Electric vehicle and vehicle management system

Abstract

To provide an electric vehicle in which pseudo engine sounds to be output respectively to a vehicle interior and a vehicle exterior are appropriately controlled in consideration of each of a function for a driver and a function for surrounding people.SOLUTION: An electric vehicle includes speakers including a vehicle interior speaker that outputs sound to a vehicle interior and a vehicle exterior speaker that outputs sound to a vehicle exterior. The electric vehicle also includes one or more processors configured to generate a pseudo engine sound and output the pseudo engine sound from the speaker. When vehicle speed of the electric vehicle is higher than first speed, the one or more processors outputs the pseudo engine sound from the vehicle interior speaker without outputting the pseudo engine sound from the vehicle exterior speaker. When the vehicle speed of the electric vehicle is equal to or lower than the first speed, the one or more processors also output the pseudo engine sound from both the vehicle interior speaker and the vehicle exterior speaker.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to an electric vehicle having an electric motor as a drive source. [Background technology]

[0002] Patent Document 1 discloses a vehicle control device that generates a pseudo engine sound (virtual sound) that occurs when a real vehicle equipped with an electric motor (rotating machine) as a drive source is driven by a virtual vehicle equipped with a virtual engine as a drive source. In addition, the following Patent Document 2 is a document that shows the technical level of the technical field related to this disclosure. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-036005 [Patent Document 2] JP 2011-213273 A Summary of the Invention [Problem to be solved by the invention]

[0004] In electric vehicles, the driving noise of the electric motor is small, and the running noise is particularly quiet when traveling at low speeds. For this reason, there is a concern that people around the vehicle may not notice the presence of the vehicle when traveling at low speeds. Therefore, there is a demand for electric vehicles to notify people around the vehicle of its approach when traveling at low speeds.

[0005] The pseudo engine sound has attracted attention because it can give the driver a sense of realism as if he or she were driving a vehicle that has an internal combustion engine as its drive source (engine vehicle). On the other hand, the engine sound generated by a real engine vehicle is also transmitted outside the vehicle, and has the function of notifying people in the vicinity of an approaching vehicle. However, in the past, there has been no sufficient consideration given to controlling the output of the pseudo engine sound while also focusing on this function. Depending on the situation, the pseudo engine sound output outside the vehicle may simply become noise.

[0006] One object of the present disclosure is to provide an electric vehicle that makes it possible to appropriately control the pseudo engine sound output both inside and outside the vehicle, taking into consideration both the function for the driver and the function for people in the vicinity. [Means for solving the problem]

[0007] The first aspect relates to an electric vehicle that uses an electric motor as a power unit for traveling. The electric vehicle includes speakers including an in-vehicle speaker that outputs sound inside the vehicle and an exterior speaker that outputs sound outside the vehicle. The electric vehicle also includes one or more processors configured to generate a pseudo engine sound and output the pseudo engine sound from the speakers. When the vehicle speed of the electric vehicle is greater than a first speed, the one or more processors output the pseudo engine sound from the in-vehicle speaker without outputting the pseudo engine sound from the exterior speaker. When the vehicle speed of the electric vehicle is equal to or less than the first speed, the one or more processors output the pseudo engine sound from both the in-vehicle speaker and the exterior speaker.

[0008] The second 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 configured to generate a pseudo engine sound and output the pseudo engine sound from speakers mounted on the electric vehicle. The speakers mounted on the electric vehicle include an in-vehicle speaker that outputs sound inside the vehicle and an exterior speaker that outputs sound outside the vehicle. Alternatively, when the vehicle speed of the electric vehicle is higher than a first speed, the processors output the pseudo engine sound from the in-vehicle speaker without outputting the pseudo engine sound from the exterior speaker. Also, when the vehicle speed of the electric vehicle is equal to or lower than the first speed, the one or more processors output the pseudo engine sound from both the in-vehicle speaker and the exterior speaker. Effect of the Invention

[0009] According to the present disclosure, when the vehicle speed of the electric vehicle is higher than a first speed, the pseudo engine sound is output from the in-vehicle speaker, and the pseudo engine sound is not output from the external speaker. Then, when the vehicle speed of the electric vehicle becomes equal to or lower than the first speed, the pseudo engine sound is output from both the in-vehicle speaker and the external speaker. This allows the driver to feel as if he or she is driving an engine vehicle. Then, when the electric vehicle is traveling at a low speed equal to or lower than the first speed, the pseudo engine sound can notify people in the vicinity that a vehicle is approaching. Also, when the vehicle speed of the electric vehicle 10 is higher than the first speed, the pseudo engine sound is not output from the external speaker. Therefore, it is possible to prevent the pseudo engine sound from becoming mere noise.

