Emulator for simulating a gear shift in an electrically powered vehicle and vehicle including said emulator

Abstract

The present invention relates to an emulator for simulating a gear shift in an electric propulsion vehicle (100) configurable between a normal operating condition and a launch control condition. In the normal operating condition, a the control unit is configured to control the electric motor of the electric propulsion vehicle according to measured performance values. In the launched control condition, the control unit is configured to perform a kick in upshift procedure and / or a kick in downshift procedure. Each procedure includes a cutoff phase that involves commanding an electric motor (104) of the vehicle (100) according to a decrement factor (cutoffFactor), as well as a boost phase that involves commanding the electric motor of the vehicle according to an increment factor (boostFactor).

Description

[0001] EMULATOR FOR SIMULATING A GEAR SHIFT IN AN ELECTRICALLY POWERED VEHICLE AND VEHICLE

[0002] INCLUDING SAID EMULATOR

[0003] FIELD OF THE FOUND

[0004] The present invention relates to an emulator for simulating a gear shift in an electrically powered vehicle. Specifically, the emulator object of the invention is configured to emulate the performance, driveability and sound of an internal combustion engine vehicle on an electrically powered vehicle of the same field. A vehicle for simulating a gear shift equipped with said emulator also forms an object of the invention.

[0005] STATE OF THE ART

[0006] Electric-powered vehicles aimed at simulating the sounds and driving sensations, namely performance, of internal combustion engine vehicles are known in the art. For example, electric vehicles are known presenting emulators that can offer, through sensory feedback systems, an authentic driving experience that allows drivers to feel sensations similar to those of a vehicle with an internal combustion engine. In terms of simulating the sounds of internal combustion vehicles, vehicles are known to be able to emit sounds notifying pedestrians and cyclists of the presence on a roadway of the vehicle itself, which is difficult for them to detect due to the inherent quietness of electric motors. This problem has been addressed by a number of patent titles, such as US5635903A, US2012312609A1, US2010166210A1 , KR101689236B1, and US2018090125A1, which propose similar solutions to emulate sounds intended to replicate those emitted by internal combustion engines. Although these patent titles describe electric vehicles capable of reproducing sounds peculiar to internal combustion engines, they fail to reproduce sounds capable of faithfully emulating internal combustion engines under particular driving conditions, thus providing the user with a driving experience that is untrue to reality. Therefore, the Applicant has noted how the aforementioned designs are improvable in some respects.

[0007] From the perspective of driving performance and usability, electric vehicles show significant differences from conventional internal combustion vehicles. These differences can both provide a different driving experience than conventional internal combustion vehicles and make it difficult to operate electric vehicles in particular weather or road conditions (wet, icy, or disconnected asphalt) wherein unstable conditions could be triggered in the vehicle to the pointwhere it is no longer easily steerable, thus burdening the safety of the user. Therefore, the Applicant noted how there is a lack of electric vehicles that allow for more intuitive and adaptive control of electric vehicle performance, making them more similar to internal combustion engine vehicles in terms of dynamic behavior, thus being improvable in some respects.

[0008] OBJECT OF THE INVENTION

[0009] The object of the present invention is therefore to solve at least one of the drawbacks and / or limitations of the preceding solutions.

[0010] A first object of the present invention is to provide an emulator capable of replicating, in an electric vehicle, the driving performance of an internal combustion engine vehicle. An object is to be able to faithfully emulate the torque and / or power curves of the heat engine, as well as to be able to emulate the gear ratios and final ratio with calibration and adaptation according to the vehicle being used.

[0011] An object al is also to provide a sound and performance emulator that is easy to install on the electric vehicle and does not require special modifications to the vehicle itself, so that it can be installed on pre-existing electric vehicles. These purposes and others, which will appear more from the following description, are basically achieved by an emulator for simulating a gear shift in an electric propulsion vehicle and a vehicle comprising said emulator in accordance with one or more of the following claims and / or aspects.

[0012] SUMMARY

[0013] Aspects of the invention are described below.

[0014] In a 1st aspect, an emulator is provided for simulating a gear shift in an electric propulsion vehicle comprising a control unit (4) configured for:

[0015] - receiving at least one performance signal (12) of an electric motor of the electric propulsion vehicle, said performance signal (12) comprising at least one vehicle speed signal (6) related to the speed of the electric propulsion vehicle to determine one or more values related to engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle,

[0016] - determining one or more measured performance values according to the performance signal (12), wherein determining one or more measured performance values includes: o determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle, o determining one or more simulated engine revolutions values (RpmFinal) of the simulated internal combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and the simulated gear inserted value (Gearlnserted).

[0017] In a 2nd aspect according to the preceding aspect the emulator is configurable between:

[0018] - a normal operating condition in which the control unit (4) is configured for: o controlling the electric motor of the electric propulsion vehicle according to said one or more measured performance values, o generating, optionally automatically, one or more gear signals (3a) according to said one or more simulated engine revolutions values (RpmFinal),

[0019] - a gear shift condition wherein the control unit (4) is configured to vary the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a) generated by the control unit (4).

[0020] In a 3rd aspect according to the preceding aspect, the control unit (4), in the normal operating condition, is configured for:

[0021] - determining, or retrieving from a memory (8), an adjustable upper gear shift threshold value

[0022] (RpmGearShiftUpThr), optionally between 2500 rpm and 9000 rpm,

[0023] - determining, or retrieving from a memory (8), an adjustable lower gear shift threshold value

[0024] (RpmGearShiftDownThr), optionally between 500 rpm and 2000 rpm. In a 4th aspect according to the preceding aspect, the control unit (4), in the normal operating condition, is further configured to generate said one or more gear signals (3a) if:

[0025] - at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0026] - at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr).

[0027] In a 5th aspect according to any one of the three preceding aspects, the control unit (4) is configured to command the emulator to switch from the normal operating condition to the gear shift condition following the generation of at least one of said one or more gear signals (3a).

[0028] In a 6th aspect according to any one of the preceding aspects said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0029] In a 7th aspect according to any one of the four preceding aspects, the control unit (4) is configured to:

[0030] - generating the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than one / the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0031] - generate the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than one / the lower gear shift threshold value (RpmGearShiftDownThr).

[0032] In an 8th aspect according to any one of the two preceding aspects, the control unit (4), in the gear shift condition, is configured to vary said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle between a minimum value equal to zero and a configurable maximum value, optionally greater than four, depending on the upper position signal and the lower position signal

[0033] In a 9th aspect according to any one of the three preceding aspects varying the simulated gear inserted value (Gearlnserted) includes:

[0034] - increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the generation of the upper position signal by the control unit (4), and / or

[0035] - decreasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the generation of the lower position signal by the control unit (4).

[0036] In a 10th aspect according to any one of the preceding aspects, the upper gear shift threshold value (RpmGearShiftUpThr) and the lower gear shift threshold value (RpmGearShiftDownThr) are variable according to said one or more simulated gear inserted values (Gearlnserted).

[0037] In an 11th aspect according to any one of the preceding aspects, the control unit (4), in the gear shift condition, is configured to update the upper gear shift threshold value (RpmGearShiftUpThr) and the lower gear shift threshold value (RpmGearShiftDownThr) subsequent to the step of varying said one or more simulated gear inserted values (Gearlnserted).

[0038] In a 12th aspect according to any one of the preceding aspects, the control unit (4), in the normal operating condition, is configured to command the gear shift condition if the control unit itself receives at least one of said one or more gear signals (3a).

[0039] In a 13th aspect according to any one of the preceding aspects, determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted).

[0040] In a 14th aspect according to the preceding aspect said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted), optionally wherein the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;...RpmGearNorm_c) are progressively decreasing values.

[0041] In a 15th aspect according to any one of the two preceding aspects to each of said one or more simulated gear inserted values (Gearlnserted) corresponds a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0042] In a 16th aspect according to any one of the three preceding aspects determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0043] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0044] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0045] In a 17th aspect according to any one of the preceding aspects, the performance signal (12) includes one or more accelerator signals (5) representative of a position of an accelerator of the electric propulsion vehicle.

[0046] In an 18th aspect according to any one of the preceding aspects, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor of the electric propulsion vehicle.

[0047] In a 19th aspect according to any one of the two preceding aspects determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5),

[0048] In a 20th aspect according to any one of the three preceding aspects determining one or more measured performance values includes determining said one or more simulated engine revolutions values (RpmFinal) of the simulated internal combustion vehicle as a function of said one or more measured accelerator values (measuredAcc) or as a function of said one or more accelerator signals (5).

[0049] In a 21st aspect according to any one of the three preceding aspects determining one or more measured performance values includes determining one or more measured torque values (measuredTorque) according to said one or more torque signals (70).

[0050] In a 22nd aspect according to any one of the three preceding aspects to command the electric motor of the electric propulsion vehicle, as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle. In a 23rd aspect according to any one of the preceding aspects commanding the electric motor of the electric propulsion vehicle, according to said one or more measured performance values, includes calculating, at least according to the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0051] In a 24th aspect according to any one of the preceding aspects commanding the electric motor of the electric propulsion vehicle, as a function of said one or more measured performance values, includes calculating, at least as a function of said one or more simulated engine revolutions values (Rpm Final), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0052] In a 25th aspect according to any one of the three preceding aspects commanding the electric motor of the electric propulsion vehicle, according to said one or more measured performance values, includes calculating, according to said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, one or more accelerator control values (AccOut) to command the electric motor of the electric propulsion vehicle.

[0053] In a 26th aspect according to any one of the five preceding aspects commanding the electric motor of the electric propulsion vehicle as a function of said one or more measured performance values includes commanding the electric motor of the electric propulsion vehicle as a function of said one or more measured torque values (measuredTorque).

[0054] In a 27th aspect according to any one of the preceding aspects, the emulator also includes a memory (8) connected to the control unit (4) and including at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted)

[0055] In a 28th aspect according to the preceding aspect, following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value is uniquely associated.

[0056] In a 29th aspect according to any one of the preceding aspects, the upper gear shift threshold value (RpmGearShiftUpThr) and the lower gear shift threshold value (RpmGearShiftDownThr) are variable according to said one or more measured accelerator values (measuredAcc) and / or according to said one or more gear signals (3a).

[0057] In a 30° aspect according to any one of the preceding aspects determining the lower gear shift threshold value (RpmGearShiftDownThr) includes increasing, optionally linearly or according to an adjustable function, the lower gear shift threshold value (RpmGearShiftDownThr) according to an increase of said one or more measured accelerator values (measuredAcc).

[0058] In a 31st aspect according to any one of the preceding aspects determining the upper gear shift threshold value (RpmGearShiftUpThr) includes decrementing, optionally linearly or according to an adjustable function, the upper gear shift threshold value (RpmGearShiftUpThr) according to an increase of said one or more measured accelerator values (measuredAcc). In a 32nd aspect according to any one of the preceding aspects wherein one / the memory (8) of the emulator connected to the control unit (4), includes at least one upper gear shift threshold map (RpmGearShiftUpMap), optionally adjustable.

[0059] In a 33rd aspect according to the preceding aspect determining the upper gear shift threshold value (RpmGearShiftUpThr) includes calculating, using the upper gear shift threshold map (RpmGearShiftUpMap), the upper gear shift threshold value (RpmGearShiftUpThr) uniquely associated with an input of the upper gear shift threshold map (RpmGearShiftUpMap) function of said one or more measured accelerator values (measuredAcc) and / or as a function of said one or more gear signals (3a).

[0060] In a 34th aspect according to any one of the preceding aspects one / the memory (8) of the emulator connected to the control unit (4), includes at least one gear shift lower threshold map (RpmGearShiftDownMap), optionally adjustable.

[0061] In a 35th aspect according to the preceding aspect determining the lower gear shift threshold value (RpmGearShiftDownThr) comprises calculating, using the lower gear shift threshold map (RpmGearShiftDownMap), the lower gear shift threshold value (RpmGearShiftDownThr) uniquely associated with an input of the lower gear shift threshold map (RpmGearShiftDownMap) function of said one or more measured accelerator values (measuredAcc) and / or as a function of said one or more gear signals (3a).

[0062] In a 36th aspect according to any one of the preceding aspects, the upper gear shift threshold value (RpmGearShiftUpThr) is strictly greater than the lower gear shift threshold value (RpmGearShiftDownThr).

[0063] In a 37th aspect according to any one of the preceding aspects determining said one or more measured accelerator values (measuredAcc) includes calculating a measured accelerator value (measuredAcc(t)) at the current time (t) as a function of a measured accelerator value (measuredAcc(t-l) at the preceding time (t-1 ).

[0064] In a 38th aspect according to the preceding aspect, calculating the measured accelerator value (measuredAcc(t)) at the current time (t) is a step of determining, according to the measured accelerator value (measuredAcc(t-l) at the preceding time (t-1), a variation number, positive or negative, to be added to the measured accelerator value (measuredAcc(H) at the preceding time (t-1).

[0065] In a 39th aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition, is configured to determine an accelerator sampling period (AcceleratorSampleTimer) of the measured accelerator value (measuredAcc(t)) at the current time (t), representative of a difference between the current time (t) and the preceding time (t-1).

[0066] In a 40th aspect according to the preceding aspect said accelerator sampling period (AcceleratorSampleTimer) being either definable a priori or adjustable by a user.

[0067] In a 41st aspect according to any one of the two preceding aspects, the control unit (4) is configured to cyclically perform the step of calculating the measured accelerator value (measuredAcc(t)) at the current time (t) every time interval equal to the accelerator sampling period (AcceleratorSampleTimer).

[0068] In a 42nd aspect according to any one of the preceding aspects, the control unit (4), in the gear shift condition, is configured to store an accelerator value before gear shift (AccGearShiftStored) equal to the measured accelerator value (measuredAcc), calculated concurrently with the generation by the control unit (4) of at least one of said one or more gear shift signals (3a). In a 43rd aspect according to the preceding aspect said accelerator value before gear switch (AccGearShiftStored) being determined at a time instant immediately preceding the variation of said one or more simulated gear inserted values (Gearlnserted).

[0069] In a 44th aspect according to any one of the seven preceding aspects, the control unit (4), in the normal operating condition, is configured to determine an accelerator operative phase (AccOperatingMode(t)) at the current time (t) according to the measured accelerator value (measuredAcc(t)) at the current time (t) and optionally according to the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1 ) .

[0070] In a 45th aspect according to the preceding aspect, the accelerator operative phase (AccOperatingMode(t)) at the current time (t) is representative of one degree of pressure of an accelerator pedal of the electric propulsion vehicle. In a 46th aspect according to any one of the two preceding aspects determining the accelerator operative phase (AccOperating Mode(t)) at the current time (t) includes:

[0071] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(H)) at the preceding time (t-1) , and then

[0072] - determining an incremental accelerator phase (Acclnc) if the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1) is less than the measured accelerator value (measuredAcc(t)) at the current time (t).

[0073] In a 47th aspect according to any one of the three preceding aspects determining the accelerator operative phase (AccOperating Mode(t)) at the current time (t) includes:

[0074] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(M)) at the preceding time (t-1) , and then

[0075] - determining a decremental accelerator phase (AccDec) if the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1) is greater than the measured accelerator value (measuredAcc(t)) at the current time (t).

[0076] In a 48th aspect according to any one of the four preceding aspects determining the accelerator operative phase (AccOperatingMode(t)) at the current time (t) includes:

[0077] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1), and then

[0078] - determining a constant accelerator phase (AccConst) if a difference between the measured accelerator values (measuredAcc(H)) at the preceding time (t-1) and the measured accelerator value (measuredAcc(t) ) at the current time (t) is, in absolute value, less than an accelerator tolerance parameter (AcceleratorToleranceThr), optionally adjustable, for an accelerator position time, optionally adjustable.

[0079] In a 49th aspect according to any one of the preceding aspects, the measured accelerator values (measuredAcc(t)) at the current time (t) are discrete values, optionally expressed as a percentage, between 0 and 1 or 100, optionally 100%, wherein the measured accelerator values (measuredAcc(t)) at the current time (t) are variable between:

[0080] - an initial rest position, for example representative of a fully released position of an accelerator pedal (103) of the electric propulsion vehicle (100), when equal to 0, and

[0081] - an end position, for example representative of a fully actuated position of the accelerator pedal (103), when equal to 1 or 100, optionally 100%. In a 50th aspect according to the preceding aspect, the control unit (4), in the normal operating condition, is configured to determine the incremental accelerator phase (Acclnc) when the measured accelerator values (measuredAcc(t)) at the current time (t) are representative of the end position of the accelerator pedal, for example assuming a value of 1 or 100, optionally 100%.

[0082] In a 51st aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition, is configured to determine the decremental accelerator phase (AccDec) when the measured accelerator values (measuredAcc(t)) at the current time (t) are representative of the initial rest position of the accelerator pedal, for example having values equal to 0.

[0083] In a 52nd aspect according to any one of the preceding aspects, the control unit (4) is configured to cyclically determine the accelerator operative phase (AccOperati ng Mode (t)) at the current time (t) for each time interval equal to the accelerator sampling period (AcceleratorSampleTimer).

[0084] In a 53rd aspect according to any one of the preceding aspects, the control unit (4) is further configured to determine a preceding operational phase parameter (AccPrecOperatingMode) representative of an identification code, optionally a value or label, associated with an accelerator operative phase (AccOperatingMode(t-l)) of the emulator determined at the preceding time (t-1 ).

[0085] In a 54th aspect according to the preceding aspect, the preceding operational phase parameter (AccPrecOperatingMode) corresponds to a first parameter if the control unit (4), at the preceding time (t-1), has determined a constant accelerator phase (AccConst).

[0086] In a 55th aspect according to any one of the two preceding aspects, the preceding operational phase parameter (AccPrecOperatingMode) corresponds to a second parameter if the control unit (4), at the preceding time (t-1), has determined an incremental accelerator phase (Acclnc).

[0087] In a 56th aspect according to any one of the three preceding aspects, the preceding operational phase parameter (AccPrecOperatingMode) corresponds to a third parameter if the control unit (4), at the preceding time (t-1), has determined a decremental accelerator phase (AccDec).

[0088] In a 57th aspect according to any one of the preceding aspects, the control unit (4), concurrently with or following the determination of the decremental accelerator phase (AccDec), is configured to prevent the generation of the gear shift signal, optionally the upper position signal, preventing the emulator from switching from the normal operating condition to the gear shift condition, optionally said control unit (4) being configured to prevent the execution of the step of increasing the simulated gear inserted value (Gearlnserted) by one unit.

[0089] In a 58th aspect according to any one of the preceding aspects the step of generating the gear signal, optionally the step of generating the upper position signal, includes the subphases of:

[0090] - determining the constant accelerator phase (AccConst), and subordinately

[0091] - verifying that at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than one / the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0092] - verifying that the measured accelerator values (measuredAcc) is greater than or equal to the accelerator value before gear switch (AccGearShiftStored).

[0093] In a 59th aspect according to any one of the preceding aspects, the control unit (4) is configured for: - determining a speed limiter value (RpmLimiter) representative of the maximum engine revolutions value achievable by the simulated internal combustion vehicle, optionally wherein the speed limiter value (RpmLimiter) is the same for each simulated gear inserted value (Gearlnserted),

[0094] - comparing said one or more simulated engine revolutions values (RpmFinal) with the speed limiter value (RpmLimiter).

[0095] In a 60th aspect according to any one of the preceding aspects generating the gear signal, optionally generating the upper position signal, further includes the subphases of:

[0096] - comparing said one or more simulated engine revolutions values (RpmFinal) with the speed limiter value (RpmLimiter),

[0097] - generating the upper position signal if at least one of said one or more simulated engine revolutions value (RpmFinal) is greater than the speed limiter value (RpmLimiter).

[0098] In a 61st aspect according to any one of the preceding aspects generating the gear signal, optionally generating the upper position signal, further includes the subphases of:

[0099] - comparing said one or more simulated engine revolutions values (RpmFinal) with the speed limiter value (RpmLimiter),

[0100] - if at least one of said one or more simulated engine revolutions value (RpmFinal) is lower than the speed limiter value (RpmLimiter), waiting a sport gear shift time interval (GearShiftUpSportTimer), optionally adjustable, and then generating the upper position signal.

[0101] In a 62nd aspect according to any one of the preceding aspects the step of generating the gear signal, optionally the step of generating the upper position signal, includes the subphases of:

[0102] - determining the incremental accelerator phase (Acclnc), and subordinately

[0103] - verifying that at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than one / the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0104] - verifying that the measured accelerator values (measuredAcc) is greater than or equal to the accelerator value before gear switch (AccGearShiftStored).

[0105] In a 63rd aspect according to any one of the preceding aspects, the control unit (4) is configured to generate the upper position signal if the measured accelerator value (measuredAcc) is greater than or equal to the accelerator value before gear switch (AccGearShiftStored).

[0106] In a 64th aspect according to any one of the preceding aspects generating the gear signal, optionally generating the upper position signal, further includes the subphases of:

[0107] - waiting an increment change time (IncGearDisableTimer), optionally adjustable, if the preceding operational phase parameter (AccPrecOperatingMode) matches the identification parameter of the constant accelerator phase (AccConst), and then

[0108] - generating the upper position signal.

[0109] In a 65th aspect according to any one of the preceding aspects, the control unit (4), in the gear shift condition of the emulator and subsequent to the execution of the step of increasing the simulated gear inserted value (Gearlnserted) by one unit, is configured to wait an upshift time interval (GearUpShifttTimer) before executing a subsequent step of increasing the simulated gear inserted value (Gearlnserted) by one unit. In a 66th aspect according to any one of the preceding aspects the upshift time interval (GearUpShiftTimer) starts from a time instant in which the control unit (4) performs the step of increasing the simulated gear inserted value (Gearlnserted) by one unit.

[0110] In a 67th aspect, an electric propulsion vehicle (100), particularly automobile, is provided, comprising an emulator according to any one of the preceding aspects.

[0111] In a 68th aspect according to the preceding aspect the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0112] In a 69th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to output a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0113] In a 70th aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), in particular said gear selector being a dummy gear selector, namely not connected to a controller of the electric propulsion vehicle (100).

[0114] In a 71st aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a controller of the electric propulsion vehicle (100).

[0115] In a 72nd aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to a controller of the vehicle to command the electric motor (104) of the vehicle.

[0116] In a 73rd aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a speedometer of the vehicle to determine the vehicle speed and / or the value relative to the engine revolutions (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100), for example by a multiplicative coefficient.

[0117] In a 74th aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects from 1 ° to 66° is provided.

[0118] In a 75th aspect, an emulator is provided for simulating a gear shift in an electric propulsion vehicle including:

[0119] - a gear sensor (3) configured to emit one or more manual gear signals (80) related to the position of a gear shift selector (102) of the electric propulsion vehicle (100),

[0120] - a control unit (4) configured for: o receiving said one or more manual gear signals (80) generated by the gear sensor (3), o receiving at least one performance signal (12) of an electric motor of the electric propulsion vehicle, said performance signal (12) comprising at least one vehicle speed signal (6) related to the speed of the electric propulsion vehicle for determining one or more values related to engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, o determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle, o determining, as a function of the performance signal (12), one or more measured performance values comprising one or more simulated engine revolutions values (RpmFinal) of the simulated internal combustion vehicle, calculated as a function of the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and / or simulated gear inserted value (Gearlnserted), o generating one or more automatic gear signals (81) according to said one or more simulated engine revolutions values (RpmFinal), o controlling the electric motor of the electric propulsion vehicle according to said one or more measured performance values.

[0121] In a 76th aspect according to the preceding aspect the emulator is configurable between:

[0122] - an automatic gear shift condition wherein the control unit (4) is configured to vary the simulated gear inserted value (Gearlnserted) by one unit according to said one or more automatic gear signals (81) generated by the control unit (4),

[0123] - a manual gear shift condition wherein the control unit (4) is configured to vary the simulated gear inserted value (Gearlnserted) by one unit according to said one or more manual gear signals (80) emitted by the gear sensor (3).

