Vehicle management system and electric vehicle

Abstract

To suppress a user's discomfort when the sound of a virtual mobility is reproduced in a vehicle.SOLUTION: A vehicle management system applied to a vehicle generates a simulated sound obtained by simulating the sound of a virtual mobility. The vehicle management system outputs simulated sound through a speaker mounted on the vehicle. The vehicle management system gradually changes an output level of the simulated sound over a transition period when turning ON or OFF the output of the simulated sound.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present disclosure relates to techniques for recreating the sound of virtual mobility in a vehicle. [Background technology]

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

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-215437 Summary of the Invention [Problem to be solved by the invention]

[0004] When reproducing the sound of virtual mobility in a vehicle, sudden changes in the sound output through the speaker may cause discomfort to the vehicle user.

[0005] One object of the present disclosure is to provide a technology that can suppress the sense of discomfort felt by a user when the sound of virtual mobility is reproduced in a vehicle. [Means for solving the problem]

[0006] The first aspect relates to a vehicle management system applied to a vehicle. The vehicle management system includes one or more processors. The one or more processors generate a simulated sound that simulates the sound of the virtual mobility. The one or more processors output the simulated sound through a speaker mounted in the vehicle. When turning on or off the output of the simulated sound, the one or more processors gradually change the output level of the simulated sound over a transition period.

[0007] The second aspect relates to an electric vehicle that uses an electric motor as a power unit for running. The electric vehicle includes one or more processors. The one or more processors generate a simulated sound that simulates the sound of the virtual mobility. The one or more processors output the simulated sound through a speaker mounted on the electric vehicle. When turning on or off the output of the simulated sound, the one or more processors gradually change the output level of the simulated sound over a transition period. [Effects of the Invention]

[0008] According to the present disclosure, a simulated sound that simulates the sound of virtual mobility is generated and output through a speaker mounted on a vehicle. When the output of the simulated sound is turned on or off, the output level of the simulated sound gradually changes over a transition period. Because the sound output from the speaker does not suddenly change, the discomfort felt by the vehicle user is reduced. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a conceptual diagram showing a vehicle and a vehicle management system. [Figure 2] FIG. 2 is a conceptual diagram for explaining a simulation mode provided in the vehicle management system. [Figure 3] FIG. 2 is a block diagram showing an example of a functional configuration related to generation and output of simulated sounds of virtual mobility. [Figure 4] FIG. 10 is a block diagram showing another example of a functional configuration related to generation and output of simulated sounds of virtual mobility. [Figure 5] 10 is a timing chart illustrating an example of ON / OFF of a simulated sound. [Figure 6] 10 is a timing chart for explaining various examples of ON / OFF of the simulated sound. [Figure 7] 10 is a timing chart for explaining various examples of ON / OFF of the simulated sound. [Figure 8] 10 is a timing chart illustrating an example of switching of simulated sounds. [Figure 9] 10 is a timing chart illustrating another example of switching of simulated sounds. [Figure 10] 10 is a timing chart illustrating yet another example of switching between simulated sounds. [Figure 11] 10 is a timing chart illustrating yet another example of switching between simulated sounds. [Figure 12] 10 is a timing chart illustrating yet another example of switching between simulated sounds. [Figure 13] FIG. 2 is a block diagram illustrating an in-vehicle device and a management server. [Figure 14] 3A to 3C are diagrams showing examples of an engine model, a clutch model, and a transmission model that constitute an MT vehicle model. [Figure 15] FIG. 10 is a diagram showing the torque characteristics of an electric motor achieved by motor control using a manual transmission vehicle model. [Figure 16] FIG. 10 is a block diagram showing a second configuration example of a power control system for an electric vehicle. [Figure 17] FIG. 10 is a block diagram showing yet another example of the functional configuration of the vehicle management system. DETAILED DESCRIPTION OF THE INVENTION

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Vehicles and Vehicle Management Systems 1 is a conceptual diagram showing a vehicle 10 and a vehicle management system 100 according to this embodiment. For example, the vehicle 10 is an electric vehicle that uses an electric motor 44 as a power unit for running. Examples of the electric motor 44 include a brushless DC motor and a three-phase AC synchronous motor. As another example, the vehicle 10 may be an engine vehicle that uses an internal combustion engine as a power unit for running.

[0012] The vehicle 10 is equipped with various sensors 11. The various sensors 11 detect the driving state of the vehicle 10. Examples of the various sensors 11 include an accelerator position sensor, a brake position sensor, a steering angle sensor, a steering torque sensor, a wheel speed sensor, an acceleration sensor, a rotational speed sensor, a position sensor, and a recognition sensor. The accelerator position sensor detects the amount of operation of the accelerator pedal. The brake position sensor detects the amount of operation of the brake pedal. The steering angle sensor detects the steering angle of the steering wheel. The steering torque sensor detects the steering torque of the steering wheel. The wheel speed sensor detects the rotational speed of the wheels of the vehicle 10. The acceleration sensor detects the lateral acceleration and longitudinal acceleration of the vehicle 10. The rotational speed sensor detects the rotational speed of the electric motor 44. The position sensor detects the position of the vehicle 10. An example of a position sensor is a GNSS (Global Navigation Satellite System) sensor. The recognition sensor is a sensor for recognizing (detecting) the situation around the vehicle 10. Examples of the recognition sensor include a camera, a LIDAR (Light Detection And Ranging), and a radar.