[0010] In particular, the pseudo engine sound output from the exterior speaker is also output from the interior speaker. Moreover, the output of the pseudo engine sound from the interior speaker is continued before and after the output of the pseudo engine sound from the exterior speaker begins. This allows the driver to continue driving naturally without feeling uncomfortable, even when the output of the pseudo engine sound from the exterior speaker begins. [Brief description of the drawings]

[0011] [Figure 1] 1 is a conceptual diagram showing an electric vehicle and a vehicle management system according to an embodiment. [Diagram 2] 1 is a block diagram showing an example of a functional configuration of a vehicle management system; [Diagram 3] 6 is a flowchart showing a process executed by an output unit of the vehicle management system. [Figure 4] FIG. 13 is a block diagram showing an example of a functional configuration of an output unit according to a modified example. [Diagram 5] FIG. 1 is a block diagram showing a first configuration example of a power control system for an electric vehicle. [Figure 6] FIG. 4 is a block diagram showing a second configuration example of a power control system for an electric vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0013] 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.

[0014] 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 wheel speed sensor, an acceleration sensor, a rotational speed sensor, a position sensor, and a sound level meter. 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 wheel speed sensor detects the rotational 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 rotational speed sensor detects the rotational 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 sound level meter measures the noise around the electric vehicle 10.

[0015] Furthermore, the electric vehicle 10 is equipped with speakers. The speakers equipped in the electric vehicle include an interior speaker 70a that outputs sound inside the electric vehicle 10, and an exterior speaker 70b that outputs sound outside the electric vehicle 10.

[0016] The vehicle management system 100 is applied to such an electric vehicle 10 and manages the electric vehicle 10. The vehicle management system 100 has at least the function of 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 speakers mounted on the electric vehicle 10. Furthermore, the vehicle management system 100 outputs the generated sounds through the speakers mounted on the electric vehicle 10.

[0017] The entire vehicle management system 100 may be installed in 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 remotely manage sounds related to the electric vehicle 10. As yet another example, the vehicle management system 100 may be distributed between the electric vehicle 10 and the management server.

[0018] 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.

[0019] 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.

[0020] 2. Output of pseudo engine sound 2.1 Overview In functioning as a sound management system, the vehicle management system 100 according to the present embodiment generates a "pseudo engine sound" that simulates the engine sound generated in a vehicle (engine vehicle) that has an internal combustion engine as a drive source. The vehicle management system 100 then outputs the pseudo engine sound through a speaker mounted on the electric vehicle 10.

[0021] The electric vehicle 10 is equipped with an in-vehicle speaker 70a and an external speaker 70b. The pseudo engine sound output from the in-vehicle speaker 70a is transmitted inside the vehicle and is heard at least by the driver. Therefore, by outputting the pseudo engine sound from the in-vehicle speaker 70a, it is possible to give the driver a sense of realism as if he or she were driving an internal combustion engine vehicle.

[0022] On the other hand, the pseudo engine sound output from the exterior speaker 70b is transmitted outside the vehicle and is heard mainly by people around the electric vehicle 10. The engine sound is a sound unique to the vehicle. For this reason, as would be expected in a real engine vehicle, people in the vicinity who hear the pseudo engine sound are expected to recognize that a vehicle is approaching from the direction from which the pseudo engine sound is being heard. Therefore, by outputting the pseudo engine sound from the exterior speaker 70b, it is possible to notify people in the vicinity that a vehicle is approaching. However, the pseudo engine sound output from the exterior speaker 70b may become mere noise depending on the situation.

[0023] Taking into consideration the above-mentioned respective functions, the vehicle management system 100 is configured to output a pseudo engine sound from the in-vehicle speaker 70a or the outside-vehicle speaker 70b. The vehicle management system 100 as a sound management system will be described in detail below.

[0024] 2.2 Functional Configuration 2 is a block diagram showing the functional configuration of a vehicle management system 100 as a sound management system. 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 by cooperation between a processor 101 that executes a vehicle management program 105 and a storage device 102.

