Vehicle control system

Abstract

To provide a technique that enables a driver to operate a vehicle with improved comfort.SOLUTION: A vehicle control system controls the vehicle by using a sensor mounted on the vehicle to measure the driver's physical fatigue level. When an operating condition is met, including the physical fatigue level exceeding a first threshold, the vehicle control system activates a massage machine installed on a driver's seat of the vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a technique for controlling a vehicle.

Background Art

[0002] Patent Document 1 discloses an electric vehicle capable of pseudo-reproducing a manual shifting operation of a manual transmission vehicle (MT vehicle).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Physical fatigue of a driver of a vehicle is not preferable from the viewpoint of appropriate driving. A technique that enables a driver to drive a vehicle more comfortably is desired.

Means for Solving the Problems

[0005] A first aspect relates to a vehicle control system for controlling a vehicle. The vehicle control system includes one or more processors. The one or more processors acquire a physical fatigue level of a driver of the vehicle using sensors mounted on the vehicle. When an operating condition including at least that the physical fatigue level exceeds a first threshold is satisfied, the one or more processors operate a massage device installed in the driver's seat of the vehicle.

[0006] A second aspect relates to a vehicle control system for controlling an electric vehicle that uses an electric motor as a driving power device. The electric vehicle includes a pseudo clutch pedal and a pseudo shift device. The pseudo clutch pedal is operated when the pseudo shift device is operated. The driving modes of an electric vehicle are: A 3-pedal mode that changes the output of the electric motor in response to accelerator pedal operation according to the operation of the simulated clutch pedal and the simulated shift device, A two-pedal mode that does not require the operation of a simulated clutch pedal and Includes. The vehicle control system comprises one or more processors. One or more processors use sensors installed in the electric vehicle to acquire the driver's physical fatigue level. If a mode switching condition is met, which includes at least one instance where the level of physical fatigue exceeds a threshold while in 3-pedal mode, one or more processors switch the driving mode from 3-pedal mode to 2-pedal mode. [Effects of the Invention]

[0007] From the first perspective, when the operating conditions are met, including at least the driver's physical fatigue level exceeding a threshold, the massage device installed in the driver's seat activates. This alleviates the driver's physical fatigue. As a result, the driver can drive the vehicle more comfortably.

[0008] From a second perspective, electric vehicles are equipped with a simulated clutch pedal and a simulated shifter, and their driving modes include a three-pedal mode that simulates the manual shifting operation of a manual transmission vehicle. If a mode switching condition is met, which at least includes the driver's physical fatigue level exceeding a threshold while in the three-pedal mode, the electric vehicle's driving mode switches from the three-pedal mode, which requires operation of the simulated clutch pedal, to a two-pedal mode, which does not require operation of the simulated clutch pedal. As a result, the driver is freed from operating the simulated clutch pedal, thus alleviating physical fatigue. Consequently, the driver can drive the vehicle more comfortably. [Brief explanation of the drawing]

[0009] [Figure 1]It is a conceptual diagram showing a vehicle and a vehicle control system. [Figure 2] It is a diagram showing examples of sensors and massage devices. [Figure 3] It is a block diagram showing a functional configuration example of a vehicle control system according to the first embodiment. [Figure 4] It is a flowchart showing a processing example by a vehicle control system according to the first embodiment. [Figure 5] It is a block diagram showing a functional configuration example of a vehicle control system according to a modification of the first embodiment. [Figure 6] It is a flowchart showing a processing example by a vehicle control system according to a modification of the first embodiment. [Figure 7] It is a conceptual diagram for explaining the outline of the second embodiment. [Figure 8] It is a block diagram showing a functional configuration example of a vehicle control system according to the second embodiment. [Figure 9] It is a flowchart showing a processing example by a vehicle control system according to the second embodiment. [Figure 10] It is a block diagram showing a functional configuration example of a vehicle control system according to a modification of the second embodiment. [Figure 11] It is a conceptual diagram for explaining the outline of the third embodiment. [Figure 12] It is a block diagram showing a functional configuration example of a vehicle control system according to the third embodiment. [Figure 13] It is a flowchart showing a processing example by a vehicle control system according to the third embodiment. [Figure 14] It is a block diagram showing a functional configuration example of a vehicle control system according to the fourth embodiment. [Figure 15] It is a flowchart showing a processing example by a vehicle control system according to the fourth embodiment. [Figure 16] It is a flowchart showing another processing example by a vehicle control system according to the fourth embodiment. [Figure 17]It is a block diagram showing a first configuration example of a power control system for an electric vehicle. [Figure 18] It is a diagram showing examples of an engine model, a clutch model, and a transmission model that constitute an MT vehicle model. [Figure 19] It is a diagram showing the torque characteristics of an electric motor realized by motor control using an MT vehicle model. [Figure 20] It is a block diagram showing a second configuration example of a power control system for an electric vehicle.

Embodiments for Carrying Out the Invention

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

[0011] 1. First Embodiment 1-1. Outline FIG. 1 is a conceptual diagram showing a vehicle 10 and a vehicle control system 100 according to the present embodiment. The vehicle 10 may be an engine vehicle that uses an internal combustion engine as a driving power device, or may be an electric vehicle that uses an electric motor as a driving power device. The vehicle 10 may be a manual transmission vehicle (MT vehicle).

[0012] The vehicle control system 100 controls the vehicle 10. The entire vehicle control system 100 may be mounted on the vehicle 10. As another example, at least a part of the vehicle control system 100 may be included in a management server that can communicate with the vehicle 10. That is, the vehicle control system 100 may remotely control the vehicle 10. The vehicle control system 100 may be distributed between the vehicle 10 and the management server.

[0013] Generally speaking, the vehicle control system 100 includes one or more processors 101 (hereinafter simply referred to as processor 101) and one or more storage devices 102 (hereinafter simply referred to as storage devices 102). The processor 101 performs various processes. Examples of processors 101 include general-purpose processors, application-specific processors, CPUs (Central Processing Units), GPUs (Graphics Processing Units), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), integrated circuits, conventional circuits, and / or combinations thereof. The processor 101 can also be called circuitry or processing circuitry. Circuitry is hardware programmed to realize the described functions, or hardware that performs those functions. The storage devices 102 store various information. Examples of storage devices 102 include volatile memory, non-volatile memory, HDDs (Hard Disk Drives), SSDs (Solid State Drives), etc. The functions of the vehicle control system 100 are realized through the cooperation of the processor 101 and the memory device 102.