[0013] Furthermore, the vehicle 10 is equipped with one or more speakers 70. For example, the speaker 70 is an in-vehicle speaker that outputs sound to the interior of the vehicle 10. As another example, the speaker 70 may be an exterior speaker that outputs sound to the exterior of the vehicle 10. The vehicle 10 may be equipped with both an in-vehicle speaker and an exterior speaker.

[0014] The vehicle management system 100 is applied to such a vehicle 10 and manages the vehicle 10. The entire vehicle management system 100 may be installed on the 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 vehicle 10. In that case, the vehicle management system 100 may manage the vehicle 10 remotely. As yet another example, the vehicle management system 100 may be distributed between the vehicle 10 and the management server.

[0015] Generally speaking, the vehicle management system 100 includes one or more processors 101 (hereinafter simply referred to as processors 101) and one or more storage devices 102 (hereinafter simply referred to as storage devices 102). The processor 101 performs various processes. Examples of the processor 101 include a general-purpose processor, a special-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 can also be referred to as circuitry or processing circuitry. Circuitry is hardware programmed to realize the described functions or hardware that executes the functions. The storage device 102 stores various information. Examples of the storage device 102 include volatile memory, non-volatile memory, a hard disk drive (HDD), and a solid-state drive (SSD). The functions of the vehicle management system 100 are realized by cooperation between the processor 101 and the storage device 102.

[0016] 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 executing the vehicle management programs 105 and the storage device 102. The vehicle management programs 105 are stored in the storage device 102. Alternatively, the vehicle management programs 105 may be recorded on a computer-readable recording medium.

[0017] 2. Simulation mode for simulating virtual mobility 2 is a conceptual diagram for explaining the "simulation mode" provided in the vehicle management system 100 according to this embodiment. The simulation mode is a mode for simulating (reproducing) "virtual mobility" in the vehicle 10. For example, the virtual mobility to be simulated is a vehicle of a different type from the vehicle 10. As another example, the virtual mobility to be simulated may be a train, an airplane, etc.

[0018] For example, if the vehicle 10 is an electric vehicle, the vehicle management system 100 may simulate (reproduce) the "driving characteristics" of another vehicle in the electric vehicle. The other vehicle (virtual mobility) to be simulated may be another electric vehicle or a manual transmission vehicle (MT vehicle). For example, the vehicle management system 100 may simulate (reproduce) the driving characteristics of a MT vehicle in the electric vehicle. Details of the "MT mode (manual mode)" that simulates the driving characteristics of a MT vehicle in the electric vehicle will be described later in Section 6. In either case, the vehicle management system 100 manages virtual mobility model data that indicates a model of the virtual mobility, and reproduces the driving characteristics of the virtual mobility based on the virtual mobility model data. This allows the driver of the vehicle 10 to feel as if they are driving virtual mobility.

[0019] It is also possible to switch the virtual mobility to be simulated. Specifically, multiple types of virtual mobility model data relating to multiple types of virtual mobility are prepared. The user of the vehicle 10 specifies a preferred virtual mobility, and the vehicle management system 100 reproduces the driving characteristics using the virtual mobility data relating to the virtual mobility specified by the user. This allows the driver of the vehicle 10 to feel as if he or she is driving a virtual mobility of his or her choice.

[0020] As another example, the vehicle management system 100 may simulate (reproduce) the "sound" of the virtual mobility in the vehicle 10. In other words, the vehicle management system 100 may generate a simulated sound that simulates the sound of the virtual mobility and output the simulated sound through the speaker 70 of the vehicle 10. Typically, the sound that is simulated (reproduced) is the driving sound or running sound of the virtual mobility. The virtual mobility to be simulated is, for example, a vehicle. The vehicle to be simulated may be an engine vehicle or an electric vehicle. For example, if the vehicle 10 is an electric vehicle and the virtual mobility is an engine vehicle, the vehicle management system 100 simulates (reproduces) the engine sound of the engine vehicle in the electric vehicle. Note that the virtual mobility to be simulated is not limited to a vehicle, but may also be a train, an airplane, etc.

[0021] The generation and output of simulated sounds that simulate the sounds of virtual mobility will be described in more detail below. In the following description, a simulated engine sound that simulates the engine sound of an internal combustion vehicle will be considered as an example. However, the present disclosure can be similarly applied to other sounds. For generalization, the term "simulated engine sound" in the following description will be replaced with "simulated sound."

[0022] 3 is a block diagram showing an example of a functional configuration related to the generation and output of simulated sounds of virtual mobility. The vehicle management system 100 includes, as functional blocks, a driving state acquisition unit 110, a sound source data management unit 120, a sound generation unit 130, and an output unit 140. These functional blocks may be realized, for example, by cooperation between a processor 101 that executes a vehicle management program 105 and a storage device 102.

