Electric vehicles

Abstract

In an electric vehicle where the torque output of the electric motor is adapted to change in response to input from the driver to simulate the torque characteristics of a virtual engine, the rotational state of the virtual engine is clearly displayed to the driver while minimizing wasted screen resources on the display screen. [Solution] According to one embodiment, the control device for an electric vehicle displays a pointer 310 representing the virtual rotational speed of a virtual engine on a display screen. In the rotational speed range below the redline rotational speed of the virtual engine, the control device continuously moves the pointer 310 within the first display area 311 of the display screen according to the magnitude of the virtual engine rotational speed. In the rotational speed range above the redline rotational speed, the control device moves the pointer 310 to the second display area 312 outside the first display area 311, and restricts the movement of the pointer 310 in the second display area 312 regardless of the magnitude of the virtual rotational speed.

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle having an electric motor as a drive source, and more particularly to an electric vehicle adapted to change the torque output by the electric motor so as to simulate the rotational speed-torque characteristics of a virtual rotating machine in response to an operation input from a driver.

Background Art

[0002] Patent Document 1 discloses a technique for simulating a virtual engine and a virtual manual transmission by adding a shift lever and a clutch pedal to a battery electric vehicle (BEV) and controlling the motor torque by an operation signal from these additional devices. In this prior art, in order to make the user recognize the operating state of the virtual engine, the virtual engine rotational speed calculated by multiplying the virtual propeller shaft rotational speed by the virtual gear ratio is displayed on a tachometer.

[0003] In the tachometer of an engine vehicle equipped with a manual transmission, the range of the rotational speed is set so that the maximum rotational speed when the engine is in an over-rev state is within the limit. Such a specification of the tachometer is also applicable to the tachometer that displays the virtual engine rotational speed. In that case, the redline rotational speed, which is the upper limit of the virtual engine rotational speed, is displayed on the tachometer. The driver operates the shift lever so that the virtual engine rotational speed does not exceed the redline rotational speed. However, there may be a case where the virtual engine rotational speed exceeds the redline rotational speed due to a shift mistake or the like, resulting in an over-rev state. The degree of revving up of the virtual engine at this time depends on the combination of the rotational speed-torque characteristics of the virtual engine and the gear ratio setting of the virtual manual transmission.

[0004] According to the conventional technology described above, it is possible to simulate virtual engines with various rotational speed-torque characteristics, and to simulate virtual manual transmissions with various gear ratio settings. However, depending on the combination, the virtual engine rotational speed may significantly exceed the redline rotational speed. Therefore, the range from the redline rotational speed to the maximum rotational speed on the tachometer should be set as large as possible for the sake of accuracy.

[0005] According to the conventional technology described above, it is possible to select a setting that makes it difficult for the virtual engine rotation speed to exceed the redline rotation speed. In that case, the wide range from the redline rotation speed to the maximum rotation speed is wasted, and the screen resources of the display screen where the tachometer is displayed are wasted. Various information is displayed on the display screen to the driver. Therefore, we want to use the screen resources of the display screen as efficiently as possible.

[0006] Patent documents 2 and 3 are examples of prior art that represent the state of the art at the time of filing in the technical field related to this disclosure. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Patent No. 7298566 [Patent Document 2] Japanese Patent Publication No. 2002-362460 [Patent Document 3] Japanese Patent Publication No. 2016-170008 [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] This disclosure is made in view of the above-mentioned issues. One purpose of this disclosure is to show the driver the rotational state of a virtual rotating machine in an electric vehicle that is adapted to change the torque output of an electric motor in response to an operation input from the driver, while minimizing wasted screen resources on the display screen. [Means for solving the problem]

[0009] This disclosure provides an electric vehicle for achieving the above objective. According to one aspect of this disclosure, the electric vehicle is adapted to vary the torque output by an electric motor in response to an operation input by a driver, thereby simulating the rotational speed-torque characteristics of a virtual rotating machine. The electric vehicle comprises a display device for displaying information to the driver and a control device for controlling the display screen of the display device. The control device displays an indicator on the display screen that represents the virtual rotational speed of the virtual rotating machine. In the rotational speed range below the redline rotational speed of the virtual rotating machine, the control device moves the indicator continuously or discretely within a first display area of ​​the display screen according to the magnitude of the virtual rotational speed. In the rotational speed range above the redline rotational speed, the control device moves the indicator to a second display area outside the first display area and restricts the movement of the indicator in the second display area regardless of the magnitude of the virtual rotational speed. [Effects of the Invention]

[0010] According to one aspect of this disclosure, when the virtual rotation speed is in a rotation speed range below the red line rotation speed, the indicator is moved continuously or discretely within a first display area of ​​the display screen according to the magnitude of the virtual rotation speed. The driver can easily understand the rotation state of the virtual rotating machine from the movement of such an indicator. Also according to one aspect of this disclosure, when the virtual rotation speed is in a rotation speed range above the red line rotation speed, the indicator is moved to a second display area outside the first display area, and its movement is restricted at that location regardless of the magnitude of the virtual rotation speed. The driver can easily understand from the movement of such an indicator that the virtual rotation speed exceeds the red line rotation speed. Furthermore, this eliminates the need to allocate a wide display area for rotation speeds greater than the red line rotation speed, thus saving screen resources on the display screen. As described above, according to one aspect of this disclosure, the rotation state of the virtual rotating machine can be clearly shown to the driver while minimizing wasted screen resources on the display screen. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 shows the configuration of the electric vehicle related to this disclosure. [Figure 2] Figure 2 shows a vehicle model used in the control system for electric vehicles shown in Figure 1. [Figure 3] Figure 3 shows the screen configuration of the virtual engine tachometer according to the first embodiment. [Figure 4] Figure 4A shows the screen of the virtual engine tachometer in the idle state of the first embodiment, Figure 4B shows an example of the image movement near the red zone of the virtual engine tachometer in the first embodiment, and Figure 4C shows the screen of the virtual engine tachometer in the over-rev state of the first embodiment. [Figure 5]Figure 5A shows the screen configuration of the virtual engine tachometer in the first embodiment when the virtual vehicle is a standard vehicle, Figure 5B shows the screen configuration of the virtual engine tachometer in the first embodiment when the virtual vehicle is a high-revving vehicle, and Figure 5C shows the screen configuration of the virtual engine tachometer in the first embodiment when the virtual vehicle is a low-revving vehicle. [Figure 6] Figure 6A shows the screen of the first modified example of the virtual engine tachometer of the first embodiment in an idle state, and Figure 6B shows the screen of the first modified example of the virtual engine tachometer of the first embodiment in an over-rev state. [Figure 7] Figure 7A shows the screen of a second modified example of the virtual engine tachometer of the first embodiment in an idle state, and Figure 7B shows the screen of the second modified example of the virtual engine tachometer of the first embodiment in an over-rev state. [Figure 8] Figure 8A shows the screen of the third modified example of the virtual engine tachometer of the first embodiment in an idle state, and Figure 8B shows the screen of the third modified example of the virtual engine tachometer of the first embodiment in an over-rev state. [Figure 9] Figure 9A shows the screen of the fourth modified example of the virtual engine tachometer of the first embodiment in an idle state, and Figure 9B shows the screen of the fourth modified example of the virtual engine tachometer of the first embodiment in an over-rev state. [Figure 10] Figure 10 shows the screen configuration of the virtual engine tachometer in the second embodiment. [Figure 11] Figure 11A shows the screen of the virtual engine tachometer in the idle state of the second embodiment, Figure 11B shows an example of the image movement near the red zone of the virtual engine tachometer in the second embodiment, and Figure 11C shows the screen of the virtual engine tachometer in the over-rev state of the second embodiment. [Figure 12] Figure 12 shows the screen configuration of the virtual engine tachometer according to the third embodiment. [Figure 13]FIG. 13A is a diagram showing a screen of the virtual engine speedometer in the idle state of the third embodiment, FIG. 13B is a diagram showing an example of the movement of an image near the red zone of the virtual engine speedometer of the third embodiment, and FIG. 13C is a diagram showing a screen of the virtual engine speedometer in the over-rev state of the third embodiment. [Figure 14] It is a diagram showing the configuration of a modified example of an electric vehicle according to the present disclosure. [Figure 15] It is a diagram showing a vehicle model used in the control device of the electric vehicle shown in FIG. 14.