[0025] The driving state acquisition unit 110 acquires driving information DRV related to the electric vehicle 10. The driving information DRV includes information related to the driving operation by the driver, information related to the running state of the electric vehicle 10, information related to the driving environment in which the electric vehicle 10 is placed, and the like. Typically, the driving information DRV includes sensor detection information detected by a sensor 11 mounted on the electric vehicle 10. For example, the sensor detection information includes the operation amount of the accelerator pedal (accelerator opening), the operation amount of the brake pedal (brake opening), wheel speed, vehicle speed, longitudinal acceleration, the rotation speed of the electric motor 44, the position of the electric vehicle 10 on a map, and the like. The sensor detection information may include the noise level around the electric vehicle 10.

[0026] The driving 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.

[0027] 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.

[0028] 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 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 indicating the generated pseudo engine sound.

[0029] 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.

[0030] The output unit 140 receives engine sound data ES generated by the engine sound generation unit 130. The output unit 140 further acquires information on the vehicle speed of the electric vehicle 10 as driving information DRV from the driving state acquisition unit 110. The output unit 140 executes a process of outputting a pseudo engine sound based on the engine sound data ES from the in-vehicle speaker 70a or the external speaker 70b. In this process, the output unit 140 operates to change the speaker that outputs the pseudo engine sound depending on the vehicle speed.

[0031] Fig. 3 is a flowchart showing the processing executed by the output section 140. The processing shown in the flowchart of Fig. 3 may be repeatedly executed at a predetermined processing cycle.

[0032] In step S100, the output unit 140 acquires various information. In particular, the output unit 140 acquires engine sound data ES from the engine sound generation unit 130. The output unit 140 also acquires information on the vehicle speed of the electric vehicle 10 from the driving state acquisition unit 110.

[0033] Next, in step S110, the output unit 140 determines whether the acquired vehicle speed of the electric vehicle 10 is greater than a first speed or equal to or less than the first speed. The first speed provides a threshold value at which it is determined that the electric vehicle 10 is traveling at a low speed. The specific value of the first speed may be suitably determined depending on the environment in which the present embodiment is applied.

[0034] When the vehicle speed of the electric vehicle 10 is greater than the first speed (step S110; Yes), the output unit 140 outputs a pseudo engine sound based on the engine sound data ES from the in-vehicle speaker 70a (step S120). In particular, at this time, the output unit 140 does not output a pseudo engine sound from the external speaker 70b. After step S120, the output unit 140 ends this processing.

[0035] When the vehicle speed of the electric vehicle 10 becomes equal to or lower than the first speed (step S110; No), the output unit 140 outputs the pseudo engine sound from both the in-vehicle speaker 70a and the external speaker 70b (step S130). After step S130, the output unit 140 ends the current process.

[0036] As described above, output unit 140 executes the process. According to the process executed by output unit 140, when the vehicle speed of electric vehicle 10 is greater than a first speed, the pseudo engine sound is output toward the inside of the vehicle but is not output toward the outside of the vehicle. Then, when the vehicle speed of electric vehicle 10 is equal to or less than the first speed and the electric vehicle 10 is traveling at a low speed, the pseudo engine sound is output toward both the inside and the outside of the vehicle.

[0037] 2.3 Effects Thus, according to the vehicle management system 100 of this embodiment, when the vehicle speed of the electric vehicle 10 is greater than the first speed, the pseudo engine sound is output from the in-vehicle speaker 70a, and the pseudo engine sound is not output from the external speaker 70b. Then, when the vehicle speed of the electric vehicle 10 becomes equal to or less than the first speed, the pseudo engine sound is output from both the in-vehicle speaker 70a and the external speaker 70b. In other words, the pseudo engine sound is output from the in-vehicle speaker 70a while the electric vehicle 10 is traveling. On the other hand, the pseudo engine sound is output from the external speaker 70b only when the electric vehicle 10 is traveling at a low speed.

[0038] This provides the driver with a sense of realism as if he or she were driving an internal combustion engine vehicle while the electric vehicle 10 is traveling. Also, the pseudo engine sound can notify people in the vicinity that a vehicle is approaching when the electric vehicle 10 is traveling at a low speed and the traveling sound of the electric vehicle 10 is quiet. In addition, when the speed of the electric vehicle 10 increases, the output of the pseudo engine sound toward the outside of the vehicle is stopped, so that the pseudo engine sound can be prevented from becoming mere noise.