[0124] In a 77th aspect according to any one of the two preceding aspects, the control unit (4) is configured to command the emulator to switch from the automatic gear shift condition to the manual gear shift condition as a result of the reception by the control unit (4) of at least one of said one or more manual gear signals (80) emitted by the gear sensor (3).

[0125] In a 78th aspect according to any one of the three preceding aspects, the control unit (4), in the automatic gear shift condition, is configured to:

[0126] - determining an adjustable upper gear shift threshold value (RpmGearShiftUpThr), optionally comprised between 2500 rpm and 9000 rpm,

[0127] - determining an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally comprised between 500 rpm and 2000 rpm.

[0128] In a 79th aspect according to the preceding aspect, the control unit (4), in the automatic gear shift condition, is further configured to generate said one or more automatic gear signals (81) if:

[0129] - at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0130] - at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr).

[0131] In an 80th aspect according to any one of the preceding aspects from 75th to 79th, said one or more automatic gear signals (81) include an upper automatic gear signal and a lower automatic gear signal.

[0132] In an 81st aspect according to the preceding aspect, the control unit (4) is configured for:

[0133] - generating the automatic upper gear signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr),

[0134] - generating the automatic lower gear signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr). In an 82nd aspect according to any one of the preceding aspects from 75th to 81st, the control unit (4), in the automatic gear shift condition, is configured to vary said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle between a minimum value equal to zero and a configurable maximum value, optionally greater than four, depending on the upper automatic gear signal and the lower automatic gear signal.

[0135] In an 83rd aspect according to any one of the three preceding aspects varying the simulated gear inserted value (Gearlnserted) includes:

[0136] - increasing the simulated gear inserted value (Gearlnserted) by one unit subsequently the generation of the upper automatic gear signal by the control unit (4),

[0137] - decrementing the simulated gear inserted value (Gearlnserted) by one unit subsequently the generation of the automatic lower gear signal by the control unit (4).

[0138] In an 84th aspect according to any one of the preceding aspects from 75th to 83rd the upper gear shift threshold value (RpmGearShiftUpThr) and the lower gear shift threshold value (RpmGearShiftDownThr) are variable according to said one or more simulated gear inserted values (Gearlnserted).

[0139] In an 85th aspect according to any one of the preceding aspects from 75th to 84th, the control unit (4), in the automatic gear shift condition, is configured to update the upper gear shift threshold value (RpmGearShiftUpThr) and the lower gear shift threshold value (RpmGearShiftDownThr) subsequent to the step of varying said one or more simulated gear inserted values (Gearlnserted).

[0140] In an 86th aspect according to any one of the preceding aspects from 75th to 87th, the control unit (4), in the automatic gear shift condition and following emitting the automatic gear signal, is configured to vary the simulated gear inserted value (Gearlnserted) by one unit, based on the automatic gear signal, upon the expiration of an automatic interruption time (AutolLockTimer)

[0141] In an 87th aspect according to the preceding aspect, the automatic interruption time (AutoLockTimer) runs from a time instant in which the control unit, in the manual gear shift condition, performs the step of varying the simulated gear inserted value (Gearlnserted) by one unit according to said one or more manual gear signals (80).

[0142] In an 88th aspect according to any one of the preceding aspects from 75th to 87th, the control unit (4) is configured to command the emulator to switch from the manual gear shift condition to the automatic gear shift condition if upon the expiration of a return-to-auto time (ManualToAutoTimer) optionally adjustable, running from the reception of the last manual gear signal (80) emitted by the gear sensor (3), the following conditions are met:

[0143] - at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftUpThr), or

[0144] - at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the lower gear shift threshold value (RpmGearShiftDownThr).

[0145] In an 89th aspect according to any one of the preceding aspects from 75th to 88th, the control unit (4), in the automatic gear shift condition and following the emission of at least one of said one or more automatic gear signals (81), is configured to vary the simulated gear inserted value (Gearlnserted) by one unit according to said one or more automatic gear signals (81), optionally upon the expiration of an automatic interruption time (AutoLockTimer). In a 90th aspect according to the preceding aspect, the automatic interruption time (AutoLockTimer) runs from a time instant in which the control unit, in the manual gear shift condition, performs the step of varying the simulated gear inserted value (Gearlnserted) by one unit according to said one or more manual gear signals (80).

[0146] In a 91st aspect according to any one of the preceding aspects from 75th to 90th said one or more manual gear signals (80) include an upper manual gear signal and a lower manual gear signal.

[0147] In a 92nd aspect according to any one of the preceding aspects from 75th to 91st, the gear shift selector (102) is movable between a maximum upper range position and a maximum lower range position.

[0148] In a 93rd aspect according to any one of the preceding aspects from 75th to 92nd the gear shift selector (102) includes a first gear shift selector and second gear shift selector (102a, 102b), each being configured to be operated by a user.

[0149] In a 94th aspect according to any one of the preceding aspects from 75th to 93rd the control unit (4) is configured for:

[0150] - receiving the manual upper gear signal when the gear shift selector (102) assumes the maximum upper range position, optionally when the first gear shift selector (102a) is operated by a user, and / or

[0151] - receiving the manual lower gear signal when the gear shift selector (102) assumes the maximum lower range position, optionally when the second gear shift selector (102b) is operated by a user.

[0152] In a 95th aspect according to any one of the four preceding aspects, the control unit (4), in the manual gear shift condition, is configured to vary said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle between a minimum value equal to zero and an adjustable maximum value, optionally greater than four, depending on the upper manual gear signal and the lower manual gear signal .

[0153] In a 96th aspect according to the preceding aspect varying the simulated gear inserted value (Gearlnserted) includes:

[0154] - increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the upper manual gear signal by the control unit (4), and / or

[0155] - decreasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the lower manual gear signal by the control unit (4).

[0156] In a 97th aspect according to any one of the preceding aspects from 75th to 96th the gear sensor (3) is a potentiometer and the manual gear signal is an analog signal, such as a voltage signal, a function of the travel of the gear shift selector (102), said control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

[0157] In a 98th aspect according to any one of the preceding aspects from 75th to 97th determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted).

[0158] In a 99th aspect according to the preceding aspect said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted). In a 100th aspect according to the preceding aspect, the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values.

[0159] In a 101st aspect according to any one of the two preceding aspects each of said one or more simulated gear inserted values (Gearlnserted) corresponds to a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0160] In a 102nd aspect according to any one of the preceding aspects from 75th to 101st determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0161] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0162] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0163] In a 103rd aspect according to any one of the preceding aspects from 75th to 102nd, the performance signal (12) includes one or more accelerator signals (5) representative of an accelerator (for example a throttle) position of the electric propulsion vehicle.

[0164] In a 104th aspect according to any one of the preceding aspects from 75th to 103rd the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor of the electric propulsion vehicle.

[0165] In a 105th aspect according to any one of the preceding aspects from 75th to 104th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5).

[0166] In a 106th aspect according to any one of the preceding aspects from 75th to 105th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) according to said one or more torque signals (70).

[0167] In a 107th aspect according to any one of the preceding aspects from 75th to 106th commanding the electric motor of the electric propulsion vehicle as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0168] In a 108th aspect according to any one of the preceding aspects from 75th to 107th commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values includes calculating, at least according to the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle. In a 109th aspect according to any one of the preceding aspects from 75th to 108th commandinging the electric motor of the electric propulsion vehicle as a function of said one or more measured performance values includes calculating, at least as a function of said one or more simulated engine revolutions values (RpmFinal), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power for commanding the electric motor of the electric propulsion vehicle. In a 110th aspect according to any one of the preceding aspects from 75th to 109th commandinging the electric motor of the electric propulsion vehicle based on said one or more measured performance values includes calculating, as a function of said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, one or more accelerator control values (AccOut) to command the electric motor of the electric propulsion vehicle.

[0169] In a 111th aspect according to any one of the preceding aspects from 75th to 110th commandinging the electric motor of the electric propulsion vehicle based on said one or more measured performance values includes commanding the electric motor of the electric propulsion vehicle as a function of said one or more measured performance values (measuredTorque).

[0170] In a 112th aspect according to any one of the preceding aspects from 75th to 111th the emulator also includes a memory (8) connected to the control unit (4) and at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted).

[0171] In a 113th aspect according to the preceding aspect following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value is uniquely associated.

[0172] In a 114th aspect according to any one of the preceding aspects from 75th to 113th, the control unit (4) is configured to determine a speed limiter value (RpmLimiter) representative of the maximum engine revolutions achievable by the simulated internal combustion vehicle, optionally wherein the speed limiter value (RpmLimiter) is the same for each simulated gear inserted value (Gearlnserted).

[0173] In a 115th aspect according to the preceding aspect in the manual gear shift condition and following the reception of the lower manual gear signal, the step of varying the simulated gear inserted value (Gearlnserted) by one unit based on said one or more manual gear signals (80) includes:

[0174] - determining a downshift engine revolutions parameter (RpmDownshift) corresponding to said one or more values of simulated engine revolutions (RpmFinal) or to said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), obtained by multiplying the number of revolutions (RpmExt) with the gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) that would be obtained by decrementing the simulated gear inserted value (Gearlnserted) by one unit,

[0175] - comparing the downshift engine revolutions parameter (RpmDownshift) with the speed limiter value (RpmLimiter),

[0176] - preventing the simulated gear inserted value (Gearlnserted) from decreasing by one unit if the downshift engine revolutions parameter (RpmDownshift) is greater than the speed limiter value (RpmLimiter).

[0177] In a 116th aspect according to any one of the preceding aspects from 75th to 115th in the manual gear shift condition and following the receipt of the upper manual gear signal, the step of varying the simulated gear inserted value (Gearlnserted) by one unit based on said one or more manual gear signals (80) includes:

[0178] - determining an upshift engine revolutions parameter (RpmUpshift) corresponding to said one or more values of simulated engine revolutions (RpmFinal) or said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), obtained by multiplying the gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) that would be obtained by increasing the simulated gear inserted value (Gearlnserted) by one unit, and the number of revolutions (RpmExt),

[0179] - comparing the upshift engine revolutions parameter (RpmUpshift) with a minimum engine revolutions threshold value (GearDownRpmMin), optionally adjustable, representative of a simulated internal combustion vehicle engine revolutions value when stopped or stationary, wherein the minimum engine revolutions threshold value (GearDownRpmMin) is lower than the lower gear shift threshold value (RpmGearShiftDownThr),

[0180] - preventing the simulated gear inserted value (Gearlnserted) from increasing by one unit if the upshift engine revolutions parameter (RpmUpshift) is less than the minimum engine revolutions threshold value (GearDownRpmMin).

[0181] In a 117th aspect according to any one of the preceding aspects from 75th to 116th, the control unit (4), in the manual gear shift condition and following emitting at least one of said one or more manual gear signals (80), is configured to vary the simulated gear inserted value (Gearlnserted) by one unit according to said one or more manual gear signals (80), upon the expiration of a manual interruption time (ManualLockTimer).

[0182] In a 118th aspect according to the preceding aspect, the manual interruption time (manualLockTimer) runs from a time instant in which the same control unit, in the automatic gear shift condition, performs the step of varying the simulated gear inserted value (Gearlnserted) by one unit according to said one or more automatic gear signals (81).

[0183] In a 119th aspect according to any one of the preceding aspects from 75th to 118th determining said one or more measured accelerator values (measuredAcc) includes calculating a measured accelerator value (measuredAcc(t)) at the current time (t) as a function of a measured accelerator value (measuredAcc(t-l)) at the preceding time (t- 1).

[0184] In a 120th aspect according to the preceding aspect, calculating the measured accelerator value (measuredAcc(t)) at the current time (t) is a step of determining, according to the measured accelerator value (measuredAcc(M)) at the preceding time (t-1), a variation number, positive or negative, to be added to the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1).

[0185] In a 121st aspect according to any one of the two preceding aspects, the control unit (4) is configured to determine an accelerator sampling period (AcceleratorSampleTimer) of the measured accelerator value (measuredAcc(t)) at the current time (t), representative of a difference between the current time (t) and the preceding time (t-1).

[0186] In a 122nd aspect according to the preceding aspect said accelerator sampling period (AcceleratorSampleTimer) being either definable a priori or adjustable by a user.

[0187] In a 123rd aspect according to any one of the two preceding aspects, the control unit (4) is configured to cyclically perform the step of calculating the measured accelerator value (measuredAcc(t)) at the current time (t) every time interval equal to the accelerator sampling period (AcceleratorSampleTimer).

[0188] In a 124th aspect according to any of the preceding aspects from 75th to 123rd the emulator can be configured in an under gear condition or in an over gear condition wherein the control unit (4) is configured to determine an accelerator operative phase (AccOperatingMode(t)) at the current time (t) according to the measured accelerator value (measuredAcc(t)) at the current time (t) and optionally according to the measured accelerator value (measuredAcc(t-l) ) at the preceding time (t-1) .

[0189] In a 125th aspect according to the preceding aspect determining the accelerator operative phase (AccOperatingMode(t)) at the current time (t) includes:

[0190] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1) , and then

[0191] - determining an incremental accelerator phase (Acclnc) if the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1) is less than the measured accelerator value (measuredAcc(t)) at the current time (t).

[0192] In a 126th aspect according to any one of the two preceding aspects determining the accelerator operative phase (AccOperatingMode(t)) at the current time (t) includes:

[0193] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(M)) at the preceding time (t-1) , and then

[0194] - determining a decremental accelerator phase (AccDec) if the measured accelerator value (measuredAcc(t-l)) at the preceding time (t-1) is greater than the measured accelerator value (measuredAcc(t)) at the current time (t).

[0195] In a 127th aspect according to any one of the three preceding aspects determining the accelerator operative phase (AccOperating Mode(t)) at the current time (t) includes:

[0196] - comparing the measured accelerator value (measuredAcc(t)) at the current time (t) with the measured accelerator value (measuredAcc(M)) at the preceding time (t-1) , and then

[0197] - determining a constant accelerator phase (AccConst) if a difference between the measured accelerator values (measuredAcc(M)) at the preceding time (t-1) and the measured accelerator value (measuredAcc(t)) at the current time (t) is, in absolute value, less than an accelerator tolerance parameter (AcceleratorToleranceThr), optionally adjustable, for a steady accelerator position time, optionally adjustable.

[0198] In a 128th aspect according to any one of the preceding aspects 75th to 127th, the measured accelerator values (measuredAcc(t)) at the current time (t) are discrete values, optionally expressed as a percentage, ranging from 0 to 1 or 100, optionally 100%, wherein the measured accelerator values (measuredAcc(t)) at the current time (t) are variable between an initial rest position for example, representative of a fully released position of an accelerator pedal (103) of the electric propulsion vehicle (100), when equal to 0, and an end position, for example, representative of a fully actuated position of the accelerator pedal (103), when equal to 1 or 100, optionally 100%. In a 129th aspect according to the preceding aspect, the control unit (4), in the under gear condition, is configured to determine the incremental accelerator phase (Acclnc) when the measured accelerator values (measuredAcc(t)) at the current time (t) are representative of the end position of the accelerator pedal, for example assuming a value of 1 or 100, optionally 100%.

[0199] In a 130th aspect according to any one of the two preceding aspects, the control unit (4), in the under gear condition, is configured to determine the decremental accelerator phase (AccDec) when the measured accelerator values (measuredAcc(t)) at the current time (t) are representative of the initial rest position of the accelerator pedal, for example having values equal to 0. In a 131st aspect according to any one of the preceding aspects from 75th to 130th the control unit (4) is configured to cyclically execute the step of determining the accelerator operative phase (AccOperatingMode(t)) at the current time (t) for each time interval equal to the accelerator sampling period (AcceleratorSampleTimer).

[0200] In a 132nd aspect according to any one of the preceding aspects from 75th to 131st, the control unit (4), in the manual gear shift condition, is configured to determine a minimum engine revolutions threshold value (GearDownRpmMin) optionally adjustable, representative of an engine revolutions value of the simulated internal combustion vehicle during an idle or stop condition, said minimum engine revolutions threshold value (GearDownRpmMin) being lower than the lower gear shift threshold value (RpmGearShiftDownThr).

[0201] In a 133rd aspect according to any one of the preceding aspects from 75th to 132nd, the control unit (4), in the manual gear shift condition, is configured for:

[0202] - comparing said one or more simulated engine revolutions values (RpmFinal) with the lower gear shift threshold value (RpmGearShiftDownThr), and / or

[0203] - comparing said one or more simulated engine revolutions values (RpmFinal) with the upper gear shift threshold value (RpmGearShiftUpThr).

[0204] In a 134th aspect according to the preceding aspect, the emulator is configurable in:

[0205] - an under gear condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr),

[0206] - an over gear condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr).

[0207] In a 135th aspect according to any one of the preceding aspects from 75th to 134th the control unit (4), in a / the under gear condition, is configured for:

[0208] - comparing said one or more simulated engine revolutions values (RpmFinal) with the upper gear shift threshold value (RpmGearShiftUpThr),

[0209] - commanding the emulator to switch from the under gear condition to the over gear condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr).

[0210] In a 136th aspect according to any one of the preceding aspects from 75th to 135th, the control unit (4), in a / the under gear condition, is configured to command the emulator to switch from the under gear condition to the manual gear shift condition if the same control unit (4) receives at least one of said one or more manual gear signals (80), optionally a manual under gear signal, emitted by the gear sensor (3).

[0211] In a 137th aspect according to any one of the preceding aspects from 75th to 136th the control unit (4), in the under gear condition and concurrently with the determination of constant accelerator phase (AccConst), is configured for:

[0212] - comparing said one or more simulated engine revolutions values (RpmFinal) with the lower gear shift threshold value (RpmGearShiftDownThr), and then

[0213] - decreasing the simulated gear inserted value (Gearlnserted) by one unit if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr) and the control unit itself has spent in the constant accelerator phase (AccConst) a time interval equal to an under gear time (UnderGearLockTimer), optionally adjustable. In a 138th aspect according to any one of the preceding aspects from 75th to 137th the control unit (4), in the under gear condition and concurrently with the determination of constant accelerator phase (AccConst), is configured for:

[0214] - comparing said one or more simulated engine revolutions values (RpmFinal) with the lower gear shift threshold value (RpmGearShiftDownThr), and then

[0215] - commanding the emulator to switch from the under gear condition to the automatic gear shift condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is equal to or greater than the lower gear shift threshold value (RpmGearShiftDownThr) and / or if the control unit itself has spent in the constant accelerator phase (AccConst) a time interval equal to the under gear time (UnderGearLockTimer).

[0216] In a 139th aspect according to the preceding aspect, the under gear time (UnderGearLockTimer) runs from a time instant in which the control unit (4) determines the constant accelerator phase (AccConst).

[0217] In a 140th aspect according to any one of the preceding aspects from 75th to 139th, the control unit (4), in the under gear condition, is configured to iteratively decrease the simulated gear inserted value (Gearlnserted) by one unit until at least one of said one or more simulated engine revolutions values (RpmFinal) is equal to or greater than the lower gear shift threshold value (RpmGearShiftDownThr).

[0218] In a 141st aspect according to any one of the preceding aspects from 75th to 140th the control unit (4), in the under gear condition, is configured for:

[0219] - determining an under gear accelerator threshold value (AccUnderGearThr) optionally adjustable, greater than 0.35, optionally between 0.4 and 1 ,

[0220] - comparing said one or more measured accelerator values (measuredAcc) with the under gear accelerator threshold (AccUnderGearThr),

[0221] - commanding the emulator to switch from the under gear condition to the automatic gear shift condition if at least one of said one or more measured accelerator values (measuredAcc) is greater than the under gear accelerator threshold value (AccUnderGearThr).

[0222] In a 142nd aspect according to any one of the preceding aspects from 75th to 141st the control unit (4), in the under gear condition and subject to the determination of the constant accelerator phase (AccConst), is configured for:

[0223] - comparing said one or more simulated engine revolutions values (RpmFinal) with the minimum engine revolutions threshold value (GearDownRpmMin),

[0224] - commanding the emulator to shift from the under gear condition to a force down shift condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the minimum engine revolutions threshold value (GearDownRpmMin).

[0225] In a 143rd aspect according to any one of the preceding aspects from 75th to 142nd the emulator is configurable in a force down shift condition, in which the control unit (4) is configured for:

[0226] - decreasing the simulated gear inserted value (Gearlnserted) by one unit,

[0227] - commanding the emulator to shift from the force down shift condition to the under gear condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is higher than the minimum engine revolutions threshold value (GearDownRpmMin).

[0228] In a 144th aspect according to the preceding aspect, the control unit (4), in the force down shift condition, is configured to iteratively decrement the simulated gear inserted value (Gearlnserted) by one unit until either the simulated engine revolutions value (RpmExt) has a null value or until at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the minimum engine revolutions threshold value (GearDownRpmMin).

[0229] In a 145th aspect according to any one of the two preceding aspects, the control unit (4), in the force down shift condition, is configured to command the emulator to switch from the force down shift condition to an initial condition if the number of engine revolutions (RpmExt) is zero.

[0230] In a 146th aspect according to any of the preceding aspects from 75th to 145th the emulator is configured in an initial condition in which the control unit (4) is configured to assign to said one or more simulated gear inserted values (Gearlnserted) a unitary value representative of a first gear inserted value of the simulated internal combustion vehicle.

[0231] In a 147th aspect according to any one of the preceding aspects from 75th to 146th the emulator includes a clutch sensor (2) configured to emit a clutch signal (2a) related to the position of a clutch (101) of the electric propulsion vehicle (100), wherein the control unit (4) is configured to receive the clutch signal (2a).

[0232] In a 148th aspect according to the preceding aspect the clutch sensor (2) is a potentiometer and the clutch signal (2a) is an analog signal, such as a voltage signal, function of the position of the clutch (101), the control unit (4) being configured to convert the analog signal to a manual clutch value (ManualClutch), optionally having a percentage value, by means of a conversion curve, optionally adjustable.

[0233] In a 149th aspect according to the preceding aspect, the manual clutch value (ManualClutch) varies between a released clutch signal, for example with a percentage value of 0, and a fully engaged clutch value, for example 1 or 100%

[0234] In a 150th aspect according to any one of the preceding aspects from 75th to 149th, the control unit (4) is further configured to determine one or more automatic clutch values (AutomaticClutch) according to at least one of said one or more measured accelerator values (measuredAcc).

[0235] In a 151st aspect according to the preceding aspect, the control unit (4) is configured to determine said one or more automatic clutch values (AutomaticClutch) automatically and independently of the emission of the clutch signal (2a) by the clutch sensor (2).

[0236] In a 152nd aspect according to any one of the two preceding aspects said one or more automatic clutch values (AutomaticClutch) are variable between a minimum value of 0, representative of a fully released clutch of a simulated internal combustion vehicle, and a maximum value of 100, representative of a fully actuated clutch of the simulated internal combustion vehicle.

[0237] In a 153rd aspect according to the preceding aspect, the control unit (4), in the clutch release condition, is configured to decrease progressively, and optionally at least partially linearly, said one or more automatic clutch values (AutomaticClutch) from the maximum value to the minimum value of said automatic clutch values (AutomaticClutch) according to the RPM values (RpmExt) or according to said one or more measured accelerator values (measuredAcc).

[0238] In a 154th aspect according to any one of the four preceding aspects, the control unit (4) is further configured for:

[0239] - comparing said one or more measured accelerator values (measuredAcc) with a simulated startup rpm threshold value (RpmStartRelease), optionally adjustable by a / the user, - decrementing, optionally linearly, said one or more automatic clutch values (AutomaticClutch) if at least one of said one or more measured accelerator values (measuredAcc) is greater than the simulated startup rpm threshold value (RpmStartRelease).