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

[0024] The driving state information DRV also includes a virtual engine rotation speed Ne. Here, it is assumed that the 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 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, if the vehicle 10 has a manual mode (MT mode) described below, 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 for calculating the virtual engine rotation speed Ne in the manual mode will be described in detail below.

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

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

[0027] Note that generating a 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, etc. A method may be used in which a map of virtual engine rotation 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 rotation speed Ne, and the sound pressure is increased or decreased in proportion to the virtual engine torque.

[0028] The output unit 140 receives the engine sound data ES generated by the sound generation unit 130. Then, the output unit 140 outputs a pseudo engine sound through the speaker 70 based on the engine sound data ES. This allows the driver of the vehicle 10 to feel as if he or she is driving a virtual mobility vehicle.

[0029] The vehicle management system 100 may further include a user interface 150. The user interface 150 includes an input device and a display device. Examples of the input device include a touch panel, a switch, a button, etc. Examples of the display device include a display, a touch panel, etc. A user of the vehicle 10 (e.g., a driver or a passenger) can use the user interface 150 to turn on / off the generation and output of the pseudo engine sound.

[0030] Fig. 4 is a block diagram showing another example of a functional configuration related to the generation and output of simulated sounds of virtual mobility. In the example shown in Fig. 4, the sound source data management unit 120 stores and manages multiple types of basic sound source data 200 (200-A, 200-B, 200-C, etc.) corresponding to multiple types of virtual mobility (A, B, C, etc.). In other words, the sound source data management unit 120 stores and manages the basic sound source data 200 for each virtual mobility. Each basic sound source data 200 is generated in advance based on the engine model and vehicle model of the corresponding virtual mobility.

[0031] The user of the vehicle 10 can specify a simulated object from among multiple types of virtual mobility. Specifically, the sound source data management unit 120 or the sound generation unit 130 presents multiple types of virtual mobility to the user through the user interface 150 (display device). The user uses the user interface 150 (input device) to specify one of the multiple types of virtual mobility. The sound generation unit 130 acquires one of multiple types of basic sound source data 200 corresponding to the virtual mobility specified by the user from the sound source data management unit 120. The sound generation unit 130 then generates a pseudo engine sound using the acquired basic sound source data 200 (e.g., basic sound source data 200-B corresponding to virtual mobility B). This allows the driver of the vehicle 10 to experience the sensation of driving a virtual mobility of his or her choice. The user of the vehicle 10 can also use the user interface 150 to switch the pseudo engine sound output from the speaker 70.

[0032] 3. Simulated sound ON / OFF As described above, the sound of virtual mobility can be reproduced in the vehicle 10. Specifically, a simulated sound that simulates the sound of virtual mobility is generated, and the simulated sound is output through the speaker 70 of the vehicle 10. The output of the simulated sound can be switched on / off by the user of the vehicle 10. However, if the sound output through the speaker 70 suddenly changes, the user of the vehicle 10 may feel uncomfortable. For example, if a loud simulated sound is suddenly output from the speaker 70 when the output of the simulated sound is turned on, the user of the vehicle 10 (e.g., the driver or passenger) may be surprised or feel stressed.

[0033] Therefore, according to this embodiment, the vehicle management system 100 gradually changes the output level of the simulated sound when turning on or off the output of the simulated sound from the speaker 70. Here, the output level means at least one of the volume and the sound pressure. Because the sound output from the speaker 70 does not change suddenly, the discomfort felt by the vehicle user 10 is reduced.

[0034] FIG. 5 is a timing chart illustrating an example of ON / OFF of a simulated sound. The sound generation unit 130 generates a simulated sound. For convenience, the level of the initially generated simulated sound is referred to as the default level. Furthermore, the sound generation unit 130 corrects the simulated sound by multiplying the default level of the simulated sound by an output coefficient α. The level of the simulated sound after correction is the output level. When the output coefficient α is 1, the output level matches the default level. When the output coefficient α is less than 1, the output level is lower than the default level. The sound generation unit 130 sends the corrected simulated sound to the output unit 140. The output unit 140 outputs the corrected simulated sound through the speaker 70.

[0035] When the output of the simulated sound is OFF, the sound generation unit 130 sets the output coefficient α to 0. When the user of the vehicle 10 switches the output of the simulated sound ON, the sound generation unit 130 gradually increases the output coefficient α from 0 to 1. The transition period TRN is a period during which the output coefficient α gradually changes. The transition period TRN is, for example, a predetermined period and is set by the system designer. As the output coefficient α gradually increases, the output level of the simulated sound output from the speaker 70 gradually increases from zero to a default level (100%) over the transition period TRN. Furthermore, when the user of the vehicle 10 switches the output of the simulated sound OFF, the sound generation unit 130 gradually decreases the output coefficient α from 1 to 0. As the output coefficient α gradually decreases, the output level of the simulated sound output from the speaker 70 gradually decreases from the default level (100%) to zero over the transition period TRN.

