Vehicle control method and vehicle controller

Abstract

To provide a vehicle control method and a vehicle controller, which when a driving event specific to virtual mobility is spuriously reproduced in an electric vehicle, suppress that intention of reproduction is erroneously transmitted to a driver of the electric vehicle.SOLUTION: When a reproduction mode for reproducing behavior of virtual mobility in a driving event of virtual mobility is selected as a driving mode of an electric vehicle in a method, occurrence of the driving event specific to virtual mobility is detected. When occurrence of the specific driving event is detected, event reproduction control including driving of an on-vehicle device which resembles a behavior characteristic of virtual mobility in the specific driving event and reproduction of pseudo event sound which resembles sound in the specific driving event is performed. In event reproduction control, reproduction of pseudo event sound is started prior to driving of the on-vehicle device.SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] Japanese Patent Application Laid-Open Publication No. 2011-215437 discloses a control device mounted on an electric vehicle. This conventional control device calculates the engine speed of a virtual engine based on driving information of the electric vehicle and the results of a simulation of the operation of components of a virtual engine-powered vehicle. The conventional control device also controls a virtual engine sound for the interior of the vehicle based on the calculated engine speed. In controlling this virtual engine sound, sound effects corresponding to the operation of the components of the virtual engine-powered vehicle are determined based on the results of the simulation of the operation of these components. The determined sound effects are then added to the virtual engine sound. [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] Consider a case where the sound source of the virtual engine sound is a vehicle other than an engine-powered automobile, such as an airplane, a railroad vehicle, or a ship. Like engine-powered automobiles, some vehicles, such as airplanes, railroad vehicles, and ships, use engines as their main power source. Therefore, if the virtual engine sound is controlled using such a vehicle as the sound source, it is possible to create a sense of realism as if you were driving that vehicle.

[0005] When the sound source is a virtual mobility vehicle that uses an engine as its main power source, we consider providing the driver of an electric vehicle with information other than the virtual engine sound. For example, while the electric vehicle is turning, the driver's seat can be tilted to replicate the turning of the virtual mobility vehicle. For example, vibrations can be generated in the driver's seat to replicate the impact of an airplane landing. For example, vibrations can be generated in the driver's seat to replicate the impact of a coupler when a railcar with freight cars departs. Such simulated reproduction of driving events is expected to enhance the sense of realism.

[0006] If there is replay information of driving events of virtual mobility, it is possible to create a sense of realism as if you were driving a virtual mobility that does not use an engine as its main power source. For example, consider a train as a virtual mobility. A train is a mobility that uses a motor as its main power source. By generating vibrations in the driver's seat that replicate the impact from the joints in the tracks when the train is running, it is possible to create a sense of realism as if you were driving a train.

[0007] The driving events listed above include those common to electric vehicles and virtual mobility, and those unique to virtual mobility. A typical example of the former is turning an engine vehicle, and a typical example of the latter is landing an aircraft. The major difference between the former and the latter is whether or not the driving operation by the driver or the driving state of the electric vehicle is the cause. Therefore, if a driving event unique to virtual mobility is reproduced, it may cause a driver who comes across this reproduced information to feel uncomfortable, or may misunderstand that a malfunction has occurred in the electric vehicle.

[0008] The present disclosure has been made in view of the above-mentioned problems, and an object of the present disclosure is to provide a technology for suppressing the intention of the replay from being misinformed to the driver of an electric vehicle when the driving events specific to virtual mobility are simulated in the electric vehicle. [Means for solving the problem]

[0009] A first aspect of the present disclosure is a vehicle control method applied to an electric vehicle that uses an electric motor as a power unit for running, and has the following features. The vehicle control method includes, when a reproduction mode that reproduces the behavior of a virtual mobility in a driving event of the virtual mobility is selected as a driving mode of the electric vehicle, detecting the occurrence of a driving event specific to the virtual mobility, and, when the occurrence of the specific driving event is detected, performing event reproduction control including driving an in-vehicle device that resembles the behavior characteristics of the virtual mobility in the specific driving event and playing a pseudo-event sound that resembles the sound of the specific driving event. In the event reproduction control, the playback of the pseudo-event sound is started prior to driving the in-vehicle device.