[0014] One or more vehicle control programs 105 (hereinafter simply referred to as vehicle control program 105) are computer programs executed by a processor 101. The functions of the vehicle control system 100 may be realized through the cooperation of the processor 101 executing the vehicle control program 105 and a storage device 102. The vehicle control program 105 is stored in the storage device 102. Alternatively, the vehicle control program 105 may be recorded on a computer-readable recording medium.

[0015] The driver of vehicle 10 may experience physical fatigue. For example, driving vehicle 10 for extended periods may cause stiffness in the driver's shoulders and lower back. Another example is that if vehicle 10 is a manual transmission vehicle, operating the clutch pedal may tire the driver's left foot. Such physical fatigue is undesirable from the perspective of proper driving. Technology that allows the driver to drive vehicle 10 more comfortably is desirable.

[0016] Therefore, according to this embodiment, a sensor 70 for detecting the driver's physical fatigue is mounted on the vehicle 10. Furthermore, a massage device 80 for alleviating the driver's physical fatigue is mounted on the vehicle 10. In particular, the massage device 80 is installed in the driver's seat DS where the driver sits.

[0017] The vehicle control system 100 (processor 101) uses a sensor 70 mounted on the vehicle 10 to acquire the driver's physical fatigue level P. The physical fatigue level P quantitatively represents the degree of the driver's physical fatigue. The operating conditions for activating the massage device 80 include, at a minimum, that the driver's physical fatigue level P exceeds a first threshold Pth1. The vehicle control system 100 (processor 101) determines whether the operating conditions are met, at least based on the physical fatigue level P. If the operating conditions are met, the vehicle control system 100 (processor 101) activates the massage device 80 installed in the driver's seat DS of the vehicle 10. This alleviates the driver's physical fatigue. As a result, the driver can drive the vehicle 10 more comfortably.

[0018] Vehicle 10 may be an electric vehicle that uses an electric motor as its driving power source. Because the vibration inside an electric vehicle is inherently low, the vibrations of the massage device 80 will work more effectively on the driver.

[0019] 1-2. Examples of sensors and massage devices Figure 2 shows an example of a sensor 70 and a massage device 80. The sensor 70 includes one or more muscle hardness meters 71 that detect the driver's muscle hardness. Typically, the muscle hardness meters 71 are installed on the back of the driver's seat DS. In the example shown in Figure 2, muscle hardness meters 71 are installed at positions corresponding to the driver's shoulders and waist. The massage device 80 includes back massage devices 81 embedded in the back of the driver's seat DS. For example, the back massage devices 81 are rollers. In the example shown in Figure 2, back massage devices 81 are embedded at positions corresponding to the driver's shoulders and waist.

[0020] The vehicle control system 100 obtains the degree of physical fatigue P based on the driver's muscle stiffness detected by the muscle stiffness meter 71. In this case, the higher the muscle stiffness detected by the muscle stiffness meter 71, the higher the degree of physical fatigue P. The muscle stiffness detected by the muscle stiffness meter 71 may be used directly as the degree of physical fatigue P. Alternatively, the degree of physical fatigue P for the shoulders and waist may be obtained separately using muscle stiffness meters 71 located at the driver's shoulders and waist.

[0021] When the operating conditions are met, which at least include the physical fatigue level P exceeding a first threshold Pth1, the vehicle control system 100 activates the back massage device 81. If the physical fatigue levels P for the shoulders and waist are calculated separately, the vehicle control system 100 may independently activate the back massage device 81 positioned for the shoulders and the back massage device 81 positioned for the waist. The activation of the back massage device 81 alleviates stiffness in the driver's shoulders and waist. As a result, the driver can drive the vehicle 10 more comfortably.

[0022] 1-3. Example Functional Configuration and Processing Examples Figure 3 is a block diagram showing an example of the functional configuration of a vehicle control system 100 according to the first embodiment. The vehicle control system 100 includes, as functional blocks, a fatigue level acquisition unit 110, an operating condition determination unit 120, a massage equipment control unit 130, and a termination condition determination unit 140. These functional blocks may be realized through the cooperation of a processor 101 that executes a vehicle control program 105 and a storage device 102. Some functional blocks may be included in a management server that can communicate with the vehicle 10.

[0023] Figure 4 is a flowchart showing an example of processing by the vehicle control system 100 according to the first embodiment. The processing example by the vehicle control system 100 will now be described with reference to Figures 3 and 4.

[0024] In step S110, the fatigue level acquisition unit 110 acquires sensor detection information indicating the detection result from the sensor 70 mounted on the vehicle 10. If the fatigue level acquisition unit 110 is included in the management server, the fatigue level acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. Based on the sensor detection information, the fatigue level acquisition unit 110 acquires the driver's physical fatigue level P.

[0025] For example, the fatigue level acquisition unit 110 includes a muscle stiffness acquisition unit 111. The muscle stiffness acquisition unit 111 acquires the driver's muscle stiffness detected by a muscle stiffness meter 71 (see Figure 2) installed in the driver's seat DS. The driver's muscle stiffness corresponds to the sensor detection information. The fatigue level acquisition unit 110 then acquires the physical fatigue level P based on the driver's muscle stiffness. In this case, the higher the driver's muscle stiffness, the higher the physical fatigue level P. The driver's muscle stiffness may also be used directly as the physical fatigue level P.

[0026] In step S120, the operating condition determination unit 120 determines whether a predetermined operating condition is met. If the predetermined operating condition is not met (step S120; No), the processing for this cycle ends. On the other hand, if the predetermined operating condition is met (step S120; Yes), the process proceeds to step S130.

[0027] In the examples shown in Figures 3 and 4, the predetermined operating conditions include a first condition and a second condition. The first condition is that the physical fatigue level P exceeds a first threshold Pth1. The second condition is that the driver has approved the operation of the massage device 80. To determine whether each of the first and second conditions has been met, the operating condition determination unit 120 includes a fatigue level determination unit 121 and a driver intention confirmation unit 122. At least one of the fatigue level determination unit 121 and the driver intention confirmation unit 122 may be included in a management server that can communicate with the vehicle 10.