[0036] FIG. 6 shows various examples of the change (transition) of the output coefficient α during the transition period TRN. The output coefficient α may change linearly or nonlinearly. The output coefficient α may change monotonically or stepwise. During a part of the transition period TRN, the output coefficient α may be constant.

[0037] 7 shows yet another example of the change (transition) of the output coefficient α during the transition period TRN. The output coefficient α may temporarily become greater than 1. For example, when the simulated sound is turned ON, the output coefficient α may increase from 0, once exceed 1, and then return to 1 (overshoot). As another example, when the simulated sound is turned OFF, the output coefficient α may once exceed 1, and then decrease toward 0.

[0038] As described above, according to this embodiment, when the vehicle management system 100 turns on or off the output of the simulated sound, it gradually changes the output level of the simulated sound over the transition period TRN. As a result, the sound output from the speaker 70 does not change suddenly, which reduces the sense of discomfort felt by the user of the vehicle 10.

[0039] 4. Switching between simulated sounds The user of the vehicle 10 can also switch the simulated sound output from the speaker 70 using the user interface 150. In the following description, the simulated sound before the switch is referred to as the "first simulated sound S1," and the simulated sound after the switch is referred to as the "second simulated sound S2." A "switching period SW" is a period during which the simulated sound output from the speaker 70 switches from the first simulated sound S1 to the second simulated sound S2. During the switching period SW, the first simulated sound S1 is turned OFF, and instead the second simulated sound S2 is turned ON. At this time, the simulated sound is turned ON / OFF in the same manner as in section 3 above. That is, the vehicle management system 100 gradually decreases the output level of the first simulated sound S1 over the first transition period TRN1, and gradually increases the output level of the second simulated sound S2 over the second transition period TRN2. As a result, the sound output from the speaker 70 does not change suddenly, thereby suppressing the discomfort felt by the user of the vehicle 10.

[0040] FIG. 8 is a timing chart illustrating an example of switching of simulated sounds. Before the switching period SW, the sound generation unit 130 generates at least the first simulated sound S1. The sound generation unit 130 corrects the first simulated sound S1 by multiplying the default level of the first simulated sound S1 by the first output coefficient α1. Before the switching period SW, the sound generation unit 130 sets the first output coefficient α1 to 1. During a first transition period TRN1, which is at least a part of the switching period SW, the sound generation unit 130 gradually decreases the first output coefficient α1 from 1 to 0. As the first output coefficient α1 gradually decreases, the output level of the first simulated sound S1 gradually decreases from the default level (100%) to zero over the first transition period TRN1.

[0041] Furthermore, at least after the start of the switching period SW, the sound generation unit 130 generates the second simulated sound S2. The sound generation unit 130 corrects the second simulated sound S2 by multiplying the default level of the second simulated sound S2 by the second output coefficient α2. Before the switching period SW, the sound generation unit 130 sets the second output coefficient α2 to 0. During a second transition period TRN2, which is at least a part of the switching period SW, the sound generation unit 130 gradually increases the second output coefficient α2 from 0 to 1. As the second output coefficient α2 gradually increases, the output level of the second simulated sound S2 gradually increases from zero to the default level (100%) over the second transition period TRN2.

[0042] In the example shown in FIG. 8, the first transition period TRN1 and the second transition period TRN2 overlap. More specifically, the first transition period TRN1 and the second transition period TRN2 coincide with each other, and as a result, coincide with the switching period SW. During the switching period SW, the sound generation unit 130 generates a synthesized sound by synthesizing the corrected first simulated sound S1 and the corrected second simulated sound S2. The sound generation unit 130 sends the generated synthesized sound to the output unit 140. The output unit 140 outputs the synthesized sound through the speaker 70. The user of the vehicle 10 can enjoy the synthesized sound of the first simulated sound S1 and the second simulated sound S2 during the switching period SW. Furthermore, the synthesized sound of the first simulated sound S1 and the second simulated sound S2 also has the effect of increasing the sense of exhilaration of the user of the vehicle 10.

[0043] The sound generation unit 130 may gradually change the output levels of the first and second simulated sounds S1 and S2 so that the output level of the synthesized sound of the first and second simulated sounds S1 and S2 remains constant over the switching period SW, thereby allowing the simulated sounds to be switched more smoothly.

[0044] 9 and 10 show examples of the first output coefficient α1 and the second output coefficient α2 used to keep the output level of the synthesized sound constant over the switching period SW. Human hearing is logarithmic with respect to volume (sound pressure). Taking this into consideration, in the example shown in FIG. 9, square root functions are used as the first output coefficient α1 and the second output coefficient α2. In the example shown in FIG. 10, trigonometric functions are used as the first output coefficient α1 and the second output coefficient α2. In the formulas shown in FIGS. 9 and 10, T is time, T0 is the start timing of the switching period SW, and dT is the length of the switching period SW.

[0045] Fig. 11 is a timing chart illustrating yet another example of switching between simulated sounds. In the example shown in Fig. 11, the first transition period TRN1 and the second transition period TRN2 partially overlap. Even in this case, the sound output from the speaker 70 does not suddenly change, thereby suppressing the sense of discomfort felt by the user of the vehicle 10. Furthermore, during part of the switching period SW, a synthesized sound of the first simulated sound S1 and the second simulated sound S2 is output from the speaker 70.