[0039] In particular, the pseudo engine sound output from the exterior speaker 70b is also output from the interior speaker 70a. Moreover, the output of the pseudo engine sound from the interior speaker 70a is continued before and after the output of the pseudo engine sound from the exterior speaker 70b begins. Therefore, even when the output of the pseudo engine sound from the exterior speaker 70b begins, the driver can continue driving naturally without feeling uncomfortable. Also, the driver can drive while being aware of sounds that may be heard by people around him.

[0040] The vehicle management system 100 may be further configured to notify the driver that the pseudo engine sound is being output from the exterior speaker 70b. For example, the vehicle management system 100 notifies the driver by displaying or generating a sound via an HMI mounted on the electric vehicle 10. By notifying in this manner, the driver can recognize that people in the vicinity have been notified of the approach of the vehicle.

[0041] 2.4 Variations The way in which the pseudo engine sound output from the exterior speaker 70b is heard by people in the vicinity varies depending on the noise level around the electric vehicle 10. For example, even if the same pseudo engine sound is output, if the noise level is high, the pseudo engine sound heard by people in the vicinity will seem quiet, and if the noise level is low, the pseudo engine sound heard by people in the vicinity will seem loud. For this reason, depending on the noise level around the electric vehicle 10, there is a risk that the pseudo engine sound will not effectively notify people in the vicinity of the approach of a vehicle. For example, if the noise level is high, people in the vicinity may not be able to detect the pseudo engine sound. Also, if the noise level is low, people in the vicinity may feel that the pseudo engine sound is too loud.

[0042] Therefore, the output unit 140 further acquires information on the noise level around the electric vehicle 10 as driving information DRV from the driving state acquisition unit 110. Then, the output unit 140 can be configured to change the characteristics of the pseudo engine sound output from the exterior speaker 70b according to the noise level.

[0043] 4 is a block diagram showing a functional configuration of an output unit 140 according to a modified example. In the example shown in FIG.

[0044] The correction unit 141 receives engine sound data ES generated by the engine sound generation unit 130 and a noise level around the electric vehicle 10. The correction unit 141 corrects the engine sound data ES according to the noise level. For example, the correction unit 141 corrects the engine sound data ES using a sound pressure map M10 so as to change the sound pressure of the pseudo engine sound. The sound pressure map M10 is created so that the sound pressure of the pseudo engine sound increases as the noise level increases. In particular, the sound pressure map M10 may be created so as to provide a sound pressure that allows people in the vicinity to appropriately detect the pseudo engine sound relative to the noise level. In addition, the correction unit 141 may correct the engine sound data ES so as to change the frequency or tone of the pseudo engine sound according to the noise level.

[0045] The output control unit 142 receives the vehicle speed of the electric vehicle 10, the engine sound data ES generated by the engine sound generation unit 130, and the engine sound data ESr corrected by the correction unit 141. The processing in the output control unit 142 is equivalent to the processing described in Fig. 3. However, the output control unit 142 outputs a pseudo engine sound based on the engine sound data ES from the in-vehicle speaker 70a, and outputs a pseudo engine sound based on the corrected engine sound data ESr from the exterior speaker 70b.

[0046] As described above, according to the modified example, the characteristics of the pseudo engine sound output from the exterior speaker 70b change according to the noise level around the electric vehicle 10. This makes it possible to adjust the pseudo engine sound output from the exterior speaker 70b so that people in the vicinity can adequately detect the noise level, and ultimately makes it possible to effectively notify people in the vicinity of the approach of a vehicle using the pseudo engine sound.

[0047] 2.5 Other The vehicle management system 100 can also be configured to generate other artificial sounds instead of the pseudo engine sound and output them from the speaker. An example of the artificial sound that can be generated is a pseudo drive sound that simulates the drive sound of a moving object other than an automobile (e.g., a train, an airplane, etc.). As another example, the artificial sound may be music. In this case, the functional configuration of the vehicle management system 100 can be similarly realized by appropriately replacing the "pseudo engine sound" in the above description with "artificial sound."

[0048] In this case, the artificial sound output from the in-vehicle speaker 70a is not intended to give the driver a sense of realism as if he or she were driving an engine vehicle. Instead, the artificial sound output from the in-vehicle speaker 70a may be intended to provide entertainment to the driver.