[0028] In step S121, the fatigue determination unit 121 determines whether the physical fatigue level P exceeds the first threshold Pth1, that is, whether the first condition is met. If the first condition is not met (step S121; No), the activation condition is not met. On the other hand, if the first condition is met (step S121; Yes), the process proceeds to step S122.

[0029] In step S122, the driver intention confirmation unit 122 determines whether the driver has approved the operation of the massage device 80, that is, whether the second condition is met. More specifically, the vehicle 10 is equipped with an HMI (Human-Machine Interface) 90 (see Figure 1). The HMI 90 includes an output device and an input device. Examples of output devices include a touch panel, display, speaker, etc. Examples of input devices include a touch panel, button, etc. The driver intention confirmation unit 122 asks the driver whether it is OK to operate the massage device 80 through the output device of the HMI 90. The inquiry message may be displayed on the display, notified from the speaker, or both. In response to the inquiry message, the driver inputs "approved" or "rejected" using the input device of the HMI 90. Based on the input from the driver, the driver intention confirmation unit 122 can determine whether the second condition is met. If the second condition is not met (step S122; No), the operation condition is not met. On the other hand, if the second condition is met (step S122; Yes), the operating condition is met (step S120; Yes), and the process proceeds to step S130.

[0030] In step S130, the massage equipment control unit 130 activates the massage equipment 80 installed in the driver's seat DS of the vehicle 10. When starting the operation of the massage equipment 80, the massage equipment control unit 130 may notify the driver of the start of the massage through the output device of the HMI 90. While the massage equipment 80 is operating, the massage equipment control unit 130 may output sound from the speaker of the HMI 90 to prevent the driver from becoming drowsy.

[0031] In step S140, the termination condition determination unit 140 determines whether or not the termination condition is met. For example, the termination condition is that the driver's physical fatigue level P becomes less than or equal to a first threshold Pth1. Another example is that the termination condition is that a certain amount of time has elapsed since the start of operation of the massage device 80. Yet another example is that the termination condition is that the driver instructs the massage device 80 to stop via the HMI 90. If the termination condition is not met (step S140; No), the process returns to step S130 and the operation of the massage device 80 continues. On the other hand, if the termination condition is met (step S140; Yes), the process proceeds to step S145.

[0032] In step S145, the massage device control unit 130 terminates the operation of the massage device 80.

[0033] 1-4. Variations Figure 5 is a block diagram showing an example of the functional configuration of the modified vehicle control system 100. Figure 6 is a flowchart showing an example of processing by the modified vehicle control system 100. Explanations that overlap with the examples shown in Figures 3 and 4 above are omitted as appropriate.

[0034] In this modified example, the predetermined operating conditions further include a third condition in addition to the first and second conditions described above. The third condition is that the speed of the vehicle 10 is less than a predetermined speed Vth. The operating condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the fatigue determination unit 121 and the driver intention confirmation unit 122 described above. Step S120 includes step S123 in addition to steps S121 and S122 described above. In step S123, the vehicle speed determination unit 123 acquires information on the speed of the vehicle 10. The speed of the vehicle 10 is calculated, for example, based on the wheel speed detected by a wheel speed sensor mounted on the vehicle 10. The vehicle speed determination unit 123 then determines whether the speed of the vehicle 10 is less than a predetermined speed Vth, that is, whether the third condition is met. If the third condition is not met (step S123; No), the operating condition is not met. On the other hand, if the third condition is met (step S123; Yes), the process proceeds to step S122.

[0035] In this modified example, the termination condition may be that the speed of the vehicle 10 becomes equal to or greater than a predetermined speed Vth.

[0036] According to this modified version, the predetermined operating conditions include the vehicle 10's speed being less than a predetermined speed Vth. If the vehicle 10's speed is greater than or equal to the predetermined speed Vth, the massage device 80 will not start operating, allowing the driver to concentrate on driving. On the other hand, this allows for uses such as receiving a massage while stuck in traffic.

[0037] In another variation, the predetermined operating conditions do not necessarily include the second condition. In that case, step S122 is omitted.

[0038] 2. Second Embodiment 2-1. Overview When clutch pedal operation is required, the driver's left foot may become fatigued. Such fatigue in the left foot caused by clutch pedal operation is a type of physical fatigue for the driver. The second embodiment proposes a technology that can alleviate fatigue in the left foot caused by clutch pedal operation.

[0039] The vehicle 10 assumed in the second embodiment is, for example, a manual transmission vehicle (MT vehicle) equipped with a clutch pedal. As another example, the vehicle 10 may be an electric vehicle capable of simulating the manual gear shifting operation of an MT vehicle (see Patent Document 1). Below, we consider the case where the vehicle 10 is an electric vehicle capable of simulating the manual gear shifting operation of an MT vehicle. The same applies when the vehicle 10 is a normal MT vehicle.

[0040] Figure 7 is a conceptual diagram illustrating the outline of the second embodiment. The vehicle 10 is equipped with an accelerator pedal 22, a brake pedal 23, a simulated clutch pedal 28, and a simulated shift lever 27 (simulated shift device).

[0041] The simulated shift lever 27 has a structure that mimics the shift lever found in a manual transmission (MT) vehicle. The placement and feel of the simulated shift lever 27 are equivalent to those of an actual MT vehicle. The simulated shift lever 27 has positions corresponding to each gear, such as 1st, 2nd, 3rd, 4th, 5th, 6th, reverse, and neutral.

[0042] The simulated clutch pedal 28 has a structure that simulates the clutch pedal found in a manual transmission (MT) vehicle. The placement and feel of the simulated clutch pedal 28 are equivalent to those of an actual MT vehicle. The simulated clutch pedal 28 is operated when the simulated shift lever 27 is operated. In other words, the driver presses down on the simulated clutch pedal 28 when they want to change the gear setting using the simulated shift lever 27, and releases the pedal when the gear setting change is complete, returning the simulated clutch pedal 28 to its original position.

[0043] The driving modes of vehicle 10 (electric vehicle) include a "3-pedal mode" that simulates the manual shifting operation and driving characteristics of a manual transmission vehicle. In 3-pedal mode, the output of the electric motor in response to the operation of the accelerator pedal 22 is changed according to the operation of the simulated clutch pedal 28 and the simulated shift lever 27. The method for realizing 3-pedal mode in an electric vehicle will be explained in detail in Section 6 below.