[0046] 12 is a timing chart illustrating yet another example of switching of the simulated sound. In the example shown in FIG. 12, the first transition period TRN1 and the second transition period TRN2 do not overlap. The second transition period TRN2 follows the first transition period TRN1. Even in this case, the sound output from the speaker 70 does not suddenly change, thereby suppressing the sense of discomfort felt by the user of the vehicle 10.

[0047] Moreover, the manner in which the output coefficient α changes as shown in FIG. 6 and FIG. 7 can also be applied to the first output coefficient α1 and the second output coefficient α2.

[0048] 5. Various Operational Modes 13 is a block diagram for explaining the on-board device 400 and the management server 300 that constitute the vehicle management system 100. The on-board device 400 and the management server 300 are capable of communicating with each other via a communication network.

[0049] The in-vehicle device 400 is mounted on the vehicle 10. The in-vehicle device 400 includes one or more processors 401 (hereinafter simply referred to as processors 401), one or more storage devices 402 (hereinafter simply referred to as storage devices 402), and a communication device 403. The processor 401 executes various processes. Examples of the processor 401 include a general-purpose processor, a special-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 401 may also be referred to as circuitry or processing circuitry. The storage device 402 stores (contains) various types of information. Examples of the storage device 402 include volatile memory, non-volatile memory, HDD, SSD, etc. The communication device 403 communicates with the management server 300. The processor 401 and the storage device 402 cooperate to realize the functions of the in-vehicle device 400. The program 405 is a computer program executed by the processor 401. The functions of the in-vehicle device 400 may be realized by cooperation between the processor 401 that executes the program 405 and the storage device 402. The program 405 is stored in the storage device 402. Alternatively, the program 405 may be recorded on a computer-readable recording medium.

[0050] The management server 300 includes one or more processors 301 (hereinafter simply referred to as processors 301), one or more storage devices 302 (hereinafter simply referred to as storage devices 302), and a communication device 303. The processor 301 executes various processes. Examples of the processor 301 include a general-purpose processor, a special-purpose processor, a CPU, a GPU, an ASIC, an FPGA, an integrated circuit, a conventional circuit, and / or a combination thereof. The processor 301 may also be referred to as circuitry or processing circuitry. The storage device 302 stores (contains) various types of information. Examples of the storage device 302 include volatile memory, non-volatile memory, HDD, SSD, etc. The communication device 303 communicates with the on-board devices 400 of multiple vehicles 10. The functions of the management server 300 are realized by the cooperation of the processor 301 and the storage device 302. The program 305 is a computer program executed by the processor 301. The functions of the management server 300 may be realized by cooperation between the processor 301 that executes the program 305 and the storage device 302. The program 305 is stored in the storage device 302. Alternatively, the program 305 may be recorded on a computer-readable recording medium.

[0051] Either the processor 401 of the in-vehicle device 400 or the processor 301 of the management server 300, or a combination thereof, corresponds to one or more processors 101 shown in Fig. 1. Either the storage device 402 of the in-vehicle device 400 or the storage device 302 of the management server 300, or a combination thereof, corresponds to one or more storage devices 102 shown in Fig. 1. Either the program 405 of the in-vehicle device 400 or the program 305 of the management server 300, or a combination thereof, corresponds to the vehicle management program 105 shown in Fig. 1.

[0052] For example, the driving state acquisition unit 110, the sound source data management unit 120, the sound generation unit 130, the output unit 140, and the user interface 150 may all be included in the in-vehicle device 400. In this case, the management of the simulated sound is performed within the vehicle 10.

[0053] As another example, the sound source data management unit 120 may be included in the management server 300. In this case, the sound source data management unit 120 collectively manages the basic sound source data 200 used in multiple vehicles 10. For this purpose, the basic sound source data 200 is associated with a vehicle ID. The sound source data management unit 120 manages the available basic sound source data 200 for each vehicle ID. The sound generation unit 130 of the in-vehicle device 400 downloads the available basic sound source data 200 associated with the vehicle ID from the sound source data management unit 120 of the management server 300. It is preferable from the viewpoint of management of the basic sound source data 200 that the basic sound source data 200 used in multiple vehicles 10 is collectively managed in the management server 300.

[0054] 6. Application to electric vehicles with manual mode (MT mode) The electric motors used as the power plant for driving general electric vehicles have significantly different torque characteristics than the internal combustion engines used as the power plant for driving conventional vehicles (CVs). Due to the difference in torque characteristics of the power plants, CVs require a transmission, whereas general electric vehicles do not have a transmission. Of course, general electric vehicles do not have a manual transmission (MT) that allows the driver to manually change the gear ratio. For this reason, the driving experience is significantly different between driving a conventional vehicle with a manual transmission (hereinafter referred to as a MT vehicle) and driving an electric vehicle.