Embodiments for Carrying Out the Invention

[0012] 1. Configuration of Vehicle The vehicle according to the present disclosure is an electric vehicle adapted to change the torque output by an electric motor so as to simulate the rotational speed-torque characteristics of a virtual rotating machine with respect to an operation input from a driver. In the following description, an internal combustion engine (hereinafter simply referred to as an engine) is exemplified as a rotating machine whose rotational speed-torque characteristics are simulated. Hereinafter, the configuration of the vehicle 100 according to the present disclosure will be described with reference to FIG. 1.

[0013] The vehicle 100 includes an electric motor (M) 6 as a driving source for traveling. The vehicle 100 also includes a battery (BATT) 2 and an inverter (INV) 4. The battery 2 stores electric energy for driving the electric motor 6. That is, the vehicle 100 is a battery electric vehicle (BEV) that travels using the electric energy stored in the battery 2. The electric motor 6 is, for example, a three-phase AC motor. The inverter 4 is, for example, a voltage-type inverter, and controls the torque of the electric motor 6 by PWM control.

[0014] The output shaft of the electric motor 6 is connected to a reduction gear (RG) 8. The reduction gear 8 is connected to a differential gear 14 by a propeller shaft 12. The differential gear 14 is connected to the left and right drive wheels 18 by left and right drive shafts 16. The drive wheels 18 may be the rear wheels or the front wheels. However, the vehicle 100 may be configured as an all-wheel drive vehicle. In that case, a center differential gear may be provided on the propeller shaft 12, and the drive torque divided by the center differential gear may be transmitted to the front wheels and rear wheels respectively.

[0015] Vehicle 100 is equipped with a vehicle speed sensor 40. The vehicle speed sensor 40 is a sensor that outputs a signal corresponding to the vehicle speed of vehicle 100 (hereinafter referred to as vehicle speed). At least one of the wheel speed sensors (not shown) provided on each of the left and right front wheels and left and right rear wheels is used as the vehicle speed sensor 40.

[0016] Furthermore, the vehicle 100 is equipped with an accelerator position sensor 42. The accelerator position sensor 42 is located on the accelerator pedal 52 and outputs a signal corresponding to the amount of operation of the accelerator pedal 52. The amount of operation of the accelerator pedal 52 refers to the amount the driver presses the accelerator pedal 52, that is, the accelerator opening angle.

[0017] The accelerator pedal 52 is a driving control member used to drive the vehicle 100. In addition to the accelerator pedal 52, the driving control members also include a brake pedal (not shown). Separately from these driving control members, the vehicle 100 is equipped with a simulated gear shifting control member that mimics the control member used for shifting gears in a manually operated engine vehicle. The simulated gear shifting control member includes the following simulated clutch pedal 54 and simulated shifter 56.

[0018] The simulated clutch pedal 54 is a dummy, different from the actual clutch pedal. The simulated clutch pedal 54 has a structure that resembles the clutch pedal found in conventional manual transmission engine vehicles. For example, the simulated clutch pedal 54 is equipped with a reaction force mechanism that generates a reaction force in response to the driver's pressing. The position when no force is applied is the starting position of the simulated clutch pedal 54, and the position when it is pressed all the way down is the ending position of the simulated clutch pedal 54. The driver can operate the simulated clutch pedal 54 from the starting position to the ending position, resisting the reaction force from the reaction force mechanism.

[0019] Vehicle 100 is equipped with a clutch position sensor 44. The clutch position sensor 44 is located on the simulated clutch pedal 54 and is a sensor that outputs a signal corresponding to the amount of operation of the simulated clutch pedal 54. The amount of operation of the simulated clutch pedal 54 refers to the amount the driver depresses the simulated clutch pedal 54, that is, the clutch pedal stroke.

[0020] The simulated shifter 56 is a dummy and differs from the actual shifter. The simulated shifter 56 has a structure similar to the H-type shifter found in conventional manual transmission engine vehicles. The simulated shifter 56 has a shift lever, which can be moved along the H-shaped gates. Each gate of the H-type shifter, which is an alternate-shift type shifter, is assigned a shift position. However, since vehicle 100 does not have a real manual transmission, the shift positions of the simulated shifter 56 are virtual shift positions. In the example shown in Figure 1, virtual shift positions of 1st, 2nd, 3rd, 4th, 5th, and 6th gear are provided. In conventional manual transmission engine vehicles, 1st gear is the shift position with the largest gear ratio, and the gear ratio decreases in the order of 2nd, 3rd, 4th, 5th, and 6th gear.

[0021] Vehicle 100 is equipped with a shift position sensor 46. The shift position sensor 46 is located on the simulated shifter 56 and outputs a signal indicating the shift position selected by the simulated shifter 56. When the shift lever is not in any shift position, the shift position sensor 46 outputs a signal indicating the neutral position.