[0044] In 3-pedal mode, the vehicle control system 100 uses a sensor 70 mounted on the vehicle 10 to obtain the driver's physical fatigue level P. For example, the sensor 70 includes a clutch position sensor 72 for detecting the operation (amount of depression) of the simulated clutch pedal 28. The vehicle control system 100 obtains the physical fatigue level P based on at least one of the number of operations of the simulated clutch pedal 28 and the operation time in a certain period of time. As the number of operations of the simulated clutch pedal 28 in a certain period of time increases, the physical fatigue level P also increases. Furthermore, as the operation time of the simulated clutch pedal 28 in a certain period of time increases, the physical fatigue level P also increases. The physical fatigue level P may also be calculated based on the product of the number of operations of the simulated clutch pedal 28 and the operation time in a certain period of time.

[0045] The operating conditions for activating the massage device 80 include, at a minimum, that the driver's physical fatigue level P exceeds a first threshold Pth1. When the operating conditions are met, the vehicle control system 100 (processor 101) activates the massage device 80 installed in the driver's seat DS of the vehicle 10. The massage device 80 includes a seat massage device 82 embedded in the seat cushion of the driver's seat DS. In particular, the seat massage device 82 is positioned to rest against the driver's left thigh. For example, the seat massage device 82 is a roller.

[0046] The seat massage device 82 activates, alleviating fatigue in the left foot caused by operating the simulated clutch pedal 28. As a result, the driver can drive the vehicle 10 more comfortably. In particular, the driver can enjoy the 3-pedal mode while driving the vehicle 10 comfortably.

[0047] 2-2. Example Functional Configuration and Processing Examples Figure 8 is a block diagram showing an example of the functional configuration of the vehicle control system 100 according to the second embodiment. Figure 9 is a flowchart showing an example of processing by the vehicle control system 100 according to the second embodiment. Explanations that overlap with the first embodiment described above will be omitted as appropriate.

[0048] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is 3-pedal mode. If the driving mode is not 3-pedal mode (step S100; No), the processing for this cycle ends. On the other hand, if the driving mode is 3-pedal mode (step S100; Yes), the process proceeds to step S110. Note that if the vehicle 10 is a normal manual transmission vehicle, step S100 is omitted.

[0049] In step S110, the fatigue level acquisition unit 110 acquires sensor detection information indicating the detection result from the sensor 70 mounted on the vehicle 10. If the fatigue level acquisition unit 110 is included in the management server, the fatigue level acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. Based on the sensor detection information, the fatigue level acquisition unit 110 acquires the driver's physical fatigue level P.

[0050] For example, the fatigue level acquisition unit 110 includes a clutch operation level acquisition unit 112. The clutch operation level acquisition unit 112 acquires at least one of the number of operations and the operation time of the simulated clutch pedal 28 detected by the clutch position sensor 72. At least one of the number of operations and the operation time of the simulated clutch pedal 28 corresponds to sensor detection information. The fatigue level acquisition unit 110 acquires a physical fatigue level P based on at least one of the number of operations and the operation time of the simulated clutch pedal 28 over a certain period of time. As the number of operations of the simulated clutch pedal 28 over a certain period of time increases, the physical fatigue level P also increases. Also, as the operation time of the simulated clutch pedal 28 over a certain period of time increases, the physical fatigue level P also increases. The physical fatigue level P may be calculated based on the product of the number of operations and the operation time of the simulated clutch pedal 28 over a certain period of time.

[0051] Steps S120, S130, and S140 are the same as in the first embodiment. In step S130, the massage equipment control unit 130 operates the seat massage equipment 82 installed on the seat of the driver's seat DS.

[0052] 2-3. Variations Figure 10 is a block diagram showing an example of the functional configuration of a modified vehicle control system 100. In this modified example, the predetermined operating conditions further include a third condition in addition to the first and second conditions described above. The third condition is that the speed of the vehicle 10 is less than a predetermined speed Vth. The operating condition determination unit 120 includes a vehicle speed determination unit 123 in addition to the fatigue determination unit 121 and driver intention confirmation unit 122 described above. The vehicle speed determination unit 123 and step S123 are the same as in the cases of Figures 5 and 6 described above.

[0053] In another variation, the predetermined operating conditions do not necessarily include the second condition. In that case, step S122 is omitted.

[0054] 3. Third Embodiment 3-1. Overview Figure 11 is a conceptual diagram illustrating the outline of the third embodiment. The vehicle 10 assumed in the third embodiment is an electric vehicle that uses an electric motor as a power source for driving and is equipped with a simulated clutch pedal 28 and a simulated shift device 27. The driving modes of the vehicle 10 (electric vehicle) include the "3-pedal mode" described above. The 3-pedal mode requires operation of the simulated clutch pedal 28 and simulates the manual shifting operation and driving characteristics of an MT vehicle based on the operation of the simulated clutch pedal 28.

[0055] The driving modes of vehicle 10 (electric vehicle) further include a "two-pedal mode" that does not require operation of the simulated clutch pedal 28. The two-pedal mode includes, for example, an EV mode that drives vehicle 10 as a normal electric vehicle. As another example, the two-pedal mode may include an AT mode that simulates the driving characteristics of an automatic transmission vehicle (AT vehicle). As yet another example, the two-pedal mode may include a sequential shift mode that simulates the manual shifting operation and driving characteristics of a sequential shift type MT vehicle. The method for realizing the sequential shift mode in an electric vehicle will be described in detail in Section 6 below.

[0056] While in 3-pedal mode, the vehicle control system 100 (processor 101) determines whether a predetermined mode switching condition is met. The predetermined mode switching condition includes, at a minimum, that the driver's physical fatigue level P exceeds a second threshold Pth2. The second threshold Pth2 may be the same as the first threshold Pth1, or it may be different from the first threshold Pth1. If the predetermined mode switching condition is met while in 3-pedal mode, the vehicle control system 100 (processor 101) switches the driving mode from a 3-pedal mode requiring operation of the simulated clutch pedal 28 to a 2-pedal mode that does not require operation of the simulated clutch pedal 28. As a result, the driver is freed from operating the simulated clutch pedal 28, and the driver's physical fatigue is alleviated. Consequently, the driver can drive the vehicle 10 more comfortably.