[0010] A second aspect of the present disclosure is a vehicle control device that is applied to an electric vehicle that uses an electric motor as a power unit for traveling, and has the following features. The vehicle control device includes a processing circuit that performs various processes. When a reproduction mode that reproduces the behavior of the virtual mobility in a driving event of the virtual mobility is selected as the driving mode of the electric vehicle, the processing circuit is configured to detect the occurrence of a driving event specific to the virtual mobility, and, when the occurrence of the specific driving event is detected, perform event reproduction control, including driving an in-vehicle device that resembles the behavior characteristics of the virtual mobility in the specific driving event and playing a pseudo-event sound that resembles the sound of the specific driving event. In the event reproduction control, the playback of the pseudo-event sound is started prior to driving the in-vehicle device. [Effects of the Invention]

[0011] According to the present disclosure, when event reproduction control is performed that includes playing a pseudo-event sound that resembles a sound generated during a driving event specific to the virtual mobility and driving an in-vehicle device that resembles the behavior characteristics of the virtual mobility during the driving event, the playback of the pseudo-event sound is initiated prior to driving the in-vehicle device. Therefore, when the in-vehicle device is driven, the pseudo-event sound is delivered to the driver of the electric vehicle before the driving of the in-vehicle device is initiated. This makes it possible to prevent the driver from misunderstanding the intention to drive the in-vehicle device during the event reproduction control. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a conceptual diagram illustrating an example of the configuration of an electric vehicle to which a vehicle control device according to an embodiment is applied. [Figure 2] 1 is a block diagram illustrating an example of a basic functional configuration of a vehicle control device. [Figure 3] FIG. 10 is a block diagram showing another example of the basic functional configuration of the vehicle control device. [Figure 4] FIG. 2 is a block diagram showing an example of a functional configuration of a vehicle control device particularly related to event reproduction control. [Figure 5] 10A and 10B are diagrams illustrating an example of adjusting the timing of outputting a control command to a reproduction device and event sound data when the occurrence of a driving event specific to virtual mobility is detected. [Figure 6] 10 is a flowchart showing a process flow particularly related to the embodiment. [Figure 7] FIG. 1 is a block diagram showing a first configuration example of a power control system of an electric vehicle. [Figure 8] 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 9] FIG. 10 is a diagram showing a comparison of the torque characteristics of an electric motor achieved by motor control using a manual transmission vehicle model with the torque characteristics of an electric motor achieved by normal motor control for an electric vehicle. [Figure 10] FIG. 10 is a block diagram showing a second configuration example of a power control system for an electric vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0013] Embodiments of the present disclosure will be described with reference to the accompanying drawings. In each drawing, the same or corresponding components are designated by the same reference numerals, and the description thereof will be simplified or omitted.

[0014] 1. Configuration example and virtual mobility sound playback 1 is a conceptual diagram showing an example configuration of an electric vehicle including a vehicle control device according to an embodiment of the present disclosure. A vehicle control device 100 according to the embodiment is applied to an electric vehicle 10. The electric vehicle 10 is equipped with an electric motor 44. Examples of the electric motor 44 include a brushless DC motor and a three-phase AC synchronous motor. The electric vehicle 10 uses the electric motor 44 as a power unit for traveling.

[0015] The electric vehicle 10 is also equipped with various sensors 12. The various sensors 12 include operation state sensors such as an accelerator position sensor, a brake position sensor, and a shift position sensor, as well as driving state sensors such as a wheel speed sensor, an acceleration sensor, and a rotational speed sensor. The accelerator position sensor detects the amount of accelerator pedal operation (accelerator opening). The brake position sensor detects the amount of brake pedal operation. The shift position sensor detects the shift position. The wheel speed sensor detects the rotational speed of the wheels of the electric vehicle 10. The acceleration sensor detects the lateral acceleration and longitudinal acceleration of the electric vehicle 10. The rotational speed sensor detects the rotational speed of the electric motor 44.

[0016] The various sensors 12 also include position sensors such as a Global Navigation Satellite System (GNSS) sensor, and recognition sensors such as a camera, radar, and Laser Imaging Detection and Ranging (LIDAR). The GNSS detects the position and attitude of the electric vehicle 10. The camera captures an image of at least the area in front of the electric vehicle 10. The radar and LIDAR recognize the situation around the electric vehicle 10.

[0017] The electric vehicle 10 also includes speakers 14. The speakers 14 output sound into the cabin of the electric vehicle 10. The speakers 14 include, for example, front speakers provided at the front of the cabin and rear speakers provided at the rear of the cabin. The total number of speakers constituting the speakers 14 and the layout of the speakers 14 can be changed as desired.

[0018] The electric vehicle 10 further includes a reproduction device 16. The reproduction device 16 is a device for simulating the behavior characteristics of the virtual mobility in a driving event of the virtual mobility. Examples of the reproduction device 16 include a seat vibration device that vibrates the driver's seat of the electric vehicle 10, a seat adjustment device that adjusts the height and inclination of the driver's seat, and a steering vibration device that vibrates the steering wheel. These reproduction devices 16 are on-board devices that are already installed in the electric vehicle 10, or on-board devices that are dedicated to reproduction. Other examples of the reproduction device 16 include driving force transmission devices such as the electric motor 40 and the transmission. The electric motor 40 and the transmission are on-board devices that are already installed in the electric vehicle 10, but can vibrate the driver's seat by performing predetermined control.

