Controller

Abstract

To provide a technique that enables a driver to enjoy driving an electric automobile, simulating a manual transmission vehicle, more.SOLUTION: A controller uses a sensor that a driver wears or a sensor mounted on an electric automobile to acquire biological information on the driver. The controller further performs tone control to vary the tone of a simulated engine sound based upon information on driver's preference or the biological information.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses a sound control device provided in a vehicle capable of traveling by an electric motor. The sound control device adds an effect sound according to the result of simulating the operation of a virtual vehicle component to a virtual engine sound (pseudo engine sound) controlled based on the engine speed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Among the drivers of electric vehicles that simulate manual transmission vehicles, there are presumably some who feel that the pseudo engine sound is lacking. In this case, the driver cannot enjoy driving the electric vehicle. A technology that can provide the driver with a pseudo engine sound that can further enhance the driver's tension is desired.

Means for Solving the Problems

[0005] One aspect of the present disclosure relates to a control device mounted on an electric vehicle that uses an electric motor as a driving power device and has an MT mode that simulates a manual transmission vehicle. The control device includes one or more storage devices that store information on the preferences of the driver of the electric vehicle, and 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 acquire the driver's biological information using a sensor worn by the driver or a sensor mounted on the electric vehicle. Further, the one or more processors perform tone control to change the tone of the pseudo engine sound based on the driver's preference information or biological information.

Advantages of the Invention

[0006] According to the present disclosure, the tone of the pseudo engine sound changes based on the driver's preference information or the driver's biological information acquired by the sensor. Thereby, the driver's tension can be further increased. As a result, the driver can more enjoy driving an electric vehicle that simulates a manual transmission vehicle.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0008] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0009] 1. Overview FIG. 1 is a conceptual diagram showing an electric vehicle 10 (hereinafter simply referred to as vehicle 10) and a control device 100 according to the present embodiment. The vehicle 10 uses an electric motor as a driving power device. Further, the vehicle 10 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 10 will be described later.

[0010] As shown in FIG. 1, the vehicle 10 includes one or more in-vehicle speakers 2 (hereinafter simply referred to as speakers 2) and a control device 100. The speaker 2 outputs sound to at least one of the inside and outside of the vehicle. That is, the speaker 2 may include both an in-vehicle speaker and an external speaker.

[0011] The control device 100 is connected to the speaker 2, generates sound output from the speaker 2, and outputs the generated sound through the speaker 2. For example, the control device 100 generates a "pseudo engine sound" that simulates the engine sound of an engine vehicle and outputs the pseudo engine sound through the speaker 2.

[0012] Generally speaking, the control device 100 includes one or more processors 110 (hereinafter simply referred to as the processor 110) and one or more storage devices 120 (hereinafter simply referred to as the storage device 120). The processor 110 executes various processes. Examples of the processor 110 include general-purpose processors, specific-purpose processors, CPUs (Central Processing Units), GPUs (Graphics Processing Units), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), integrated circuits, conventional circuits, and / or combinations thereof. The processor 110 can also be referred to as circuitry or processing circuitry. Circuitry is hardware programmed to implement the described functions or hardware that executes the functions. The storage device 120 stores (stores) various information. Examples of the storage device 120 include volatile memories, non-volatile memories, HDDs (Hard Disk Drives), SSDs (Solid State Drives), and the like. The functions of the control device 100 are realized by the cooperation of the processor 110 and the storage device 120.

[0013] The control program 130 is a computer program executed by the processor 110. The functions of the control device 100 may be realized by the cooperation of the processor 110 and the storage device 120 when the processor 110 executes the control program 130. The control program 130 is stored in the storage device 120. Alternatively, the control program 130 may be recorded on a computer-readable recording medium.

[0014] Consider the case where a pseudo engine sound is output from the speaker 2 in the vehicle 10. In this case, basic sound source data for generating the pseudo engine sound is prepared in the storage device 120. The basic sound source data includes, 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. Further, the control device 100 acquires driving state information indicating the driving state of the vehicle 10. Examples of the driving state of the vehicle 10 include the driving operation amount by the driver, the rotational speed of the wheels, the speed, the virtual engine rotational speed, and the like. The driving state information is detected by sensors mounted on the vehicle 10 or calculated based on the detection results. The virtual engine rotational speed is the rotational speed of the virtual engine when it is assumed that the vehicle 10 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. Then, the control device 100 generates a pseudo engine sound corresponding to the driving state (e.g., virtual engine rotational speed) of the vehicle 10 by combining one or more pieces of basic sound source data. Further, the control device 100 outputs the generated pseudo engine sound through the speaker 2. Note that the method for generating the pseudo engine sound is not particularly limited. For example, the pseudo engine sound may be generated by a well-known pseudo engine sound simulator employed in games or the like. Also, the vehicle type of the engine vehicle that is the target for simulating the engine sound may be specified by the driver.