[0240] In a 155th aspect according to any one of the preceding aspects from 75th to 154th the control unit (4), in the initial condition, is configured to:

[0241] - commanding the automatic gear shift condition if the manual clutch value (ManualClutch) has a value strictly less than the value of fully engaged clutch, or

[0242] - commanding the automatic gear shift condition if at least one of said one or more automatic clutch values (AutomaticClutch) has a value strictly less than the maximum automatic clutch value.

[0243] In a 156th aspect according to any one of the preceding aspects from 75th to 155th the emulator is configurable in a neutral condition wherein the control unit (4) is configured to iteratively calculate a value of simulated engine revolutions in neutral (RpmN(t)) at the current time (t) as a function of said one or more accelerator signals (measuredAcc) and the value of simulated engine revolutions in neutral (RpmN(t-1 )) at the preceding time (t-1) , for example, a difference between the current time (t) and the preceding time (t-1) being definable a priori.

[0244] In a 157th aspect according to the preceding aspect, the control unit (4), in the neutral condition, is configured to command the emulator to switch from the neutral condition to one / the initial condition if the same control unit (4) receives at least one gear signal (3a).

[0245] In a 158th aspect according to any one of the two preceding aspects determining said one or more simulated engine revolutions values (RpmFinal) is a step of calculating, according to said one or more accelerator signals (measuredAcc) and according to the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1), a variation number, positive or negative, of simulated engine revolutions to be added to the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1).

[0246] In a 159th aspect according to any one of the three preceding aspects a / the memory (8) of the emulator includes at least one neutral gear map (RpmNeutralMap) optionally adjustable, wherein following an input, function of said one or more accelerator signals (measuredAcc) and an input, function of the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1), a simulated engine revolutions variation number is uniguely associated, the control unit (4) accessing the memory (8) and neutral gear map each predetermined time interval (At) to receive the variation number of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t- 1) and calculate the value of simulated engine revolutions in neutral (RpmN(t)) at the current time (t).

[0247] In a 160th aspect according to the preceding aspect, the neutral gear map (RpmNeutralMap) includes discrete input values for said one or more measured accelerator signals (measuredAcc) and for the number of simulated engine revolutions in neutral (RpmN(t-1 )) at the preceding time (t-1) .

[0248] In a 161st aspect according to any one of the preceding aspects from 75th to 160th the control unit (4), in / in an over gear condition, is configured for:

[0249] - comparing said one or more simulated engine revolutions values (RpmFinal) with the lower gear shift threshold value (RpmGearShiftDownThr), - commanding the emulator to switch from the over gear condition to the under gear condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is less than the lower gear shift threshold value (RpmGearShiftDownThr).

[0250] In a 162nd aspect according to any one of the preceding aspects from 75th to 161st, the control unit (4), in a / the over gear condition, is configured to command the emulator to switch from the over gear condition to the manual gear shift condition if the same control unit (4) receives at least one of said one or more manual gear signals (80), optionally an upper manual gear signal, issued by the gear sensor (3).

[0251] In a 163rd aspect according to any one of the preceding aspects from 75th to 162nd the control unit (4), in a / the over gear condition and subject to the determination of constant accelerator phase (AccConst), is configured for:

[0252] - comparing said one or more simulated engine revolutions values (RpmFinal) with the upper gear shift threshold value (RpmGearShiftUpThr), and then

[0253] - increasing by one unit the simulated gear inserted value (Gearlnserted) until at least one of said one or more simulated engine revolutions values (RpmFinal) is higher than the upper gear shift threshold value (RpmGearShiftUpThr) and optionally the control unit itself has spent in the constant accelerator phase (AccConst) a time interval equal to an over gear time (OverGearLockTimer), optionally adjustable.

[0254] In a 164th aspect according to any one of the preceding aspects from 75th to 163rd the control unit (4), in a / the over gear condition and subject to the determination of constant accelerator phase (AccConst), is configured to:

[0255] - comparing said one or more simulated engine revolutions values (RpmFinal) with the upper gear shift threshold value (RpmGearShiftUpThr), and then

[0256] - commanding the emulator to switch from the over gear condition to the automatic gear shift condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is equal to or less than the upper gear shift threshold value (RpmGearShiftUpThr) and optionally the control unit itself has spent in the constant accelerator phase (AccConst) a time interval equal to the over gear time (OverGearLockTimer), optionally wherein the over gear time (OverGearLockTimer) runs from a time instant in which the control unit (4) determines the constant accelerator phase (AccConst).

[0257] In a 164bis aspect according to any one of the preceding aspects from 75th to 164th the control unit (4), in a / the over gear condition, is configured to iteratively increase the simulated gear inserted value (Gearlnserted) by one unit until at least one of said one or more simulated engine revolutions values (RpmFinal) is equal to or less than the upper gear shift threshold value (RpmGearShiftUpThr).

[0258] In a 165th aspect according to any one of the preceding aspects from 75th to 164bis the control unit (4), in a / the over gear condition, is configured for:

[0259] - determining an over gear threshold value (GearShiftUpMaxThr) between the upper gear shift threshold value (RpmGearShiftUpThr) and the speed limiter value (RpmLimi ter),

[0260] - increasing the simulated gear inserted value (Gearlnserted) by one unit at least one of said one or more simulated engine revolutions values (RpmFinal) is higher than the over gear threshold value (GearShiftUpMaxThr).

[0261] In a 166th aspect according to the preceding aspect the control unit (4), in a / the over gear condition, is configured for: - determining a gear offset value (GearUpDeltaThr) optionally adjustable, representative of an offset from the upper gear shift threshold value (RpmGearShiftUpThr), and then

[0262] - determining the over gear threshold value (GearShiftUpMaxThr) as a function of the offset gear value (GearUpDeltaThr).

[0263] In a 167th aspect according to any one of the two preceding aspects, determining the over gear threshold value (GearShiftUpMaxThr) includes adding the upper gear shift threshold value (RpmGearShiftUpThr) to the offset gear value (GearUpDeltaThr).

[0264] In a 168th aspect according to any one of the three preceding aspects a / the memory (8) of the emulator connected to the control unit (4), comprises at least one offset gear curve (GearUpDeltaCurve), optionally adjustable, wherein determining the offset gear value (GearUpDeltaThr) comprises calculating, using the offset gear curve (GearUpDeltaCurve), the offset gear value (GearUpDeltaThr) uniquely associated with an input of the offset gear curve (GearUpDeltaCurve) function of said one or more measured accelerator values (measuredAcc).

[0265] In a 168bis aspect an electric propulsion vehicle (100), particularly an automobile, is provided, comprising an emulator according to any one of the preceding aspects from 75th to 168th.

[0266] In a 169th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0267] In a 170th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to output a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100)

[0268] I n a 171 st aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), in particular said gear selector being a dummy gear selector, namely not connected to a controller of the electric propulsion vehicle (100).

[0269] In a 172nd aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a controller of the electric propulsion vehicle (100).

[0270] In a 173rd aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to the controller of the vehicle to command the electric motor (104) of the vehicle.

[0271] In a 174th aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative value of engine revolutions (RpmExt) of the electric propulsion vehicle's (104) engine revolutions (100), such as by a multiplicative coefficient.

[0272] In a 175th aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects from 75th to 168th is provided.

[0273] In a 176th aspect, an emulator for simulating a clutch in an electric propulsion vehicle comprising a control unit (4) is provided, the emulator being configured for: - receiving at least one performance signal (12) from an electric motor (104) of the electric propulsion vehicle (100) including one or more accelerator signals (5) representative of a position of an accelerator (103) of the electric propulsion vehicle,

[0274] - determining, as a function of the performance signal (12), one or more measured performance values comprising one or more measured accelerator values (measuredAcc) obtained from said one or more accelerator signals (5).

[0275] In a 177th aspect according to the preceding aspect the emulator is configurable between:

[0276] - a disabled condition in which the control unit (4) is configured to control the electric motor (104) of the electric propulsion vehicle (100) in an idle position,

[0277] - a clutch release condition in which the control unit (4) is configured for: o determining one or more automatic clutch values (AutomaticClutch) as a function of at least one of said one or more measured accelerator values (measuredAcc), o determining, based on said one or more automatic clutch values (AutomaticClutch), a requested simulated torque value (TorqueFinal) and / or requested simulated power or an accelerator control value (AccOut), and then o commanding the movement of the electric motor (104) of the vehicle (100) by means of said requested simulated torque value (TorqueFinal) and / or requested simulated power or said accelerator control value (AccOut).

[0278] In a 178th aspect according to any one of the two preceding aspects said one or more automatic clutch values (AutomaticClutch) are variable between a minimum value of 0, representative of a fully released clutch of a simulated internal combustion vehicle, and a maximum value of 1 or 100%, representative of a fully actuated clutch of the simulated internal combustion vehicle.

[0279] In a 179th aspect according to the preceding aspect, the control unit (4), in the clutch release condition, is configured to decrement progressively, and optionally at least partially linearly, said one or more automatic clutch values (AutomaticClutch) from the maximum value to the minimum value of said automatic clutch values (AutomaticClutch).

[0280] In a 180th aspect according to any one of the two preceding aspects, the requested simulated torque value (TorqueFinal) or the accelerator control value (AccOut) has null value if said one or more automatic clutch values (AutomaticClutch) are equal to the maximum value.

[0281] In a 181st aspect according to any one of the three preceding aspects, the requested simulated torque value (TorqueFinal) or the accelerator control value (AccOut) has maximum torque value if said one or more automatic clutch values (AutomaticClutch) are equal to the minimum value.

[0282] In a 182nd aspect according to any one of the preceding aspects 176th to 181st, the step of the control unit (4) of progressively decreasing said one or more automatic clutch values (AutomaticClutch) results in a corresponding increase in the requested simulated torque value (TorqueFinal) or accelerator control value (AccOut).

[0283] In a 183rd aspect according to the preceding aspect said increase in the requested simulated torque value (TorqueFinal) or accelerator control value (AccOut) results in the electric propulsion vehicle (100) starting or moving forward. In a 184th aspect according to any one of the preceding aspects from 176th to 183rd said one or more automatic clutch values (AutomaticClutch) is a multiplicative factor, optionally expressed as a percentage, which when multiplied to the requested simulated torque value (TorqueFinal) and / or requested simulated power or the accelerator control value (AccOut), causes a decrease in the same requested simulated torque value (TorqueFinal) and / or requested simulated power or in the accelerator control value (AccOut).

[0284] In a 185th aspect according to any one of the preceding aspects from 176th to 184th, the control unit (4), depending on said one or more automatic clutch values (AutomaticClutch), is configured to modulate the value of the requested simulated torque (TorqueFinal) or the accelerator command value (AccOut).

[0285] In a 186th aspect according to any one of the preceding aspects from 176th to 185th, the performance signal (12) includes a vehicle speed signal (6) related to the speed of the electric propulsion vehicle to determine one or more values related to engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle.

[0286] In a 187th aspect according to any one of the preceding aspects from 176th to 186th, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor of the electric propulsion vehicle.

[0287] In a 188th aspect according to any one of the preceding aspects from 176th to 187th determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0288] In a 189th aspect according to any one of the preceding aspects from 176th to 188th determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated internal combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and / or simulated gear inserted value (Gearlnserted) In a 190th aspect according to any one of the preceding aspects from 176th to 189th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) based on said one or more torque signals (70).

[0289] In a 191st aspect according to any one of the preceding aspects from 176th to 190th the control unit (4) is further configured to command the electric motor of the electric propulsion vehicle based on said one or more measured performance values, wherein said step of commanding the electric motor of the electric propulsion vehicle includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0290] In a 192nd aspect according to any one of the preceding aspects from 176th to 191st, the control unit (4) is further configured to command the electric motor of the electric propulsion vehicle based on said one or more measured performance values, wherein said step of commanding the electric motor of the electric propulsion vehicle includes calculating, at least according to the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle. In a 193rd aspect according to any one of the preceding aspects from 176th to 192nd, the control unit (4) is further configured to command the electric motor of the electric propulsion vehicle based on said one or more measured performance values, wherein said step of commanding the electric motor of the electric propulsion vehicle includes calculating, as a function of said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, one or more accelerator control values (AccOut) to command the electric motor of the electric propulsion vehicle.

[0291] In a 194th aspect according to any one of the preceding aspects from 176th to 193rd, the control unit (4) is further configured to command the electric motor of the electric propulsion vehicle based on said one or more measured performance values, wherein said step of commanding the electric motor of the electric propulsion vehicle includes commanding the electric motor of the electric propulsion vehicle based on said one or more measured performance values (measuredTorque).

[0292] In a 195th aspect according to any one of the preceding aspects from 176th to 194th, the control unit (4), in the disabled condition, is configured for:

[0293] - comparing said / one or more measured accelerator values (measuredAcc) with a threshold accelerator pedal value (AccNullThr), optionally null,

[0294] - assigning to said one or more automatic clutch values (AutomaticClutch) the maximum automatic clutch value (AutomaticClutch) if said one or more measured accelerator values (measuredAcc) are equal to the threshold accelerator pedal value (AccNullThr).

[0295] In a 196th aspect according to any one of the preceding aspects from 176th to 195th, the control unit (4), in the disabled condition, is configured for:

[0296] - determining, or retrieving from a memory (8) of the control unit (4), a simulated startup rpm threshold value (RpmStartRelease), optionally equal to or greater than 1500 rpm,

[0297] - comparing said one or more simulated engine revolutions values (RpmFinal) with the simulated startup rpm threshold value (RpmStartRelease),

[0298] - assigning to said one or more automatic clutch values (AutomaticClutch) the maximum automatic clutch value (AutomaticClutch) if said one or more values of simulated engine revolutions (RpmFinal) are equal to or less than the simulated startup rpm threshold value (RpmStartRelease).

[0299] In a 197th aspect according to any one of the two preceding aspects, the simulated startup rpm threshold value (RpmStartRelease) is variable based on said one or more measured accelerator values (measuredAcc).

[0300] In a 198th aspect according to any one of the preceding aspects from 176th to 197th the memory (8) of the emulator connected to the control unit (4), comprises at least one clutch curve (ClutchStartRelease), optionally adjustable, wherein determining the simulated startup rpm threshold value (RpmStartRelease) comprises calculating, using the clutch curve (ClutchStartRelease), the simulated startup rpm threshold value (RpmStartRelease) uniquely associated with an input of the clutch curve (ClutchStartRelease) function of said one or more measured accelerator values (measuredAcc).

[0301] In a 199th aspect according to any one of the four preceding aspects, the control unit (4), in the disabled condition, is configured to command the clutch release condition of the emulator and subsequently, perform a linear clutch release procedure, if said one or more measured accelerator values (measuredAcc) are greater than threshold accelerator pedal value (AccNullThr), optionally equal to zero.

[0302] In a 200th aspect according to any one of the four preceding aspects, the control unit (4), in the disabled condition, is configured to command the clutch release condition of the emulator and subsequently, perform a linear clutch release procedure if said one or more simulated engine revolutions values (RpmFinal) are greater than the simulated startup rpm threshold value (RpmStartRelease).

[0303] In a 201st aspect according to any one of the preceding aspects from 176th to 200th the control unit (4), in the clutch release condition, is configured to perform a linear release procedure comprising a step of linearly decreasing said one or more automatic clutch values (AutomaticClutch) based on a linear decrease parameter (ClutchDeltaRelease) optionally adjustable, that adjusts the degree of decrease of said one or more automatic clutch values (AutomaticClutch).

[0304] In a 202nd aspect according to any one of the preceding aspects from 176th to 201st, the linear release procedure includes determining, or retrieving from one / the memory (8) of the control unit (4), a linear release threshold value (Clutch StrategyThr) representative of a clutch value of the simulated internal combustion vehicle such that it causes an increase in the requested simulated torque value (TorqueFinal) or in the accelerator control value (AccOut), resulting in a start or advance of the electric propulsion vehicle (100).

[0305] In a 203rd aspect according to the preceding aspect, the linear release procedure includes decreasing said one or more automatic clutch values (AutomaticClutch) from the maximum value of said automatic clutch values until the linear release threshold value (ClutchStrategyThr) is reached.

[0306] In a 204th aspect according to any one of the two preceding aspects determining the linear release threshold value (ClutchStrategyThr) includes interpolating, optionally linearly, between a minimum linear release threshold value (ClutchStrategy Min), optionally adjustable, and a maximum linear release threshold value (ClutchStrategyMax), optionally adjustable, using said one or more measured accelerator values (measuredAcc) as interpolating factors In a 205th aspect according to any one of the three preceding aspects, the linear release procedure includes a step of commanding an optimal motor point calculation procedure if at least one of said one or more automatic clutch values (AutomaticClutch) is equal to the linear release threshold value (ClutchStrategyThr).

[0307] In a 206th aspect according to any one of the preceding aspects from 176th to 205th a / the emulator memory (8) connected to the control unit (4) includes at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted).

[0308] In a 207th aspect according to the preceding aspect following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value uniquely associated.

[0309] In a 208th aspect according to any one of the preceding aspects from 176th to 207th determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted). In a 209th aspect according to the preceding aspect said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted).

[0310] In a 210th aspect according to the preceding aspect, the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values.

[0311] In a 211th aspect according to any one of the three preceding aspects said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle are variable and between a minimum value equal to zero and a configurable maximum value, optionally greater than four.

[0312] In a 213th aspect according to any one of the four preceding aspects each of said one or more simulated gear inserted values (Gearlnserted) corresponds to a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0313] In a 214th aspect according to any one of the preceding aspects from 176th to 213th determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0314] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0315] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0316] In a 215th aspect according to the preceding aspect, selecting the corresponding gear coefficient includes using a first gear coefficient (RpmGearl Norm_c) of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c; ..RpmGearNorm_c), aimed at simulating a gear ratio between a simulated internal combustion vehicle with a first gear engaged.

[0317] In a 216th aspect according to any one of the preceding aspects from 176th to 215th, the emulator includes a gear sensor (3) configured to generate one or more gear signals (3a) representative of the position of at least one gear shift selector (102) of the electric propulsion vehicle.

[0318] In a 217th aspect according to any one of the preceding aspects from 176th to 216th determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) as a function of said one or more gear signals (3a) generated by the gear sensor (3).

[0319] In a 218th aspect according to any one of the preceding aspects from 176th to 217th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0320] In a 219th aspect according to any one of the preceding aspects from 176th to 218th, the gear shift selector (102) is movable between a maximum upper range position and a maximum lower range position.

[0321] In a 220th aspect according to any one of the preceding aspects from 176th to 219th the gear shift selector (102) includes a first and second gear shift selector (102a, 102b), each being configured to be operated by a user.

[0322] In a 221st aspect according to any one of the three preceding aspects the control unit (4) is configured for:

[0323] - receiving the upper position signal when the gear shift selector (102) assumes the maximum upper range position, optionally when the first gear shift selector (102a) is operated by a user, and / or - receiving the lower position signal when the gear shift selector (102) assumes the maximum lower range position, optionally when the second gear shift selector (102b) is operated by a user.

[0324] In a 222nd aspect according to any one of the preceding aspects from 176th to 221st, the gear sensor (3) is a potentiometer and the gear signal is an analog signal, such as a voltage signal, function of the travel of the gear change selector (102), said control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

[0325] In a 223rd aspect according to any one of the preceding aspects from 176th to 222nd, the control unit (4), in the normal operating condition, is configured to generate one or more gear signals (3a) according to said one or more simulated engine revolutions (RpmFinal).

[0326] In a 224th aspect according to the preceding aspect determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the control unit (4).

[0327] In a 225th aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if:

[0328] - optionally at least one of said / one or more of the values one or more measured values of acceleration (measuredAcc) is nonzero, and

[0329] - at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmGearShiftU pTh r), optionally comprised between 2500 rpm and 9000 rpm, and / or

[0330] - at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally comprised between 500 rpm and 2000 rpm.

[0331] In a 226th aspect according to any one of the three preceding aspects said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0332] In a 227th aspect according to any one of the preceding aspects from 176th to 226th the control unit (4) is configured for:

[0333] - determining the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than a / the upper gear shift threshold value (RpmGearShiftUpThr), and / or

[0334] - determining the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than a / the lower gear shift threshold value (RpmGearShiftDownThr).

[0335] I n a 228th aspect according to any one of the preceding aspects from 176th to 227th determining, optionally varying, the simulated gear inserted value (Gearlnserted) includes increasing or decreasing the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a).

[0336] In a 229th aspect according to any one of the preceding aspects from 176th to 228th, the control unit (4), in the normal operating condition, is configured to command the gear shift condition if the control unit itself receives at least one of said one or more gear signals (3a).

[0337] In a 230th aspect according to any one of the preceding aspects from 176th to 229th determining the simulated gear inserted value (Gearlnserted) includes: - increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the upper position signal by the control unit (4), and / or

[0338] - decreasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the lower position signal by the control unit (4).

[0339] In a 231st aspect according to any one of the preceding aspects from 176th to 230th, the control unit (4), in the clutch release condition, is configured to perform an optimal motor point calculation procedure comprising the step of determining, according to said one or more measured accelerator values (measuredAcc), an optimal motor point value (RpmOptimal_Cf) representative of an optimal engine speed of the simulated internal combustion vehicle at which to release the clutch.

[0340] In a 232nd aspect according to the preceding aspect a memory (8) of the emulator is connected to the control unit (4) and includes at least one at least one full clutch release curve (Clutch FullRelease) optionally adjustable.

[0341] In a 233rd aspect according to the preceding aspect determining the optimal motor point value (RpmOptimal_Cf) includes calculating, using the clutch full release curve (ClutchFullRelease), the optimal motor point value (RpmOptimal_Cf) uniquely associated with an input of the clutch full release curve (ClutchFullRelease) function of said one or more measured accelerator values (measuredAcc).

[0342] In a 234th aspect according to any one of the three preceding aspects the optimal motor point calculation procedure includes a step of assigning to said one or more automatic clutch values (AutomaticClutch) the linear release threshold value (ClutchStrategyThr).

[0343] In a 235th aspect according to any one of the four preceding aspects, the optimal motor point calculation procedure includes determining an activation parameter (ActivationPar_d), optionally expressed as a percentage, varying according to said one or more measured accelerator values (measuredAcc).

[0344] In a 236th aspect according to the preceding aspect the activation parameter (ActivationPar_d) being representative of a degree of proximity to the optimal motor point value (RpmOptimal_Cf)

[0345] In a 237th aspect according to any one of the three preceding aspects, the activation parameter (ActivationPar_d) is variable between a minimum value of zero and a maximum value of 1 or 100%.

[0346] In a 238th aspect according to any one of the four preceding aspects determining the activation parameter (ActivationPar_d) includes interpolating, optionally linearly, between a minimum value of the activation parameter (ClutchFullReleaseMin) optionally adjustable, and a maximum value of the activation parameter (ClutchFullReleaseMax) optionally adjustable, using said one or more measured accelerator values (measuredAcc) as interpolating factors.

[0347] In a 239th aspect according to any one of the preceding aspects from 176th to 238th, the optimal motor point calculation procedure includes:

[0348] - comparing said one or more values related to engine revolutions (RpmExt), optionally said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), with the optimal motor point value (RpmOptimal_Cf),

[0349] - performing a dynamic clutch release procedure if said one or more values of simulated engine revolutions relative to the simulated gear inserted (RpmExt), optionally said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), are equal to or greater than 60% of the optimal motor point value (RpmOptimaLCf).

[0350] In a 240th aspect according to any one of the preceding aspects from 176th to 239th, the optimal motor point calculation procedure includes:

[0351] - comparing said one or more values related to engine revolutions (RpmExt), optionally said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), with the optimal motor point value (RpmOptimaLCf),

[0352] - performing a dynamic clutch release procedure if said one or more values of simulated engine revolutions relative to the simulated gear inserted (RpmExt), optionally said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), are equal to or greater than the product of the activation parameter (ActivationPar_d) and the optimal motor point value (RpmOptima Cf).