[0019] In this disclosure, virtual mobility refers to mobility other than the electric vehicle 10. Examples of mobility other than the electric vehicle 10 include engine vehicles, aircraft, railroad vehicles, ships, and the like. Like engine vehicles, some mobility such as aircraft, railroad vehicles, and ships use engines as their main power source. Some mobility such as aircraft, railroad vehicles, and ships also use a combination of an engine and a motor, or a motor as their main power source.

[0020] The electric vehicle 10 further includes an HMI (Human Machine Interface) unit 18. The HMI unit 18 is an input / output terminal for providing information to the driver of the electric vehicle 10 and receiving information from the driver. The HMI unit 18 includes, for example, an input device, a display device, and a microphone. Examples of the input device include a touch panel, a keyboard, a switch, and a button. The information provided to the driver includes information about the running state of the electric vehicle 10 and information specific to the present disclosure. The information specific to the present disclosure includes information about the driving mode and control mode of the electric vehicle 10. Information is provided to the driver using the display device. Information is received from the driver using the input device and the microphone.

[0021] The vehicle control device 100 generates a sound related to virtual mobility (hereinafter also referred to as "virtual mobility sound"). The vehicle control device 100 also outputs the generated virtual mobility sound from the speaker 14. For example, the vehicle control device 100 generates a sound that resembles a sound generated from a power source of the virtual mobility (hereinafter also referred to as "pseudo power source sound") as the virtual mobility sound and outputs this from the speaker 14. In another example, the vehicle control device 100 generates a sound that resembles a sound generated in a driving event of the virtual mobility (hereinafter also referred to as "pseudo event sound") as the virtual mobility sound and outputs this from the speaker 14. In yet another example, the vehicle control device 100 generates both the pseudo power source sound and the pseudo event sound and outputs them from the speaker 14.

[0022] The driving events of the virtual mobility include those common to the virtual mobility and the electric vehicle 10, and those unique to the virtual mobility. Examples of driving events common to the virtual mobility and the electric vehicle 10 (hereinafter also referred to as "common driving events") include a starting event, a stopping event, a constant speed cruising event, an acceleration event, a deceleration event, a turning event, and a reverse event. In these common driving events, sounds are generated from the power source of the virtual mobility, the mobility itself, the surrounding environment of the virtual mobility, etc. The vehicle control device 100 generates pseudo event sounds (excluding pseudo power source sounds, however) for the common driving events and outputs them from the speaker 14.

[0023] Like common driving events, driving events specific to virtual mobility (hereinafter also referred to as "specific driving events") also generate sounds from the power source of the virtual mobility, the mobility itself, the surrounding environment of the virtual mobility, etc. The vehicle control device 100 generates pseudo event sounds (excluding pseudo power source sounds) for specific driving events and outputs them from the speaker 14. Examples of specific driving events include an aircraft landing event at an airport, a departure and stopping event of a railcar with cargo cars, and a railcar running on a track. In an aircraft landing event, an impact sound is generated when the aircraft lands. In a departure and stopping event of a railcar with cargo cars, an impact sound is generated from the couplers between the cargo cars. In a railcar running on a track event, an impact sound is generated from the joints in the tracks.

[0024] The entire vehicle control device 100 may be mounted on the electric vehicle 10. As another example, at least a part of the vehicle control device 100 may be included in a management server external to the electric vehicle 10. In this case, the vehicle control device 100 may remotely generate a virtual mobility sound, receive the generated virtual mobility sound, and output it from the speaker 14.

[0025] Generally speaking, the vehicle control device 100 includes at least one processing circuit 102 and at least one storage device 104. Examples of the processing circuit 102 include at least one of a general-purpose processor, an application-specific processor, an integrated circuit, an ASIC (Application Specific Integrated Circuits), a CPU (Central Processing Unit), a conventional circuit, and a combination thereof. The processing circuit 102 is hardware programmed to realize the functions described below, or hardware that executes the functions described below. The storage device 104 stores various information. Examples of the storage device 104 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), etc.

[0026] 2 is a block diagram showing an example of a basic functional configuration of the vehicle control device 100. The vehicle control device 100 includes, as functional blocks, an information acquisition unit 110, a sound source management unit 120, a sound generation unit 130, a sound output control unit 140, and a mode setting unit 150. These functional blocks are realized, for example, by cooperation between the processing circuit 102 and the storage device 104.