[0022] Vehicle 100 is equipped with a vehicle control device 101. Sensors and controlled devices mounted on vehicle 100 are connected to the vehicle control device 101 via an in-vehicle network. Vehicle speed sensor 40, accelerator position sensor 42, clutch position sensor 44, and shift position sensor 46 are examples of sensors mounted on vehicle 100. Signals from these sensors 40, 42, 44, and 46 are input to the vehicle control device 101.

[0023] Furthermore, a speaker 20 is provided inside the vehicle 100. A display device 30 is also provided on the instrument panel of the vehicle 100. The display device 30 includes, for example, a liquid crystal panel or an organic EL panel as the display screen 300. The vehicle 100 includes a sound control device 120 that controls the sound from the speaker 20 and a screen control device 130 that controls the display screen 300 of the display device 30. The sound control device 120 and the screen control device 130 are each connected to the vehicle control device 101.

[0024] 3. Vehicle control system The vehicle control device 101 is typically an electronic control unit (ECU). The vehicle control device 101 may be a combination of multiple ECUs. The vehicle control device 101 includes an interface, memory, and a processor (not shown). An in-vehicle network is connected to the interface. The memory includes RAM for temporarily recording data and ROM for storing programs executable by the processor and various data related to the programs. The program consists of multiple instructions. The processor reads the program and data from memory and executes them, and generates control signals based on signals acquired from each sensor. The vehicle control device 101 may have one or more processors. One or more processors constitute a processing circuit.

[0025] The program stored in the memory of the vehicle control device 101 includes a program that enables the vehicle 100 to be operated like a manual transmission engine vehicle. This program implements a vehicle model that models a virtual manual transmission engine vehicle (hereinafter referred to as a virtual vehicle). When this program is executed, the processor or group of processors of the control device 101 functions as a virtual gear ratio calculation unit 111, a virtual clutch capacity calculation unit 112, a virtual engine rotational speed calculation unit 113, a virtual engine torque calculation unit 114, and a virtual transmission torque calculation unit 115.

[0026] The virtual gear ratio calculation unit 111 acquires the signal from the shift position sensor 46. From the signal from the shift position sensor 46, the virtual shift position of the pseudo shifter 58 is obtained. The virtual gear ratio calculation unit 111 uses the transmission model described later, which constitutes the vehicle model, to calculate the virtual gear ratio of the vehicle 100 based on the virtual shift position. The virtual gear ratio is the gear ratio of a manual transmission (hereinafter referred to as a virtual manual transmission) that is virtually realized by torque control of the electric motor 6 using the vehicle model.

[0027] The virtual clutch capacity calculation unit 112 acquires a signal from the clutch position sensor 44. From the signal from the clutch position sensor 44, the clutch pedal stroke of the simulated clutch pedal 54 is obtained. The virtual clutch capacity calculation unit 112 calculates the virtual clutch capacity based on the clutch pedal stroke using the clutch model described later, which constitutes the vehicle model. The virtual clutch capacity is the torque transmission capacity of the clutch (hereinafter referred to as the virtual clutch) that is virtually realized by torque control of the electric motor 6 using the vehicle model.

[0028] The virtual engine rotation speed calculation unit 113 acquires the signal from the vehicle speed sensor 40. The vehicle speed of the vehicle 100 is obtained from the signal from the vehicle speed sensor 40. The virtual engine rotation speed calculation unit 113 calculates the virtual engine rotation speed based on the vehicle speed and virtual gear ratio according to a predetermined calculation formula. The virtual engine rotation speed is the rotation speed of the engine (hereinafter referred to as the virtual engine) that is virtually realized by torque control of the electric motor 6 using the vehicle model. When the virtual clutch is in a semi-engaged state, the virtual engine rotation speed is calculated using the vehicle speed, virtual gear ratio, and virtual slip ratio. The virtual slip ratio is calculated using the virtual clutch capacity and the virtual engine torque, which will be described later.

[0029] The virtual engine torque calculation unit 114 acquires the signal from the accelerator position sensor 42. From the signal from the accelerator position sensor 42, the accelerator opening of the accelerator pedal 52 is obtained. The virtual engine torque calculation unit 114 calculates the virtual engine torque based on the virtual engine rotational speed and accelerator opening using the engine model described later, which constitutes the vehicle model. Virtual engine torque is the torque output from the virtual engine.

[0030] The virtual transmission torque calculation unit 115 calculates the virtual transmission torque using the virtual engine torque, virtual clutch capacity, and virtual gear ratio. The virtual transmission torque is the torque output from the virtual manual transmission. The virtual transmission torque is the product of the virtual clutch torque input from the virtual clutch and the gear ratio, and the virtual clutch torque is the smaller of the virtual engine torque and the virtual clutch capacity. In other words, if the virtual engine torque is less than the virtual clutch capacity, the virtual clutch torque is equal to the virtual engine torque. On the other hand, if the virtual engine torque is greater than the virtual clutch capacity, the virtual clutch torque is limited to the virtual clutch capacity.

[0031] The vehicle control device 101 controls the inverter 4 to change the torque output by the electric motor 6 in accordance with the virtual transmission torque. The virtual transmission torque changes discontinuously in accordance with the switching of the virtual gear ratio. This discontinuous change in virtual transmission torque alters the behavior of the vehicle 100, creating the impression of a vehicle equipped with a manual transmission.

[0032] Here, the vehicle model of the virtual vehicle used by the vehicle control device 101 will be explained with reference to Figure 2. As shown in Figure 2, the vehicle model MOD01 consists of a transmission model MOD11, an engine model MOD12, and a clutch model MOD13. The transmission model MOD11 models a virtual manual transmission. The engine model MOD12 models a virtual engine. And the clutch model MOD13 models a virtual clutch.

[0033] In engine model MOD12, the relationship between virtual engine speed and virtual engine torque is defined for each accelerator opening. The speed-torque characteristics of engine model MOD12 can be set to those of a gasoline engine, a diesel engine, a naturally aspirated engine, or a turbocharged engine. The virtual engine torque Te calculated by engine model MOD12 is input to clutch model MOD13. When the virtual engine speed drops below a predetermined engine stall speed, the virtual engine torque is set to zero after a very short fluctuation, and the virtual engine speed is also reduced to zero.