[0015] Consider the pseudo engine sound for increasing the driver's tension. To increase the driver's tension, it is desirable to provide the driver with a pseudo engine sound preferred by the driver or a pseudo engine sound that increases the driver's heartbeat.

[0016] Therefore, according to the present embodiment, tone control is performed to change the tone of the pseudo engine sound output from the speaker 2 based on the driver's preference information 121 or the driver's biometric information. The tone indicates, for example, the pitch of the sound, the high or low of the sound, etc. Details of the tone control will be described later.

[0017] The driver's preference information 121 is information regarding the driver's preferences and is acquired from the driver. Alternatively, the driver's preference information 121 may be estimated based on the information acquired from the driver. The driver's preference information 121 includes, for example, information regarding the driver's favorite sound (e.g., favorite song, favorite instrument sound). The driver's favorite sound may be a sampled part of the sound.

[0018] The driver's preference information 121 is stored in the storage device 120. More specifically, the vehicle 10 is equipped with an HMI (Human-Machine Interface) 90. The HMI 90 includes a communication device and an input device that can communicate with the control device 100. Examples of the input device include a touch panel, buttons, etc. The driver uses the input device to input information regarding the driver's preferences. Thereby, the control device 100 can acquire the driver's preference information 121 through the device of the HMI 90.

[0019] The driver's biometric information is information regarding the driver's body and includes information such as the driver's heart rate information. The driver's biometric information is acquired using the sensor 70. The sensor 70 includes sensors attached to the driver, sensors mounted on the vehicle 10, etc. The sensor attached to the driver is, for example, an electrocardiograph installed in a wearable terminal such as a smartwatch to detect the driver's heart rate. The sensor mounted on the vehicle 10 is, for example, an electrocardiograph installed in a device (e.g., steering wheel, seat belt) used by the driver during driving operation to detect the driver's heart rate. The control device 100 may be provided with a communication device capable of communicating with the sensor 70 so as to acquire the detection information by the sensor 70.

[0020] The control device 100 (processor 110) generates a pseudo engine sound and outputs the pseudo engine sound through the speaker 2. Then, the control device 100 (processor 110) acquires the driver's biometric information using the sensor 70 mounted on the driver or the sensor 70 mounted on the vehicle 10. Further, the control device 100 (processor 110) performs tone control to change the tone of the pseudo engine sound based on the driver's preference information 121 or the driver's biometric information. Thereby, the driver's tension can be further increased. As a result, the driver can enjoy driving an electric vehicle that simulates a manual transmission vehicle more.

[0021] 2. Functional configuration example FIG. 2 is a block diagram showing a functional configuration example of the control device 100 according to the embodiment. The control device 100 includes, as functional blocks, an information acquisition unit 111, a pseudo engine sound generation unit 112, a tone control unit 113, and an output unit 114. These functional blocks may be realized by the cooperation of the processor 110 that executes the control program 130 and the storage device 120.

[0022] The information acquisition unit 111 reads the driver's preference information 121 from the storage device 120. Alternatively, the information acquisition unit 111 acquires the driver's biometric information 122 from the sensor 70. Then, the information acquisition unit 111 outputs the driver's preference information 121 or the driver's biometric information 122 to the tone control unit 113.

[0023] The pseudo engine sound generation unit 112 generates a pseudo engine sound. The pseudo engine sound is generated, for example, by the method described above. Then, the pseudo engine sound generation unit 112 outputs the pseudo engine sound to the tone control unit 113.

[0024] The tone control unit 113 performs tone control to change the tone of the pseudo engine sound based on the driver's preference information 121 or the driver's biological information 122. Then, the tone control unit 113 outputs to the output unit 114 the changed pseudo engine sound with the changed tone. Specific examples of the tone control will be described later.

[0025] The output unit 114 outputs the changed pseudo engine sound through the speaker 2.