[0027] The information acquisition unit 110 acquires information BEV about the electric vehicle 10. The information BEV includes information about the driving state of the electric vehicle 10, information about the driving environment of the electric vehicle 10, information about the driving mode and control mode of the electric vehicle 10, etc. The information BEV is detected by the various sensors 12 and the HMI unit 18. Some of the information about the driving environment of the electric vehicle 10 may be acquired by combining information detected by the various sensors 12 (for example, position information of the electric vehicle 10) with map data.

[0028] The information BEV also includes a virtual engine rotation speed Ne. Here, it is assumed that the electric vehicle 10 uses a virtual engine as a power unit for traveling. The virtual engine rotation speed Ne is the rotation speed of the virtual engine when it is assumed that the electric vehicle 10 is driven by the virtual engine. For example, the information acquisition unit 110 may calculate the virtual engine rotation speed Ne so that it increases as the wheel speed increases. Furthermore, if the electric vehicle 10 has a manual mode (MT mode) described below, the information 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 this manual mode will be described in detail below.

[0029] The sound source management unit 120 stores virtual mobility sound source data VMS (VMS1, . . . , VMSn) used to generate virtual mobility sounds. The sound source management unit 120 is mainly realized by the storage device 104. Typically, the sound source data VMS 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 motor rotation (for low RPM, medium RPM, and high RPM), sound source data of sounds caused by operation of input devices such as gears and clutches (for low RPM, medium RPM, and high RPM), and sound source data of noise. Each type of sound source data is generated in advance through simulations based on a power source model and a vehicle body model of the virtual mobility. 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.

[0030] The sound generation unit 130 (virtual mobility sound simulator) is a simulator that generates virtual mobility sound. The sound generation unit 130 acquires at least a portion of the information BEV from the information acquisition unit 110. In particular, the sound generation unit 130 acquires information on the virtual engine rotation speed Ne and vehicle speed from the information acquisition unit 110. The sound generation unit 130 also reads virtual mobility sound source data VMSk (1≦k≦n) from the sound source management unit 120. The sound source data VMSk is sound source data for virtual mobility specified by the driving mode data BDM of the electric vehicle 10 output from the mode setting unit 150. The sound generation unit 130 generates virtual mobility sound according to the driving state of the electric vehicle 10 (virtual engine rotation speed Ne and vehicle speed) by combining one or more sound source data included in the sound source data VMSk. The mobility sound data GMS is data indicating the generated virtual mobility sound.

[0031] Note that generating a pseudo power source sound is a well-known technique, and the method of generating a pseudo power source sound that can be applied to the present disclosure is not particularly limited. For example, the pseudo power source sound may be generated by a well-known sound simulator or the like used in games, etc. A method may also 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 power source sound is increased or decreased in proportion to the virtual engine rotation speed Ne, and the sound pressure of the pseudo power source sound is increased or decreased in proportion to the virtual engine torque.

[0032] The sound output control unit 140 receives the power source sound data MDS generated by the sound generation unit 130. Then, the sound output control unit 140 outputs the power source sound data MDS from the speaker 14. When outputting the power source sound data MDS, the sound output control unit 140 controls the sound pressure of the pseudo power source sound by controlling an amplifier. The sound output control unit 140 changes the frequency of the pseudo power source sound by controlling an FMC (frequency modulator).

[0033] FIG. 3 is a block diagram showing another example of the basic functional configuration of the vehicle control device 100. In the example shown in FIG. 3, the sound source management unit 120 stores sound source data VES (VES1, . . . , VESm) for a driving event of the virtual mobility. The sound source data VES is generated in advance through a simulation based on a vehicle body model corresponding to the virtual mobility and an environmental model of the virtual mobility. The sound source data VES may also be generated by separately collecting and editing environmental sounds (e.g., a departure bell notification sound, an announcement sound by a virtual mobility crew member) for a driving event of the virtual mobility. Each sound source data is flexibly adjustable. In other words, at least one of the sound pressure and frequency of the sound indicated by the sound source data is flexibly adjustable.

[0034] In the example shown in FIG. 3, the sound generation unit 130 acquires at least a portion of the information BEV from the information acquisition unit 110. In particular, the sound generation unit 130 acquires information necessary for detecting the occurrence of a driving event of the virtual mobility from the information acquisition unit 110. The sound generation unit 130 also reads sound source data VESh (1≦h≦m) of the virtual mobility from the sound source management unit 120. The sound source data VESh is sound source data of the virtual mobility identified by the driving mode data BDM. The sound generation unit 130 generates a pseudo-event sound corresponding to the driving event (i.e., a common driving event or a specific driving event) whose occurrence has been detected by combining one or more sound source data included in the sound source data VESh. The event sound data GES is data indicating the generated pseudo-event sound.