[0034] In clutch model MOD13, a virtual clutch capacity is assigned to the clutch pedal stroke. The clutch pedal stroke is 0% at the starting position of the simulated clutch pedal 54 and 100% at the ending position of the simulated clutch pedal 54. When the clutch pedal stroke is 100%, the virtual clutch capacity is zero. At this time, in clutch model MOD13, the virtual clutch is completely disengaged, and the transmission of virtual engine torque from the virtual engine to the virtual manual transmission is cut off. As the clutch pedal stroke is returned from the 100% state, the state of the virtual clutch changes from disengaged to semi-engaged at the clutch engagement point. As a result, the virtual clutch capacity begins to increase, and the transmission of virtual engine torque from the virtual engine to the virtual manual transmission begins. When the virtual clutch capacity exceeds the virtual engine torque, the virtual clutch becomes engaged, and all of the virtual engine torque output from the virtual engine is input to the virtual manual transmission.

[0035] In the MOD11 transmission model, a virtual gear ratio is set for each virtual shift position. The largest virtual gear ratio is set for 1st gear, and the virtual gear ratio decreases in the order of 2nd, 3rd, 4th, 5th, and 6th gear. The virtual transmission torque Tp is calculated using the virtual gear ratio calculated by the MOD11 transmission model and the virtual clutch torque Tout input from the MOD13 clutch model. The virtual clutch torque Tout is zero when the clutch pedal stroke is greater than or equal to the clutch engagement point, and as the clutch pedal stroke becomes less than the clutch engagement point, it increases from zero to the virtual engine torque Te in proportion to the decrease in clutch pedal stroke.

[0036] 4. Sound control device Returning to Figure 1, the sound control device 120 will be described. The sound control device 120 is typically an ECU. The sound control device 120 may be a combination of multiple ECUs. The sound control device 120 includes an interface, memory, and a processor (not shown). The vehicle control device 101 and the speaker 20 are connected to the interface. The memory includes RAM for temporarily recording data and ROM for storing programs executable by the processor and various data related to the program. The program consists of multiple instructions. The sound control device 120 may have one or more processors. One or more processors constitute a processing circuit.

[0037] The sound control device 120 generates a simulated engine sound to be output to the speaker 20. The sound control device 120 calculates the sound pressure of the simulated engine sound using a sound pressure map and calculates the frequency of the simulated engine sound using a frequency map. In the sound pressure map, sound pressure data is set for virtual engine rotation speed such that the sound pressure increases as the virtual engine rotation speed increases. Similarly, sound pressure data is set for virtual engine torque such that the sound pressure increases as the virtual engine torque increases. In the frequency map, frequency data is set for virtual engine rotation speed such that the frequency increases as the virtual engine rotation speed increases. Therefore, the sound pressure and frequency of the simulated engine sound emitted from the speaker 20 change depending on the driver's operation of the accelerator pedal 52, as well as the operation of the simulated clutch pedal 54 and the simulated shifter 56. By listening to the simulated engine sound whose sound pressure and frequency change in this way, the driver will auditorily experience the sensation of driving a manually operated engine vehicle.

[0038] 5. Screen control device The screen control device 130 is typically an ECU. The screen control device 130 may be a combination of multiple ECUs. The screen control device 130 includes an interface, memory, and a processor (not shown). The vehicle control device 101 and the display device 30 are connected by the interface. The memory includes RAM for temporarily recording data and ROM for storing programs executable by the processor and various data related to the program. The program consists of multiple instructions. The screen control device 1300 may have one or more processors. One or more processors constitute a processing circuit.

[0039] The screen control device 130 acquires the virtual engine rotation speed calculated by the virtual engine rotation speed calculation unit 113. The screen control device 130 displays various information, including the virtual engine rotation speed meter, on the display screen 300 of the display device 30. The display content of the virtual engine rotation speed meter changes depending on the driver's operation of the accelerator pedal 52, and also changes depending on the operation of the simulated clutch pedal 54 and the simulated shifter 56. By seeing the display of the virtual engine rotation speed meter that changes in this way, the driver visually gets the feeling of driving a car with a manual transmission. The screen configuration of the virtual engine rotation speed meter displayed on the display device 30 is controlled by the screen control device 130. The screen configuration of the virtual engine rotation speed meter will be described in detail below.

[0040] 6. Screen configuration of the virtual engine tachometer 6-1. First Embodiment Figure 3 shows the screen configuration of the virtual engine tachometer 31 of the first embodiment. The virtual engine tachometer 31 has a pointer 310 as an indicator that rotates around a rotation center set on the screen.

[0041] The display area showing the rotation range in which the pointer 310 rotates can be divided into a first display area 311 and a second display area 312. The first display area 311 is a wide-angle, fan-shaped area corresponding to the rotation range from 0 rpm to the redline rotation speed. The redline rotation speed is also called the rev limit. Numerical values ​​indicating the magnitude of the rotation speed are displayed at regular intervals within the first display area 311. In the example shown in Figure 3, the redline rotation speed is 6000 rpm, and numerical values ​​from 0 to 6 in units of 1000 rpm are displayed along the arc in which the tip of the pointer 310 rotates. However, the redline rotation speed is a virtually set upper limit of the rotation speed of the virtual engine and does not necessarily correspond to the upper limit rotation speed of the electric motor 6.

[0042] The first display area 311 is provided with two colored areas 314 and 315 along the arc in which the tip of the pointer 310 rotates. The first colored area 314 corresponds to the red zone of the rotational speed virtually set in the virtual engine. The red zone starts at a rotational speed slightly lower than the red line rotational speed. The second colored area 315 corresponds to the engine rotational speed up to just before the red zone. The first colored area 314 and the second colored area 315 are visually distinguishable. Specifically, the second colored area 315 is white or yellow, and the first colored area 314 is red. However, distinguishing between the first colored area 314 and the second colored area 315 is not necessarily required. The first colored area 314 and the second colored area 315 may be displayed together as a single colored area.

[0043] The second display area 312 is located adjacent to the first display area 311, with the redline rotation speed as the boundary. The second display area 312 is a narrow-angled, fan-shaped region corresponding to the over-rev zone of rotation speed. The over-rev zone is the rotation speed range within the red zone that is higher than the redline rotation speed. Unlike the first display area 311, no numerical value indicating the magnitude of the rotation speed is displayed in the second display area 312. As will be described later, in the first display area 311, the rotation angle of the pointer 310 changes continuously according to the magnitude of the virtual engine rotation speed. In contrast, in the second display area 312, the rotation angle of the pointer 310 is fixed at a constant angle regardless of the magnitude of the virtual engine rotation speed.