[0049] The vehicle management system 100 may be configured so that the driver can select a notification sound different from the pseudo engine sound to be output from the exterior speaker 70b. For example, the vehicle management system 100 is configured to accept the selection of the sound to be output from the exterior speaker 70b from the driver via the HMI mounted on the electric vehicle 10. The sound source data management unit 120 may further be configured to manage data of the notification sound. The content of the notification sound may be designed appropriately. For example, the notification sound may be an artificial sound that repeats a specific scale sound such as "beep, beep, ...". When the driver selects a notification sound other than the pseudo engine sound, the output unit 140 outputs the notification sound from the exterior speaker 70b based on the data read from the sound source data management unit 120 when the vehicle speed of the electric vehicle 10 becomes equal to or lower than a first speed.

[0050] 3 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.

[0051] 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 desired torque characteristics 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 characteristics 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.

[0052] That is, the electric vehicle controls the output of the electric motor so as to simulate the torque characteristics specific 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 the 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. The electric motor control mode for simulating the torque characteristics and manual gear shift operation of a manual transmission vehicle in this way is hereinafter referred to as the "manual mode" or "MT mode." In addition, in contrast to the manual mode (MT mode), the normal control mode for driving the electric vehicle 10 as a general electric vehicle is hereinafter referred to as the "automatic mode" or "EV mode."

[0053] The electric vehicle 10 according to the present disclosure may have such a manual mode (MT mode). The manual mode (MT mode) and the automatic mode (EV mode) may be switchable by the driver's selection. In the manual mode (MT mode), the electric vehicle 10 generates a pseudo engine sound according to the driving operation of the driver. Not only the driving operation of a MT vehicle but also the engine sound of a MT vehicle is reproduced, so the satisfaction of the driver who seeks realism is increased.

[0054] In particular, the vehicle management system 100 may be configured to stop output of the pseudo engine sound from the in-vehicle speaker 70a when the automatic mode (EV mode) is selected. Furthermore, the vehicle management system 100 may be configured to output a sound from the exterior speaker 70b as a notification sound different from the pseudo engine sound when the automatic mode (EV mode) is selected. That is, when the vehicle speed of the electric vehicle 10 becomes equal to or lower than a first speed, a notification sound is output from the exterior speaker 70b. The content of the notification sound may be set appropriately. By configuring in this way, in the automatic mode (EV mode), the driver can drive the electric vehicle 10 without hearing the engine sound from the interior speaker 70a. In addition, surrounding people can be notified of the approach of the vehicle by a normal notification sound at low speeds. In this way, the automatic mode (EV mode) realizes the operation of a general electric vehicle with respect to the sound output from the speaker. In addition, the driver can enjoy driving the electric vehicle 10 in the automatic mode (EV mode) without feeling any discomfort.

[0055] An example of the configuration of an electric vehicle 10 that has a manual mode (MT mode) will be described below.

[0056] 3.1 First Configuration Example (Sequential Shifter) 5 is a block diagram showing a first example of the configuration of a power control system of the electric vehicle 10 according to this embodiment. 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 the 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.

[0057] 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.

[0058] 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.

[0059] The paddle shifter is a dummy that is different from a real paddle shifter. The paddle shifter has an upshift switch and a downshift switch that determine the operation position. The upshift switch issues an upshift signal 34u when pulled toward the driver, and the downshift switch issues a downshift signal 34d when pulled toward the driver.

[0060] On the other hand, the lever-type pseudo shifter is a dummy that is different from an actual shifter, just like the paddle-type shifter. The lever-type pseudo shifter is configured to output an upshift signal 34u when the shift lever is tilted forward, and output a downshift signal 34d when the shift lever is tilted backward.

[0061] 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.

[0062] 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.

[0063] The control device 50 controls the electric motor 44 by PWM control of the inverter 42. The control device 50 processes various input signals and calculates a motor torque command value for PWM control of the inverter 42.

[0064] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is programmed to continuously change the output of the 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 as if it were 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 upshifting and downshifting operations of the sequential shifter 24.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] The vehicle model is composed of an engine model, a clutch model, and a transmission model. The engine model calculates a virtual engine rotation speed and a virtual engine output torque. The virtual engine rotation 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 rotation speed and the accelerator opening. A map that specifies the relationship between the accelerator opening, the virtual engine rotation speed, and the virtual engine output torque is used to calculate the virtual engine output torque.