[0057] Furthermore, the two-pedal mode may include the sequential shift mode and other modes (at least one of the AT mode and EV mode). In this case, the vehicle control system 100 may stepwise switch between driving modes within the two-pedal mode. For example, if the physical fatigue level P exceeds the second threshold Pth2, the vehicle control system 100 switches the driving mode from the three-pedal mode to the sequential shift mode. If the physical fatigue level P does not fall below the second threshold Pth2 even after a certain period of time has elapsed since the start of the sequential shift mode, the vehicle control system 100 may switch the driving mode from the sequential shift mode to the AT mode or the EV mode.

[0058] 3-2. Example Functional Configuration and Processing Examples Figure 12 is a block diagram showing an example of the functional configuration of a vehicle control system 100 according to a third embodiment. The vehicle control system 100 includes a fatigue level acquisition unit 110, a mode switching condition determination unit 150, and a mode switching unit 160 as functional blocks. These functional blocks may be realized through the cooperation of a processor 101 that executes a vehicle control program 105 and a storage device 102. Some functional blocks may be included in a management server that can communicate with the vehicle 10.

[0059] Figure 13 is a flowchart showing an example of processing by the vehicle control system 100 according to the third embodiment. The processing example by the vehicle control system 100 will now be described with reference to Figures 12 and 13.

[0060] In step S100, the vehicle control system 100 determines whether the driving mode of the vehicle 10 (electric vehicle) is the 3-pedal mode. If the driving mode is not the 3-pedal mode (step S100; No), the processing for this cycle ends. On the other hand, if the driving mode is the 3-pedal mode (step S100; Yes), the process proceeds to step S110.

[0061] In step S110, the fatigue level acquisition unit 110 acquires sensor detection information indicating the detection result from the sensor 70 mounted on the vehicle 10. If the fatigue level acquisition unit 110 is included in the management server, the fatigue level acquisition unit 110 communicates with the vehicle 10 to acquire the sensor detection information. Based on the sensor detection information, the fatigue level acquisition unit 110 acquires the driver's physical fatigue level P. For example, the fatigue level acquisition unit 110 includes at least one of the muscle stiffness acquisition unit 111 and the clutch operation level acquisition unit 112. The fatigue level acquisition unit 110 may include both the muscle stiffness acquisition unit 111 and the clutch operation level acquisition unit 112.

[0062] In step S150, the mode switching condition determination unit 150 determines whether a predetermined mode switching condition is met. If the predetermined mode switching condition is not met (step S150; No), the processing for this cycle ends. On the other hand, if the predetermined mode switching condition is met (step S150; Yes), the process proceeds to step S160.

[0063] In the examples shown in Figures 12 and 13, the predetermined mode switching conditions include a first condition and a second condition. The first condition is that the physical fatigue level P exceeds a second threshold Pth2. The second condition is that the driver has approved the switch from 3-pedal mode to 2-pedal mode. To determine whether each of the first and second conditions is met, the mode switching condition determination unit 150 includes a fatigue level determination unit 151 and a driver intention confirmation unit 152. At least one of the fatigue level determination unit 151 and the driver intention confirmation unit 152 may be included in a management server that can communicate with the vehicle 10.

[0064] In step S151, the fatigue level determination unit 151 determines whether the physical fatigue level P exceeds the second threshold Pth2, that is, whether the first condition is met. If the first condition is not met (step S151; No), the mode switching condition is not met. On the other hand, if the second condition is met (step S151; Yes), the process proceeds to step S152.

[0065] In step S152, the driver intention confirmation unit 152 determines whether the driver has approved the switch from 3-pedal mode to 2-pedal mode, that is, whether the second condition is met. More specifically, the driver intention confirmation unit 152 asks the driver through the output device of the HMI 90 whether it is OK to switch the driving mode from 3-pedal mode to 2-pedal mode. The inquiry message may be displayed on the display, notified from the speaker, or both. In response to the inquiry message, the driver inputs "approved" or "rejected" using the input device of the HMI 90. Based on the input from the driver, the driver intention confirmation unit 152 can determine whether the second condition is met. If the second condition is not met (step S152; No), the operating condition is not met. On the other hand, if the second condition is met (step S152; Yes), the operating condition is met (step S150; Yes), and the process proceeds to step S160.

[0066] In step S160, the mode switching unit 160 switches the driving mode from 3-pedal mode to 2-pedal mode. When switching the driving mode, the mode switching unit 160 may notify the driver of the change in driving mode through the output device of the HMI 90.

[0067] 3-3. Variant The predetermined mode switching conditions do not necessarily have to include the second condition. In that case, step S152 is omitted.

[0068] 4. Fourth Embodiment The fourth embodiment is a combination of the second and third embodiments described above. Figure 14 is a block diagram showing an example of the functional configuration of the vehicle control system 100 according to the fourth embodiment. The vehicle control system 100 includes, as functional blocks, a fatigue level acquisition unit 110, an operating condition determination unit 120, a massage device control unit 130, an termination condition determination unit 140, a mode switching condition determination unit 150, and a mode switching unit 160. The operating condition determination unit 120 and the massage device control unit 130 are the same as in the second embodiment described above. The fatigue level acquisition unit 110, the mode switching condition determination unit 150, and the mode switching unit 160 are the same as in the third embodiment described above.

[0069] The operating condition determination unit 120 and the mode switching condition determination unit 150 may operate independently of each other. That is, the vehicle control system 100 may determine in parallel whether the operating condition is met and whether the mode switching condition is met.

[0070] Alternatively, the operating condition determination unit 120 and the mode switching condition determination unit 150 may operate in conjunction. That is, the vehicle control system 100 may determine in series whether the operating condition is met and whether the mode switching condition is met.

[0071] In the example shown in Figure 15, first the operating condition determination unit 120 determines whether the operating condition is met. If the operating condition is met (step S120; Yes), the massage equipment control unit 130 operates the massage equipment 80 (step S130). Then, the mode switching condition determination unit 150 determines whether the mode switching condition is met. If the mode switching condition is met (step S150; Yes), the mode switching unit 160 switches the operating mode from 3-pedal mode to 2-pedal mode (step S160).

[0072] In the example shown in Figure 16, first the mode switching condition determination unit 150 determines whether or not the mode switching condition is met. If the mode switching condition is met (step S150; Yes), the mode switching unit 160 switches the operating mode from 3-pedal mode to 2-pedal mode (step S160). Then, the operation condition determination unit 120 determines whether or not the operation condition is met. If the operation condition is met (step S120; Yes), the massage device control unit 130 operates the massage device 80 (step S130).