[0044] The second display area 312 includes a third display area, the illuminated area 313. The illuminated area 313 is located adjacent to the first colored area 314. The illuminated area 313 is an area where highlighting is performed according to the position of the pointer 310. When the pointer 310 is within the first display area 311, nothing is displayed in the illuminated area 313. However, when the pointer 310 rotates to the second display area 312, the illuminated area 313 lights up brightly. For example, the entire illuminated area 313 may be illuminated with a darker red color than the first colored area 314 and with a higher brightness than the first colored area 314.

[0045] Next, the screen transitions of the virtual engine tachometer 31 having the above screen configuration will be explained using Figures 4A, 4B, and 4C.

[0046] Figure 4A shows the screen of the virtual engine speed meter 31 in the idle state. In the idle state, the needle 310 is maintained at a rotation angle close to the idle speed of the virtual engine. Subsequently, when the driver presses the accelerator pedal 52, the rotation angle of the needle 310 increases in accordance with the increase in the virtual engine speed.

[0047] Figure 4B shows an example of the movement of the virtual engine speed meter 31 near the red zone. When the driver fully depresses the accelerator pedal 52, the virtual engine speed rises to the red zone. In this case, the vehicle control device 101 works to prevent the virtual engine speed from exceeding the red line speed. Specifically, when the virtual engine speed enters the red zone, a calculation process simulating fuel cut is performed, and when the virtual engine speed drops to the normal speed range, a calculation process simulating re-fuel injection is performed. As these calculation processes are repeated alternately, the needle 310 fluctuates between the first colored region 314 and the second colored region 315.

[0048] Figure 4C shows the screen of the virtual engine speed meter 31 in an over-rev state. Simply pressing the accelerator pedal 52 will not cause the virtual engine speed to exceed the redline speed due to the control described above. However, depending on the driver's gear shift operation, specifically the shift position selected by the downshift operation, the virtual engine speed may exceed the redline speed. This is also true for vehicles equipped with a real transmission. With a momentary shifter such as a paddle shifter, a gear shift instruction that would cause the engine speed to exceed the redline speed can be rejected. However, with an alternate shifter such as an H-type shifter, the gear ratio is mechanically determined by the selected shift position, and the engine speed after the gear shift operation is determined by that gear ratio and the vehicle speed. As a result, the engine speed may exceed the redline speed, resulting in an over-rev state.

[0049] If the virtual engine rotation speed exceeds the red line rotation speed, the pointer 310 of the virtual engine rotation speed meter 31 rotates to a predetermined position beyond the red line rotation speed and is fixed in that position. At the same time, the illuminated area 313, which was not previously displayed on the screen, is illuminated.

[0050] By observing the movement of the indicator 310 and the illumination of the illuminated area 313, the driver can easily understand that the virtual engine speed has entered the over-rev zone. Furthermore, by not numerically displaying the magnitude of the rotation speed in the over-rev zone, there is no need to allocate a large display area for the over-rev zone, thus saving screen resources on the display screen. In other words, the virtual engine speed meter 31 allows the driver to easily see the rotation status of the virtual engine while minimizing wasted screen resources on the display screen.

[0051] Next, the switching of the screen configuration of the virtual engine tachometer 31 according to the specifications of the virtual vehicle will be explained. The redline rotational speed of the virtual engine is determined by the combination of the rotational speed-torque characteristics of the virtual engine and the gear ratio setting of the virtual manual transmission. Information regarding this combination is provided from the vehicle control device 101 to the screen control device 130 as specification information regarding the specifications of the virtual vehicle. The screen control device 130 changes the settings of the numerical display included in the first display area 311 according to the specification information provided from the vehicle control device 101.

[0052] Figure 5A shows the screen configuration of the virtual engine tachometer 31 when the virtual vehicle is a standard vehicle. A standard vehicle is assumed to be, for example, a gasoline engine car with mild characteristics that are easy for an average driver to handle. Figure 5B shows the screen configuration of the virtual engine tachometer 31 when the virtual vehicle is a high-revving vehicle. A high-revving vehicle is assumed to be, for example, a gasoline engine car with peaky characteristics, such as a race car. Figure 5C shows the screen configuration of the virtual engine tachometer 31 when the virtual vehicle is a low-revving vehicle. A low-revving vehicle is assumed to be, for example, a diesel engine car with excellent fuel efficiency. However, regardless of the specifications of the virtual vehicle, no numerical value indicating the magnitude of the rotational speed is displayed in the over-rev zone, and the size of the illuminated area 313 is kept constant.

[0053] If the driver can select the driving mode of the virtual vehicle, the screen control device 130 may obtain the driving mode from the vehicle control device 101 and switch the settings of the numerical display included in the first display area 311 according to the driving mode. For example, if the driving mode selected by the driver is normal mode, the screen configuration shown in Figure 5A may be selected as the screen configuration of the virtual engine tachometer 31. If the driver selects sport mode, the screen configuration of the virtual engine tachometer 31 may be switched to the screen configuration shown in Figure 5B. If the driver selects eco mode, the screen configuration of the virtual engine tachometer 31 may be switched to the screen configuration shown in Figure 5C. However, regardless of the driving mode, the numerical value indicating the magnitude of the rotational speed is not displayed in the over-rev zone, and the size of the illuminated area 313 remains constant.

[0054] Next, we will describe some variations in the screen configuration of the virtual engine tachometer 31.

[0055] Figures 6A and 6B show the screen configuration of a virtual engine tachometer 31A, which is a first modified example of the virtual engine tachometer 31. Figure 6A shows the screen of the virtual engine tachometer 31A in the idle state, and Figure 6B shows the screen of the virtual engine tachometer 31A in the over-rev state. In the first modified example, a third colored area 316 is provided in the area corresponding to the over-rev zone, instead of the illuminated area 313 of the virtual engine tachometer 31. While the illuminated area 313 is switched between being displayed and not displayed depending on the position of the pointer 310, the third colored area 316 is always displayed in a predetermined color. For example, the third colored area 316 may be a darker red than the first colored area 314 so that it can be visually distinguished from the first colored area 314.

[0056] Figures 7A and 7B show the screen configuration of a virtual engine tachometer 31B, which is a second modification of the virtual engine tachometer 31. Figure 7A shows the screen of the virtual engine tachometer 31B in the idle state, and Figure 7B shows the screen of the virtual engine tachometer 31B in the over-rev state. In the second modification, assuming the screen configuration of the first modification, a third display area, the illuminated area 317, is provided within the rotation range in which the pointer 310 rotates (the first display area 311 shown in Figure 3). The illuminated area 317 is an area that is highlighted according to the position of the pointer 310. When the pointer 310 is in the rotation speed range below the red line rotation speed, nothing is displayed in the illuminated area 317. However, when the pointer 310 rotates beyond the red line rotation speed to the third colored area 316, the illuminated area 317 lights up brightly, for example, in a dark red color. The shape of the illuminated area 317 may be a round shape as shown in the figure, or any other shape.