[0055] On the other hand, the torque of an electric motor can be controlled relatively easily by controlling the applied voltage and magnetic field. Therefore, with an electric motor, it is possible to obtain the 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, an electric vehicle can be equipped with a pseudo shifter so that the driver can experience the driving sensation of a manual transmission vehicle. This makes it possible to simulate a manual transmission vehicle in an electric vehicle.

[0056] In other words, an electric vehicle controls the output of the electric motor to simulate the driving characteristics (torque characteristics) unique to a manual transmission vehicle. The driver operates a pseudo-shifter to perform a pseudo-manual gear shift. In response to the driver's pseudo-manual gear shift operation, the electric vehicle changes its driving characteristics (torque characteristics) to simulate a manual transmission vehicle. This allows the driver of the electric vehicle to feel as if they are driving a manual transmission vehicle. Hereinafter, the electric motor control mode for simulating the driving characteristics and manual gear shift operation of a manual transmission vehicle will be referred to as "manual mode" or "MT mode."

[0057] Hereinafter, a case will be considered in which the vehicle 10 according to the present disclosure is an electric vehicle 10E equipped with a manual transmission mode. In the manual transmission mode, the electric vehicle 10E may generate a pseudo engine sound in response to the driver's driving operation and output the pseudo engine sound via the speaker 70. Since not only the driving operation of a manual transmission vehicle but also the engine sound of a manual transmission vehicle are reproduced, the satisfaction of drivers who seek realism is increased. Below, a configuration example of the electric vehicle 10E equipped with a manual transmission mode will be described. Examples of the manual transmission mode include a "sequential shift mode" and a "three-pedal mode."

[0058] 6-1. First configuration example (sequential shift mode) 14 is a block diagram showing a first example configuration of a power control system of an electric vehicle 10E according to this embodiment. The electric vehicle 10E includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power unit for driving the electric vehicle 10E. The battery 46 stores electric energy for driving the electric motor 44. In other words, the electric vehicle 10E is a battery electric vehicle (BEV) that runs on electric energy stored in the battery 46. The inverter 42 converts DC power input from the battery 46 during acceleration into drive power for the electric motor 44. The inverter 42 also converts regenerative power input from the electric motor 44 during deceleration into DC power, which is used to charge the battery 46.

[0059] The electric vehicle 10E is provided with an accelerator pedal 22 that allows the driver to input an acceleration request to the electric vehicle 10E. The accelerator pedal 22 is provided with an accelerator position sensor 32 that detects the accelerator opening.

[0060] The electric vehicle 10E is equipped with a sequential shifter 24. The sequential shifter 24 may be a paddle-type shifter or a lever-type pseudo-shifter.

[0061] The paddle shifters are dummies that are different from real paddle shifters. The paddle shifters have a structure similar to the paddle shifters found in clutch pedal-less manual transmission vehicles. The paddle shifters are attached to the steering wheel. The paddle shifters are equipped with an upshift switch and a downshift switch that determine the operating position. When the upshift switch is pulled toward you, it issues an upshift signal 34u, and when the downshift switch is pulled toward you, it issues a downshift signal 34d.

[0062] On the other hand, the lever-type pseudo shifter, like the paddle-type shifter, is a dummy that is different from an actual shifter. The lever-type pseudo shifter has a structure that resembles the lever-type shifter equipped on clutch pedal-less manual transmission vehicles. The lever-type pseudo shifter is configured to output an upshift signal 34u when the shift lever is tilted forward, and to output a downshift signal 34d when the shift lever is tilted backward.

[0063] Wheel speed sensors 36 are provided on the wheels 26 of the electric vehicle 10E. The wheel speed sensors 36 are used as vehicle speed sensors for detecting the vehicle speed of the electric vehicle 10E. In addition, the electric motor 44 is provided with a rotation speed sensor 38 for detecting the rotation speed thereof.

[0064] The electric vehicle 10E includes a control device 50. The control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10E. The control device 50 may be a combination of multiple ECUs. The control device 50 includes an interface, a memory, and a processor. An in-vehicle network is connected to the interface. The memory includes a RAM for temporarily recording data and a ROM for storing programs executable by the processor and various data related to the programs. The programs are made up of multiple instructions. The processor reads and executes the programs and data from the memory, and generates control signals based on signals acquired from each sensor.

[0065] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals are input to the control device 50 from the accelerator position sensor 32, the sequential shifter 24 (upshift switch and downshift switch if the sequential shifter 24 is a paddle-type shifter), the wheel speed sensor 36, and the rotational speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0066] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is a normal control mode for driving the electric vehicle 10E as a typical electric vehicle. The automatic mode is programmed to continuously change the output of the electric motor 44 in response to operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like a manual transmission vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 in response to operation of the accelerator pedal 22 in response to upshifting and downshifting operations of the sequential shifter 24. This manual mode (MT mode) corresponds to the "sequential shift mode." Switching between the automatic mode and the manual mode is possible.

[0067] 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 stored in memory with a processor.

[0068] The automatic mode torque calculation unit 54 has a function of calculating the motor torque when the electric motor 44 is controlled in 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. The signals from the accelerator position sensor 32 and the rotational 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 automatic mode, even if the driver operates the sequential shifter 24, the operation is not reflected in the motor torque.