[0353] In a 241st aspect according to any one of the preceding aspects from 176th to 240th said one or more automatic clutch values (AutomaticClutch) are variable as a function of the current time (t).

[0354] In a 242nd aspect according to any one of the preceding aspects from 176th to 241st determining said one or more automatic clutch values (AutomaticClutch) includes the step of iteratively calculating one or more automatic clutch values (AutomaticClutch(t)) at the current time (t) as a function of said one or more measured accelerator values (measuredAcc) and the automatic clutch value (AutomaticClutch(t-l)) at the preceding time (t-1), optionally a difference between the current time (t) and the preceding time (t-1) being definable a priori.

[0355] In a 243rd aspect according to the preceding aspect, the step of iteratively calculating said one or more of automatic clutch values (AutomaticClutch(t)) at the current time (t) includes a step of determining, as a function of said one or more measured accelerator values (measuredAcc) and automatic clutch value (AutomaticClutch(t-l)) at the preceding time (t-1), a variation number, positive or negative, to be added to the automatic clutch value (AutomaticClutch(t-1 )) at the preceding time (t-1).

[0356] In a 244th aspect according to any one of the preceding aspects from 176th to 243rd the control unit (4), in the clutch release condition, is configured to perform a dynamic clutch release procedure comprising a step of nonlinearly decreasing said one or more automatic clutch values (AutomaticClutch) until a null value is reached, optionally until the minimum value of said automatic clutch values is reached.

[0357] In a 245th aspect according to the preceding aspect nonlinearly decreasing said one or more automatic clutch values (AutomaticClutch) is at least a function of said one or more values related to engine revolutions (RpmExt). In a 246th aspect according to any one of the two preceding aspects nonlinearly decreasing said one or more automatic clutch values (AutomaticClutch) is at least a function of said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut).

[0358] In a 247th aspect according to any one of the preceding aspects from 176th to 246th an increase in said one or more values of simulated revolutions relative to engine revolutions (RpmExt), optionally said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut), results in a reduction, optionally proportional, of said one or more automatic clutch values (AutomaticClutch).

[0359] In a 248th aspect according to any one of the preceding aspects from 176th to 247th said one or more automatic clutch values (AutomaticClutch) are inversely proportional to said one or more engine revolutions (RpmExt) values. In a 249th aspect according to any one of the five preceding aspects nonlinearly decreasing said one or more automatic clutch values (AutomaticClutch) is a function of at least one of: the optimal motor point value (RpmOptimal_Cf), the activation parameter (ActivationPar_d) and the linear release threshold value (ClutchStrategyThr).

[0360] In a 250th aspect according to any one of the seven preceding aspects the step of nonlinearly decreasing said one or more automatic clutch values (AutomaticClutch) is function of a decrement parameter (decPar) based on at least one, optionally all, among:

[0361] - optionally said one or more values related to engine revolutions (RpmExt),

[0362] - said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut),

[0363] - the optimal motor point value (RpmOptimal_Cf).

[0364] In a 251st aspect according to the preceding aspect, the control unit (4) is configured to calculate the decrement parameter (decPar) according to the following formula:

[0365] RpmOptimalCf — RpmGearOut decPar = - - - .

[0366] RpmOptimalcf

[0367] In a 252nd aspect according to any one of the two preceding aspects, the dynamic clutch release procedure further includes the step of determining said one or more automatic clutch values (AutomaticClutch) as the product between the decrement parameter (decPar) and the linear release threshold value (ClutchStrategyThr).

[0368] In a 253rd aspect according to any one of the three preceding aspects said one or more automatic clutch values (AutomaticClutch) being obtained by the following formula:

[0369] AutomatlcClutch(t) = decPar * ClutchStrategyThr.

[0370] In a 254th aspect according to any one of the preceding aspects from 176th to 253rd the dynamic clutch release procedure further includes the steps of:

[0371] - comparing said one or more automatic clutch values (AutomaticClutch), optionally said one or more automatic clutch values (AutomaticClutch(t)) at the current time (t), with a null value,

[0372] - commanding a normal operating condition of the emulator if at least one of said one or more of said one or more automatic clutch values (AutomaticClutch(t)) at the current time (t) optionally has a zero value.

[0373] In a 255th aspect according to any one of the preceding aspects from 176th to 254th, the emulator is configured in a normal operating condition in which the control unit (4) is configured to control the electric motor (104) of the electric propulsion vehicle based on said one or more measured performance values.

[0374] In a 256th aspect according to any one of the preceding aspects from 176th to 255th, the control unit (4), in the normal operating condition, is configured for:

[0375] - determining, or retrieve from a / the memory (8) of the control unit (4), a slowdown threshold value (RpmSlowDown) representative of a simulated engine revolutions value (RpmFinal) assumed by a simulated internal combustion vehicle when close to stopping, optionally less than 1500 rpm,

[0376] - comparing said one or more simulated engine revolutions values (RpmFinal) with the slowdown threshold value (RpmSlowDown),

[0377] - commanding the disabled condition of the emulator if said one or more simulated engine revolutions values (RpmFinal) have a lower value, optionally strictly lower, than the slowdown threshold value (RpmSlowDown). In a 257th aspect according to the preceding aspect, determining the slowdown threshold value (RpmSlowDown) includes calculating said slowdown threshold value (RpmSlowDown) as a function of a minimum engine revolutions value (Rpmldle) of the simulated endothermic combustion vehicle and / or an engine revolutions tolerance factor (RpmldleTollerance) adjustable by a user.

[0378] In a 258th aspect according to the preceding aspect determining the slowdown threshold value (RpmSlowDown) includes summing the minimum engine revolutions value (Rpmldle) and the engine revolutions tolerance factor (RpmldleTollerance).

[0379] In a 259th aspect according to any one of the preceding aspects from 176th to 258th, the emulator includes a clutch sensor (2) configured to emit a clutch signal (2a) related to the position of a clutch (101) of the electric propulsion vehicle (100), wherein the control unit (4) is configured to receive the clutch signal (2a).

[0380] In a 260th aspect according to the preceding aspect, the control unit (4), in the clutch release condition, is configured to determine said one or more automatic clutch values (AutomaticClutch) automatically and independently of the emission of the clutch signal (2a) by the clutch sensor (2).

[0381] In a 261st aspect according to any one of the two preceding aspects, the clutch sensor (2) is a potentiometer and the clutch signal (2a) is an analog signal, such as a voltage signal, optionally a function of the travel of the clutch (101), the control unit (4) being configured to convert the analog signal to a manual clutch value (ManualClutch), optionally having a percentage value, by means of a conversion curve, optionally adjustable.

[0382] In a 262nd aspect according to the preceding aspect, the manual clutch value (ManualClutch) varies between a released clutch signal, for example a percentage value of 0, and a fully engaged clutch value, for example 1 or 100%.

[0383] In a 263rd aspect according to any one of the preceding aspects from 176th to 262nd, the control unit (4) is configured to calculate, by means of the emulation module, the value of simulated engine revolutions (RpmFinal) as a function of at least one or more of:

[0384] - said one or more accelerator values (measuredAcc),

[0385] - said one or more values related to engine revolutions (RpmExt),

[0386] - the simulated gear inserted value (Gearlnserted),

[0387] - the value of manual clutch (ManualClutch),

[0388] - said one or more automatic clutch values (AutomaticClutch).

[0389] In a 264th aspect according to any one of the preceding aspects from 176th to 263rd, the control unit (4) is configured to iteratively calculate a value of simulated engine revolutions in neutral (RpmN(t)) at the current time (t) as a function of the product between said one or more measured accelerator values (measuredAcc) with said one or more automatic clutch values (AutomaticClutch) and as a function of the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1) , for example, a difference between the current time (t) and the preceding time (t-1) being definable a priori.

[0390] In a 265th aspect according to any one of the preceding aspects from 176th to 264th iteratively calculating the value of simulated engine revolutions in neutral (RpmN(t)) is a step of determining, as a function of the product between said one or more measured accelerator values (measuredAcc) with said one or more automatic clutch values (AutomaticClutch) and as a function of the value of simulated engine revolutions in neutral (RpmN(t-1 )) at the preceding time (t-1) , a variation number, positive or negative, of simulated engine revolutions to be added to the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1).

[0391] In a 266th aspect according to any one of the two preceding aspects a / the memory (8) of the emulator includes at least one neutral rpm map (RpmNormjnap), optionally adjustable, wherein as a result of an input, function of the product between said one or more measured accelerator values (measuredAcc) with said one or more automatic clutch values (AutomaticClutch) and an input, function of the simulated engine revolutions number in neutral (RpmN(t-1)) at the preceding time (t-1) a simulated engine revolutions variation number is uniquely associated, the control unit (4) accessing the memory (8) and the neutral rpm map every predetermined time interval (At) to receive the variation number of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1) and calculate the value of simulated engine revolutions in neutral (RpmN(t)) at the current time (t).

[0392] In a 267th aspect according to the preceding aspect, the neutral rpm map (RpmNeutralMap) includes discrete input values for the product between said one or more measured accelerator values (measuredAcc) and said one or more automatic clutch values (AutomaticClutch), as well as discrete input values for the number of simulated engine revolutions in neutral (RpmN(t-1 )) at the preceding time (t-1).

[0393] In a 268th aspect according to any one of the preceding aspects from 176th to 267th determining said one or more simulated engine revolutions values (RpmFinal) comprises an additional sub-step of determining the value of simulated engine revolutions (RpmFinal) as a function of the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut), of the simulated engine revolutions value in neutral (RpmN(t)), and the product between said one or more measured accelerator values (measuredAcc) and said one or more automatic clutch values (AutomaticClutch).

[0394] In a 269th aspect according to any one of the preceding aspects from 176th to 268th said one or more values of simulated engine revolutions (RpmFinal) are calculated by interpolating, preferably linearly, the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) and the value of simulated engine revolutions in neutral (RpmN(t)) as a function of said one or more automatic clutch values (AutomaticClutch).

[0395] In a 270th aspect according to any one of the preceding aspects from 176th to 269th, the value of simulated engine revolutions (RpmFinal) is equal to the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) if said one or more automatic clutch values (AutomaticClutch) are equal to the minimum value of said automatic clutch values.

[0396] In a 271st aspect according to any one of the preceding aspects from 176th to 270th in case said one or more automatic clutch values (AutomaticClutch) are equal to the maximum value of said automatic clutch values, the value of simulated engine revolutions (RpmFinal) is equal to the value of simulated engine revolutions in neutral (RpmN(t)); in particular, if said one or more automatic clutch values (AutomaticClutch) are equal to 50%, the value of simulated engine revolutions (RpmFinal) at the current time (t) is equal to half the sum of the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) and the value of simulated engine revolutions in neutral (RpmN(t)).

[0397] In a 272nd aspect according to any one of the preceding aspects from 176th to 271st, the control unit (4), in the clutch release condition, is configured to determine one or more maximum clutch values (ClutchMax) based on said one or more automatic clutch values (AutomaticCI utch) and said one or more manual clutch values (ManualClutch).

[0398] In a 273rd aspect according to the preceding aspect determining said one or more maximum clutch values (ClutchMax) includes assigning to said maximum clutch values (ClutchMax) the greater of said one or more automatic clutch values (AutomaticClutch) and said one or more manual clutch values (ManualClutch).

[0399] In a 274th aspect according to any one of the two preceding aspects, the control unit (4), optionally in the clutch release condition, is configured to calculate a clutch-modulated accelerator value (AccClutch) as a function of said one or more maximum clutch values (ClutchMax) and / or said one or more measured accelerator values (measuredAcc).

[0400] In a 275th aspect according to the preceding aspect, the clutch-modulated accelerator value (AccClutch) is obtained as the product between said one or more maximum clutch values (ClutchMax) and said one or more measured accelerator values (measuredAcc).

[0401] In a 276th aspect according to any one of the preceding aspects from 176th to 275th iteratively calculating the value of simulated engine revolutions in neutral (RpmN(t)) is a step of determining, based on the clutch-modulated accelerator value (AccClutch) and the value of simulated engine revolutions in neutral (RpmN(t-1))at the preceding time (t-1 ) , a variation number, positive or negative, of simulated engine revolutions to be added to the value of simulated engine revolutions in neutral (RpmN(t-1)) at the preceding time (t-1).

[0402] In a 277th aspect according to any one of the preceding aspects from 176th to 276th a / the memory (8) of the emulator includes at least one neutral rpm map (RpmNNorm_map), optionally adjustable, wherein following an input, function of the clutch-modulated accelerator value (AccClutch) and an input function of the simulated engine revolutions number in neutral (RpmN(t-1)) at the preceding time (t-1) a simulated engine revolutions variation number is uniquely associated, the control unit (4) accessing the memory (8) and the neutral rpm map each predetermined time interval (At) to receive the simulated engine revolutions variation number in neutral (RpmN(t- 1)) at the preceding time (t-1) and calculate the simulated engine revolutions value in neutral (RpmN(t)) at the current time (t).

[0403] In a 278th aspect according to the preceding aspect, the neutral rpm map includes discrete input values for the clutch-modulated accelerator value (AccClutch) and discrete input values for the number of simulated engine revolutions in neutral (RpmN(t-1 )) at the preceding time (t-1).

[0404] In a 279th aspect according to any one of the preceding aspects from 176th to 278th said one or more values of simulated engine revolutions (RpmFinal) are a function of the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut), the value of simulated engine revolutions in neutral (RpmN(t)), and the clutch- modulated accelerator value (AccClutch).

[0405] In a 280th aspect according to any one of the preceding aspects from 176th to 279th said one or more values of simulated engine revolutions (RpmFinal) are calculated by interpolating, preferably linearly, the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) and the value of simulated engine revolutions in neutral (RpmN(t)) as a function of said one or more maximum clutch values (ClutchMax). In a 281st aspect according to the preceding aspect, the value of simulated engine revolutions (RpmFinal) is equal to the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) if said one or more maximum clutch values (ClutchMax) have a null value, optionally representative of a fully released simulated clutch. In a 282nd aspect according to any one of the two preceding aspects where said one or more maximum clutch values (ClutchMax) are equal to a unitary value, optionally representative of a fully actuated simulated clutch, the value of simulated engine revolutions (RpmFinal) is equal to the value of simulated engine revolutions in neutral (RpmN(t)); in particular if said one or more maximum clutch values (ClutchMax) are 50%, the value of simulated engine revolutions (RpmFinal) at the current time (t) is equal to half the sum of the value of simulated revolutions relative to the simulated gear inserted (RpmGearOut) and the value of simulated engine revolutions in neutral (RpmN(t)).

[0406] In a 283rd aspect according to any one of the preceding aspects from 176th to 282nd determining the requested simulated torque value (TorqueFinal) and / or requested simulated power is a function of said one or more maximum torque values (ClutchMax).

[0407] In a 284th aspect according to the preceding aspect, the memory (8) of the emulator, connected to the control unit (4), includes at least one torque remap curve (TorqueClutchCurve), optionally adjustable, wherein determining the requested simulated torque value (TorqueFinal) and / or requested simulated power includes calculating, using the torque remap curve (TorqueClutchCurve), a clutch -modulated torque remap parameter (TorqueClutchRemap_Ct) uniquely associated with an input of the torque remap curve (TorqueClutchCurve) function of said one or more maximum torque values (ClutchMax).

[0408] In a 285th aspect according to the preceding aspect determining the requested simulated torque value (TorqueFinal) and / or requested simulated power further includes interpolating, optionally linearly, between a minimum remap torque value (TorqueClutchMinJO), optionally adjustable, even more optionally having a null value, and a maximum remap torque value (TorqueCI utchMaxJ), optionally adjustable, using said clutch-modulated torque remap parameter (TorqueClutchRemap_Ct) as the interpolating factor.

[0409] In a 286th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from 176th to 285th.

[0410] In a 287th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0411] In a 288th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to output a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0412] In a 289th aspect according to any one of the three preceding aspects, the vehicle includes a gear shift selector equipped with a gear sensor (3) configured to output a gear signal relative to the position of the gear shift selector of the electric propulsion vehicle (100), specifically said gear shift selector being a dummy gear shift selector, namely not connected to a control unit of the electric propulsion vehicle (100). In a 290th aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and the control unit of the electric propulsion vehicle (100).

[0413] In a 291 st aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to the controller of the vehicle to control the electric motor (104) of the vehicle.

[0414] In a 292nd aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100), such as by a multiplicative coefficient.

[0415] In a 293rd aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding 176th to 285th aspects is provided.

[0416] In a 294th aspect, an emulator is provided for simulating a launch control in an electric propulsion vehicle (100) including a control unit (4) configured for:

[0417] - receiving at least one performance signal (12) from an electric motor (104) of the electric propulsion vehicle (100),

[0418] - determining one or more measured performance values according to the performance signal (12), wherein the emulator is configurable between:

[0419] - a normal operating condition wherein the control unit (4) is configured for: o controlling the electric motor (104) of the electric propulsion vehicle (100) according to said one or more measured performance values,

[0420] - a launch control condition wherein the control unit (4) is configured to perform a launch control procedure comprising the steps of: o determining, or retrieve from a memory unit of the control unit (4), a maximum torque value (TorqueMax) and / or maximum power that can be delivered by the electric motor (104) of the electric propulsion vehicle (100), and / or o determining, as a function of maximum torque value (TorqueMax) and / or maximum power, one or more maximum accelerator control values (AccOutMax) representative of at least a partially actuated position of an accelerator pedal of the electric propulsion vehicle (100).

[0421] In a 295th aspect according to the preceding aspect, the control unit (4), in the launch control condition, is also configured to control the electric motor (104) of the electric propulsion vehicle (100) via a requested simulated torque value (Torque Final) and / or requested simulated power equal to or greater than 70% of the maximum torque value (TorqueMax), or according to an accelerator control value (AccOut) equal to or greater than 70% of the maximum accelerator control value (AccOutMax).

[0422] In a 296th aspect according to any one of the preceding aspects, the performance signal (12) includes at least a vehicle speed signal (6) related to the speed of the electric propulsion vehicle (100) to determine a value related to the engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100) and / or an engine revolutions signal (7) related to the engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100). In a 297th aspect according to any one of the preceding aspects from 294th to 296th, the performance signal (12) includes one or more accelerator signals (5) representative of a position of an accelerator of the electric propulsion vehicle (100).

[0423] In a 298th aspect according to any one of the preceding 294th to 297th aspects, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric propulsion vehicle's (104) motor (100).

[0424] In a 299th aspect according to any one of the preceding aspects from 294th to 298th determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0425] In a 300th aspect according to any one of the preceding aspects from the 294th to 299th determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated endothermic combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) to drive the electric motor (104) of the electric propulsion vehicle (100).

[0426] In a 301st aspect according to any one of the preceding aspects from the 294th to the 300th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5).

[0427] In a 302nd aspect according to any one of the preceding aspects from 294th to 301st determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) according to said one or more torque signals (70)

[0428] In a 303rd aspect according to any one of the preceding aspects from 294th to 302nd commanding the electric motor (104) of the electric propulsion vehicle (100) as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0429] In a 304th aspect according to any one of the preceding aspects from 294th to 303rd commanding the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, at least according to the number of revolutions (RpmExt), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0430] In a 305th aspect according to any one of the preceding aspects from 294th to 304th commandinging the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, at least based on said one or more simulated engine revolutions values (RpmFinal), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0431] In a 306th aspect according to any one of the preceding aspects from 294th to 305th commandinging the electric motor (104) of the electric propulsion vehicle (100) according to said one or more measured performance values includes calculating, according to said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, said one or more accelerator control values (AccOut) to command the electric motor (104) of the electric propulsion vehicle (100).

[0432] In a 307th aspect according to any one of the preceding aspects from 294th to 306th commandinging the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes commanding the electric motor (104) of the electric propulsion vehicle (100) according to said one or more measured performance values (measuredTorque).

[0433] In a 308th aspect according to any one of the preceding aspects from 294th to 307th, the launch control procedure includes commanding the electric motor (104) of the electric propulsion vehicle (100) with the maximum torque value (TorqueMax) or the maximum accelerator control value (AccOutMax).

[0434] In a 309th aspect according to any one of the preceding aspects from 294th to 308th, the emulator includes a memory operationally connected to the control unit (4) and including at least one real torque map wherein following an input, function of the maximum torque value (TorqueMax) and / or maximum power an accelerator control value (AccOut) is associated.

[0435] In a 310th aspect according to the preceding aspect, the control unit (4) accessing the memory and selecting the real torque map to receive the accelerator control value (AccOut) and determine said one or more accelerator control values (AccOut) to control the electric motor (104) of the electric propulsion vehicle (100).

[0436] In a 311th aspect according to any one of the preceding aspects from 294th to 310th the launch control procedure includes the step of comparing said one or more measured accelerator values (measuredAcc) with an adjustable accelerator position threshold value (LaunchControlAccThr) representative of a fully actuated position of the accelerator pedal.

[0437] In a 312th aspect according to the preceding aspect, the accelerator position threshold value (LaunchControlAccThr) is 30% less than a value representative of a position of a fully actuated accelerator pedal. In a 313th aspect according to any one of the two preceding aspects, the accelerator position threshold value (LaunchControlAccThr) is zero.

[0438] In a 314th aspect according to any one of the three preceding aspects, the launch control procedure includes the step of commanding the normal operating condition if at least one of said one or more measured accelerator values (measuredAcc) is less than the threshold accelerator value (LaunchControlAccThr).

[0439] In a 315th aspect according to any one of the preceding aspects from 294th to 314th, the control unit (4), in the normal operating condition, is configured to receive one or more start signals generated by the activation, by a user, of one or more commands of the electric propulsion vehicle (100).

[0440] In a 316th aspect according to any one of the preceding aspects from 294th to 315th, the control unit (4), in the normal operating condition, is configured to compare said engine revolutions value (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) with an adjustable speed threshold value (RpmThrEnabled), optionally less than 1000 rpm, even more optionally said speed threshold value (RpmThrEnabled) being zero.

[0441] In a 317th aspect according to the preceding aspect, the control unit (4), in the normal operating condition, is configured to command the launch control condition subsequently the receipt of said one or more start signals and / or if at least one of said one or more engine revolutions values (RpmExt) is equal to or less than the speed threshold value (RpmThrEnabled). In a 318th aspect according to any one of the preceding aspects from 294th to 317th, the control unit (4), in the launch control condition and preceding the execution of the launch control procedure, is configured to perform an activation procedure including a step of commanding the electric motor (104) of the electric propulsion vehicle (100) with said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power having null value.

[0442] In a 319th aspect according to any one of the preceding aspects from 294th to 318th, the control unit (4), in the launch control condition and preceding the execution of the launch control procedure, is configured to perform an activation procedure including a step of commanding the electric motor (104) of the electric propulsion vehicle (100) with said one or more accelerator control values (AccOut) having a null value.

[0443] In a 320th aspect according to any one of the two preceding aspects, the activation procedure also includes a step of setting said one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated endothermic combustion vehicle equal to a minimum engine revolutions value (Rpmldle) of the simulated endothermic combustion vehicle.

[0444] In a 321st aspect according to any one of the three preceding aspects said one or more measured accelerator values (measuredAcc) vary between a released accelerator value, for example corresponding to 0 and representative of an initial rest position, and a fully actuated accelerator value, for example corresponding to 1 or a percentage value of 100%, representative of an end position.

[0445] In a 322nd aspect according to any one of the four preceding aspects, the activation procedure includes the step of comparing said one or more measured accelerator values (measuredAcc) with an adjustable accelerator position threshold value (LauchControlAccThr).

[0446] In a 323rd aspect according to the preceding aspect, the accelerator position threshold value (LauchControlAccThr) is greater than 70% of the fully actuated accelerator value

[0447] In a 324th aspect according to any one of the two preceding aspects, the accelerator position threshold value (LauchControlAccThr) is 1 .