[0035] 2.Event Replay Control In the embodiment, when the occurrence of a driving event of the virtual mobility is detected, control for reproducing the driving event (event reproduction control) is performed. The event reproduction control performs at least one of driving the reproduction device 16 to resemble the behavior characteristics of the virtual mobility in the driving event and playing a pseudo-event sound that resembles the sound in the driving event.

[0036] Fig. 4 is a block diagram showing an example of a functional configuration of the vehicle control device 100 that is particularly related to event reproduction control. In the example shown in Fig. 4, the vehicle control device 100 includes a reproduction device control unit 160 and a control arbitration unit 170 in addition to the functional blocks described in Fig. 2 or 3. These functional blocks are realized, for example, by cooperation between the processing circuitry 102 and the storage device 104.

[0037] The reproduction device control unit 160 acquires at least a portion of the information BEV from the information acquisition unit 110. In particular, the reproduction device control unit 160 acquires information necessary for detecting a driving event of the virtual mobility from the information acquisition unit 110. When the occurrence of a driving event is detected, the reproduction device control unit 160 generates a control command in accordance with a behavior characteristic pattern of the virtual mobility specified by the driving mode data BDM. The behavior characteristic pattern is generated in advance through a simulation based on a vehicle body model corresponding to the virtual mobility and an environment model of the virtual mobility. The generated control command is sent to the control arbitration unit 170.

[0038] The control arbitration unit 170 receives a control command from the reproduction device control unit 160 and outputs it to the reproduction device 16. The control arbitration unit 170 also receives event sound data GES from the sound output control unit 140 and outputs it to the speaker 14. When both a control command and event sound data GES are received from the reproduction device control unit 160, the control arbitration unit 170 determines whether or not to output the control command and event sound data GES based on the information BEV. For example, in a situation where emergency vehicle control is being performed in which a safety device is activated, the output of the control command and event sound data GES is prohibited. When the output of the control command and event sound data GES is not specifically prohibited, the control arbitration unit 170 adjusts the timing of their output.

[0039] The timing of outputting the control command and the event sound data GES is particularly important when the occurrence of a specific driving event is detected. The occurrence of a common driving event is caused by the driving operation by the driver or the driving state of the electric vehicle 10. In contrast, a specific driving event occurs without being caused by the driving operation or driving state. Therefore, when the control of the reproduction device 16 is started upon detection of the occurrence of a specific driving event, the driver may feel uncomfortable due to the control of the reproduction device 16 or may mistakenly believe that a malfunction has occurred in the electric vehicle 10.

[0040] Therefore, in this embodiment, when the occurrence of a unique driving event is detected, output of event sound data GES is started prior to the start of control of the reproduction device 16. Figure 5 is a diagram illustrating an example of adjustment of the timing of the control command and the output of event sound data GES by the control arbitration unit 170. Note that in the example shown in Figure 5, output of mobility sound data GMS is also being performed. Output of mobility sound data GMS has been performed continuously since time T1.

[0041] As described above, when the occurrence of a specific driving event is detected, event sound data GES is generated and output from the speaker 14. In the example shown in FIG. 5, in response to the detection of the occurrence of a specific driving event, the output of the event sound data GES is continued from time T2 to T3. Control of the reproduction device 16 begins at time T4. Time T4 is after time T2, and this time T4 is adjusted by the control arbitration unit 170. By starting control of the reproduction device 16 from time T4, it is possible to prevent the intention of driving the reproduction device 16 in the event reproduction control from being mistakenly conveyed to the driver.

[0042] In the example shown in FIG. 5, the event sound data GES output between time T2 and time T4 includes data for an announcement sound. This announcement sound is a sound that notifies the start of control of the reproduction device 16. The announcement sound may be an environmental sound that occurs during a unique driving event (for example, a departure bell notification sound or an announcement sound by a virtual mobility occupant), or may be a separately generated warning sound. It is expected that the above effects will be enhanced by playing the announcement sound.

[0043] The time T4 at which control of the reproduction device 16 is started may be after the control arbitration unit 170 detects the output of the event sound data GES inside the vehicle cabin. In this case, the output of the event sound data GES is detected using an interior microphone of the electric vehicle 10. Then, the time T4 is set based on the detection signal included in the information BEV. Setting the time T4 after the output of the event sound data GES has been confirmed is expected to enhance the above-mentioned effects.

[0044] A case where the event sound data GES is not output in the vehicle cabin is assumed to be when the setting state of the speaker 14 is muted (including a low volume state close to muted). Therefore, it is desirable to detect the setting state of the speaker 14 based on the information BEV, and if this setting state is muted, to unmute it before time T2. By unmuting the muted state, the event sound data GES can be reliably output from the speaker 14. The unmuted state is unmuted, for example, by the control arbitration unit 170.