[0069] The manual mode torque calculation unit 56 includes a manual transmission vehicle model. The manual transmission vehicle model is a model for calculating the drive wheel torque that would be obtained by operating the accelerator pedal 22 and the sequential shifter 24 if the electric vehicle 10E were a manual transmission vehicle.

[0070] The MT vehicle model provided in the manual mode torque calculation unit 56 will be described with reference to Fig. 15. As shown in Fig. 15, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. The engine, clutch, and transmission virtually realized by the MT vehicle model are referred to as a virtual engine, a virtual clutch, and a virtual transmission, respectively. Engine model 561 models a virtual engine. Clutch model 562 models a virtual clutch. Transmission model 563 models a virtual transmission.

[0071] The engine model 561 calculates a virtual engine rotation speed Ne and a virtual engine output torque Teout. The virtual engine rotation speed Ne is calculated based on the wheel rotation speed Nw, the overall reduction ratio R, and the slip ratio Rslip of the virtual clutch. For example, the virtual engine rotation speed Ne is expressed by the following equation (1). Equation (1): Ne = Nw × R / (1 - Rslip)

[0072] The virtual engine output torque Teout is calculated from the virtual engine rotation speed Ne and the accelerator pedal position Pap. To calculate the virtual engine output torque Teout, a map is used that defines the relationship between the accelerator pedal position Pap, the virtual engine rotation speed Ne, and the virtual engine output torque Teout, as shown in FIG. 15. This map provides the virtual engine output torque Teout for the virtual engine rotation speed Ne for each accelerator pedal position Pap. The torque characteristics shown in FIG. 15 can be set to characteristics that assume a gasoline engine or that assume a diesel engine. Furthermore, they can be set to characteristics that assume a naturally aspirated engine or that assume a supercharged engine.

[0073] The clutch model 562 calculates a torque transmission gain k. The torque transmission gain k is a gain for calculating the degree of torque transmission of the virtual clutch according to the virtual clutch opening Pc. The virtual clutch opening Pc is normally 0% and is temporarily opened to 100% in conjunction with switching of the virtual gear stage of the virtual transmission. The clutch model 562 has a map as shown in FIG. 15. In this map, the torque transmission gain k is given for the virtual clutch opening Pc. In FIG. 15, 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 the ranges from Pc2 to Pc3 are dead zones in which the torque transmission gain k does not change depending on the virtual clutch opening Pc. The clutch model 562 calculates the clutch output torque Tcout using the torque transmission gain k. The clutch output torque Tcout is the torque output from the virtual clutch. For example, the clutch output torque Tcout is given by the product of the virtual engine output torque Teout and the torque transmission gain k (Tcout=Teout×k).

[0074] Furthermore, the clutch model 562 calculates a slip ratio Rslip. The slip ratio Rslip is used to calculate the virtual engine rotation speed Ne in the engine model 561. To calculate the slip ratio Rslip, a map in which the slip ratio Rslip is given relative to the virtual clutch opening degree Pc can be used, similar to the torque transmission gain k.

[0075] The transmission model 563 calculates a gear ratio (speed ratio) r. The gear ratio r is a gear ratio determined by the virtual gear position GP in the virtual transmission. In response to an upshift operation of the sequential shifter 24, the virtual gear position GP is increased by one position. On the other hand, in response to a downshift operation of the sequential shifter 24, the virtual gear position GP is decreased by one position. The transmission model 563 has a map such as that shown in FIG. 15. In this map, the gear ratio r is assigned to the virtual gear position GP so that the gear ratio r decreases as the virtual gear position GP increases. The transmission model 563 calculates the transmission output torque Tgout using the gear ratio r and the clutch output torque Tcout obtained from the map. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout = Tcout × r). The transmission output torque Tgout changes discontinuously as the gear ratio r is changed. This discontinuous change in transmission output torque Tgout generates a gear shift shock, creating the feeling of a vehicle equipped with a stepped transmission.

[0076] The manual transmission 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 overall reduction ratio R mentioned above. The manual transmission 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).

[0077] The control device 50 converts the driving wheel torque Tw calculated using the MT vehicle model into a required motor torque Tm. The required motor torque Tm is the motor torque required to achieve the driving wheel torque Tw calculated using the MT vehicle model. The reduction ratio from the output shaft of the electric motor 44 to the driving wheels is used to convert the driving wheel torque Tw into the required motor torque Tm. The control device 50 then controls the inverter 42 in accordance with the required motor torque Tm to control the electric motor 44.

[0078] Fig. 16 is a graph showing a comparison of the torque characteristics of electric motor 44 achieved by motor control using a manual transmission vehicle model with the torque characteristics of electric motor 44 achieved by normal motor control for an electric vehicle (EV). Motor control using a manual transmission vehicle model makes it possible to achieve torque characteristics (solid line in the figure) that simulate the torque characteristics of a manual transmission vehicle in accordance with the virtual gear position set by sequential shifter 24, as shown in Fig. 16. Note that in Fig. 16, the number of gear positions is set to six.