[0448] In a 325th aspect according to any one of the three preceding aspects, the control unit (4) is configured to perform a loading procedure if at least one of said one or more measured accelerator values (measuredAcc) is equal to or greater than at the accelerator position threshold value (LauchControlAccThr), optionally greater than 70% of the fully actuated accelerator value.

[0449] In a 326th aspect according to any one of the preceding aspects from 294th to 325th the emulator includes a / the loading procedure having a step of iteratively calculating one or more values of a load parameter (loadPar(t)) at the current time (t) as a function of said one or more measured accelerator values (measuredAcc) and the value of the load parameter (loadPar(t-l)) at the preceding time (t-1), optionally a difference between the current time (t) and the preceding time (t-1) being definable a priori.

[0450] In a 326bis aspect according to the preceding aspect, the loading procedure has a step of comparing said one or more values of the load parameter (loadPar(t)) at the current time (t) with a load parameter upper threshold value (loadUpperThr), optionally between 0.5 and 1 , even more optionally equal to 1. In a 327th aspect according to any one of the two preceding aspects said one or more values of the load parameter (loadPar(t)) at the current time (t) are variable between a minimum value equal to zero and a configurable maximum value, optionally equal to 1 or 100.

[0451] In a 328th aspect according to any one of the three preceding aspects the step of iteratively calculating said one or more load parameter values (loadPar(t)) at the current time (t) is a step of determining, according to said one or more measured accelerator values (measuredAcc) and the loading parameter value (loadPar(t-1)) at the preceding time (t-1 ), a variation number, positive or negative, to be added to the loading parameter value (loadPar(t-1 )) at the preceding time (t-1).

[0452] In a 329th aspect according to any one of the preceding aspects from 294th to 328th, the variation number has a positive value if said one or more measured accelerator values (measuredAcc) are equal to or greater than a / the accelerator position threshold value (LaunchControlAccThr).

[0453] In a 330th aspect according to the preceding aspect, the variation number has a negative value if said one or more measured accelerator values (measuredAcc) are less than the accelerator position threshold value (LaunchControlAccThr).

[0454] In a 331st aspect according to any one of the preceding aspects 294th to 330th the emulator includes a memory connected to the control unit (4) and including at least one accelerator calibration map wherein following an input, function of said one or more measured accelerator values (measuredAcc) is uniquely associated with a load parameter variation number.

[0455] In a 332nd aspect according to the preceding aspect, the control unit (4) is configured to access the memory and calibration map every predetermined time interval (At) to receive the load parameter value (loadPar(t-1 )) at the preceding time (t-1) and calculate the load parameter value (loadPar(t)) at the current time (t).

[0456] In a 333rd aspect according to any one of the two preceding aspects, the accelerator calibration map includes discrete input values for said one or more measured accelerator values (measuredAcc) varying between 0 and 1. In a 334th aspect according to any one of the preceding aspects from 294th to 333rd, the loading procedure includes a step of commanding the electric motor (104) of the electric propulsion vehicle (100) with said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power having null value.

[0457] In a 335th aspect according to any one of the preceding aspects from the 294th to the 334th, the loading procedure includes a step of commanding the electric motor (104) of the electric propulsion vehicle (100) with said one or more accelerator control values (AccOut) having null value.

[0458] In a 336th aspect according to any one of the preceding aspects from 294th to 335th the loading procedure includes a phase of commanding the launch control procedure if at least one of said one or more measured accelerator values (measuredAcc) are greater than the accelerator position threshold value (LauchControlAccThr).

[0459] In a 337th aspect according to any one of the preceding aspects from 294th to 336th the loading procedure includes a step of commanding the launch control procedure launched if at least one of said one or more values of a load parameter (loadPar(t)) at the current time (t) is greater than or equal to the load parameter upper threshold value (loadllpperThr), optionally at least one of said one or more values of a load parameter (loadPar(t)) at the current time (t) being equal to 1. In a 338th aspect according to any one of the preceding aspects from 294th to 337th the loading procedure also includes the step of reproducing, according to said one or more measured accelerator values (measuredAcc), one or more sounds representative of the simulated endothermic combustion vehicle in a launch engagement step.

[0460] In a 339th aspect according to the preceding aspect said one or more sounds are variable according to an adjustable acceleration curve (293).

[0461] In a 340th aspect according to any one of the two preceding aspects reproducing the sound of the internal combustion vehicle includes emitting a sound representative of an increase in engine revolutions of the simulated internal combustion vehicle.

[0462] In a 341st aspect according to any one of the three preceding aspects to reproduce the sound of the internal combustion vehicle includes emitting, subsequent to the sound representative of an increase in engine revolutions, a sound representative of the simulated internal combustion vehicle upon reaching a speed limiter value (RpmLimiter) corresponding to the maximum speed limiter value achievable by the simulated internal combustion vehicle.

[0463] In a 342nd aspect according to any one of the three preceding aspects, the acceleration curve (293) is variable according to the current time (t).

[0464] In a 343rd aspect according to any one of the four preceding aspects, the acceleration curve (293) includes an initial section (Initialsection) that varies according to a linear function.

[0465] In a 344th aspect according to any one of the five preceding aspects, the acceleration curve (293) includes an initial section (Initialsection) that varies according to a power or exponential function.

[0466] In a 345th aspect according to any one of the six preceding aspects, the acceleration curve (293) includes a constant final section (FinalSection).

[0467] In a 346th aspect according to any one of the seven preceding aspects, the acceleration curve (293) includes a final section (FinalSection) that varies according to a periodic function, optionally sinusoidal or cosine.

[0468] In a 347th aspect according to any one of the four preceding aspects emitting the sound representative of an increase in engine revolutions of the simulated internal combustion vehicle is a function of the initial section (InitialSection).

[0469] In a 348th aspect according to any one of the three preceding aspects emitting a sound representative of the simulated internal combustion vehicle upon reaching a / the speed limiter value (RpmLimiter) is a function of the final section (FinalSection) of the acceleration curve (293).

[0470] In a 349th aspect according to any one of the preceding aspects from 294th to 348th the activation procedure includes the steps of:

[0471] - commanding an abort launch control condition (310) if at least one of said one or more measured accelerator values (measuredAcc) is less than a / the accelerator position threshold value (LauchControlAccThr), optionally at least one of said measured accelerator values (measuredAcc) is zero, and subsequently,

[0472] - commanding the normal operating condition.

[0473] In a 350th aspect according to any one of the preceding aspects from 294th to 351st the loading procedure include the following steps: - commanding an abort launch control condition (310) if at least one of said one or more measured accelerator values (measuredAcc) is less than a / the accelerator position threshold value (LauchControlAccThr), optionally at least one of said measured accelerator values (measuredAcc) is zero, and subsequently,

[0474] - commanding the normal operating condition.

[0475] In a 351st aspect according to any one of the preceding aspects from the 294th to the 350th, the control unit (4), in the abort launch control condition (310), is configured to control the electric motor (104) of the electric propulsion vehicle (100) with said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power having null value.

[0476] In a 352nd aspect according to any one of the preceding aspects from the 294th to 351st, the control unit (4), in the abort launch control condition (310), is configured to control the electric motor (104) of the electric propulsion vehicle (100) with said one or more accelerator control values (AccOut) having null value.

[0477] In a 353rd aspect according to any one of the preceding aspects from the 294th to the 352nd, the control unit (4), in the abort launch control condition (310), is configured to set said one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated endothermic combustion vehicle equal to a minimum engine revolutions value (Rpmldle) of the simulated endothermic combustion vehicle.

[0478] In a 354th aspect according to any one of the preceding aspects from 294th to 353rd the control unit (4), in the abort launch control condition (310), is configured to reproduce a sampled notification sound to inform a user of the interruption from the launch control condition.

[0479] In a 355th aspect according to any one of the preceding aspects from 294th to 354th the emulator includes a clutch sensor (2) configured to emit one or more clutch signals (2a) representative of a position of a clutch lever of the electric propulsion vehicle (100).

[0480] In a 356th aspect according to the preceding aspect, the control unit (4), in the normal operating condition of the emulator, is configured to receive said one or more clutch signals (2a)

[0481] In a 357th aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition of the emulator, is configured to determine one or more measured manual clutch values (ManualClutch) based on said one or more clutch signals (2a).

[0482] In a 358th aspect according to any one of the three preceding aspects, the control unit (4), in the normal operating condition of the emulator, is configured to determine one or more simulated automatic clutch values (AutomaticClutch) representative of an automatic clutch release value of the simulated internal combustion vehicle. In a 359th aspect according to the preceding aspect, the control unit (4) is configured to automatically calculate said one or more simulated automatic clutch values (AutomaticClutch) regardless of whether said one or more clutch signals (2a) are received.

[0483] In a 360th aspect according to any one of the two preceding aspects, the control unit (4) is configured to calculate said one or more simulated automatic clutch values (AutomaticClutch) as a function of said one or more measured acceleration (measuredAcc) values and / or said one or more simulated engine revolutions values (RpmFinal).

[0484] In a 361st aspect according to any one of the six preceding aspects said one or more measured manual clutch values (ManualClutch) are discrete values between 0 and 1 or 100, wherein said measured manual clutch values are representative of a fully released position of the clutch sensor (2) when equal to 0 and representative of a fully actuated position of the clutch sensor (2) when equal to 1 or 100.

[0485] In a 362nd aspect according to any one of the seven preceding aspects said one or more simulated automatic clutch values (AutomaticClutch) are discrete values between 0 and 1 or 100, wherein said simulated automatic clutch values (AutomaticClutch) are representative of a fully released position when equal to 0 and representative of a fully actuated position when equal to 1 or 100.

[0486] In a 363rd aspect according to any one of the preceding aspects from 294th to 362nd, the control unit (4) is configured to calculate said one or more requested simulated torque values (TorqueFi n al) as a function of said one or more measured manual clutch values (ManualClutch) or as a function of said one or more simulated automatic clutch values (AutomaticClutch).

[0487] In a 364th aspect according to any one of the preceding aspects from 294th to 363rd, the control unit (4) is configured to calculate said one or more accelerator control values (AccOut) according to said one or more measured accelerator values (ManualClutch) or according to said one or more simulated automatic clutch values (AutomaticClutch).

[0488] In a 365th aspect according to any one of the preceding aspects from 294th to 364th, the control unit (4), in the normal operating condition, is configured to set said one or more measured manual clutch values (ManualClutch) and / or said one or more values of simulated automatic clutch (AutomaticClutch) to a value of 0.

[0489] In a 366th aspect according to any one of the preceding aspects from 294th to 365th, the launch control procedure includes a step of setting said one or more measured manual clutch values (ManualClutch) and / or said one or more simulated automatic clutch values (AutomaticClutch) to a value of 0.

[0490] In a 367th aspect according to any one of the preceding aspects from 294th to 366th, the activation procedure includes a step of setting said one or more measured manual clutch values (ManualClutch) and / or said one or more values of simulated automatic clutch values (AutomaticClutch) to a value of 1 or 100.

[0491] In a 368th aspect according to any one of the preceding aspects from 294th to 367th the loading procedure includes a step of setting said one or more measured manual clutch values (ManualClutch) and / or said one or more values of simulated automatic clutch values (AutomaticClutch) to a value of 1 or 100.

[0492] In a 369th aspect according to any one of the preceding aspects from 294th to 368th the emulator includes a memory (8) connected to the control unit (4) and including at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted).

[0493] In a 370th aspect according to the preceding aspect following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value is uniquely associated.

[0494] In a 371st aspect according to any one of the preceding aspects from 294th to 370th determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted). In a 372nd aspect according to the preceding aspect said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGear1 Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted).

[0495] In a 373rd aspect according to the preceding aspect, the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values.

[0496] In a 374th aspect according to any one of the preceding aspects from 294th to 373rd said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle are variable and comprised between a minimum value equal to zero and a configurable maximum value, optionally greater than four.

[0497] In a 375th aspect according to any one of the preceding aspects from 294th to 374th to each of said one or more simulated gear inserted values (Gearlnserted) corresponds a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0498] In a 376th aspect according to any one of the preceding aspects from 294th to 375th determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0499] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0500] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0501] In a 377th aspect according to any one of the preceding aspects from 294th to 376th, the emulator includes a gear sensor (3) configured to generate one or more gear signals (3a) representative of the position of at least one gear shift selector (102) of the electric propulsion vehicle.

[0502] In a 378th aspect according to the preceding aspect determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) as function of said one or more gear signals (3a) generated by the gear sensor (3).

[0503] In a 379th aspect according to any one of the preceding aspects from 294th to 378th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0504] In a 380th aspect according to any one of the preceding aspects from 294th to 379th, the gear shift selector (102) is movable between an upper and a lower maximum range position.

[0505] In a 381st aspect according to any one of the preceding aspects from 294th to 380th the gear shift selector (102) includes a first and second gear shift selector (102a, 102b), each being configured to be operated by a user.

[0506] In a 382nd aspect according to any one of the three preceding aspects, the control unit (4) is configured to receive the upper position signal when the gear shift selector (102) assumes the maximum upper travel position, optionally when the first gear shift selector (102a) is operated by a user.

[0507] In a 383rd aspect according to any one of the four preceding aspects, the control unit (4) is configured to receive the lower position signal when the gear shift selector (102) assumes the maximum lower range position, optionally when the second gear shift selector (102b) is operated by a user. In a 384th aspect according to any one of the preceding aspects from 294th to 383rd, the gear sensor (3) is a potentiometer and the gear signal is an analog signal, such as a voltage signal, a function of the travel of the gear shift selector (102), said control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

[0508] In a 385th aspect according to any one of the preceding aspects from 294th to 384th, the control unit (4), in the normal operating condition, is configured to generate one or more gear signals (3a) according to said one or more simulated engine revolutions (RpmFinal).

[0509] In a 386th aspect according to the preceding aspect determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the control unit (4).

[0510] In a 387th aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said / one or more measured acceleration value (measuredAcc) is non-zero.

[0511] In a 388th aspect according to any one of the three preceding aspects, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmGearShiftUpThr), optionally between 2500 rpm and 9000 rpm.

[0512] In a 389th aspect according to any one of the two preceding aspects, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally between 500 rpm and 2000 rpm.

[0513] In a 390th aspect according to any one of the preceding aspects from 294th to 389th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0514] In a 391st aspect according to the preceding aspect, the control unit (4) is configured to receive the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than a / the upper gear shift threshold value (RpmGearShiftUpThr).

[0515] In a 392nd aspect according to any one of the two preceding aspects, the control unit (4) is configured to receive the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than a / the lower gear shift threshold value (RpmGearShiftDownThr).

[0516] In a 393rd aspect according to any one of the preceding aspects from 294th to 392nd determining, optionally varying, the simulated gear inserted value (Gearlnserted) includes increasing or decreasing the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a).

[0517] In a 394th aspect according to any one of the preceding aspects from 294th to 393rd, the control unit (4), in the normal operating condition, is configured to command the gear shift condition if the control unit itself receives at least one of said one or more gear signals (3a).

[0518] In a 395th aspect according to any one of the preceding aspects from 294th to 394th determining the simulated gear inserted value (Gearlnserted) includes increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to receipt of the upper position signal by the control unit (4). In a 396th aspect according to any one of the preceding aspects from 294th to 395th determining the simulated gear inserted value (Gearlnserted) includes decreasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to receipt of the lower position signal by the control unit (4).

[0519] In a 397th aspect according to any one of the preceding aspects from 294th to 396th, the control unit (4), in the normal operating condition is configured to calculate said one or more requested simulated torque values (TorqueFinal) according to said one or more simulated gear inserted values (Gearlnserted).

[0520] In a 398th aspect according to any one of the preceding aspects from 294th to 397th, the control unit (4), in the normal operating condition is configured to calculate said one or more accelerator control values (AccOut) according to said one or more simulated gear inserted values (Gearlnserted).

[0521] In a 399th aspect according to any one of the preceding aspects from 294th to 398th, the launch control procedure includes the step of calculating said one or more requested simulated torque values (TorqueFinal) as a function of said one or more simulated gear inserted values (Gearlnserted).

[0522] In a 400th aspect according to any one of the preceding aspects from 294th to 399th, the launch control procedure includes the step of calculating said one or more accelerator control values (AccOut) as a function of said one or more simulated gear inserted values (Gearlnserted).

[0523] In a 401st aspect according to any one of the preceding aspects from 294th to 400th, the control unit (4), in the normal operating condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also based on said one or more simulated gear inserted values (Gearlnserted).

[0524] In a 402nd aspect according to any one of the preceding aspects from 294th to 401st the control unit (4), in the normal operating condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also as a function of a minimum engine revolutions value (Rpmldle) of the simulated endothermic combustion vehicle.

[0525] In a 403rd aspect according to any one of the preceding aspects from 294th to 402nd, the control unit (4), in the normal operating condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also as a function of a simulated engine revolutions (RpmFinal) value at the preceding time (t-1).

[0526] In a 404th aspect according to any one of the preceding aspects from 294th to 403rd the control unit (4), in the normal operating condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also based on said one or more measured manual clutch values (ManualClutch) or said one or more simulated automatic clutch values (AutomaticClutch).

[0527] In a 405th aspect according to any one of the preceding aspects from 294th to 404th, the control unit (4), in the launch control condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also based on said one or more simulated gear inserted values (Gearlnserted).

[0528] In a 406th aspect according to any one of the preceding aspects from 294th to 405th, the control unit (4), in the launch control condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also as a function of a minimum engine revolutions value (Rpmldle) of the simulated endothermic combustion vehicle. In a 407th aspect according to any one of the preceding aspects from 294th to 406th, the control unit (4), in the launch control condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also as a function of a simulated engine revolutions (RpmFinal) value at the preceding time (t-1).

[0529] In a 408th aspect according to any one of the preceding aspects from 294th to 407th the control unit (4), in the launch start condition is configured to determine said one or more simulated engine revolutions values (RpmFinal) at the current time (t) also based on said one or more measured manual clutch values (ManualCI utch) or said one or more simulated automatic clutch values (AutomaticClutch).

[0530] In a 409th aspect according to any one of the preceding aspects from 294th to 408th, the control unit (4), in the abort launch control condition (310), is configured to set said one or more simulated gear inserted values (Gearlnserted) to zero, namely simulated neutral or non-engaged gear.

[0531] In a 410th aspect according to any one of the preceding aspects from 294th to 409th, the activation procedure includes a step of setting said one or more simulated gear inserted values (Gearlnserted) to zero, namely simulated neutral or non-engaged gear.

[0532] I n a 411 th aspect according to any one of the preceding aspects from 294th to 41 Oth, the loading procedure includes a step of setting said one or more simulated gear inserted values (Gearlnserted) to zero, namely simulated neutral or non-engaged.

[0533] In a 412th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from 294th to 411 st.

[0534] In a 413th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0535] In a 414th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to emit a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0536] In a 415th aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), specifically said gear selector being a dummy gear selector, namely not connected to a control unit of the electric propulsion vehicle (100).

[0537] In a 416th aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a / the controller of the electric propulsion vehicle (100).

[0538] In a 417th aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to the controller of the vehicle to command the electric motor (104) of the vehicle.

[0539] In a 418th aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100), for example, by a multiplicative coefficient.

[0540] In a 419th aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects 294th through 411th is provided.

[0541] In a 420th aspect a sound and performance emulator for an electric propulsion vehicle is provided comprising a control unit configured for:

[0542] - receiving at least one performance signal (12) from an electric motor of the electric propulsion vehicle,

[0543] - determining one or more measured performance values as a function of the performance signal (12), wherein the emulator is configurable between:

[0544] - a normal operating condition wherein the control unit is configured for: o controlling the electric motor of the electric propulsion vehicle based on said one or more measured performance values,

[0545] - a deactivation condition wherein the control unit is configured for: o commanding the electric motor to a stationary position, wherein the control unit, during the transition between the deactivation and normal operating condition, is further configured to perform a startup procedure including the steps of:

[0546] - determining one or more simulated starting engine revolutions values (RpmCranck) at the current time (t) as a function of at least one minimum engine revolutions value (Rpmldle) of the simulated internal combustion vehicle and at least one starting curve (203).

[0547] In a 421st aspect according to the preceding aspect, the startup procedure includes the step of reproducing, based on said one or more simulated startup engine revolutions values (RpmCranck), a starting sound of the simulated internal combustion vehicle.

[0548] In a 422nd aspect according to any one of the preceding aspects from 420th to 421st, the performance signal (12) includes at least a vehicle speed signal (6) related to the speed of the electric propulsion vehicle (100) to determine a value related to the engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100) and / or an engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100).

[0549] In a 423rd aspect according to any one of the preceding aspects from 420th to 422nd the performance signal (12) includes one or more accelerator signals (5) representative of a position of an electric propulsion vehicle accelerator (100).

[0550] In a 424th aspect according to any one of the preceding aspects from 420th to 423rd, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output by the electric motor (104) of the electric propulsion vehicle (100).

[0551] In a 425th aspect according to any one of the preceding aspects from 420th to 424th determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0552] In a 426th aspect according to any one of the preceding aspects from 420th to 425th determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated endothermic combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) to drive the electric motor (104) of the electric propulsion vehicle (100).

[0553] In a 427th aspect according to any one of the preceding aspects from 420th to 426th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5).

[0554] In a 428th aspect according to any one of the preceding aspects from 420th to 427th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) according to said one or more torque signals (70).

[0555] In a 429th aspect according to any one of the preceding aspects from 420th to 428th commandinging the electric motor (104) of the electric propulsion vehicle (100) as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0556] In a 430th aspect according to any one of the preceding aspects from 420th to 429th commandinging the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, at least according to the number of revolutions (RpmExt), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0557] In a 431st aspect according to any one of the preceding aspects from 420th to 430th commandinging the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, at least based on said one or more simulated engine revolutions values (RpmFinal), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0558] In a 432nd aspect according to any one of the preceding aspects from 420th to 431st command the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, based on said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, said one or more accelerator control values (AccOut) to command the electric motor (104) of the electric propulsion vehicle (100).

[0559] In a 433rd aspect according to any one of the preceding aspects from 420th to 432nd command the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes commanding the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values (measuredTorque).

[0560] In a 434th aspect according to any one of the preceding aspects from 420th to 433rd, the control unit, in the deactivation condition, is configured to control the electric motor of the electric propulsion vehicle with said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power having null value. In a 435th aspect according to any one of the preceding aspects from 420th to 434th, the control unit, in the deactivation condition, is configured to control the electric motor of the electric propulsion vehicle with said one or more accelerator control values (AccOut) having null value.

[0561] In a 436th aspect according to any one of the preceding aspects from 420th to 435th the control unit, during the startup procedure, is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) as the product between the minimum engine revolutions value (Rpmldle) and one or more values assumed by the startup curve (203) at the current time (t).

[0562] In a 437th aspect according to any one of the preceding aspects from 420th to 436th the minimum engine revolutions value (Rpmldle) of the simulated internal combustion vehicle is an adjustable value greater than zero, optionally less than 1500 rpm, even more optionally less than 1000 rpm.

[0563] In a 438th aspect according to any one of the preceding aspects from 420th to 437th a / said starting curve (203) is nonlinear and / or adjustable by a user.

[0564] In a 439th aspect according to any one of the preceding aspects from 420th to 438th a / the starting curve (203) includes at least one main section (MainSection) that varies according to the current time (t).

[0565] In a 440th aspect according to the preceding aspect said main section (MainSection) being variable according to a power or exponential function.

[0566] In a 441st aspect according to any one of the two preceding aspects, the control unit is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) according to the main section (MainSection) of the starting curve (203).