[0045] 3. Processing example 6 is a flowchart showing the flow of computer processing particularly related to the embodiment. The flowchart shown in FIG. 6 is repeatedly executed at a predetermined control period by the processing circuit 102 shown in FIG.

[0046] 6, first, information BEV is acquired (step S11). As described above, information BEV is information about the electric vehicle 10, and includes information about the running state of the electric vehicle 10, information about the running environment of the electric vehicle 10, information about the driving mode and control mode of the electric vehicle 10, virtual engine rotation speed Ne, etc.

[0047] Following the processing of step S11, it is determined whether the driving mode of the electric vehicle 10 is set to the reproduction mode (step S12). The determination in step S12 is made based on the driving mode data BDM included in the information BDV. Here, the driving mode data BDM includes selection data for the basic mode and the reproduction mode. The difference between the basic mode and the reproduction mode is at least whether or not virtual mobility sounds are reproduced. If the reproduction mode has been selected by the driver, the determination result in step S12 is positive.

[0048] If the determination result of step S12 is positive, generation of mobility sound data GMS is started (step S13). Then, it is determined whether or not the occurrence of a driving event is detected (step S14). Whether or not the occurrence of a driving event is detected is determined based on a combination of the information BEV and the virtual mobility specified by the driving mode data BDM.

[0049] For example, start and stop events (common operation events) for engine vehicles, railroad vehicles, aircraft, and ships are detected by operating the ignition switch of the electric vehicle 10. Turning events (common operation events) for engine vehicles, aircraft, and ships are detected by a change in the steering angle of the electric vehicle 10. Station departure events for railroad vehicles, takeoff events for aircraft, and docking events for ships (common operation events) are detected by the starting operation of the electric vehicle 10. Station arrival events for railroad vehicles and docking events for ships (common operation events) are detected when the distance from the destination of the electric vehicle 10 is within a predetermined distance.

[0050] A departure event (specific driving event) of a railroad vehicle with freight cars is detected by the starting action of the electric vehicle 10, and a stop event (specific driving event) of the railroad vehicle is detected by the stopping action of the electric vehicle 10. A running event (specific driving event) of the railroad vehicle on the tracks is detected by the running of the electric vehicle 10. A landing event (specific driving event) of an airplane is detected when the distance from the destination of the electric vehicle 10 is within a predetermined distance.

[0051] If the determination result in step S14 is negative, output control of the mobility sound data GMS is performed (step S15). In the processing of step S15, the mobility sound data GMS is output from the speaker 14. In the processing of step S15, control arbitration is appropriately performed to prohibit output of the mobility sound data GMS in a situation where emergency vehicle control is performed.

[0052] If the determination result of step S14 is positive, it is determined whether or not the driving event corresponds to a particular driving event (step S21). The determination target of the process of step S21 is the driving event detected in the process of step S14. The determination of step S21 is made based on the content of the driving event detected in the process of step S14.

[0053] If the determination result in step S21 is negative, generation of event sound data GES is started (step S22), and output control of this event sound data GES is performed (step S23). In the processing of step S23, the event sound data GES is output from the speaker 14. In the processing of step S23, control arbitration is appropriately performed to prohibit output of the event sound data GES in a situation where emergency vehicle control is performed.

[0054] Following the processing of step S23, it is determined whether the driving event has ended (step S24). The determination target of the processing of step S24 is the driving event detected in the processing of step S14. The determination of step S24 is made, for example, by detecting the elimination of the driving operation or vehicle state detected in the processing of step S14. If the determination result of step S24 is negative, the processing returns to the processing of step S22.

[0055] If the determination result of step S21 is positive, generation of the event sound data GES is started (step S25). Then, control of the reproduction device 16 and output control of the event sound data GES are performed (step S26). In the processing of step S26, the event sound data GES is output from the speaker 14. In the processing of step S26, control arbitration is also performed so that output of the event sound data GES is started before control of the reproduction device 16 is started. In the processing of step S26, control arbitration is further performed as appropriate to prohibit output of the event sound data GES and control of the reproduction device 16 in a situation where emergency vehicle control is performed.

[0056] Following the process of step S26, it is determined whether or not the driving event has ended (step S27). The content of the process of step S27 is the same as that of step S24. If the determination result of step S27 is negative, the process returns to step S22.

[0057] 4. 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 from 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 feel is significantly different between driving a conventional vehicle with a manual transmission (hereinafter also referred to as an "MT vehicle") and driving an electric vehicle.

[0058] 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.