[0026] 3. Specific Examples of Tone Control FIG. 3 is a diagram for explaining a specific example of the tone control according to the embodiment. In the tone control, the control device 100 generates modulation data. The modulation data is data used to change the tone of the pseudo engine sound. For example, the modulation data is generated based on the attribute of the driver's favorite sound included in the driver's preference information 121 or the driver's heart rate included in the driver's biological information 122. The attribute of the sound is, for example, the tempo, rhythm, etc. of the sound (piece). The attribute information indicating the attribute of the sound is associated with the driver's favorite sound and is included in the driver's preference information 121.

[0027] For example, as shown in (A) in FIG. 3, when the tempo of the sound, which is an attribute of the sound, is equal to or higher than the threshold value, the control device 100 determines that the tempo of the sound is "fast". When the tempo of the sound is less than the threshold value, the control device 100 determines that the tempo of the sound is "slow". Alternatively, when the heart rate is equal to or higher than a predetermined value, the control device 100 determines that the heart rate is "high". When the heart rate is less than the predetermined value, the control device 100 determines that the heart rate is "low". Then, when the tempo of the driver's favorite sound is "fast" or the driver's heart rate is "high", the control device 100 generates the modulation data as "high". When the tempo of the driver's favorite sound is "slow" or the driver's heart rate is "low", the control device 100 generates the modulation data as "low".

[0028] As another example, the modulation data may be further generated based on the driving state information (e.g., virtual engine rotation speed) used for generating the pseudo engine sound described above. For example, as shown in (B) of FIG. 3, when the virtual engine rotation speed is equal to or higher than the reference speed, the control device 100 determines that it is "fast". When the virtual engine rotation speed is lower than the reference speed, the control device 100 determines that it is "slow". Then, when the tempo of the driver's preferred sound is "fast" or the driver's heart rate is "high", and the virtual engine rotation speed is "fast", the control device 100 generates the modulation data as "high". When the tempo of the driver's preferred sound is "slow" or the driver's heart rate is "low", and the virtual engine rotation speed is "fast", the control device 100 generates the modulation data as "medium". When the tempo of the driver's preferred sound is "fast" or the driver's heart rate is "high", and the virtual engine rotation speed is "slow", the control device 100 generates the modulation data as "medium". When the tempo of the driver's preferred sound is "slow" or the driver's heart rate is "low", and the virtual engine rotation speed is "slow", the control device 100 generates the modulation data as "low".

[0029] Note that the modulation data may be generated based on the generated data obtained by multiplying one of the attributes (such as tempo) of the driver's preferred sound and the driver's heart rate by the virtual engine rotation speed. For example, when the generated data is equal to or higher than the reference value, the control device 100 may generate the modulation data as "high". When the generated data is lower than the reference value, the control device 100 may generate the modulation data as "low".

[0030] And, in tone control, the control device 100 changes the pseudo engine sound based on the generated modulation data. Specifically, the control device 100 adjusts the set value of the pseudo engine sound so as to change the pseudo engine sound according to the modulation data. The set value of the pseudo engine sound is, for example, sound pressure, frequency, sound range, etc. The control device 100 adjusts at least one of the sound pressure, frequency, and sound range of the pseudo engine sound. Note that there are various methods for adjusting the set value of the pseudo engine sound. For example, when the modulation data is "high", the sound pressure of the pseudo engine sound may be increased, the frequency of the pseudo engine sound may be increased, the sound range of the pseudo engine sound may be increased, or the frequency may be decreased so that the pseudo engine sound becomes a bass sound. On the other hand, when the modulation data is "low", for example, the sound pressure of the pseudo engine sound may be decreased, the frequency of the pseudo engine sound may be decreased, or the sound range of the pseudo engine sound may be decreased. When the modulation data is "medium", for example, the set value of the pseudo engine sound may be set to the initial value when the pseudo engine sound is generated. Note that information regarding the set value of the pseudo engine sound may be stored in the storage device 120.

[0031] According to tone control, the tone of the pseudo engine sound can be changed according to the attributes of the sound preferred by the driver. Also, tone control can change the tone of the pseudo engine sound according to the fluctuation of the heart rate. Thereby, it is possible to provide the driver with a pseudo engine sound preferred by the driver or a pseudo engine sound that enhances the driver's excitement. Therefore, the driver's tension can be further increased. As a result, the driver can more enjoy driving an electric vehicle that simulates a manual transmission vehicle.