[0079] 6-2. Second configuration example (3 pedal mode) 17 is a block diagram showing a second configuration example of a power control system of an electric vehicle 10E 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 10E 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.

[0080] The pseudo shift lever 27 has a structure that simulates a shift lever equipped in a manual transmission vehicle. The layout 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, 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 by determining which position the pseudo shift lever 27 is in.

[0081] The pseudo clutch pedal 28 has a structure simulating a clutch pedal equipped in a manual transmission vehicle. The arrangement and operational feel of the pseudo clutch pedal 28 are the same as those of an actual manual transmission vehicle. The pseudo clutch pedal 28 is operated when the pseudo shift lever 27 is operated. In other words, the driver depresses the pseudo clutch pedal 28 when he or she wants to change the gear setting using the pseudo shift lever 27, and stops depressing the pseudo clutch pedal 28 and returns the pseudo clutch pedal 28 to its original position once the gear setting change is complete. 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.

[0082] 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 control of the inverter 42.

[0083] As with the first configuration example described above, the 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 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 10E 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. This manual mode (MT mode) corresponds to a "three-pedal mode." The automatic mode and manual mode can be switched between.

[0084] The vehicle model provided in the manual mode torque calculation unit 56 is the same as that shown in Fig. 15. However, the virtual clutch opening degree Pc is replaced with the depression amount of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. Also, the virtual gear position GP is determined by the position of the pseudo shift lever 27 detected by the shift position sensor 27a. [Explanation of symbols]

[0085] 10...vehicle, 11...sensor, 44...electric motor, 70...speaker, 100...vehicle management system, 110...driving state acquisition unit, 120...sound source data management unit, 130...sound generation unit, 140...output unit, 150...user interface, 200...basic sound source data, 300...management server, 400...vehicle-mounted device, DRV...driving state information

Claims

1. A vehicle management system applied to a vehicle, one or more processors; the one or more processors: Generate a simulated sound that simulates the sound of virtual mobility; outputting the simulated sound through a speaker mounted on the vehicle; When the output of the simulated sound is turned on or off, the output level of the simulated sound is gradually changed over a transition period. It was configured as Vehicle management system.

2. The vehicle management system according to claim 1, During a switching period in which the simulated sound output from the speaker is switched from a first simulated sound to a second simulated sound, the one or more processors are configured to gradually decrease the output level of the first simulated sound and gradually increase the output level of the second simulated sound. Vehicle management system.

3. The vehicle management system according to claim 2, The switching period is a first transition period during which the output level of the first simulated sound gradually decreases to zero; a second transition period during which the output level of the second simulated sound gradually increases from zero; Contains Vehicle management system.

4. The vehicle management system according to claim 3, The first transition period and the second transition period at least partially overlap. Vehicle management system.

5. The vehicle management system according to claim 4, The first transition period and the second transition period are coincident. Vehicle management system.

6. The vehicle management system according to claim 5, The one or more processors gradually change the output level of the first simulated sound and the output level of the second simulated sound so that the output level of the synthesized sound of the first simulated sound and the second simulated sound remains constant over the switching period. Vehicle management system.

7. The vehicle management system according to claim 3, The second transition period follows the first transition period and does not overlap with the first transition period. Vehicle management system.

8. The vehicle management system according to claim 2, The one or more processors gradually change the output level of the first simulated sound and the output level of the second simulated sound so that a synthesized sound of the first simulated sound and the second simulated sound is output from the speaker during at least a part of the switching period. Vehicle management system.

9. The vehicle management system according to claim 8, The one or more processors gradually change the output level of the first simulated sound and the output level of the second simulated sound so that the output level of the synthesized sound remains constant over the switching period. Vehicle management system.

10. The vehicle management system according to any one of claims 1 to 9, the vehicle is an electric vehicle that uses an electric motor as a power unit for driving, The electric vehicle includes a simulation mode that simulates the virtual mobility in the vehicle. Vehicle management system.

11. The vehicle management system according to claim 10, the virtual mobility is an engine vehicle, The simulated sound is a pseudo engine sound that simulates the engine sound of the engine vehicle. Vehicle management system.

12. The vehicle management system according to claim 10, the virtual mobility is a manual transmission vehicle; The simulation mode includes a manual mode that simulates the driving characteristics of the manual transmission vehicle. Vehicle management system.

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

14. The vehicle management system according to claim 12, The electric vehicle includes an accelerator pedal, a pseudo clutch pedal, and a pseudo shift device, the pseudo clutch pedal is operated when the pseudo shift device is operated, In the manual mode, the electric vehicle is configured to change the output of the electric motor in response to operation of the accelerator pedal in accordance with operation of the pseudo clutch pedal and operation of the pseudo shift device. Vehicle management system.

15. An electric vehicle that uses an electric motor as a power unit for driving, one or more processors; the one or more processors: Generate a simulated sound that simulates the sound of virtual mobility; outputting the simulated sound through a speaker mounted on the electric vehicle; When the output of the simulated sound is turned on or off, the output level of the simulated sound is gradually changed over a transition period. It was configured as Electric car.

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