[0567] In a 442nd aspect according to any one of the three preceding aspects said one or more simulated startup engine revolutions values (RpmCranck) are variable between an initial null value corresponding to a main section value (MainSection) at a starting time, and a final value equal to or greater than the minimum engine revolutions value (Rpmldle) corresponding to a main section value (MainSection) at a starting time (tCranckThr)

[0568] In a 443rd aspect according to the preceding aspect said starting time (tCranckThr) is between 30% and 70% of a total startup time (tEnabled) representative of the total duration of the startup procedure.

[0569] In a 444th aspect according to any one of the two preceding aspects said starting time (tCranckThr) is between 45% and 65% of the total startup time (tEnabled).

[0570] In a 445th aspect according to any one of the preceding aspects from 420th to 444th, the control unit, during the startup procedure, is also configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) according to the main section (MainSection) of the starting curve (203).

[0571] In a 446th aspect according to any one of the preceding aspects from 420th to 445th reproduce the starting sound of the simulated internal combustion vehicle as a function of the main section (MainSection) of the starting curve (203) for a time interval equal to or less than the starting time (tCranckThr).

[0572] In a 447th aspect according to any one of the preceding aspects from 420th to 446th, the control unit is configured to calculate the main section (MainSection) of the starting curve (203) according to the following formula:

[0573] MainS ection^t) = pow(2t, d) whered is an adjustable parameter, optionally constant. In a 448th aspect according to any one of the preceding aspects from 420th to 447th, the starting curve (203) further includes an auxiliary section (AuxSection) at the current time (t) varying according to a periodic function.

[0574] In a 449th aspect according to the preceding aspect the auxiliary section (AuxSection) at the current time (t) varying according to in sine or cosine function.

[0575] In a 450th aspect according to any one of the preceding aspects from 420th to 449th, the control unit is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) as a function of the auxiliary section (AuxSection) of the starting curve (203).

[0576] In a 451 st aspect according to any one of the three preceding aspects, the control unit is also configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) as a function of the auxiliary section (AuxSection) of the starting curve (203).

[0577] In a 452nd aspect according to any one of the four preceding aspects, the control unit is also configured to play the starting sound of the simulated internal combustion vehicle according to the auxiliary section (AuxSection) of the starting curve (203).

[0578] In a 453rd aspect according to any one of the five preceding aspects, the control unit is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) as a function of the auxiliary section (AuxSection) of the starting curve (203), following the calculation of said one or more simulated startup engine revolutions values (RpmCranck) as a function of the main section (MainSection).

[0579] In a 454th aspect according to any one of the six preceding aspects, the control unit is configured to play the starting sound of the simulated internal combustion vehicle according to the auxiliary section (AuxSection) of the starting curve (203) for a residual time interval (residualTCranck)

[0580] In a 455th aspect according to the preceding aspect the residual time interval (residualTCranck) is calculated as the difference between a / the total startup time (tEnabled) and the of startup time (tCranckThr).

[0581] In a 456th aspect according to any one of the eight preceding aspects, the auxiliary section (AuxSection) of the starting curve (203) is a function of an upper value of maximum engine revolutions value (RpmldleMax) representative of a maximum value of minimum engine revolutions value (Rpmldle).

[0582] In a 457th aspect according to any one of the nine preceding aspects the auxiliary section (AuxSection) of the starting curve (203) is a function of a lower minimum engine revolutions value (RpmldleMin) representative of a minimum engine revolutions value (Rpmldle).

[0583] In a 458th aspect according to any one of the ten preceding aspects, the auxiliary section (AuxSection) of the startup curve (203) is a function of a cutoff value (Cf) representative of a time interval in which, during the startup of the simulated internal combustion vehicle, the fuel supply is interrupted or reduced.

[0584] In a 459th aspect according to any one of the eleven preceding aspects, the control unit is configured to calculate the auxiliary section (AuxSection) of the start curve (203) according to the following formula:

[0585] AuxSection^) = 1 + [(RpmldleMax-

[0586] In a 460th aspect according to any one of the preceding aspects from 420th to 459th, the control unit is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) according to the main section (MainSection) of the starting curve (203) and, subsequently, according to the auxiliary section (AuxSection) of the same starting curve (203).

[0587] In a 461st aspect according to any one of the preceding aspects from 420th to 460th, the control unit, for the total duration of the startup procedure, is configured to calculate said one or more simulated startup engine revolutions values (RpmCranck) according to the starting curve (203).

[0588] In a 462nd aspect according to any one of the preceding aspects from 420th to 461st, the control unit, in the deactivation condition, is configured to perform the startup procedure following the receipt of an injection signal (36) representative of an activation of the electric propulsion vehicle, such as a key or transponder activation or similar start-up authorization system of the electric propulsion vehicle.

[0589] In a 463rd aspect according to any one of the preceding aspects from 420th to 462nd, the control unit, during a transition from the normal operating condition to the shutdown condition, is configured to perform a shutdown procedure comprising the step of calculating one or more shutdown simulated engine revolutions values (RpmTurnOff) at the current time (t) as a function of at least said one or more simulated engine revolutions values (RpmFinal) calculated in the normal operating condition and / or at least one shutdown curve at the current time (t). In a 464th aspect according to the preceding aspect, the control unit, during a transition from the normal operating condition to the shutdown condition, is configured to perform a shutdown procedure including the step of playing, depending on said one or more simulated engine revolutions shutdown values (RpmTurnOff), a shutdown sound of the simulated internal combustion vehicle.

[0590] In a 465th aspect according to any one of the two preceding aspects said one or more shutdown simulated engine revolutions values (RpmTurnOff) decreases as time passes in the shutdown procedure.

[0591] In a 466th aspect according to any one of the three preceding aspects said one or more simulated engine revolutions off (RpmTurnOff) values are variable between an initial value equal to or greater than the minimum engine revolutions value (Rpmldle) and a final value equal to zero.

[0592] In a 467th aspect according to any one of the four preceding aspects, the control unit, during the shutdown procedure, is configured to calculate said one or more shutdown simulated engine revolutions values (RpmTurnOff) as the product between said one or more simulated engine revolutions values (RpmFinal) and one or more values assumed by the shutdown curve at the current time (t).

[0593] In a 468th aspect according to any one of the preceding aspects from 420th to 467th said shutdown curve is decreasing as a function of current time (t).

[0594] In a 469th aspect according to any one of the preceding aspects from 420th to 468th said shutdown curve is nonlinear and / or adjustable by a user.

[0595] In a 470th aspect according to any one of the preceding aspects from 420th to 469th, the shutdown curve at the current time (t) is variable according to a power or exponential function of decreasing type.

[0596] In a 471st aspect according to any one of the preceding aspects from 420th to 470th said one or more simulated engine revolutions shutdown values (RpmTurnOff) are variable between an initial value equal to or less than at least one of said one or more simulated engine revolutions values (RpmFinal) corresponding to a value of the shutdown curve at an initial time, and a zero final value corresponding to a value of the shutdown curve at a shutdown time (tShutDown) representative of a total duration of the shutdown procedure. In a 472nd aspect according to any one of the preceding aspects from 420th to 471st, the control unit, during the shutdown procedure, is also configured to play the shutdown sound of the simulated internal combustion vehicle according to the shutdown curve for a time interval equal to or less than the shutdown time (tShutDown).

[0597] In a 473rd aspect according to any one of the preceding aspects from 420th to 472nd the control unit is configured to calculate the shutdown curve at the current time (t) according to the following formula:

[0598] ShutDownCurve = (1 — pow(t, d)) whered is an optionally adjustable parameter, optionally constant.

[0599] In a 474th aspect according to any one of the preceding aspects from 420th to 473rd, the control unit, during the shutdown procedure, is configured to control the electric motor of the electric propulsion vehicle with said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power having null value.

[0600] In a 475th aspect according to any one of the preceding aspects from 420th to 474th, the control unit, during the shutdown procedure, is configured to control the electric motor of the electric propulsion vehicle with said one or more accelerator control values (AccOut) having null value.

[0601] In a 476th aspect according to any one of the preceding aspects from 420th to 475th, the control unit, in the normal operating condition, is configured to execute the shutdown procedure following the receipt of a shutdown signal representative of a shutdown of the electric propulsion vehicle, such as a key or transponder or similar shutdown authorization system of the electric propulsion vehicle.

[0602] In a 477th aspect according to any one of the preceding aspects from 420th to 476th, the control unit (4), in the normal operating condition of the emulator, is configured to compare said one or more simulated engine revolutions values (RpmFinal) with a stall threshold value (RpmStallThr), optionally equal to or less than the minimum engine revolutions value (Rpmldle) of the simulated internal combustion vehicle.

[0603] In a 478th aspect according to any one of the preceding aspects from 420th to 477th, the control unit (4), in the normal operating condition of the emulator, is configured to determine a stall condition (230) if said one or more simulated engine revolutions values (RpmFinal) remain consistently below the stall threshold value (RpmStallThr) for an adjustable waiting period (tWaitStall).

[0604] In a 479th aspect according to the preceding aspect, the waiting period (tWaitStall) is a function of said one or more simulated engine revolutions values (RpmFinal) and the stall threshold value (RpmStallThr).

[0605] In a 480th aspect according to any one of the two preceding aspects, the control unit, in the normal operating condition of the emulator, is configured to calculate the waiting period (tWaitStal I) according to the following formula:

[0606] RpmFinal • TWaitMax

[0607] TW aitStall =

[0608] RpmStallThr whereTWaitMax is an adjustable parameter representative of a maximum duration of the waiting period tWaitStall.

[0609] In a 481st aspect according to any one of the preceding aspects from 420th to 480th, the control unit is configured to command the shutdown procedure if it determines the stall condition (230). In a 482nd aspect according to any one of the preceding aspects from 420th to 481st, the control unit is configured to command the normal operating condition of the emulator if, during the waiting period (tWaitStall), said one or more simulated engine revolutions values (RpmFinal) assume at least one value above the stall threshold value (RpmStallThr).

[0610] In a 483rd aspect according to any one of the preceding aspects from 420th to 482nd, the control unit is configured to vary a / the total duration of the shutdown procedure according to said one or more simulated engine revolutions values (RpmFinal).

[0611] In a 484th aspect according to any one of the preceding aspects from 420th to 483rd the control unit, if it determines the stall condition (230), is configured to increase or decrease the total duration of the shutdown procedure, even more optionally the total duration of the shutdown procedure being between 0.2 s and 4 s.

[0612] In a 485th aspect according to any one of the preceding aspects from 420th to 484th the control unit, in the shutdown condition, is configured to play one or more sampled sounds representative of a shutdown of the simulated internal combustion vehicle if said control unit does not determine the stall condition (230).

[0613] In a 486th aspect according to any one of the preceding aspects from 420th to 485th the control unit, in the shutdown condition, is configured to play one or more sampled sounds representative of a stall of the simulated internal combustion vehicle if said control unit determines the stall condition (230).

[0614] In a 487th aspect according to any one of the preceding aspects from 420th to 486th, the control unit, in the normal operating condition, is configured to control the electric motor of the electric propulsion vehicle according to one or more driving simulation modes selectable by a user.

[0615] In a 488th aspect according to the preceding aspect said one or more driving simulation modes include an expert driver simulation mode that includes controlling the electric motor of the electric propulsion vehicle by: o said one or more requested simulated torque values (TorqueFinal) obtained based on said one or more manual simulated manual clutch values (ManualClutch) and based on said one or more simulated gear inserted values (Gearlnserted) determined according to the gear sensor (3), and / or o said one or more accelerator control values (AccOut) obtained from said one or more simulated manual clutch values (ManualClutch) and from said one or more simulated gear inserted values (Gearlnserted) determined according to the gear sensor (3).

[0616] In a 489th aspect according to any one of the two preceding aspects said one or more driving simulation modes include a semiautomatic driving simulation mode that includes controlling the electric motor of the electric propulsion vehicle by:

[0617] - said one or more requested simulated torque values (TorqueFinal) obtained based on said one or more simulated automatic clutch values (AutomaticCI utch) and based on said one or more simulated gear inserted values (Gearlnserted) determined according to the gear sensor (3), and / or

[0618] - said one or more accelerator control values (AccOut) obtained based on said one or more simulated automatic clutch values (AutomaticClutch) and based on said one or more simulated gear inserted values (Gearlnserted) determined according to the gear sensor (3).

[0619] In a 490th aspect according to any one of the three preceding aspects said one or more driving simulation modes include an automatic driving simulation mode that includes automatically calculating said one or more simulated gear inserted values (Gearlnserted) as a function of said one or more simulated engine revolutions values (RpmFinal), optionally wherein automatically calculating said one or more simulated gear inserted values (Gearlnserted) includes: increasing said one or more simulated gear inserted values (Gearlnserted) if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmSupGearThreshold), for example comprised between 2500 rpm and 9000 rpm, optionally decrementing said one or more simulated gear inserted values (Gearlnserted) if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmlnfGearThreshold), optionally comprised between 500 rpm and 2000 rpm.

[0620] In a 491st aspect according to any one of the four preceding aspects said one or more driving simulation modes include an automatic driving simulation mode that includes controlling the electric motor of the electric propulsion vehicle by: o said one or more requested simulated torque values (TorqueFinal) obtained based on said one or more measured simulated automatic clutch values (AutomaticClutch) and based on said one or more simulated gear inserted values (Gearlnserted) automatically calculated by the control unit, and / or o said one or more accelerator control values (AccOut) obtained from said one or more measured accelerator values of simulated automatic clutch values (AutomaticClutch) and from said one or more simulated gear inserted values (Gearlnserted) automatically calculated by the control unit.

[0621] In a 492nd aspect according to any one of the five preceding aspects, the control unit is configured to command the stall condition (230) in the expert driver simulation mode.

[0622] In a 493rd aspect according to any one of the six preceding aspects, the control unit, in the normal operating condition, is configured to play one or more sounds representative of the simulated internal combustion vehicle based on a sound curve (SoundNormal(t)), adjustable and variable according to the current time (t) and said one or more driving simulation modes.

[0623] In a 494th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from 420th to 493rd.

[0624] In a 495th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0625] In a 496th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to emit a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0626] In a 497th aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), specifically said gear selector being a dummy gear selector, namely not connected to a control unit of the electric propulsion vehicle (100).

[0627] In a 498th aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a / the controller of the electric propulsion vehicle (100).

[0628] In a 499th aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to controller of the vehicle to control the electric motor (104) of the vehicle.

[0629] In a 500th aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle speedometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle's (104) engine revolutions (100), such as by a multiplicative coefficient. In a 501st aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects from 420th to 493rd is provided.

[0630] In a 502nd aspect an emulator for sound simulation of an electric propulsion vehicle is provided including a control unit (4) configured for:

[0631] - receiving at least one performance signal (12) from an electric motor of the electric propulsion vehicle,

[0632] - determining one or more measured performance values according to the performance signal (12), wherein the emulator is configurable between:

[0633] - a normal operating condition (350) in which the control unit (4) is configured for: o controlling the electric motor of the electric propulsion vehicle based on said one or more measured performance values,

[0634] - a backfire condition in which the control unit (4) is configured for: emitting one or more sounds representative of an endothermic combustion simulated vehicle backfire.

[0635] In a 503rd aspect according to the preceding aspect, the performance signal (12) shall include at least a vehicle speed signal (6) related to the speed of the electric propulsion vehicle (100) to determine a value related to the engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100) and / or an engine revolutions signal (7) related to the engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100).

[0636] In a 504th aspect according to any one of the three preceding aspects, the performance signal (12) includes one or more accelerator signals (5) representative of a position of an accelerator of the electric propulsion vehicle (100). In a 505th aspect according to any one of the preceding aspects from 502nd to 504th, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor (104) of the electric propulsion vehicle (100).

[0637] In a 506th aspect according to any one of the preceding aspects from 502nd to 505th determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0638] In a 507th aspect according to any one of the preceding aspects from 502nd to 506th determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated endothermic combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) to command the electric motor (104) of the electric propulsion vehicle (100).

[0639] In a 508th aspect according to any one of the preceding aspects from 502nd to 507th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) based on said one or more accelerator signals (5).

[0640] In a 509th aspect according to any one of the preceding aspects from 502nd to 508th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) based on said one or more torque signals (70).

[0641] In a 510th aspect according to any one of the preceding aspects from 502nd to 509th commandinging the electric motor (104) of the electric propulsion vehicle (100) as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0642] In a 511th aspect according to any one of the preceding aspects from 502nd to 510th commandinging the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes calculating, at least as a function of the number of revolutions (RpmExt), said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor (104) of the electric propulsion vehicle (100).

[0643] In a 512th aspect according to any one of the preceding aspects from 502nd to 511th commandinging the electric motor (104) of the electric propulsion vehicle (100) according to said one or more measured performance values includes calculating, at least according to said one or more simulated engine revolutions values (RpmFinal), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0644] In a 513th aspect according to any one of the preceding aspects from 502nd to 512th commanding the electric motor (104) of the electric propulsion vehicle (100) according to said one or more measured performance values includes calculating, according to said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, said one or more accelerator control values (AccOut) to command the electric motor (104) of the electric propulsion vehicle (100).

[0645] In a 514th aspect according to any one of the preceding aspects from 502nd to 513th commanding the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values includes commanding the electric motor (104) of the electric propulsion vehicle (100) based on said one or more measured performance values (measuredTorque).

[0646] In a 515th aspect according to any one of the preceding aspects from 502nd to 514th, the control unit (4), in the backfire condition, is configured to emit a plurality of sounds representative of the backfire with a decreasing playback frequency as a time passes in the backfire condition.

[0647] In a 516th aspect according to the preceding aspect emitting said plurality of sounds representative of the backfire includes reproducing, at the current time (t), a smaller amount of sounds representative of the backfire than the amount of sounds representative of the backfire emitted at the preceding time (t-1). In a 517th aspect according to any one of the preceding aspects from 502nd to 516th emittng said one or more sounds representative of backfire includes playing a sound according to an adjustable sound reproduction function (Backfi reDensity), varying between a minimum value of zero and a maximum value of 1 or 100.

[0648] In a 518th aspect according to any one of the preceding aspects from 502nd to 517th said sound reproduction function (BackfireDensity) is a power or exponential function parameterized by a backfire time (Backfireinterval) representative of a total duration of the backfire condition, optionally between 0.5 seconds and 5 seconds.

[0649] In a 519th aspect according to any one of the preceding aspects from 502nd to 518th said sound reproduction function (BackfireDensity) is a power or exponential function parameterized by an adjustable control parameter (ControlPar), optionally constant.

[0650] In a 520th aspect according to any one of the preceding aspects from 502nd to 519th the control unit, in the backfire condition is configured to calculate the sound reproduction function (BackfireDensity) according to the following formula: whereinAt is a parameter representative of a time interval passed in the backfire condition.

[0651] In a 521st aspect according to any one of the preceding aspects from 502nd to 520th, the control unit (4), in the backfire condition, is configured to emit said one or more sounds representative of the backfire for a time interval equal to or less than one / the backfire time (Backfirelnterval) of the backfire condition.

[0652] In a 522nd aspect according to any one of the preceding aspects from 502nd to 521st, the control unit (4), in the normal operating condition (350), is configured to determine, according to said one or more measured accelerator values (measuredAcc), one or more simulated temperature values (overheatingTemp) representative of an overheating temperature of a simulated internal combustion engine.

[0653] In a 523rd aspect according to the preceding aspect, the control unit (4), in the normal operating condition (350), is configured to compare said one or more simulated temperature values (overheatingTemp) at the current time (t) with an adjustable overheating threshold temperature value (tempBackfireThr), representative of a minimum overheating value of the simulated internal combustion engine.

[0654] In a 524th aspect according to any one of the preceding aspects from 502nd to 523rd, the control unit (4), in the normal operating condition (350), is configured to command an overload condition (360) if: o at least one of said one or more simulated temperature values (overheatingTemp) is equal to or greater than the overheating threshold temperature value (tempBackfireThr), and / or o at least one of said one or more simulated engine revolutions values (RpmFinal) at the current time (t) is equal to or greater than an overheating engine revolutions threshold value (RpmBackfireThr), optionally comprised between 3000 rpm and 9000 rpm.

[0655] In a 525th aspect according to any one of the preceding aspects from 502nd to 524th, the control unit (4), in the normal operating condition (350), is configured to compare said one or more measured accelerator values (measuredAcc) with a minimum accelerator pressure threshold value (tempAccThr) indicative of a minimum pressure of the accelerator pedal useful for determining an increase in the overheating temperature of the simulated internal combustion engine.

[0656] In a 526th aspect according to any one of the preceding aspects from 502nd to 525th, the control unit (4), in the normal operating condition (350), is configured to increase said one or more simulated temperature values (overheatingTemp) if at least one of said one or more measured accelerator values (measuredAcc) is equal to or greater than the minimum accelerator pressure threshold value (tempAccThr).

[0657] In a 527th aspect according to any one of the preceding aspects from 502nd to 526th, the control unit (4), in the normal operating condition (350), is configured to decrement said one or more simulated temperature values (overheatingTemp) if at least one of said one or more measured accelerator values (measuredAcc) is lower than the minimum accelerator pressure threshold value (tempAccThr).

[0658] In a 528th aspect according to any one of the preceding aspects from the 502nd to the 527th, the control unit (4), in the normal operating condition (350), is configured to determine said one or more simulated temperature values (overheatingTemp) includes determining an accelerator pressure parameter (PressedAcc) representative of a value, optionally percentage, varying according to said one or more measured accelerator values (measuredAcc). In a 529th aspect according to any one of the preceding aspects from 502nd to 528th said accelerator pressure parameter (PressedAcc) being a differential value between said one or more measured accelerator values (measuredAcc) and minimum accelerator pressure threshold value (tempAccThr) optionally adjustable, indicative of a minimum pressure of the accelerator pedal useful for determining an increase in the overheating temperature of the simulated internal combustion engine.

[0659] In a 530th aspect according to any one of the preceding aspects from 502nd to 529th, the control unit (4), in the normal operating condition (350), is configured to normalize the accelerator pressure parameter (PressedAcc) with respect to a difference between a value representative of a maximum pressure of the accelerator pedal, optionally 1 or 100, and the minimum accelerator pressure threshold value (tempAccThr).

[0660] In a 531st aspect according to any one of the three preceding aspects, the normalized accelerator pressure parameter (PressedAcc) is calculated according to the following formula: measuredAcc — tempAccThr PressedAcc = - — - .

[0661] 100 — tempAccThr

[0662] In a 532nd aspect according to any one of the preceding aspects from 502nd to 530th determining said one or more simulated temperature values (overheatingTemp) includes determining an overheating speed parameter (overheatingSpeed) varying between:

[0663] - an adjustable minimum value (tempincMin), representative of an position of the accelerator pedal equal to a / the minimum accelerator pressure threshold (tempAccThr),

[0664] - an adjustable maximum value (tempi ncMax), greater than the minimum value (tempincMin) and representative of an position of the accelerator pedal pressed deeper than the minimum accelerator pressure threshold (tempAccThr).

[0665] In a 533rd aspect according to the preceding aspect, the maximum value (tempincMax) of the accelerator pedal is representative of an pressure of the accelerator pedal equal to or greater than 70% of a maximum travel of an accelerator pedal, optionally equal to 1 or 100. In a 534th aspect according to any one of the two preceding aspects, the control unit (4) is configured to determine the overheating speed parameter (overheatingSpeed) by interpolating, optionally linearly, between the minimum value (tempIncMin) and the maximum value (tempIncMax) of the accelerator pedal, using the accelerator pressure parameter (PressedAcc) as the interpolating factor.

[0666] In a 535th aspect according to any one of the preceding aspects from 502nd to 534th increasing said one or more simulated temperature values (overheatingTemp) includes increasing said one or more simulated temperature values (overheatingTemp) by an amount equal to a value of the overheating speed parameter (overheatingSpeed). In a 536th aspect according to any one of the preceding aspects from 502nd to 535th decreasing said one or more simulated temperature values (overheatingTemp) includes decreasing said one or more simulated temperature values (overheatingTemp) by an amount equal to a value of an adjustable control parameter (ControlPar), optionally constant.