[0032] 4. Details of the MT mode Ordinary electric vehicles do not have a manual transmission (MT) that switches the gear ratio by the driver's manual operation. On the other hand, an electric motor used as a driving power device in an electric vehicle can relatively easily control torque by controlling the applied voltage and field flux. Therefore, in an electric motor, by implementing appropriate control, it is possible to obtain desired torque characteristics within the operating range of the electric motor. Taking advantage of this feature, it is possible to control the torque of an electric vehicle to simulate the torque characteristics peculiar to MT vehicles. Also, a pseudo shifter can be provided in the electric vehicle so that the driver can obtain a driving feeling like that of an MT vehicle. By these means, it becomes possible to simulate an MT vehicle in an electric vehicle.

[0033] That is, an electric vehicle controls the output of the electric motor so as to simulate the driving characteristics (torque characteristics) peculiar to an MT vehicle. The driver operates the pseudo shifter to perform a pseudo manual shifting operation. In response to the pseudo manual shifting operation by the driver, the electric vehicle simulates an MT vehicle and changes the driving characteristics (torque characteristics). Thereby, the driver of the electric vehicle can obtain a feeling as if driving an MT vehicle. Hereinafter, the control mode of the electric motor for simulating the driving characteristics and manual shifting operation of an MT vehicle is referred to as the "manual mode" or "MT mode".

[0034] Hereinafter, consider the case where the vehicle 10 according to the present disclosure is an electric vehicle 10E having an MT mode. In the MT mode, the electric vehicle 10E may generate a pseudo engine sound according to the driver's driving operation and output the pseudo engine sound via a speaker. Since not only the driving operation of the MT vehicle but also the engine sound of the MT vehicle is reproduced, the satisfaction of the driver who pursues reality is increased. Hereinafter, a configuration example of the electric vehicle 10E having an MT mode will be described. Examples of the MT mode include a "sequential shift mode" and a "three-pedal mode".

[0035] 4-1. First Configuration Example (Sequential Shift Mode) (A) in FIG. 4 is a block diagram showing a first configuration example of the power control system of the electric vehicle 10E. The electric vehicle 10E includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power device for driving. The battery 46 stores electrical energy for driving the electric motor 44. That is, the electric vehicle 10E is a battery electric vehicle (BEV) that runs on the electrical energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into the driving power of the electric motor 44. Also, the inverter 42 converts the regenerative power input from the electric motor 44 during deceleration into DC power and charges the battery 46.

[0036] The electric vehicle 10E includes an accelerator pedal 22 for a driver to input an acceleration request for the electric vehicle 10E. The accelerator pedal 22 is provided with an accelerator position sensor 32 for detecting the accelerator opening.

[0037] The electric vehicle 10E includes a sequential shifter 24. The sequential shifter 24 may be a paddle shifter or a lever-type pseudo shifter.

[0038] The paddle shifter is a dummy different from the original paddle shifter. The paddle shifter has a structure similar to the paddle shifter provided in a clutch pedal-less MT vehicle. The paddle shifter is attached to the steering wheel. The paddle shifter includes an upshift switch and a downshift switch for determining the operation position. The upshift switch issues an upshift signal 34u when pulled forward, and the downshift switch issues a downshift signal 34d when pulled forward.

[0039] On the one hand, a lever-type pseudo shifter, like a paddle shifter, is a dummy different from the original shifter. The lever-type pseudo shifter has a structure modeled after the lever-type shifter provided in a clutch pedal-less MT vehicle. The lever-type pseudo shifter is configured to output an upshift signal 34u by tilting the shift lever forward and output a downshift signal 34d by tilting the shift lever backward.

[0040] A wheel speed sensor 36 is provided on a wheel 26 of the electric vehicle 10E. The wheel speed sensor 36 is used as a vehicle speed sensor for detecting the vehicle speed of the electric vehicle 10E. Also, a rotational speed sensor 38 for detecting the rotational speed of the electric motor 44 is provided on the electric motor 44.

[0041] The electric vehicle 10E includes a motor control device 50. The motor control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10E. The motor control device 50 may be a combination of a plurality of ECUs. The motor 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 program is composed of a plurality of instructions. The processor reads the program and data from the memory and executes them, and generates a control signal based on the signals acquired from each sensor.