[0069] The clutch model 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. A map that defines the relationship between the virtual clutch opening and the torque transmission gain is used to calculate the torque transmission gain.

[0070] The clutch model uses the torque transmission gain to calculate the clutch output torque. The clutch output torque is the torque output from the virtual clutch. The clutch model also calculates the slip ratio. The slip ratio is used to calculate the virtual engine rotation speed in the engine model. To calculate the slip ratio, a map in which the slip ratio is given for the virtual clutch opening can be used, as in the case of the torque transmission gain.

[0071] The transmission model calculates the gear ratio (speed ratio). The gear ratio is determined by the virtual gear stage in the virtual transmission. A map that specifies the relationship between the gear ratio and the virtual gear stage is used to calculate the gear ratio. The transmission model calculates the transmission output torque using the gear ratio obtained from the map and the clutch output torque. The transmission output torque changes discontinuously as the gear ratio is switched. This discontinuous change in the transmission output torque generates a gear shift shock, creating the feeling that a vehicle equipped with a stepped transmission is equipped.

[0072] 3.2 Second configuration example 6 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.

[0073] 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.

[0074] The pseudo clutch pedal 28 has a structure simulating a clutch pedal equipped in a manual transmission vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. 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.

[0075] 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.

[0076] 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.

[0077] The vehicle model provided in the manual mode torque calculation unit 56 is the same as that described above. However, the virtual clutch opening is replaced with the depression amount of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. Also, the virtual gear stage is determined by the position of the pseudo shift lever 27 detected by the shift position sensor 27a. [Explanation of symbols]

[0078] 10 Electric vehicle, 70a In-vehicle speaker, 70b Out-vehicle speaker, 100 vehicle management system, 101 processor, 102 storage device

Claims

1. An electric vehicle that uses an electric motor as a power unit for traveling, speakers including an in-vehicle speaker that outputs sound inside the vehicle and an outside speaker that outputs sound outside the vehicle; one or more processors configured to generate a simulated engine sound and output the simulated engine sound from the speaker; Equipped with The one or more processors: When a vehicle speed of the electric vehicle is greater than a first speed, the pseudo engine sound is not output from the exterior speaker, but is output from the interior speaker; When the vehicle speed of the electric vehicle is equal to or lower than the first speed, the pseudo engine sound is output from both the in-vehicle speaker and the outside-vehicle speaker. It is configured as follows: Electric car.

2. 2. The electric vehicle according to claim 1, When a vehicle speed of the electric vehicle is equal to or lower than the first speed, the one or more processors moreover, Obtaining a noise level around the electric vehicle; The characteristics of the pseudo engine sound output from the exterior speaker are changed in accordance with the noise level. It is configured as follows: Electric car.

3. 2. The electric vehicle according to claim 1, It also features an accelerator pedal and sequential shifter. In a manual mode, the output characteristic of the electric motor with respect to the operation of the accelerator pedal is changed in response to the shift operation of the sequential shifter. Electric car.

4. 2. The electric vehicle according to claim 1, The vehicle further 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 output of the electric motor in response to the operation of the accelerator pedal is changed in accordance with the operation of the pseudo clutch pedal and the operation of the pseudo shift device. Electric car.

5. 5. The electric vehicle according to claim 3 or 4, The manual mode is switchable between an automatic mode in which the output of the electric motor is changed in response to operation of the accelerator pedal, When the electric vehicle is in the autonomous mode, the one or more processors: Stopping the output of the pseudo engine sound from the in-vehicle speaker; When the vehicle speed of the electric vehicle is equal to or lower than the first speed, a notification sound different from the pseudo engine sound is output from the exterior speaker. It is configured as follows: Electric car.

6. 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 a simulated engine sound and output the simulated engine sound from a speaker mounted on the electric vehicle; The speakers include an in-vehicle speaker that outputs sound inside the vehicle and an outside speaker that outputs sound outside the vehicle, The one or more processors: When a vehicle speed of the electric vehicle is greater than a first speed, the pseudo engine sound is not output from the exterior speaker, but is output from the interior speaker; When the vehicle speed of the electric vehicle is equal to or lower than the first speed, the pseudo engine sound is output from both the in-vehicle speaker and the outside-vehicle speaker. It is configured as follows: Vehicle management system.

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