[0059] That is, the electric vehicle controls the output of the electric motor to simulate the torque characteristics unique to a manual transmission vehicle. The driver operates a pseudo shifter to perform a pseudo manual gear shift operation. In response to the driver's pseudo manual gear shift operation, the electric vehicle changes its 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, this electric motor control mode for simulating the manual gear shift operation of a manual transmission vehicle will be referred to as the "manual mode" or "MT mode."

[0060] The electric vehicle 10 according to the present disclosure may be provided with such a manual mode (MT mode). In the MT mode, the electric vehicle 10 generates a pseudo engine sound in response to the driving operation of the driver and outputs the pseudo engine sound from the speaker 70. Since not only the driving operation of a MT vehicle but also the engine sound of a MT vehicle are reproduced, the satisfaction of drivers who seek realism is increased.

[0061] An example of the configuration of an electric vehicle 10 that has a manual mode (MT mode) will be described below.

[0062] 4-1. First configuration example FIG. 7 is a block diagram showing a first example configuration of a power control system for an electric vehicle 10. The electric vehicle 10 includes an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is a power unit for driving the electric motor 44. The battery 46 stores electric energy for driving the electric motor 44. In other words, the electric vehicle 10 is a battery electric vehicle (BEV) that runs on electric energy stored in the battery 46. The inverter 42 converts DC power input from the battery 46 during acceleration into drive power for the electric motor 44. The inverter 42 also converts regenerative power input from the electric motor 44 during deceleration into DC power and charges the battery 46.

[0063] The electric vehicle 10 is provided with an accelerator pedal 22 that allows the driver to input an acceleration request to the electric vehicle 10. The accelerator pedal 22 is provided with an accelerator position sensor 32 that detects the accelerator opening.

[0064] The electric vehicle 10 is equipped with pseudo shift paddles 24. These pseudo shift paddles 24 are dummies that are different from actual paddle-type shifters. The pseudo shift paddles 24 have a structure similar to the shift paddles equipped on clutch pedal-less manual transmission vehicles. The pseudo shift paddles 24 are attached to the steering wheel. The pseudo shift paddles 24 are equipped with upshift switches and downshift switches 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.

[0065] Wheel speed sensors 36 are provided on the wheels 26 of the electric vehicle 10. The wheel speed sensors 36 are used as vehicle speed sensors for detecting the vehicle speed of the electric vehicle 10. In addition, the electric motor 44 is provided with a rotation speed sensor 38 for detecting its rotation speed.

[0066] The electric vehicle 10 is equipped with a control device 50. The control device 50 is typically an electronic control unit (ECU) mounted on the electric vehicle 10. The control device 50 may be a combination of multiple ECUs. The control device 50 is equipped with 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 obtained from each sensor.

[0067] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. Signals from the accelerator position sensor 32, the pseudo shift paddles 24, the wheel speed sensor 36, and the rotational speed sensor 38 (the signals from the pseudo shift paddles 24 are an upshift signal 34u and a downshift signal 34d) are input to the control device 50. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0068] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is a normal control mode for driving the electric vehicle 10 as a 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 10 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 on the pseudo shift paddles 24. In other words, the manual mode is a control mode in which the output of the electric motor 44 can be changed in response to driving operations of vehicle components other than the accelerator pedal 22 and the brake pedal. The automatic mode (EV mode) and the manual mode (MT mode) can be switched between.

[0069] 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.

[0070] 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 pseudo shift paddle 24, the operation is not reflected in the motor torque.

[0071] 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 pseudo shift paddles 24 if the electric vehicle 10 were a manual transmission vehicle.

[0072] The MT vehicle model provided in manual mode torque calculation unit 56 will be described with reference to Fig. 8. As shown in Fig. 8, 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 also 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.

[0073] 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)

[0074] 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. 8. 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. 8 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.

[0075] 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. 8. In this map, the torque transmission gain k is given for the virtual clutch opening Pc. In FIG. 8, 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).

[0076] 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.

[0077] 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 pseudo shift paddle 24, the virtual gear position GP is increased by one position. On the other hand, in response to a downshift operation of the pseudo shift paddle 24, the virtual gear position GP is decreased by one position. The transmission model 563 has a map as shown in FIG. 8. 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 as 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.

[0078] 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).

[0079] 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.

[0080] Fig. 9 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 lines in the figure) that mimic the torque characteristics of a manual transmission vehicle, as shown in Fig. 9, in accordance with the virtual gear position set by pseudo shift paddles 24. Note that in Fig. 9, the number of gear positions is set to six.