[0667] In a 537th aspect according to any one of the preceding aspects from 502nd to 536th, the control unit (4), in the normal operating condition (350), is further configured to store a loading engine revolutions value (RpmCharge) representative of the value reached by the simulated engine revolutions (RpmFinal) when at least one of said one or more simulated temperature values (overheatingTemp) assumes a value equal to or greater than a / the overheating threshold temperature value (tempBackfireThr).

[0668] In a 538th aspect according to the preceding aspect, the control unit (4), in the overload condition (360), is configured to determine, depending on the loading engine revolutions value (RpmCharge), a / the backfire time (Backfireinterval) representative of a total duration of the backfire condition.

[0669] In a 539th aspect according to the preceding aspect, the backfire time (Backfireinterval) is directly proportional to the loading engine revolutions value (RpmCharge)

[0670] In a 540th aspect according to any one of the preceding aspects from 502nd to 539th, the control unit (4), in the overload condition (360), is configured to determine, as a function of the loading engine revolutions value (RpmCharge), a differential value of engine revolutions (ARpm), representative of a difference between the loading engine revolutions value (RpmCharge) and the overheating engine revolutions threshold value (RpmBackfireThr). In a 541st aspect according to any one of the preceding aspects from 502nd to 540th, the control unit (4), in the overload condition (360), is configured to normalize the differential engine revolutions value (ARpm) with respect to a difference between a speed limiter value (RpmLimiter) representative of a maximum number of engine revolutions achievable by the simulated internal combustion vehicle and the overheating engine revolutions threshold value (RpmBackfireThr).

[0671] In a 542nd aspect according to any one of the preceding aspects from 502nd to 541 st determining the backfire time (Backfirelnterval) includes interpolating, optionally linearly, between a minimum value (BackfirelntervalMin) and a maximum value (BackfirelntervalMax) of duration of the backfire condition, using the differential value of engine revolutions (ARpm) as the interpolating factor.

[0672] In a 543rd aspect according to any one of the preceding aspects from 502nd to 542nd the control unit (4), in the overload condition (360), is configured to command the backfire condition after determining the backfire time (Backfireinterval). In a 544th aspect according to any one of the preceding aspects from 502nd to 543rd, the control unit (4), in the overload condition (360), is configured to command the backfire condition if at least one of said one or more measured accelerator values (measuredAcc) is less than an adjustable overload accelerator threshold value (BackfireAccThr).

[0673] In a 545th aspect according to any one of the preceding aspects from 502nd to 544th the control unit (4), in the overload condition (360), is configured to command the backfire condition if the overload accelerator control value (BackfireAccThr) being greater than the minimum accelerator pressure threshold value (tempAccThr), optionally the overload accelerator threshold value (BackfireAccThr) being between the minimum throttle pressure threshold value (tempAccThr) and a value representing a maximum throttle pedal pressure of 1 or 100.

[0674] In a 546th aspect according to any one of the preceding aspects from 502nd to 545th, the control unit (4), in the overload condition (360), is configured to command the backfire condition if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the overheating engine revolutions threshold value (RpmBackfireThr).

[0675] In a 547th aspect according to any one of the preceding aspects from the 502nd to the 546th, the control unit (4), during the overload condition (360), is configured to command the normal operating condition (350) if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the overheating engine revolutions threshold value (RpmBackfireThr).

[0676] In a 548th aspect according to any one of the preceding aspects 502nd to 547th, the control unit (4), in the backfire condition, is configured to command the normal operating condition (350) after having spent, in the same backfire condition a time interval greater than a / the backfire time (Backfireinterval) of the backfire condition, and / or if at least one of said one or more measured accelerator values (measuredAcc) is equal to or greater than a / the adjustable overload accelerator threshold value (BackfireAccThr).

[0677] In a 549th aspect according to the preceding aspect, the overload accelerator threshold value (BackfireAccThr) being higher than the minimum accelerator pressure threshold value (tempAccThr), even more optionally the overload accelerator threshold value (BackfireAccThr) being between the minimum accelerator pressure threshold value (tempAccThr) and a value representing a maximum pressure of the accelerator pedal equal to 1 or 100.

[0678] In a 550th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from 502nd to 549th.

[0679] In a 551st aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0680] In a 552nd aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to output a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0681] In a 553rd aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), specifically said gear selector being a dummy gear selector, namely not connected to a control unit of the electric propulsion vehicle (100).

[0682] In a 554th aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a controller of the electric propulsion vehicle (100).

[0683] In a 555th aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to a controller of the vehicle to command the electric motor of the (104) of the vehicle.

[0684] In a 556th aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100), such as by a multiplicative coefficient.

[0685] In a 557th aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects from the 502nd to the 549th is provided.

[0686] In a 558th aspect, an emulator for simulating a gear shift in an electric propulsion vehicle is provided, comprising a control unit (4) configured for:

[0687] - receiving at least one performance signal (12) from an electric motor of the electric propulsion vehicle,

[0688] - determining one or more measured performance values based on the performance signal (12), wherein the emulator is configurable between:

[0689] - a normal operating condition in which the control unit (4) is configured for: o controlling the electric motor of the electric propulsion vehicle based on said one or more measured performance values, o determining, based on said one or more measured performance values, a pre-shift performance value (PerfBeforeGearSwitch),

[0690] - a gear shift condition wherein the control unit (4) is configured to perform a kick in upshift procedure and / or a kick in downshift procedure, each including: o a cutoff phase presenting the subphases of: determining a cutoff factor (cutoffFactor) being a multiplicative factor, optionally expressed as a percentage, which, when multiplied by the pre-shift performance value (PerfBeforeGearSwitch), causes a decrease of the same pre-shift performance value (PerfBeforeGearSwitch), controlling the electric motor of the electric propulsion vehicle via a cutoff control parameter (cutoffCommandPar) obtained as a function of the pre-shift performance value (PerfBeforeGearSwitch) and the decrement factor (cutoffFactor), o a boost phase presenting the subphases of: determining an increment factor (boostFactor) being a multiplicative factor, optionally expressed as a percentage, which, when multiplied by the pre-shift performance value (PerfBeforeGearSwitch), causes an increase of the same pre-shift performance value (PerfBeforeGearSwitch), controlling the electric motor of the electric propulsion vehicle by a boost command parameter (boostCommandPar) obtained as a function of the pre-shift performance value (PerfBeforeGearSwitch) and the increment factor (boostFactor). In a 559th aspect according to the preceding aspect, the decrement factor (cutoff Factor) is a percentage value of less than 100%, optionally between 20% and 70%.

[0691] In a 560th aspect according to any one of the preceding aspects from 558th to 559th, the increment factor (boostFactor) is a percentage value greater than 100%, optionally ranging from 120% to 170%.

[0692] In a 561st aspect according to any one of the preceding aspects from 558th to 560th, the decrement factor (cutoffFactor) is a value less than 1, optionally between 0.2 and 0.7.

[0693] In a 562nd aspect according to any one of the preceding aspects from 558th to 561st, the increment factor (boostFactor) is a value greater than 1 , optionally between 1 .2 and 1 .7.

[0694] In a 563rd aspect according to any one of the preceding aspects from 558th to 562nd, the ratio between the decrement factor (cutoffFactor) and the increment factor (boostFactor) is between 0.4 and 1.5.

[0695] In a 564th aspect according to any one of the preceding aspects from 558th to 563rd, the cutoff control parameter (cutoffCommandPar) has a constant value, which is less than said one or more measured performance values used to control the electric motor of the electric propulsion vehicle in the normal operating condition.

[0696] In a 565th aspect according to any one of the preceding aspects from 558th to 564th a ratio between the cutoff control parameter (cutoffCommandPar) and at least one of said one or more measured performance values used to control the electric motor of the electric propulsion vehicle in the normal operating condition is between 0.05 and 0.4, optionally between 0.1 and 0.3.

[0697] In a 566th aspect according to any of the preceding aspects from 558th to 565th, the boost command parameter (boostCommandPar) has a constant value greater than said one or more measured performance values used to command the electric motor of the electric propulsion vehicle in the normal operating condition.

[0698] In a 567th aspect according to any one of the preceding aspects from 558th to 566th a ratio between the boost command parameter (boostCommandPar) and at least one of said one or more measured performance values used to command the electric motor of the electric propulsion vehicle in the normal operating condition is between 1.05 and 1.4, optionally between 1.1 and 1.3.

[0699] In a 568th aspect according to any one of the preceding aspects from 558th to 567th the cutoff control parameter (cutoffCommandPar) is less than the boost command parameter (boostCommandPar).

[0700] In a 569th aspect according to any one of the preceding aspects from 558th to 568th a ratio between the cutoff control parameter (cutoffCommandPar) and the boost command parameter (boostCommandPar) is between 0.4 and 1.5.

[0701] In a 570th aspect according to any one of the preceding aspects from 558th to 569th, the performance signal (12) includes a vehicle speed signal (6) related to the speed of the electric propulsion vehicle to determine one or more values related to engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle.

[0702] In a 571st aspect according to any one of the preceding aspects from 558th to 570th, the performance signal (12) includes one or more accelerator signals (5) representative of a position of an accelerator of the electric propulsion vehicle. In a 572nd aspect according to any one of the preceding aspects from 558th to 571st, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor of the electric propulsion vehicle.

[0703] In a 573rd aspect according to any one of the preceding aspects from 558th to 572nd determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0704] In a 574th aspect according to any one of the preceding aspects from 558th to 573rd determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated internal combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and / or simulated gear inserted value (Gearlnserted). In a 575th aspect according to any one of the preceding aspects from 558th to 574th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5).

[0705] In a 576th aspect according to any one of the preceding aspects from 558th to 575th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) according to said one or more torque signals (70).

[0706] In a 577th aspect according to any one of the preceding aspects from 558th to 576th commanding the electric motor of the electric propulsion vehicle as a function of said one or more measured performance values includes calculating, at least as a function of said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0707] In a 578th aspect according to any one of the preceding aspects from 558th to 577th commanding the electric motor of the electric propulsion vehicle based on said one or more measured performance values includes calculating, at least based on the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle. In a 579th aspect according to any one of the preceding aspects from 558th to 578th commanding the electric motor of the electric propulsion vehicle based on said one or more measured performance values includes calculating, according to said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power values, one or more accelerator control values (AccOut) to command the electric motor of the electric propulsion vehicle.

[0708] In a 580th aspect according to any one of the preceding aspects from 558th to 579th commanding the electric motor of the electric propulsion vehicle based on said one or more measured performance values includes commanding the electric motor of the electric propulsion vehicle based on said one or more measured performance values (measuredTorque).

[0709] In a 581st aspect according to any one of the preceding aspects from 558th to 580th the cutoff control parameter (cutoffCommandIPar) is less than said one or more accelerator control values (AccOut) calculated in the normal operating condition. In a 582nd aspect according to any one of the preceding aspects from 558th to 581st, the cutoff control parameter (cutoffCommandIPar) is less than said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power calculated in the normal operating condition.

[0710] In a 583rd aspect according to any one of the preceding aspects from 558th to 582nd, the boost command parameter (boostCommandPar) is greater than said one or more accelerator control values (AccOut) calculated in the normal operating condition.

[0711] In a 584th aspect according to any one of the preceding aspects from 558th to 580th, the boost command parameter (boostCommandPar) is greater than said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power calculated in the normal operating condition.

[0712] In a 585th aspect according to any one of the preceding aspects from the 558th to the 584th commanding the electric motor of the electric propulsion vehicle via the cutoff control parameter (cutoffCommandPar) includes controlling said electric motor via a resistant torque value (resistantTorque) having a negative value.

[0713] In a 586th aspect according to the preceding aspect, the control unit (4) is configured to calculate a resistant torque value (resistantTorque) as a function of:

[0714] - said one or more measured accelerator values (measuredAcc), and / or

[0715] - said one or more simulated engine revolutions (RpmFinal), optionally obtained in the normal operating condition. In a 587th aspect according to any one of the two preceding aspects, the emulator also includes a memory (8) connected to the control unit (4) and including at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted).

[0716] In a 588th aspect according to the preceding aspect following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value is uniquely associated, wherein the resistant torque value (resistantTorque) corresponds to said requested simulated torque value (TorqueFinal) and / or requested simulated power when said one or more measured accelerator values (measuredAcc) are null.

[0717] In a 589th aspect according to any one of the preceding aspects from the 558th to the 588th determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted).

[0718] In a 590th aspect according to the preceding aspect from 558th to 589th said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted).

[0719] In a 591st aspect according to the preceding aspect, the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values. In a 592nd aspect according to any one of the three preceding aspects said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle are variable and comprised between a minimum null value and a configurable maximum value, optionally greater than four.

[0720] In a 593rd aspect according to any one of the four preceding aspects to each of said one or more simulated gear inserted values (Gearlnserted) corresponds a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0721] In a 594th aspect according to any one of the two preceding aspects determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0722] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0723] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0724] In a 595th aspect according to any one of the preceding aspects from 558th to 594th, the emulator includes a gear sensor (3) configured to generate one or more gear signals (3a) representative of the position of at least one gear shift selector (102) of the electric propulsion vehicle.

[0725] In a 596th aspect according to the preceding aspect determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) as a function of said one or more gear signals (3a) generated by the gear sensor (3).

[0726] In 597th aspect according to any one of the two preceding aspects said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0727] In a 598th aspect according to any one of the preceding aspects from 558th to 597th, the gear shift selector (102) is movable between an upper maximum travel position and a lower maximum travel position.

[0728] In a 599th aspect according to any one of the preceding aspects from 558th to 598th the gear shift selector (102) includes a first and second gear shift selector (102a, 102b), each being configured to be operated by a user.

[0729] In a 600th aspect according to any one of the preceding aspects from 558th to 599th, the control unit (4) is configured to receive the upper position signal when the gear shift selector (102) assumes the maximum upper travel position, optionally when the first gear shift selector (102a) is operated by a user.

[0730] In a 601st aspect according to any one of the preceding aspects from 558th to 600th, the control unit (4) is configured to receive the lower position signal when the gear shift selector (102) assumes the maximum lower range position, optionally when the second gear shift selector (102b) is operated by a user.

[0731] In a 602nd aspect according to any one of the seven preceding aspects, the gear sensor (3) is a potentiometer and the gear signal is an analog signal, such as a voltage signal, a function of the travel of the gear shift selector (102), said control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

[0732] In a 603rd aspect according to any one of the preceding aspects from 558th to 602nd the control unit (4), in the normal operating condition, is configured to generate one or more gear signals (3a) according to said one or more simulated engine revolutions (RpmFinal). In a 604th aspect according to any one of the preceding aspects from 558th to 603rd determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the control unit (4).

[0733] In a 605th aspect according to any one of the preceding aspects from 558th to 604th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said / any one or more measured acceleration value(s) (measuredAcc) is non-zero.

[0734] In a 606th aspect according to any one of the preceding aspects from 558th to 605th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmGearShiftUpThr), optionally comprised between 2500 rpm and 9000 rpm.

[0735] In a 607th aspect according to any one of the preceding aspects from 558th to 606th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally comprised between 500 rpm and 2000 rpm.

[0736] In a 608th aspect according to any one of the preceding aspects from 558th to 607th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0737] In a 609th aspect according to the preceding aspect, the control unit (4) is configured to receive the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than a / the upper gear shift threshold value (RpmGearShiftUpThr).

[0738] In a 610th aspect according to any one of the two preceding aspects, the control unit (4) is configured to receive the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than a / the lower gear shift threshold value (RpmGearShiftDownThr).

[0739] In a 611 th aspect according to any one of the preceding aspects from 558th to 61 Oth determining, optionally varying, the simulated gear inserted value (Gearlnserted) includes increasing or decreasing the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a).

[0740] In a 612th aspect according to any one of the preceding aspects from 558th to 611th, the control unit (4), in the normal operating condition, is configured to command the gear shift condition if the control unit itself receives at least one of said one or more gear signals (3a).

[0741] In a 613th aspect according to any one of the preceding aspects from the 558th to the 612th determining the simulated gear inserted value (Gearlnserted) includes increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the upper position signal by the control unit (4).

[0742] In a 614th aspect according to any one of the preceding aspects from the 558th to the 613th determining the simulated gear inserted value (Gearlnserted) includes decreasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the lower position signal by the control unit (4).

[0743] In a 615th aspect according to any one of the preceding aspects from 558th to 614th, the control unit (4), in the gear shift condition, is configured to perform the kick in upshift procedure if the same control unit (4), in the normal operating condition, has received the upper position signal. In a 616th aspect according to any one of the preceding aspects from 558th to 615th, the control unit (4), in the gear shift condition, is configured to perform the kick in downshift procedure if the same control unit (4), in the normal operating condition, has received the lower position signal.

[0744] In a 617th aspect according to any one the preceding aspects 558th to 616th, the control unit (4), in the normal operating condition, is configured to store a value of simulated engine revolutions preceding the gear shift (RpmBeforeGearSwitch) equal to the last calculated value of said one or more simulated engine revolutions (RpmFinal), optionally to the value of said one or more simulated revolutions relative to the simulated gear inserted (RpmGearOut), upon receipt or generation of at least one of said one or more gear signals (3a) by the control unit (4).

[0745] In a 617th aspect according to any one of the preceding aspects from 558th to 616th determining the pre-shift performance value (PerfBeforeGearSwitch) includes storing a pre-shift accelerator value (AccBeforeGearSwitch) equal to the last calculated value of said one or more measured accelerator values (measuredAcc) at the time of receipt or generation of at least one of said one or more gear signals (3a) by the control unit (4).

[0746] In a 618th aspect according to any one of the preceding aspects 558th to 617th determining the pre-shift performance value (PerfBeforeGearSwitch) includes storing a torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, equal to the last calculated value of said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power at the time of receiving at least one of said one or more gear signals (3a) from the control unit (4).

[0747] In a 619th aspect according to any one of the preceding aspects from 558th to 618th, the control unit (4) is configured to increase or decrease the simulated gear inserted value (Gearlnserted) by one unit subsequent to the step of storing the simulated engine revolutions value preceding the change (RpmBeforeGearSwitch).

[0748] In a 620th aspect according to any one of the three preceding aspects, the control unit (4) is configured to increase or decrease the simulated gear inserted value (Gearlnserted) by one unit subsequent to the step of storing the accelerator value before gear switch (AccBeforeGearSwitch).

[0749] In a 621st aspect according to any one of the preceding aspects from 558th to 620th, the control unit (4) is configured to increase or decrease the simulated gear inserted value (Gearlnserted) by one unit subsequent to the step of storing the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift.

[0750] In a 622nd aspect according to any one of the preceding aspects from 558th to 621st, the control unit (4), in the normal operating condition, is configured to determine, at least according to said one or more simulated engine revolutions values (RpmFinal), an upshift cutoff time (deltaCutOffllpshiftTime) optionally adjustable, representative of a total duration of the cutoff phase of the kick in upshift procedure.

[0751] In a 623rd aspect according to the preceding aspect, the upshift cutoff time (deltaCutOffllpshiftTime) is also a function of a speed limiter value (RpmLimiter) that is representative of the maximum engine revolutions value achievable by the simulated internal combustion vehicle.

[0752] In a 624th aspect according to the preceding aspect, the speed limiter value (RpmLimiter) is the same for each simulated gear inserted value (Gearlnserted).

[0753] In a 625th aspect according to any one of the three preceding aspects determining the upshift cutoff time interval (deltaCutOffllpshiftTime) includes determining an upshift cutoff transmission value (RpmRatioCutoffllpshift) representative of a ratio between the simulated engine revolutions value preceding the shift (RpmBeforeGearSwitch) and a / the speed limiter value (RpmLimiter).

[0754] In a 626th aspect according to the preceding aspect determining the upshift cutoff time (deltaCutOffUpshiftTime) includes interpolating, optionally linearly, between a minimum cutoff time (EngineCutoffUpshiftTimeMi n), optionally adjustable, and a maximum cutoff time (EngineCutoffUpshiftTimeMax), optionally adjustable, using the upshift cutoff transmission value (RpmRatioCutoffUpshift) as the interpolating factor.

[0755] In a 627th aspect according to any one of the five preceding aspects, the cutoff phase of the kick in upshift procedure involves controlling the electric motor of the electric propulsion vehicle via the cutoff control parameter (cutoffCommandPar) for a time interval equal to or less than the upshift cutoff time (deltaCutOffUpshiftTime).

[0756] In a 628th aspect according to any one of the six preceding aspects, the control unit (4), in the normal operating condition, is configured to perform the kick in upshift procedure subsequent to the step of determining the upshift cutoff time (deltaCutOffUpshiftTime).

[0757] In a 629th aspect according to any one of the preceding aspects from the 558th to the 628th, the kick in upshift procedure includes a step of determining, as a function of said one or more simulated engine revolutions values (RpmFinal) and optionally as a function of a / the speed limiter value (RpmLimiter), an upshift boost time (deltaBoostUpshiftTime), optionally adjustable, representative of a total duration of the boost phase of the kick in upshift procedure.

[0758] In a 630th aspect according to the preceding aspect, determining the upshift boost time (deltaBoostUpshiftTime) includes determining a transmission boost upshift value (RpmRatioBoostUpshift) representative of a ratio between the simulated engine revolutions value preceding the shift (RpmBeforeGearSwitch) and the speed limiter value (RpmLimiter).

[0759] In a 631st aspect according to the preceding aspect determining the upshift boost time (deltaBoostUpshiftTime) includes interpolating, optionally linearly, between a minimum boost time interval (EngineBoostUpshiftTimeMin), optionally adjustable, and a maximum boost time interval (EngineBoostUpshiftTimeMax), optionally adjustable, using the transmission boost value (RpmRatioBoostUpshift) as the interpolating factor.

[0760] In a 632nd aspect according to any one of the three preceding aspects, the upshift boost time (deltaBoostUpshiftTime) is greater than the upshift cutoff time (deltaCutoffUphistTime) calculated by the control unit (4) when the emulator is in the normal operating condition.

[0761] In a 633rd aspect according to any one of the four preceding aspects a ratio between upshift cutoff time (deltaCutOffUpshiftTime) and upshift boost time (deltaBoostUpshiftTime) is between 0.2 and 0.8, optionally between 0.35 and 0.65.

[0762] In a 634th aspect according to any one of the five preceding aspects, the boost phase of the kick in upshift procedure involves commanding the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar) for a time interval equal to or less than the upshift boost time (deltaBoostUpshiftTime).

[0763] In a 635th aspect according to any one of the six preceding aspects the kick in upshift procedure includes performing the boost phase subsequent to the step of calculating the upshift boost time (deltaBoostUpshiftTime). In a 636th aspect according to any one of the preceding aspects 558th to 635th the control unit (4), in the normal operating condition, is configured to determine, at least as a function of said one or more simulated engine revolutions values (RpmFinal) and optionally as a function of said one or more speed limiter values (RpmLimiter), a downshift boost time (deltaBoostDownshiftTime) optionally adjustable, representative of a total duration of the boost phase of the kick in downshift procedure.

[0764] In a 637th aspect according to the preceding aspect, the control unit (4) is configured to determine a transmission boost downshift value (RpmRatioBoostDownshift) subsequent to the step of decrementing the simulated gear inserted value (Gearlnserted) by one unit.

[0765] In a 638th aspect according to any one of the two preceding aspects determining the downshift boost time (deltaBoostDownshiftTime) includes determining a downshift boost transmission value (RpmRatioBoostDownshift) representative of a ratio between the simulated engine revolutions value (RpmFinal), optionally calculated subsequent to the reception or generation of the 3rd gear signal, and the speed limiter value (RpmLimiter).