[0042] For example, the motor control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals from an accelerator position sensor 32, a sequential shifter 24 (when the sequential shifter 24 is a paddle shifter, an upshift switch and a downshift switch), a wheel speed sensor 36, and a rotational speed sensor 38 are input to the motor control device 50. The motor control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0043] The motor control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is a normal control mode for driving the electric vehicle 10E as a general electric vehicle. The automatic mode is programmed to continuously change the output of the 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 electric vehicle 10E 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. This manual mode (MT mode) corresponds to the "sequential shift mode". The automatic mode and the manual mode are switchable.

[0044] The motor 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 a function of an ECU obtained by executing a program recorded in a memory by a processor.

[0045] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when controlling the electric motor 44 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 rotational speed of the electric motor 44. Signals from the accelerator position sensor 32 and signals from the rotational speed sensor 38 are input to each parameter of the motor torque command map. Motor torque corresponding to these signals is output from the motor torque command map. Therefore, in the automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0046] The manual mode torque calculation unit 56 includes an MT vehicle model. The MT vehicle model is a model for calculating the drive wheel torque that should be obtained by operating the accelerator pedal 22 and the sequential shifter 24 when the electric vehicle 10E is assumed to be an MT vehicle.

[0047] The MT vehicle model included in the manual mode torque calculation unit 56 will be described with reference to FIG. 5. As shown in FIG. 5, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. Note that 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. 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.

[0048] The engine model 561 calculates the virtual engine rotational speed Ne and the virtual engine output torque Teout. The virtual engine rotational speed Ne is calculated based on the rotational speed Nw of the wheels, the overall reduction ratio R, and the slip ratio Rslip of the virtual clutch. For example, the virtual engine rotational speed Ne is represented by the following equation (1). Equation (1): Ne = Nw × R / (1 - Rslip)

[0049] The virtual engine output torque Teout is calculated from the virtual engine rotational speed Ne and the accelerator opening Pap. 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 for the calculation of the virtual engine output torque Teout. 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.

[0050] The clutch model 562 calculates the 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 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 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).

[0051] Further, the clutch model 562 calculates the slip ratio Rslip. The slip ratio Rslip is used in the calculation of the virtual engine rotational speed Ne in the engine model 561. To calculate the slip ratio Rslip, a map in which the slip ratio Rslip is given for the virtual clutch opening Pc can be used, similar to the torque transmission gain k.

[0052] The transmission model 563 calculates the gear ratio (shift ratio) r. The gear ratio r is the 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 shifted up by one stage. On the other hand, in response to a downshift operation of the sequential shifter 24, the virtual gear stage GP 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 for the virtual gear stage GP such that the gear ratio r decreases as the virtual gear stage GP increases. The transmission model 563 calculates the transmission output torque Tgout using the gear ratio r obtained from the map and the clutch output torque Tcout. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout = Tcout × r). The transmission output torque Tgout changes discontinuously in response to the switching of the gear ratio r. This discontinuous change in the transmission output torque Tgout generates a shift shock and gives the impression of a vehicle equipped with a stepped transmission.

[0053] The MT vehicle model calculates the drive wheel torque Tw using a predetermined reduction ratio rr. The reduction ratio rr 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 rr by the gear ratio r is the aforementioned overall reduction ratio R. The MT vehicle model calculates the drive wheel torque Tw from the transmission output torque Tgout and the reduction ratio rr. For example, the drive wheel torque Tw is given by the product of the transmission output torque Tgout and the reduction ratio rr (Tw = Tgout × rr).

[0054] The motor control device 50 converts the driving wheel torque Tw calculated by the MT vehicle model into the required motor torque Tm. The required motor torque Tm is the motor torque necessary 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 for the conversion of the driving wheel torque Tw to the required motor torque Tm. Then, the motor control device 50 controls the inverter 42 according to the required motor torque Tm to control the electric motor 44.

[0055] FIG. 6 is a diagram showing a comparison between the torque characteristics of the electric motor 44 realized by motor control using the MT vehicle model and the torque characteristics of the electric motor 44 realized by normal motor control as an electric vehicle (EV). According to the motor control using the MT vehicle model, as shown in FIG. 6, torque characteristics (solid line in the figure) that simulate the torque characteristics of the MT vehicle can be realized according to the virtual gear stage set by the sequential shifter 24. In FIG. 6, the number of gear stages is six.