[0081] 4-2. Second configuration example FIG. 10 is a block diagram showing a second configuration example of the power control system of the electric vehicle 10. Here, only the configuration that differs from the first configuration example described above will be explained. Specifically, in the second configuration example, the electric vehicle 10 is equipped with a pseudo shift lever 27 and a pseudo clutch pedal 28 instead of the pseudo shift paddles 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 actual shift lever and clutch pedal.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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 operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10 like a manual transmission vehicle. The manual mode is programmed to change the output of the electric motor 44 in response to operation of the accelerator pedal 22 in response to operation of the pseudo clutch pedal 28 and the pseudo shift lever 27. In other words, the manual mode is a control mode that makes it possible to change the output of the electric motor 44 in response to driving operations of vehicle components other than the accelerator pedal 22 or the brake pedal.

[0086] The vehicle model provided in the manual mode torque calculation unit 56 is the same as that shown in Fig. 8. However, the virtual clutch opening degree Pc is replaced with the depression amount of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. Also, the virtual gear stage GP is determined by the position of the pseudo shift lever 27 detected by the shift position sensor 27a. [Explanation of symbols]

[0087] 10...electric vehicle, 12...various sensors, 14...speaker, 16...reproduction device, 18...HMI unit, 44...electric motor, 100...vehicle control device, 102...processing circuit, 104...storage device, 110...information acquisition unit, 120...sound source management unit, 130...sound generation unit, 140...sound output control unit, 150...mode identification unit, 160...reproduction device control unit, 170...control arbitration unit, BDM...driving mode data, BEV...information related to electric vehicle, GES...event sound data, GMS...mobility sound data

Claims

1. A vehicle control method applied to an electric vehicle that uses an electric motor as a power unit for driving, When a reproduction mode that reproduces the behavior of the virtual mobility in a driving event of the virtual mobility is selected as the driving mode of the electric vehicle, detecting the occurrence of a driving event specific to the virtual mobility; When the occurrence of the specific driving event is detected, performing event reproduction control including driving an in-vehicle device in a manner that resembles the behavior characteristics of the virtual mobility in the specific driving event and playing a pseudo-event sound that resembles the sound in the specific driving event; Including, In the event reproduction control, the reproduction of the pseudo event sound is started prior to the driving of the in-vehicle device. A vehicle control method comprising:

2. 2. The vehicle control method according to claim 1, After the pseudo-event sound reproduced by the execution of the event reproduction control is detected via an indoor microphone of the electric vehicle, the driving of the in-vehicle device is started. A vehicle control method comprising:

3. 2. The vehicle control method according to claim 1, When a setting state of a sound reproducing device that reproduces the pseudo event sound in the electric vehicle is in a mute state, the mute state is cancelled before starting reproduction of the pseudo event sound in the event reproduction control. A vehicle control method comprising:

4. 2. The vehicle control method according to claim 1, When a reproduction mode that reproduces the sound of the virtual mobility in a driving event of the virtual mobility is selected as the driving mode, detecting the occurrence of a driving event common to the virtual mobility and the electric vehicle; When the occurrence of the common driving event is detected, the event reproduction control includes at least one of driving the in-vehicle device in a manner that resembles the behavior characteristics of the virtual mobility in the common driving event and playing a pseudo-event sound that resembles the sound in the common driving event. A vehicle control method comprising:

5. The vehicle control method according to any one of claims 1 to 4, the virtual mobility includes a rail car with a freight car; The specific driving events include a departure event of the railcar detected by the start of the electric vehicle, and a stop event of the railcar detected by the stop of the electric vehicle. A vehicle control method comprising:

6. The vehicle control method according to any one of claims 1 to 4, the virtual mobility includes a rail vehicle; The specific driving event includes a track driving event of the rail vehicle detected by the electric vehicle. A vehicle control method comprising:

7. The vehicle control method according to any one of claims 1 to 4, the virtual mobility includes an aircraft; The specific driving event includes a landing event of the aircraft at the destination, which is detected when the distance from the electric vehicle to the destination is within a predetermined distance. A vehicle control method comprising:

8. A vehicle control device applied to an electric vehicle that uses an electric motor as a power unit for driving, Equipped with a processing circuit that performs various processes, the processing circuitry When a reproduction mode in which the behavior of the virtual mobility in a driving event of the virtual mobility is selected as the driving mode of the electric vehicle, detecting the occurrence of a driving event specific to the virtual mobility; When the occurrence of the specific driving event is detected, an event reproduction control is performed, which includes driving an in-vehicle device in a manner that resembles the behavior characteristics of the virtual mobility in the specific driving event, and playing a pseudo-event sound that resembles the sound in the specific driving event; In the event reproduction control, the reproduction of the pseudo event sound is started prior to the driving of the in-vehicle device. A vehicle control device characterized by:

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