[0073] 5. Fifth Embodiment A combination of the first embodiment and any of the second to fourth embodiments is also possible.

[0074] 6. Details of MT mode The electric motors used as the power source in conventional electric vehicles (EVs) have significantly different torque characteristics compared to the internal combustion engines used as the power source in conventional vehicles (CVs). Due to these differences in torque characteristics, CVs require a transmission, whereas electric vehicles generally do not. Of course, conventional electric vehicles do not have a manual transmission (MT) that allows the driver to manually switch gear ratios. Therefore, there is a significant difference in driving feel between driving a conventional vehicle with an MT (hereinafter referred to as an MT vehicle) and driving an electric vehicle.

[0075] On the other hand, the torque of an electric motor can be controlled relatively easily by controlling the applied voltage and field. Therefore, with an electric motor, it is possible to obtain the desired torque characteristics within the motor's operating range by implementing appropriate control. Taking advantage of this characteristic, the torque of an electric vehicle can be controlled to simulate the torque characteristics unique to a manual transmission (MT) vehicle. Furthermore, a simulated shifter can be installed in an electric vehicle to allow the driver to experience a driving sensation similar to that of an MT vehicle. In this way, it becomes possible to simulate an MT vehicle in an electric vehicle.

[0076] In other words, the electric vehicle controls the output of the electric motor to simulate the driving characteristics (torque characteristics) unique to a manual transmission (MT) vehicle. The driver operates a simulated shifter to perform a simulated manual gear change. In response to the driver's simulated manual gear change, the electric vehicle changes its driving characteristics (torque characteristics) to simulate an MT vehicle. As a result, the driver of the electric vehicle can get the feeling that they are driving an MT vehicle. The electric motor control mode used to simulate the driving characteristics and manual gear change operation of an MT vehicle will be referred to as "manual mode" or "MT mode" below.

[0077] The following considers the case where the vehicle 10 related to this disclosure is an electric vehicle 10E equipped with an MT mode. In MT mode, the electric vehicle 10E may generate a simulated engine sound in response to the driver's driving operations and output the simulated engine sound through a speaker. Since not only the driving operations of an MT vehicle but also the engine sound of an MT vehicle are reproduced, the satisfaction of drivers seeking realism will be increased. The following describes an example configuration of the electric vehicle 10E equipped with an MT mode. Examples of MT modes include "sequential shift mode" and "3-pedal mode".

[0078] 6-1. First Configuration Example (Sequential Shift Mode) Figure 17 is a block diagram showing a first configuration example of the power control system of the electric vehicle 10E. The electric vehicle 10E is equipped with an electric motor 44, a battery 46, and an inverter 42. The electric motor 44 is the power unit for driving. The battery 46 stores the electrical energy that drives the electric motor 44. In other words, the electric vehicle 10E is a battery electric vehicle (BEV) that runs on the electrical energy stored in the battery 46. The inverter 42 converts the DC power input from the battery 46 during acceleration into driving power for the electric motor 44. The inverter 42 also converts the regenerative power input from the electric motor 44 during deceleration into DC power and charges the battery 46.

[0079] The electric vehicle 10E is equipped with an accelerator pedal 22 for the driver to input acceleration requests to the electric vehicle 10E. The accelerator pedal 22 is equipped with an accelerator position sensor 32 for detecting the accelerator opening degree.

[0080] The electric vehicle 10E is equipped with a sequential shifter 24. The sequential shifter 24 may be a paddle-type shifter or a lever-type pseudo-shifter.

[0081] The paddle shifters are dummies and not genuine paddle shifters. They have a structure similar to the paddle shifters found on clutchless manual transmission vehicles. The paddle shifters are mounted on the steering wheel. They feature an upshift switch and a downshift switch to determine the operating position. The upshift switch emits an upshift signal 34u when pulled towards the user, and the downshift switch emits a downshift signal 34d when pulled towards the user.

[0082] On the other hand, the lever-type dummy shifter, like the paddle-type shifter, is a dummy that is different from the actual shifter. The lever-type dummy shifter has a structure that resembles the lever-type shifter found in clutchless manual transmission vehicles. The lever-type dummy shifter is configured to output an upshift signal 34u when the shift lever is moved forward, and a downshift signal 34d when the shift lever is moved backward.

[0083] Wheel speed sensors 36 are provided on the wheels 26 of the electric vehicle 10E. The wheel speed sensors 36 are used as vehicle speed sensors to detect the vehicle speed of the electric vehicle 10E. In addition, a rotational speed sensor 38 is provided on the electric motor 44 to detect its rotational speed.

[0084] The electric vehicle 10E is equipped with a control unit 50. The control unit 50 is typically an electronic control unit (ECU) installed in the electric vehicle 10E. The control unit 50 may be a combination of multiple ECUs. The control unit 50 comprises an interface, memory, and a processor. An in-vehicle network is connected to the interface. The memory includes RAM for temporarily recording data and ROM for storing programs and various data related to programs that can be executed by the processor. The program consists of multiple instructions. The processor reads and executes the program and data from memory and generates control signals based on signals obtained from each sensor.

[0085] For example, the control device 50 controls the electric motor 44 by PWM control of the inverter 42. The control device 50 receives signals from the accelerator position sensor 32, the sequential shifter 24 (upshift switch and downshift switch if the sequential shifter 24 is a paddle-type shifter), the wheel speed sensor 36, and the rotational speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0086] The control device 50 includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is the normal control mode for driving the electric vehicle 10E as a typical electric vehicle. The automatic mode is programmed to continuously change the output of the electric motor 44 in response to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like a manual transmission vehicle. The manual mode is programmed to change the output characteristics of the electric motor 44 in response to the operation of the accelerator pedal 22 in response to upshift and downshift operations on the sequential shifter 24. This manual mode (MT mode) corresponds to the "sequential shift mode". The automatic mode and manual mode are switchable.

[0087] The control device 50 includes an automatic mode torque calculation unit 54 and a manual mode torque calculation unit 56. Each unit 54 and 56 may be an independent ECU, or it may be an ECU function obtained by executing a program stored in memory on a processor.