[0056] 4-2. Second Configuration Example (Three-Pedal Mode) (B) in FIG. 4 is a block diagram showing a second configuration example of the power control system of the electric vehicle 10E according to the present embodiment. Here, only the configuration different from the above-described first configuration example will be described. For this reason, in (B) of FIG. 4, the illustration of the configuration common to the first configuration example is omitted except for the motor control device 50.

[0057] Specifically, in the second configuration example, the electric vehicle 10E includes 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 the original shift lever and clutch pedal.

[0058] The pseudo shift lever 27 has a structure that mimics the shift lever of a MT vehicle. The arrangement and operating feel of the pseudo shift lever 27 are equivalent to those of an actual MT vehicle. The pseudo shift lever 27 is provided with positions corresponding to each gear stage such as first gear, second gear, third gear, fourth gear, fifth gear, sixth gear, 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.

[0059] The pseudo clutch pedal 28 has a structure that mimics the clutch pedal of a MT vehicle. The arrangement and operating feel of the pseudo clutch pedal 28 are equivalent to those of an actual MT vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. That is, when the driver wants to change the gear stage setting with the pseudo shift lever 27, the driver depresses the pseudo clutch pedal 28, and when the gear stage setting change is completed, releases the depression 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 depression amount of the pseudo clutch pedal 28.

[0060] Signals from the accelerator position sensor 32, the shift position sensor 27a, the clutch position sensor 28a, the wheel speed sensor 36, and the rotational speed sensor 38 are input to the motor control device 50. The motor control device 50 processes these signals and calculates a motor torque command value for PWM - controlling the inverter 42.

[0061] Similar to the first configuration example described above, the motor 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 according to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like an MT vehicle. The manual mode is programmed to change the output and output characteristics of the 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 (pseudo shift device) 27. This manual mode (MT mode) corresponds to the "three-pedal mode". The automatic mode and the manual mode are switchable.

[0062] The vehicle model provided by the manual mode torque calculation unit 56 is the same as that shown in FIG. 5. However, the virtual clutch opening Pc is replaced by 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.

[0063] 5. Other Embodiments As a pseudo engine sound for increasing the driver's tension, the tone of the pseudo engine sound may be changed, and the driver's favorite sound may be included in the pseudo engine sound. In this case, in tone control, the control device 100 generates a mixed pseudo engine sound obtained by mixing the pseudo engine sound and the driver's favorite sound included in the driver's preference information 121. Then, the control device 100 changes the tone of the mixed pseudo engine sound according to the attributes of the driver's favorite sound. Thereby, it becomes possible to further increase the driver's tension compared to the above-described embodiments.

Explanation of Reference Numerals

[0064] 2... Speaker, 10... Vehicle, 70... Sensor, 90... HMI, 100... Control Device, 110... Processor, 120... Storage Device, 121... Driver's Preference Information, 122... Driver's Biometric Information, 130... Control Program

Claims

1. A control device mounted on an electric vehicle that uses an electric motor as a driving power device and has an MT mode that simulates a manual transmission vehicle, one or more storage devices that store information on the preferences of the driver of the electric vehicle, one or more processors configured to generate a pseudo engine sound and output the pseudo engine sound through one or more in-vehicle speakers, comprising: the one or more processors, acquire the biometric information of the driver using a sensor worn by the driver or a sensor mounted on the electric vehicle, configured to perform tone control to change the tone of the pseudo engine sound based on the preference information or the biometric information control device.

2. The control device according to claim 1, wherein the preference information includes the driver's preferred sound, the tone control includes changing the tone of the pseudo engine sound according to the attributes of the preferred sound control device.

3. The control device according to claim 1, wherein the biometric information includes heart rate information, the tone control includes changing the tone of the pseudo engine sound according to the variation of the heart rate control device.

4. The control device according to any one of claims 1 to 3, wherein the one or more processors are configured to adjust at least one of the sound pressure, frequency, and sound range of the pseudo engine sound in the tone control control device.

5. The control device according to claim 1, wherein the preference information includes the driver's preferred sound, the one or more processors, in the tone control, generate a mixed pseudo engine sound obtained by mixing the pseudo engine sound and the preferred sound, configured to change the tone of the mixed pseudo engine sound according to the attributes of the preferred sound control device.

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