[0057] Figures 8A and 8B show the screen configuration of the virtual engine tachometer 31C, which is a third modified example of the virtual engine tachometer 31. Figure 8A shows the screen of the virtual engine tachometer 31C in the idle state, and Figure 8B shows the screen of the virtual engine tachometer 31C in the over-rev state. In the third modified example, the color of the pointer 310, which is an icon, is switched, based on the screen configuration of the first modified example. Specifically, when the virtual engine rotation speed is below the red line rotation speed, the pointer 310 of a normal color such as white is displayed, but when the virtual engine rotation speed exceeds the red line rotation speed, the pointer 318 of a conspicuous color is displayed as a third display area instead of the pointer 310. The pointer 318 lights up brightly in, for example, a dark red color.

[0058] Figures 9A and 9B show the screen configuration of the virtual engine tachometer 31D, which is a fourth modified example of the virtual engine tachometer 31. Figure 9A shows the screen of the virtual engine tachometer 31D in an idle state, and Figure 9B shows the screen of the virtual engine tachometer 31D in an over-rev state. In the fourth modified example, the numerical value indicating the magnitude of the virtual engine rotational speed is not displayed. Instead, the arc-shaped region formed by combining the first colored region 314 and the second colored region 315 of the virtual engine tachometer 31 is divided into six colored regions 319a, 319b, 319c, 319d, 319e, and 319f of equal angular width, with a color gradient between the regions from the low rotational speed range to the high rotational speed range. The driver can determine the magnitude of the virtual engine rotational speed by the color of the region where the pointer 310 is located.

[0059] 6-2. Second Embodiment Figure 10 shows the screen configuration of the virtual engine tachometer 32 of the second embodiment. The virtual engine tachometer 32 has a bar 320 as an indicator that expands and contracts according to the magnitude of the virtual engine rotational speed. The expansion and contraction of the bar 320 may be linear or curved, but in the example shown in Figure 10, the bar 320 expands and contracts along an arc set on the screen.

[0060] The arc-shaped display area where bar 320 is displayed can be divided into a first display area 321 and a second display area 322. The first display area 321 corresponds to the rotation range from 0 rpm to the redline rotation speed. Numerical values ​​indicating the magnitude of the rotation speed are displayed at regular intervals within the first display area 321. In the example shown in Figure 10, 6000 rpm is the redline rotation speed. Bar 320 extends from a base point corresponding to 0 rpm towards the redline rotation speed, and the length of bar 320 represents the magnitude of the virtual engine rotation speed.

[0061] The first display area 321 is provided with two colored areas 324 and 325 along the arc on which the bar 320 expands and contracts. The first colored area 324 corresponds to the red zone of the rotational speed virtually set in the virtual engine. The second colored area 325 corresponds to the engine rotational speed up to just before the red zone. Similar to the virtual engine tachometer 31 of the first embodiment, the first colored area 324 and the second colored area 325 are visually distinguishable. However, the first colored area 324 and the second colored area 325 may be displayed together as a single colored area.

[0062] The second display area 322 is located adjacent to the first display area 321, with the red line rotation speed as the boundary. The second display area 322 is the area corresponding to the over-rev zone of the rotation speed. Unlike the first display area 321, no numerical value indicating the magnitude of the rotation speed is displayed in the second display area 322. The second display area 322 includes a third display area, the illuminated area 323. The illuminated area 323 is located adjacent to the first colored area 324. The illuminated area 323 is the area where highlighting is performed according to the length of the bar 320. When the bar 320 is within the first display area 321, nothing is displayed in the illuminated area 323. However, when the bar 320 reaches the second display area 322, the illuminated area 323 lights up brightly, similar to the virtual engine tachometer 31 of the first embodiment.

[0063] Next, the screen transitions of the virtual engine tachometer 32 having the above screen configuration will be explained using Figures 11A, 11B, and 11C.

[0064] Figure 11A shows the screen of the virtual engine speed meter 32 in the idle state. In the idle state, the length of the bar 320 is maintained at approximately the idle speed of the virtual engine. Subsequently, when the driver presses the accelerator pedal 52, the length of the bar 320 increases in accordance with the increase in the virtual engine speed.

[0065] Figure 11B shows an example of the image movement of the virtual engine speed meter 32 near the red zone. When the driver fully depresses the accelerator pedal 52, the vehicle control device 101 controls the virtual engine speed so that it does not exceed the red line speed. Due to the action of this control, the length of the bar 320 expands and contracts so that its tip oscillates between the first colored region 324 and the second colored region 325.

[0066] Figure 11C shows the screen of the virtual engine speed meter 32 in an over-rev state. When the virtual engine speed exceeds the redline speed due to the driver's downshift operation, the bar 320 extends to a predetermined position beyond the redline speed and is fixed in that position. At the same time, the illuminated area 323, which was not previously displayed on the screen, is illuminated.

[0067] By observing the movement of the bar 320 and the illumination of the illuminated area 323, the driver can easily understand that the virtual engine speed has entered the over-rev zone. Furthermore, by not numerically displaying the magnitude of the rotation speed in the over-rev zone, there is no need to allocate a large display area for the over-rev zone, thus saving screen resources on the display screen. In other words, the virtual engine speed meter 32 makes it possible to show the driver the rotation status of the virtual engine in an easy-to-understand manner while minimizing wasted screen resources on the display screen.

[0068] The switching of numerical display settings according to the specifications of the virtual vehicle and the switching of numerical display settings according to the driving mode selected by the driver, as described for the virtual engine tachometer 31 of the first embodiment, can also be applied to the virtual engine tachometer 32. Furthermore, similar to the various modifications of the virtual engine tachometer 31 of the first embodiment, the screen configuration of the virtual engine tachometer 32 can also be modified.

[0069] 6-3. Third Embodiment Figure 12 shows the screen configuration of the virtual engine tachometer 33 of the third embodiment. The virtual engine tachometer 33 has a plurality of lamps 330 as indicators that light up sequentially according to the magnitude of the virtual engine rotation speed. The arrangement of the lamps 330 may be linear or curved, but in the example shown in Figure 10, the lamps 330 include a portion arranged diagonally and a portion arranged horizontally.