[0088] The automatic mode torque calculation unit 54 has a function to calculate the motor torque when the electric motor 44 is controlled in automatic mode. The automatic mode torque calculation unit 54 stores a motor torque command map. The motor torque command map is a map that determines the motor torque from the accelerator opening and the rotational speed of the electric motor 44. Signals from the accelerator position sensor 32 and the rotational speed sensor 38 are input to each parameter of the motor torque command map. The motor torque corresponding to these signals is output from the motor torque command map. Therefore, in automatic mode, even if the driver operates the sequential shifter 24, that operation is not reflected in the motor torque.

[0089] The manual mode torque calculation unit 56 includes an MT vehicle model. The MT vehicle model is a model for calculating the drive wheel torque that should be obtained by operating the accelerator pedal 22 and the sequential shifter 24, assuming that the electric vehicle 10E is an MT vehicle.

[0090] The MT vehicle model provided by the manual mode torque calculation unit 56 will be described with reference to Figure 18. As shown in Figure 18, the MT vehicle model includes an engine model 561, a clutch model 562, and a transmission model 563. The engine, clutch, and transmission virtually realized by the MT vehicle model are referred to as the virtual engine, virtual clutch, and virtual transmission, respectively. The engine model 561 models the virtual engine. The clutch model 562 models the virtual clutch. The transmission model 563 models the virtual transmission.

[0091] Engine model 561 calculates the virtual engine speed Ne and virtual engine output torque Teout. The virtual engine speed Ne is calculated based on the wheel rotation speed Nw, the overall reduction ratio R, and the virtual clutch slip ratio Rslip. For example, the virtual engine speed Ne is expressed by equation (1) below. Equation (1): Ne = Nw × R / (1 - Rslip)

[0092] The virtual engine output torque Teout is calculated from the virtual engine rotational speed Ne and the accelerator opening Pap. As shown in Figure 18, a map defining the relationship between the accelerator opening Pap, the virtual engine rotational speed Ne, and the virtual engine output torque Teout is used to calculate the virtual engine output torque Teout. This map provides the virtual engine output torque Teout for each accelerator opening Pap relative to the virtual engine rotational speed Ne. The torque characteristics shown in Figure 18 can be set to simulate a gasoline engine, a diesel engine, a naturally aspirated engine, or a turbocharged engine.

[0093] The clutch model 562 calculates the torque transmission gain k. The torque transmission gain k is a gain used to calculate 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 temporarily opens to 100% in conjunction with the switching of the virtual gear stage of the virtual transmission. The clutch model 562 has a map as shown in Figure 18. In this map, the torque transmission gain k is given for the virtual clutch opening Pc. In Figure 18, 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 range from Pc0 to Pc1 and the range from Pc2 to Pc3 are dead zones where the torque transmission gain k does not change with respect to 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).

[0094] Furthermore, clutch model 562 calculates the slip ratio Rslip. The slip ratio Rslip is used to calculate the virtual engine speed Ne in engine model 561. Similar to the torque transmission gain k, a map can be used to calculate the slip ratio Rslip, where the slip ratio Rslip is given to the virtual clutch opening Pc.

[0095] The transmission model 563 calculates the gear ratio r. The gear ratio r is the gear ratio determined by the virtual gear stage GP in the virtual transmission. The virtual gear stage GP is increased by one step when the sequential shifter 24 is upshifted. Conversely, the virtual gear stage GP is decreased by one step when the sequential shifter 24 is downshifted. The transmission model 563 has a map as shown in Figure 18. In this map, the gear ratio r is assigned to the virtual gear stage GP such that the larger the virtual gear stage GP, the smaller the gear ratio r becomes. The transmission model 563 calculates the transmission output torque Tgout using the gear ratio r obtained from the map and the clutch output torque Tcout. For example, the transmission output torque Tgout is given by the product of the clutch output torque Tcout and the gear ratio r (Tgout = Tcout × r). The transmission output torque Tgout changes discontinuously according to the gear ratio r switching. This discontinuous change in transmission output torque Tgout creates a shift shock, giving the vehicle the feel of having a stepped transmission.

[0096] The MT vehicle model calculates the drive wheel torque Tw using a predetermined reduction ratio rr. The reduction ratio rr is a fixed value determined by the mechanical structure from the virtual transmission to the drive wheels. The value obtained by multiplying the reduction ratio rr by the gear ratio r is the aforementioned overall reduction ratio R. The MT vehicle model calculates the drive wheel torque Tw from the transmission output torque Tgout and the reduction ratio rr. For example, the drive wheel torque Tw is given by the product of the transmission output torque Tgout and the reduction ratio rr (Tw = Tgout × rr).

[0097] The control device 50 converts the drive wheel torque Tw calculated in the MT vehicle model into a required motor torque Tm. The required motor torque Tm is the motor torque required to achieve the drive wheel torque Tw calculated in the MT vehicle model. The reduction ratio from the output shaft of the electric motor 44 to the drive wheels is used to convert the drive wheel torque Tw into a required motor torque Tm. The control device 50 then controls the inverter 42 to control the electric motor 44 according to the required motor torque Tm.

[0098] Figure 19 shows a comparison of the torque characteristics of an electric motor 44 realized by motor control using an MT vehicle model with the torque characteristics of an electric motor 44 realized by normal motor control as an electric vehicle (EV). As shown in Figure 19, motor control using an MT vehicle model can realize torque characteristics (solid line in the figure) that simulate the torque characteristics of an MT vehicle, depending on the virtual gear stage set by the sequential shifter 24. Note that in Figure 19, the number of gear stages is set to 6.

[0099] 4-2. Second Configuration Example (3-Pedal Mode) Figure 20 is a block diagram showing a second configuration example of the power control system of the electric vehicle 10E according to this embodiment. Here, only the configurations that differ from the first configuration example described above will be explained. Specifically, in the second configuration example, the electric vehicle 10E is equipped with a pseudo-shift lever (pseudo-shift device) 27 and a pseudo-clutch pedal 28 instead of the sequential shifter 24 provided in the first configuration example. The pseudo-shift lever 27 and pseudo-clutch pedal 28 are merely dummies and are different from the actual shift lever and clutch pedal.

[0100] The simulated shift lever 27 has a structure that mimics the shift lever found in a manual transmission (MT) vehicle. The placement and feel of the simulated shift lever 27 are equivalent to those of an actual MT vehicle. The simulated shift lever 27 has positions corresponding to each gear, such as 1st, 2nd, 3rd, 4th, 5th, 6th, reverse, and neutral. The simulated shift lever 27 is equipped with a shift position sensor 27a that detects the gear by determining which position the simulated shift lever 27 is in.

