the mechanical structure from the virtual transmission to the drive wheels. The value obtained by multiplying the reduction ratio by the gear ratio is the aforementioned overall reduction ratio. The vehicle model calculates the drive wheel torque from the transmission output torque and the reduction ratio. The calculated drive wheel torque is multiplied by the reduction ratio from the output shaft of the electric motor 44 to the drive wheels to calculate the motor torque in the manual mode.

[0055] 1-4-2. Second Configuration Example Case B in FIG. 4 is a block diagram showing a second configuration example of the power control system of the vehicle 1. In the second configuration example, instead of the sequential shifter 24 provided in the first configuration example, a pseudo shift lever 27 and a pseudo clutch pedal 28 are provided. The pseudo shift lever 27 and the pseudo clutch pedal 28 are dummy ones different from the original shift lever and clutch pedal.

[0056] The pseudo shift lever 27 is provided with positions corresponding to each gear stage such as first speed, second speed, third speed, fourth speed, fifth speed, sixth speed, reverse, and neutral. The pseudo shift lever 27 is provided with a shift position sensor 27a for detecting the gear stage by discriminating which position the pseudo shift lever 27 is in. The shift position sensor 27a is connected to the motor control device 50 via an in-vehicle network.

[0057] The pseudo clutch pedal 28 is provided with a clutch position sensor 28a for detecting the depression amount of the pseudo clutch pedal 28. The clutch position sensor 28a is connected to the motor control device 50 via an in-vehicle network.

[0058] Similar to the first configuration example described above, the motor control device 50 includes an automatic mode and a manual mode as control modes. The automatic mode is programmed to continuously change the output of the electric motor 44 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the vehicle 1 like a MT vehicle. The manual mode is programmed to change the output of the electric motor 44 with respect to the operation of the accelerator pedal 22 according to the operations of the pseudo clutch pedal 28 and the pseudo shift lever 27.

[0059] In the vehicle model provided in the motor control device 50, the virtual clutch opening 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.

[0060] 2. Embodiment 2 FIG. 6 is a block diagram showing a functional example of the processor 60 according to Embodiment 2. In Embodiment 1, sound field control of the pseudo engine sound is performed regardless of the state of the passenger. In contrast, Embodiment 2 performs sound field control of the pseudo engine sound according to the state of the passenger. Specifically, the vehicle 1 further includes a monitoring device 5. The monitoring device 5 estimates a passenger state indicating the state of the passenger in the passenger seat 4. The monitoring device 5 includes a sensor and a control device that estimates the passenger state based on the information detected by the sensor. The sensor is, for example, an in-vehicle camera that captures the interior of the vehicle.

[0061] The passenger state is represented by, for example, at least one of a fatigue level, a stress level, and a sleepiness level. Each of the fatigue level, the stress level, and the sleepiness level is estimated in the monitoring device 5 based on the analysis result (e.g., expression, eye opening degree, yawn frequency) of the face image captured by the in-vehicle camera.

[0062] As shown in FIG. 6, the processor 60 includes, as functional blocks, a various information acquisition unit 61, a pseudo engine sound generation unit 62, a sound field control unit 63, and an output unit 64, as in Embodiment 1. Here, only the functions different from those in Embodiment 1 (the various information acquisition unit 61 and the sound field control unit 63) will be described.

[0063] The various information acquisition unit 61 further acquires information on the passenger state from the monitoring device 5.

[0064] Based on the information on the passenger state, the sound field control unit 63 estimates whether the passenger state is abnormal or good. For example, when at least one of the fatigue level, the stress level, and the sleepiness level, which is the passenger state, is higher than a threshold value, the sound field control unit 63 may estimate that the passenger state is abnormal. On the other hand, when all of the fatigue level, the stress level, and the sleepiness level are below the threshold value, the sound field control unit 63 may estimate that the passenger state is good.

[0065] Here, the first in-vehicle area 11 is an area that includes the driver's seat 3 and does not include the passenger seat 4, and the second in-vehicle area 12 is an area that includes the passenger seat 4 and does not include the driver's seat 3. In this case, when the passenger state is good, the sound field control unit 63 makes the virtual engine sound in the second in-vehicle area 12 easier to hear than when the passenger state is poor. Note that the second in-vehicle area 12 is the passenger seat 4 including the front passenger seat 4A and the rear seat 4B, but it may be limited to the seat where a passenger in a poor state rides. That is, the sound field control unit 63 may set areas corresponding to the first in-vehicle area 11 and the second in-vehicle area 12 based on the passenger state.

[0066] According to the second embodiment, the same effects as those of the first embodiment can be obtained. Furthermore, since the driver's judgment is not required for sound field control, the driver can enjoy the driving operation in the MT mode while listening to the virtual engine sound without worrying about the passengers.

[0067] 3. Other Embodiments When there is a sleepy passenger in the passenger seat 4 (for example, a passenger with a sleepiness level higher than the threshold), the processor 60 may make the virtual engine sound in the passenger seat 4 less audible and output a sound conducive to sleep to the passenger seat 4 through the speaker 2 corresponding to the passenger seat 4. Examples of the sound conducive to sleep include sounds in a frequency band that a person feels comfortable with. Thereby, the same effects as those of the first or second embodiment can be obtained, and furthermore, the riding comfort of the passengers is improved.

Explanation of Reference Numerals

[0068] 1... vehicle, 2... speaker, 3... driver's seat, 4... passenger seat, 10... information processing device, 60... processor, 70... storage device, 71... sound source data, 72... driving state information

Claims

1. An electric vehicle that uses an electric motor as a driving power device and has an MT mode that simulates a manual transmission vehicle, comprising one or more processors configured to generate a pseudo engine sound and output the pseudo engine sound through one or more in-vehicle speakers, wherein the one or more processors are configured to perform sound field control so that the audibility of the pseudo engine sound in a first in-vehicle area and a second in-vehicle area different from the first in-vehicle area is different in the MT mode The electric vehicle is characterized by this.

2. The electric vehicle according to claim 1, wherein the one or more in-vehicle speakers include a first directional speaker that outputs sound to the first in-vehicle area and a second directional speaker that outputs sound to the second in-vehicle area, and the sound field control includes making the output of the pseudo engine sound from one of the first directional speaker and the second directional speaker smaller than the output of the pseudo engine sound from the other. The electric vehicle is characterized by this.

3. The electric vehicle according to claim 1 or 2, wherein the first in-vehicle area includes the driver's seat and does not include the passenger seat, the second in-vehicle area includes the passenger seat and does not include the driver's seat, and the one or more processors are configured to make the audibility of the pseudo engine sound in the second in-vehicle area lower than the audibility of the pseudo engine sound in the first in-vehicle area in the sound field control. The electric vehicle is characterized by this.

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

5. The electric vehicle according to claim 1 or 2, wherein the first in-vehicle area includes the driver's seat and does not include the passenger seat, The second in-vehicle area includes the passenger seat and does not include the driver's seat. The one or more processors are configured to, in the sound field control, make the audibility of the pseudo engine sound in the second in-vehicle area higher than the audibility of the pseudo engine sound in the first in-vehicle area. An electric vehicle characterized by the above.

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