[0070] The display area where the lamps 330 are arranged can be divided into a first display area 331 and a second display area 332. The first display area 331 corresponds to the rotation range from 0 rpm to the redline rotation speed. Numerical values ​​indicating the magnitude of the rotation speed are displayed at regular intervals within the first display area 331. In the example shown in Figure 12, 6000 rpm is the redline rotation speed. Multiple lamps 330 are arranged between the base point corresponding to 0 rpm and the target point corresponding to the redline rotation speed. The lamps 330 include illuminated lamps 330a and unilluminated lamps 330b. When the virtual engine rotation speed is zero, all lamps 330 are unilluminated lamps 330b. As the virtual engine rotation speed increases beyond zero, the lamps 330 switch to illuminated lamps 330a in order, starting from the lamps 330 on the base point side, and the magnitude of the virtual engine rotation speed is represented by the number of illuminated lamps 330a.

[0071] The first display area 331 is provided with two colored areas 334 and 335 along the arrangement of the lamps 330. The first colored area 334 corresponds to the red zone of the rotational speed virtually set in the virtual engine. The second colored area 335 corresponds to the engine rotational speed up to just before the red zone. Similar to the virtual engine tachometers 31 and 32 of the first and second embodiments, the first colored area 334 and the second colored area 335 are visually distinguishable. However, the first colored area 334 and the second colored area 335 may be displayed together as a single colored area.

[0072] The second display area 332 is located adjacent to the first display area 331, with the redline rotation speed as the boundary. The second display area 332 corresponds to the over-rev zone of the rotation speed. Unlike the first display area 331, no numerical value indicating the magnitude of the rotation speed is displayed in the second display area 332. The second display area 332 includes the illuminated area 333 as a third display area. The illuminated area 333 is located adjacent to the first colored area 334. The illuminated area 333 is an area where highlighting is performed according to the illumination status of the lamp 330. When the lamp 330 in the second display area 332 is off, nothing is displayed in the illuminated area 333. However, when the lamp 330 in the second display area 332 is lit, the illuminated area 333 lights up brightly, similar to the virtual engine speedometers 31 and 32 of the first and second embodiments.

[0073] Next, the screen transitions of the virtual engine tachometer 33 having the above screen configuration will be explained using Figures 13A, 13B, and 13C.

[0074] Figure 13A shows the screen of the virtual engine speed meter 33 in the idle state. In the idle state, the number of illuminated lamps 330a is maintained at around the idle speed of the virtual engine. Subsequently, when the driver presses the accelerator pedal 52, the number of illuminated lamps 330a increases in accordance with the increase in virtual engine speed. Unlike the virtual engine speed meters 31 and 32 of the first and second embodiments, the movement of the indicator consisting of lamps 310 is discrete with respect to changes in virtual engine speed.

[0075] Figure 13B shows an example of the image movement of the virtual engine speed meter 33 near the red zone. When the driver fully depresses the accelerator pedal 52, the vehicle control device 101 controls the virtual engine speed so that it does not exceed the red line speed. Due to the action of this control, the number of illuminated lamps 330a increases or decreases so that the lamps 330 repeatedly switch between being lit and unlit between the first colored region 314 and the second colored region 315.

[0076] Figure 13C shows the screen of the virtual engine speed meter 33 in an over-rev state. When the virtual engine speed exceeds the redline speed due to the driver's downshift operation, all lamps 330, including the over-rev zone (second display area 332 in Figure 12), switch to illuminated lamp 330a. At the same time, the illuminated area 333, which was not previously displayed on the screen, is illuminated.

[0077] By observing the change in the number of lit lamps 330 and the illumination of the lit area 333, the driver can easily understand that the virtual engine speed has entered the over-rev zone. Furthermore, by not numerically displaying the magnitude of the rotation speed in the over-rev zone, there is no need to allocate a large display area for the over-rev zone, thus saving screen resources on the display screen. In other words, the virtual engine speed meter 33 allows the driver to easily see the rotation status of the virtual engine while minimizing wasted screen resources on the display screen.

[0078] The switching of numerical display settings according to the specifications of the virtual vehicle and the switching of numerical display settings according to the driving mode selected by the driver, as described for the virtual engine tachometer 31 of the first embodiment, can also be applied to the virtual engine tachometer 33. Furthermore, similar to the various modifications of the virtual engine tachometer 31 of the first embodiment, the screen configuration of the virtual engine tachometer 33 can also be modified.

[0079] 7. Vehicle modifications In the vehicle 100 shown in Figure 1, a virtual engine, virtual clutch, and virtual manual transmission were realized by torque control of the electric motor, thereby reproducing the movement of a manually operated engine vehicle in an electric vehicle. However, reproducing the movement of a manually operated engine vehicle is also possible in electric vehicles that combine an electric motor with a real manual transmission.

[0080] Figure 14 schematically shows the configuration of vehicle 200 as a modified example of vehicle 100. In Figure 14, elements common to vehicle 100 are denoted by the same reference numerals. Vehicle 200 is a battery electric vehicle that controls an inverter 4 to supply electrical energy stored in a battery 2 to an electric motor 6, and the electric motor 6 drives the drive wheels 18 to propel the vehicle. Vehicle 200 is equipped with a manual transmission (T / M) 10. The output shaft of the electric motor 6 is connected to the manual transmission 10. The manual transmission 10 is a stepped transmission with multiple switchable gears. The multiple gears of the manual transmission 10 are switched by the driver using a shifter 58. The shifter 58 is an H-type shifter, which is an alternate-type shifter, and the shift lever can be moved along an H-shaped gate. The shifter 58 may be mechanically connected to the manual transmission 10 or may be connected to the manual transmission 10 by a drive-by-wire system. The manual transmission 10 is connected to the differential gear 14 by a propeller shaft 12.

[0081] The vehicle control device 102 of vehicle 200 includes a gear ratio calculation unit 117, a virtual clutch capacity calculation unit 112, a virtual engine rotational speed calculation unit 113, a virtual engine torque calculation unit 114, and a virtual clutch torque calculation unit 118. These calculation units are virtually realized by a program stored in the memory of the control device 102 being executed by a processor or a group of processors. Of these, the virtual clutch capacity calculation unit 112, the virtual engine rotational speed calculation unit 113, and the virtual engine torque calculation unit 114 are the same as those of vehicle 100, so a detailed explanation of them will be omitted.