[0101] The simulated clutch pedal 28 has a structure that simulates the clutch pedal found in a manual transmission (MT) vehicle. The placement and feel of the simulated clutch pedal 28 are equivalent to those of an actual MT vehicle. The simulated clutch pedal 28 is operated when the simulated shift lever 27 is operated. In other words, the driver depresses the simulated clutch pedal 28 when they want to change the gear setting using the simulated shift lever 27, and releases the pedal when the gear setting change is complete, returning the simulated clutch pedal 28 to its original position. The simulated clutch pedal 28 is equipped with a clutch position sensor 28a for detecting the amount the simulated clutch pedal 28 is depressed.

[0102] The control device 50 receives signals from the accelerator position sensor 32, the shift position sensor 27a, the clutch position sensor 28a, the wheel speed sensor 36, and the rotational speed sensor 38. The control device 50 processes these signals and calculates a motor torque command value for PWM control of the inverter 42.

[0103] The control device 50, similar to the first configuration example described above, includes an automatic mode (EV mode) and a manual mode (MT mode) as control modes. The automatic mode is programmed to continuously change the output of the electric motor 44 in response to the operation of the accelerator pedal 22. On the other hand, the manual mode is a control mode for driving the electric vehicle 10E like a manual transmission vehicle. In manual mode, the output and output characteristics of the electric motor 44 in response to the operation of the accelerator pedal 22 are programmed to change in response to the operation of the simulated clutch pedal 28 and the simulated shift lever (simulated shift device) 27. This manual mode (MT mode) corresponds to the "3-pedal mode". The automatic mode and manual mode are switchable.

[0104] The vehicle model provided by the manual mode torque calculation unit 56 is the same as that shown in Figure 18. However, the virtual clutch opening Pc is replaced by the amount of depression of the pseudo clutch pedal 28 detected by the clutch position sensor 28a. In addition, 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]

[0105] 10…Vehicle, 70…Sensor, 80…Massage device, 90…HMI, 100…Vehicle control system, 110…Fatigue level acquisition unit, 120…Operation condition determination unit, 130…Massage device control unit, 140…Termination condition determination unit, 150…Mode switching condition determination unit, 160…Mode switching unit

Claims

1. A vehicle control system for controlling a vehicle, Equipped with one or more processors, The one or more processors described above are: Using sensors mounted on the vehicle, the degree of physical fatigue of the vehicle's driver is acquired. When the operating conditions are met, which at least include the physical fatigue level exceeding a first threshold, the massage device installed in the driver's seat of the vehicle is activated. It is configured in such a way, The aforementioned vehicle is an electric vehicle that uses an electric motor as a power source for driving, and is equipped with a simulated clutch pedal and a simulated shift device. The aforementioned simulated clutch pedal is operated when the simulated shift device is operated. The driving modes of the aforementioned electric vehicle are: A three-pedal mode that changes the output of the electric motor in response to the operation of the accelerator pedal in accordance with the operation of the simulated clutch pedal and the operation of the simulated shift device, A two-pedal mode that does not require the aforementioned operation of the pseudo-clutch pedal and Includes, In the three-pedal mode, the one or more processors are configured to acquire the physical fatigue level and activate the massage device when the operating conditions are met. The one or more processors are further configured to switch the driving mode from the three-pedal mode to the two-pedal mode when a mode switching condition is met, which includes at least the physical fatigue level exceeding a second threshold while in the three-pedal mode. Vehicle control system.

2. A vehicle control system according to claim 1, The aforementioned operating conditions further include the driver acknowledging the operation of the massage device. Vehicle control system.

3. A vehicle control system according to claim 1, The aforementioned operating conditions further include the vehicle's speed being below a predetermined speed. Vehicle control system.

4. A vehicle control system according to claim 1, The sensor includes a muscle hardness meter installed in the driver's seat, The one or more processors are configured to acquire the degree of physical fatigue based on the muscle stiffness of the driver detected by the muscle stiffness meter. Vehicle control system.

5. A vehicle control system according to claim 1, The sensor includes a clutch position sensor that detects the operation of the simulated clutch pedal, The one or more processors are configured to acquire the degree of physical fatigue based on at least one of the number of times the simulated clutch pedal is operated and the duration of the operation within a certain period of time. Vehicle control system.

6. A vehicle control system according to claim 1, The massage device includes a seat massage device embedded in the driver's seat cushion. Vehicle control system.

7. A vehicle control system according to claim 1, The mode switching conditions further include the driver approving the switch from the three-pedal mode to the two-pedal mode. Vehicle control system.

8. A vehicle control system according to claim 1, The one or more processors are configured to determine whether the mode switching condition is met after the operating condition is met and the massage device is activated. Vehicle control system.

9. A vehicle control system for controlling an electric vehicle that uses an electric motor as a power source for driving, The electric vehicle is equipped with a simulated clutch pedal and a simulated shift device, The aforementioned simulated clutch pedal is operated when the simulated shift device is operated. The driving modes of the aforementioned electric vehicle are: A three-pedal mode that changes the output of the electric motor in response to the operation of the accelerator pedal in accordance with the operation of the simulated clutch pedal and the operation of the simulated shift device, A two-pedal mode that does not require the aforementioned operation of the pseudo-clutch pedal and Includes, The vehicle control system comprises one or more processors, The one or more processors described above are: Using sensors mounted on the electric vehicle, the degree of physical fatigue of the driver of the electric vehicle is acquired. The system is configured to switch the driving mode from the three-pedal mode to the two-pedal mode if a mode switching condition is met, which at least includes the physical fatigue level exceeding a threshold while in the three-pedal mode. Vehicle control system.

10. A vehicle control system according to claim 9, The mode switching conditions further include the driver approving the switch from the three-pedal mode to the two-pedal mode. Vehicle control system.

11. A vehicle control system according to claim 9 or 10, The sensor includes a clutch position sensor that detects the operation of the simulated clutch pedal, The one or more processors are configured to acquire the degree of physical fatigue based on at least one of the number of times the simulated clutch pedal is operated and the duration of the operation within a certain period of time. Vehicle control system.

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