[0082] The gear ratio calculation unit 117 acquires the signal from the shift position sensor 46. The shift position of the shifter 58 can be obtained from the signal from the shift position sensor 46. The gear ratio of the manual transmission 10 is mechanically unique for each shift position. The gear ratio calculation unit 117 calculates the gear ratio corresponding to the current shift position using a pre-prepared correspondence table. The virtual engine rotation speed calculation unit 113 uses the actual gear ratio of the manual transmission 10 calculated by the gear ratio calculation unit 117 to calculate the virtual engine rotation speed.

[0083] The virtual clutch torque calculation unit 118 calculates the virtual clutch torque using the virtual engine torque calculated by the virtual engine torque calculation unit 114 and the virtual clutch capacity calculated by the virtual clutch capacity calculation unit 112. If the virtual engine torque is less than the virtual clutch capacity, the virtual clutch torque calculation unit 118 outputs the virtual engine torque as the virtual clutch torque. On the other hand, if the virtual engine torque is greater than the virtual clutch capacity, the virtual clutch torque calculation unit 118 outputs a virtual clutch torque limited by the virtual clutch capacity. The control device 102 controls the inverter 4 so that the torque output by the electric motor 6 changes according to the virtual clutch torque.

[0084] The vehicle control device 102 uses the vehicle model MOD02 shown in Figure 15. The vehicle model MOD02 consists of an engine model MOD12 and a clutch model MOD13. The control device 102 outputs the virtual clutch torque Tout calculated by the clutch model MOD13 to the electric motor 6. The manual transmission 10 increases the virtual clutch torque Tout input from the electric motor 6 according to the gear ratio. The engine model MOD12 and clutch model MOD13 are the same as those related to the vehicle model MOD01 used by the vehicle control device 101, so a detailed explanation of them is omitted.

[0085] 8. Other The virtual engine speed display technology used in electric vehicles as disclosed herein is not limited to battery electric vehicles (BEVs), but is broadly applicable to any electric vehicle capable of changing the torque output by the electric motor to simulate the rotational speed-torque characteristics of a virtual engine in response to input from the driver. For example, the virtual engine speed display technology disclosed herein can be applied to hybrid electric vehicles (HEVs) and plug-in hybrid electric vehicles (PHEVs) that have a mode of running solely on the driving force of the electric motor. Furthermore, the virtual engine speed display technology disclosed herein can be applied to fuel cell electric vehicles (FCEVs) that supply electric energy generated by a fuel cell to the electric motor. [Explanation of Symbols]

[0086] 2 Battery, 4 Inverter, 6 Electric Motor, 20 Speaker, 30 Display Device, 31 Virtual Engine Tachometer (First Embodiment), 32 Virtual Engine Tachometer (Second Embodiment), 33 Virtual Engine Tachometer (First Embodiment), 40 Vehicle Speed ​​Sensor, 42 Accelerator Position Sensor, 44 Clutch Position Sensor, 46 Shift Position Sensor, 52 Accelerator Pedal, 54 Simulated Clutch Pedal, 56 Simulated Shifter, 100 Vehicle, 101 Vehicle Control Device, 120 Sound Control Device, 130 Screen Control Device, 300 Display Surface, 311 First Display Area, 312 Second Display Area, 313 Third Display Area, 310 Pointer, 320 Bar, 330 Lamp

Claims

1. An electric vehicle adapted to change the torque output by an electric motor in response to an operation input from a driver, such that it simulates the rotational speed-torque characteristics of a virtual rotating machine, A display device that displays information to be provided to the driver, The device comprises a control device for controlling the display screen of the aforementioned display device. The control device is An indicator representing the virtual rotational speed of the virtual rotating machine is displayed on the display screen. In the rotational speed range of the virtual rotating machine below the red line rotational speed, the indicator is moved continuously or discretely within the first display area of ​​the display screen according to the magnitude of the virtual rotational speed. In the rotation speed range higher than the aforementioned red line rotation speed, the indicator is moved to a second display area outside the first display area, and the movement of the indicator is restricted in the second display area regardless of the magnitude of the virtual rotation speed. An electric vehicle characterized by the following features.

2. In the electric vehicle according to claim 1, The second display area is adjacent to the first display area, and the boundary between the second display area and the first display area corresponds to the red line rotation speed. An electric vehicle characterized by the following features.

3. In the electric vehicle according to claim 1, The first display area includes an area corresponding to the red zone of the virtual rotation speed, The area corresponding to the red zone is visually distinguished from the other areas of the first display area. An electric vehicle characterized by the following features.

4. In the electric vehicle according to claim 1, The indicator is a pointer that rotates around a predetermined center of rotation according to the magnitude of the virtual rotation speed. An electric vehicle characterized by the following features.

5. In the electric vehicle according to claim 1, The indicator is a bar that expands or contracts linearly or curvilinearly depending on the magnitude of the virtual rotational speed. An electric vehicle characterized by the following features.

6. In the electric vehicle according to claim 1, The indicator is a plurality of lamps that light up sequentially according to the magnitude of the virtual rotation speed. An electric vehicle characterized by the following features.

7. In the electric vehicle described in claim 1, The first display area includes a numerical display indicating the magnitude of the virtual rotation speed, The second display area does not include the numerical display. An electric vehicle characterized by the following features.

8. In the electric vehicle according to claim 7, The control device is Obtain specification information regarding the specifications of a virtual vehicle including the virtual rotating machine, The system is configured to change the settings for the numerical display according to the aforementioned specification information. An electric vehicle characterized by the following features.

9. In the electric vehicle according to claim 7, The control device is The driver acquires the selected driving mode, The system is configured to change the settings of the numerical display according to the aforementioned operating mode. An electric vehicle characterized by the following features.

10. In the electric vehicle according to claim 1, The first display area includes areas displayed in multiple colors, each divided into rotation speed ranges of the virtual rotation speed. The second display area includes an area displayed in a single color. An electric vehicle characterized by the following features.

11. In an electric vehicle according to any one of claims 1 to 10, The control device is configured to highlight the third display area of ​​the display screen in the rotation speed range higher than the red line rotation speed. An electric vehicle characterized by the following features.

12. In the electric vehicle according to claim 11, The second display area includes the third display area. An electric vehicle characterized by the following features.

13. In the electric vehicle according to claim 11, The third display area is located outside the first display area. An electric vehicle characterized by the following features.

14. In the electric vehicle according to claim 11, The third display area is located within the first display area. An electric vehicle characterized by the following features.

15. In the electric vehicle according to claim 11, The third display area is an icon. An electric vehicle characterized by the following features.

Images