[0766] In a 639th aspect according to any one of the three preceding aspects determining the downshift boost time (deltaBoostDownshiftTime) includes interpolating, optionally linearly, between a minimum boost time (EngineBoostDownshiftTimeMin) optionally adjustable, and a maximum downshift boost time (EngineBoostDownshiftTimeMax), optionally adjustable, using the downshift boost transmission value (RpmRatioBoostDownshift) as the interpolating factor.

[0767] In a 640th aspect according to any one of the four preceding aspects, the boost phase of the kick in downshift procedure involves commanding the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar) for a time interval equal to or less than the downshift boost time (deltaBoostDownshiftTime).

[0768] In a 641st aspect according to any one of the five preceding aspects, the control unit (4), in the normal operating condition, is configured to perform the kick in downshift procedure subsequent to the step of determining the downshift boost time (deltaBoostDownshiftTime).

[0769] In a 642nd aspect according to any one of the preceding aspects from 558th to 641st, the kick in downshift procedure includes a step of determining, according to said one or more simulated engine revolutions values (RpmFinal) and optionally a / the speed limiter value (RpmLimiter), a downshift cutoff time (deltaCutoffDownshiftTime) optionally adjustable, representative of a total duration of the cutoff phase of the kick in downshift procedure.

[0770] In a 643rd aspect according to any one of the preceding aspects from 558th to 642nd the control unit (4) is configured to determine a transmission cutoff downshift value (RpmRatioCutoffDownshift) subsequent to the step of decrementing the simulated gear inserted value (Gearlnserted) by one unit.

[0771] In a 644th aspect according to any one of the preceding aspects from 558th to 643rd determining the downshift cutoff time (deltaCutoffDownshiftTime) includes determining a / the downshift cutoff transmission value (RpmRatioCutoffDownshift) as a ratio between the simulated engine revolutions value (RpmFinal), optionally calculated subsequent to the receipt or generation of the 3rd gear signal, and the speed limiter value (RpmLimiter). In a 645th aspect according to any one of the two preceding aspects determining the climb cutoff time (deltaCutoffDownshiftTime) includes interpolating, optionally linearly, between a minimum climb cutoff time (EngineCutoffDownshiftTimeMin), optionally adjustable, and a maximum climb cutoff time (EngineCutoffTimeMax), optionally adjustable, using the climb cutoff transmission value (RpmRatioCutoffDownshift) as the interpolating factor.

[0772] In a 646th aspect according to any one of the four preceding aspects, the climb cutoff time (deltaCutoffDownshiftTime) is greater than the climb boost time (deltaBoostDownshiftTime) calculated by the control unit (4) when the emulator is in the normal operating condition.

[0773] In a 647th aspect according to any one of the five preceding aspects a ratio between the climb boost time (deltaBoostDownshiftTime) and the climb cutoff time (deltaCutoffDownshiftTime) is between 0.2 and 0.8, optionally between 0.35 and 0.65.

[0774] In a 648th aspect according to any one of the six preceding aspects, the kick in downshift procedure includes controlling the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar) for a time interval equal to or less than the downshift cutoff time (deltaCutoffDownshiftTime). In a 649th aspect according to any one of the preceding aspects from 558th to 648th the control unit (4), in the gear shift condition, is configured to perform either the kick in upshift procedure or the kick in downshift procedure, optionally the kick in upshift procedure and the kick in downshift procedure being mutually exclusive.

[0775] In a 650th aspect according to any one of the preceding aspects from 558th to 649th, the control unit (4), in the gear shift condition, is configured to command the normal operating condition at the end of the kick in upshift procedure, optionally at the end of the boost phase of the kick in upshift procedure.

[0776] In a 651st aspect according to any one of the preceding aspects from 558th to 650th, the control unit (4), in the gear shift condition, is configured to command the normal operating condition at the end of the kick in downshift procedure, optionally at the end of the cutoff phase of the kick in downshift procedure.

[0777] In a 652nd aspect according to any one of the preceding 558th to 651st aspects the kick in upshift procedure involves performing the cutoff phase and then the boost phase, and wherein the kick in downshift procedure involves performing the boost phase and then the cutoff phase.

[0778] In a 653rd aspect according to any one of the preceding aspects 558th to 652nd, the sub-step of determining the cutoff factor (cutoffFactor) is a function of the pre-shift performance value (PerfBeforeGearSwitch).

[0779] In a 654th aspect according to any one of the 558th through 653rd aspects determine the cutoff factor (cutoffFactor) further includes interpolating, optionally linearly, between an optionally adjustable minimum cutoff factor value (EngineCutoffMin) and a maximum cutoff factor value (EngineCutoffMax) optionally adjustable, using the pre-shift performance value (PerfBeforeGearSwitch) as the interpolating factor.

[0780] In a 655th aspect according to any one of the aspects 558th to 654th when the pre-shift performance value (PerfBeforeGearSwitch) corresponds to the accelerator value before gear switch (AccBeforeGearSwitch), the step of determining the decrement factor (cutoffFactor) includes normalizing the accelerator value before gear switch (AccBeforeGearSwitch) against a maximum accelerator pedal travel value, optionally equal to 1 or 100.

[0781] In a 556th aspect according to any one of the preceding aspects from 558th to 655th the normalized accelerator value before gear switch (AccBeforeGearSwitch) is between a minimum value of 0 and a maximum value of 1 . In a 657th aspect according to the preceding aspect normalize the accelerator value before gear switch (AccBeforeGearSwitch) includes dividing the same accelerator value before gear switch (AccBeforeGearSwitch) by the maximum travel value of the accelerator pedal.

[0782] In a 658th aspect according to any one of the three preceding aspects determining the decrement factor (cutoffFactor) further includes interpolating, optionally linearly, between the minimum value of the decrement factor (EngineCutoffMin), optionally adjustable, and the maximum value of the decrement factor (EngineCutoff Max), optionally adjustable, using the normalized accelerator value before gear switch (AccBeforeGearSwitch) as the interpolating factor.

[0783] I n a 659th aspect according to any one of the preceding aspects from 558th to 658th when the pre-shift performance value (PerfBeforeGearSwitch) matches the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, the step of determining the cutoff factor (cutoffFactor) includes normalizing the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift against a maximum torque value (TorqueMax) and / or maximum power that can be delivered by the simulated internal combustion engine.

[0784] In a 660th aspect according to any one of the preceding aspects from 558th to 659th, the normalized torque value before gear shift (TorqueBeforeGearSwitch) is between a minimum value of 0 and a maximum value of 1 .

[0785] In a 661st aspect according to the preceding aspect, normalizing the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift includes dividing the same torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift by the maximum torque value (TorqueMax) and / or maximum power that can be delivered by the simulated internal combustion engine.

[0786] In a 662nd aspect according to any one of the preceding aspects from 558th to 661st determining the cutoff factor (cutoffFactor) further includes interpolating between the minimum cutoff factor value (EngineCutoffMin), optionally adjustable, and the maximum cutoff factor value (EngineCutoffMax), optionally adjustable, using the normalized torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift as the interpolating factor In a 663rd aspect according to any one of the preceding aspects from 558th to 662nd, the substep of commanding the electric motor of the electric propulsion vehicle by the cutoff control parameter (cutoffCommandPar), involves commanding said electric motor by the product of the pre-shift performance value (PerfBeforeGearSwitch) with the decrement factor (cutoffFactor).

[0787] In a 664th aspect according to any one of the preceding aspects from 558th to 663rd said electric motor being controlled by the product of the accelerator value before gear switch (AccBeforeGearSwitch) with the arithmetic completion of the decrement factor (cutoffFactor) with respect to a unitary value.

[0788] In a 665th aspect according to any one of the preceding aspects from 558th to 664th said electric motor being controlled by the product of the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift with the arithmetic completion of the decrement factor (cutoffFactor) with respect to a unitary value.

[0789] I n a 666th aspect according to any one of the preceding aspects from 558th to 665th when the pre-shift performance value (PerfBeforeGearSwitch) corresponds to the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, the subphase of commanding the electric motor of the electric propulsion vehicle of the cutoff phase involves commanding said electric motor by a negative requested simulated torque value (TorqueFinal) and / or requested simulated power. In a 667th aspect according to any one of the preceding aspects from 558th to 666th determining increment factor (boostFactor) is a function of the pre-shift performance value (PerfBeforeGearSwitch).

[0790] In a 668th aspect according to any one of the preceding aspects from 558th to 667th determining the increment factor (boostFactor) further includes interpolating, optionally linearly, between a minimum value of the increment factor (EngineBoostMin) optionally adjustable, and a maximum value of the increment factor (EngineBoostMax) optionally adjustable, using the pre-shift performance value (PerfBeforeGearSwitch) as the interpolating factor.

[0791] In a 669th aspect according to any one of the previous aspects from 558th to 668th when the pre-shift performance value (PerfBeforeGearSwitch) matches the accelerator value before gear switch (AccBeforeGearSwitch), the step of determining the increment factor (boostFactor) includes normalizing the accelerator value before gear switch (AccBeforeGearSwitch) against a maximum accelerator pedal travel value, optionally equal to 1 or 100.

[0792] In a 670th aspect according to any one of the preceding aspects from 558th to 669th, the normalized accelerator value before gear switch (AccBeforeGearSwitch) is between a minimum value of 0 and a maximum value of 1 .

[0793] In a 671st aspect according to any one of the preceding aspects from the 558th to the 670th normalizing the accelerator value before gear switch (AccBeforeGearSwitch) includes dividing the same accelerator value before gear switch (AccBeforeGearSwitch) by the maximum accelerator pedal travel value.

[0794] In a 672nd aspect according to any one of the preceding aspects from 558th to 671st determining the increment factor (boostFactor) further includes interpolating between the minimum value of the increment factor (EngineBoostMin), optionally adjustable, and the maximum value of the increment factor (EngineBoostMax), optionally adjustable, using the normalized accelerator value before gear switch (AccBeforeGearSwitch) as the interpolating factor.

[0795] In a 673rd aspect according to any one of the preceding aspects from 558th to 672nd when the pre-shift performance value (PerfBeforeGearSwitch) matches the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, the step of determining the increment factor (boostFactor) includes normalizing the torque value before gearshift (TorqueBeforeGearSwitch) and / or power before gear shift to a maximum torque value (TorqueMax) and / or maximum power that can be delivered by the simulated internal combustion engine.

[0796] In a 674th aspect according to any one of the preceding aspects from 558th to 673rd, the normalized torque value before gear shift (TorqueBeforeGearSwitch) is between a minimum value of 0 and a maximum value of 1 .

[0797] In a 675th aspect according to any one of the preceding aspects from the 558th to the 674th normalize the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift includes dividing the same torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift by the maximum torque value (TorqueMax) and / or maximum power that can be delivered by the simulated internal combustion engine.

[0798] In a 676th aspect according to any one of the preceding aspects from 558th to 675th determining the increment factor (boostFactor) further includes interpolating between the minimum increment factor value (EngineBoostMin), optionally adjustable, and the maximum increment factor value (EngineBoostMax), optionally adjustable, using the normalized torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift as the interpolating factor.

[0799] In a 677th aspect according to any one of the preceding aspects from 558th to 676th, the substep of commanding the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar), involves commanding said electric motor via the product of the pre-shift performance value (PerfBeforeGearSwitch) with the increment factor (boostFactor).

[0800] In a 678th aspect according to any one of the preceding aspects from the 558th to the 677th said electric motor being controlled by the product of the accelerator value before gear shift (AccBeforeGearSwitch) with a decrement factor value (cutoffFactor) incremented by one unitary value, or by the product of the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift with an increment factor value (boostFactor) incremented by one unit.

[0801] In a 679th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from 558th to 678th.

[0802] In a 680th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine.

[0803] In a 681st aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to emit a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to an electric propulsion vehicle control unit (100).

[0804] In a 682nd aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), specifically said gear selector being a dummy gear selector, namely not connected to a control unit of the electric propulsion vehicle (100)

[0805] In a 683rd aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a controller of the electric propulsion vehicle (100).

[0806] In a 684th aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to the controller of the vehicle to command the electric motor (104) of the vehicle.

[0807] In a 685th aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100), such as by a multiplicative coefficient.

[0808] In a 686th aspect there is a procedure for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects 558th through 678th.

[0809] In a 687th aspect, an emulator for simulating an engine brake in an electric propulsion vehicle is provided, including a control unit (4) configured for:

[0810] - receiving at least one performance signal (12) from an electric motor (104) of the electric propulsion vehicle (100),

[0811] - determining one or more measured performance values as a function of the performance signal (12), wherein the emulator is configurable between: - a normal operating condition in which the control unit (4) is configured for: o controlling the electric motor of the electric propulsion vehicle based on said one or more measured performance values,

[0812] - a regenerative braking condition in which the control unit (4) is configured to determine or retrieve from a memory (8) of the control unit (4), one or more resistant torque values (resistantTorque) as a function of at least one of said one or more measured performance values, wherein said one or more resistant torque values (resistantTorque) are negative.

[0813] In a 688th aspect according to the preceding aspect, the control unit, in the regenerative braking condition, is configured to determine, or retrieve from the memory (8) of the control unit (4), one or more electric motor resistant torque values (torqueRgn) as a function of at least one of said one or more measured performance values.

[0814] In a 689th aspect according to the preceding aspect said one or more values of electric motor resistant torque (torqueRgn) are negative and representative of a resistant torque actually deliverable by the electric motor (104) of the electric propulsion vehicle (100).

[0815] In a 690th aspect according to any one of the three preceding aspects, the control unit, in the regenerative braking condition, is configured to control the electric motor of the electric propulsion vehicle according to said one or more resistant torque values (resistantTorque) and / or said one or more resistant torque values (torqueRgn) of the electric motor.

[0816] In a 691st aspect according to any one of the preceding aspects from 687th to 690th, the performance signal (12) shall include a vehicle speed signal (6) related to the speed of the electric propulsion vehicle to determine one or more values related to engine revolutions (RpmExt) of the engine revolutions of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle.

[0817] In a 692nd aspect according to any one of the preceding aspects from 687th to 691st, the performance signal (12) includes one or more accelerator signals (5) representative of an accelerator position of the electric propulsion vehicle.

[0818] In a 693rd aspect according to any one of the preceding aspects from 687th to 692nd, the performance signal (12) includes one or more torque signals (70) representative of a torque and / or power output from the electric motor of the electric propulsion vehicle.

[0819] In a 694th aspect according to any one of the preceding aspects from 687th to 693rd determining one or more measured performance values includes determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle.

[0820] In a 695th aspect according to any one of the preceding aspects from 687th to 694th determining one or more measured performance values includes determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated internal combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and / or simulated gear inserted value (Gearlnserted). In a 696th aspect according to any one of the preceding aspects from 687th to 695th determining one or more measured performance values includes determining one or more measured accelerator values (measuredAcc) according to said one or more accelerator signals (5). In a 697th aspect according to any one of the preceding aspects from 687th to 696th determining one or more measured performance values includes determining one or more measured performance values (measuredTorque) according to said one or more torque signals (70).

[0821] In a 698th aspect according to any one of the preceding aspects from 687th to 697th commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values includes calculating, at least according to said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0822] In a 699th aspect according to any one of the preceding aspects from 687th to 698th commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values includes calculating, at least according to the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to command the electric motor of the electric propulsion vehicle.

[0823] In a 700th aspect according to any one of the preceding aspects from 687th to 699th commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values includes calculating, according to said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power values, one or more accelerator control values (AccOut) to command the electric motor of the electric propulsion vehicle.

[0824] In a 701st aspect according to any one of the preceding aspects from 687th to 700th commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values includes commanding the electric motor of the electric propulsion vehicle according to said one or more measured performance values (measuredTorque).

[0825] In a 702nd aspect according to any one of the preceding aspects from 687th to 701st, the control unit (4), in the normal operating condition, is configured to command the regenerative braking condition of the emulator if at least one of said one or more measured accelerator values (measuredAcc) is zero.

[0826] In a 702nd aspect according to any one of the preceding aspects from 687th to 701st, the control unit (4), in the regenerative braking condition, is configured to command the normal operating condition of the emulator if at least one of said one or more measured accelerator values (measuredAcc) is non-zero, optionally positive.

[0827] In a 703rd aspect according to any one of the preceding aspects from 687th to 702nd the memory (8) is connected to the control unit (4) and including at least one simulated torque map (TorqueMap) and / or simulated power, optionally for each of said simulated gear inserted values (Gearlnserted), adjustable by a user.

[0828] In a 704th aspect according to the preceding aspect determining, or retrieving from a memory unit of the control unit (4), said one or more resistant torque values (resistantTorque) comprises calculating, using the simulated torque map (TorqueMap) and / or simulated power optionally relative to the simulated gear inserted, uniquely associated with an input of the simulated torque map (TorqueMap) function of a null value of said one or more measured accelerator values (measuredAcc) and an input of the simulated torque map (TorqueMap) function of said one or more simulated engine revolutions values (RpmFinal). In a 705th aspect according to any one of the preceding aspects from 687th to 704th, the control unit (4), in the regenerative braking condition, is configured to compare said one or more engine revolutions values (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) with a threshold engine revolutions value (RgnRpmExtThr), optionally comprised between 1500rpm and 7000rpm.

[0829] In a 706th aspect according to the preceding aspect, the control unit (4), in the regenerative braking condition, is configured to determine, or retrieve from a memory unit of the control unit (4), said one or more resistant torque values (resistantTorque) using the simulated torque map (TorqueMap) if at least one of said one or more engine revolutions values (RpmExt) is greater than or equal to the threshold engine revolutions value (RgnRpmExtThr).

[0830] In a 707th aspect according to any one of the two preceding aspects, the control unit (4), in the regenerative braking condition, is configured to assign to said one or more resistant torque values (resistantTorque) a maximum resistant torque value (resistantTorqueMax) optionally adjustable, between 5N and 600N, if at least one of said one or more engine revolutions values (RpmExt) is less than the threshold engine revolutions value (RgnRpmExtThr). In a 708th aspect according to the preceding aspect, the maximum resistant torque value (resistantTorqueMax) is representative of a maximum resistant torque deliverable by the electric motor (104) of the vehicle (100).

[0831] In a 709th aspect according to any one of the preceding aspects from 687th to 708th the emulator includes a plurality of simulated torque maps (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted).

[0832] In a 710th aspect according to the preceding aspect following an input, function of said one or more simulated engine revolutions values (RpmFinal) and a null value of said one or more measured accelerator values (measuredAcc), the value of resistant torque (resistantTorque) relative to the simulated gear inserted (Gearlnserted) is uniquely associated.

[0833] In a 711th aspect according to any one of the two preceding aspects a / each simulated torque map (TorqueMap) has resistant torque values (resistantTorque) adjustable by a user.

[0834] In a 712th aspect according to any one of the preceding aspects from 687th to 711th two or more resistant torque values (resistantTorque) are decreasing, optionally linearly, with the increase of said one or more simulated engine revolutions values (RpmFinal).

[0835] In a 713th aspect according to any one of the preceding aspects from the 687th to the 712th commanding the electric motor (104) of the electric propulsion vehicle (100) includes controlling said electric motor (104) directly through said one or more resistant torque values (resistantTorque).

[0836] In a 714th aspect according to any one of the preceding aspects from 687th to 713th, the control unit (4) is configured to determine said one or more resistant torque values (torqueRgn) of the electric motor as a function of said one or more values related to engine revolutions (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100).

[0837] In a 715th aspect according to any one of the preceding aspects from 687th to 714th the memory (8) is connected to the control unit (4) and includes at least one accelerator curve (RgnBreakeoutCurve), optionally for each of said simulated gear inserted values (Gearlnserted), adjustable by a user.

[0838] In a 716th aspect according to the preceding aspect determining or retrieving from a memory unit of the control unit (4), said one or more resistant torque values (torqueRgn) of the electric motor includes calculating, using the accelerator curve (RgnBreakeoutCurve), the value of electric motor resistant torque (torqueRgn) uniquely associated with an input of the accelerator curve (RgnBreakeoutCurve) function of said one or more values related to engine revolutions (RpmExt).

[0839] In a 717th aspect according to any one of the two preceding aspects, the electric motor resistant torque value (torqueRgn) obtained from the accelerator curve (RgnBreakeoutCurve) represents a value of torque actually deliverable by the electric motor (104) at such engine revolutions (RpmExt).

[0840] In a 718th aspect according to any one of the three preceding aspects each resistant torque values (torqueRgn) of the electric motor of the accelerator curve (RgnBreakeoutCurve) is negative.

[0841] In a 719th aspect according to any one of the four preceding aspects the accelerator curve (RgnBreakeoutCurve) is adjustable by a user.

[0842] In a 720th aspect according to any one of the preceding aspects from 687th to 719th, the control unit (4), in the regenerative braking condition, is configured to compare said one or more engine revolutions (RpmExt) values of the electric motor (104) of the electric propulsion vehicle (100) with a threshold engine revolutions value (RgnRpmExtThr), optionally between 1500rpm and 6000rpm.

[0843] In a 721st aspect according to the preceding aspect, the control unit (4), in the regenerative braking condition, is configured to determine, or retrieve from a memory unit of the control unit (4), said one or more resistant torque values (torqueRgn) of the electric motors using the accelerator curve (RgnBreakeoutCurve) if at least one of said one or more engine revolutions (RpmExt) values is greater than or equal to the threshold engine revolutions value (RgnRpmExtThr).

[0844] In a 722nd aspect according to any one of the preceding aspects from 687th to 721st, the emulator includes a plurality of accelerator curves (RgnBreakeoutCurves) for each of said simulated gear inserted values (Gearlnserted).

[0845] In a 723rd aspect according to any one of the preceding aspects from 687th to 722nd following an input, function of said one or more values related to engine revolutions (RpmExt), the resistant torque value (torqueRgn) of the electric motor relative to the simulated gear inserted (Gearlnserted) is uniquely associated with.

[0846] In a 724th aspect according to any one of the preceding aspects from 687th to 723rd commanding the electric motor (104) of the electric propulsion vehicle (100) includes:

[0847] - determining one or more accelerator control values (AccOut) as a function of said one or more resistant torque values (resistantTorque) and said one or more electric motor resistant torque values (torqueRgn),

[0848] - controlling the electric motor (104) by means of one or more accelerator control values (AccOut).

[0849] In a 725th aspect according to any one of the preceding aspects from 687th to 724th said one or more accelerator control values (AccOut) are variable between a first adjustable regenerative braking excursion value (RgnMin), representative of a fully released position of a / the accelerator pedal (103) and a second adjustable regenerative braking excursion value (RgnMax).

[0850] In a 726th aspect according to the preceding aspect, the second regenerative braking excursion value (RgnMax) is less than 20%, optionally between 5% and 10%, of a maximum accelerator control value of said one or more accelerator control values (AccOut), optionally equal to 100, identifying a position of the accelerator pedal (103) fully actuated. In a 727th aspect according to any one of the preceding aspects from 687th to 726th determining said one or more accelerator control values (AccOut) includes determining a torque coefficient (rgnRTorque) as the ratio between the resistant torque value (resistantTorque) obtained from the torque map (TorqueMap) and the electric motor resistant torque value (torqueRgn) obtained from the accelerator curve (RgnBreakeoutCurve).

[0851] In a 728th aspect according to the preceding aspect determining said one or more accelerator control values (AccOut) includes interpolating, optionally linearly, between the first regenerative braking excursion value (RgnMin) and the second regenerative braking excursion value (RgnMax) using the torque coefficient (rgnRTorque) as the interpolating factor.

[0852] In a 729th aspect according to any one of the preceding aspects from 687th to 728th the control unit (4), in the regenerative braking condition, is configured for:

[0853] - comparing said one or more engine revolutions values (RpmExt) of the electric motor (104) of the electric propulsion vehicle (100) with a threshold engine revolutions value (RgnRpmExtThr), optionally between 1500rpm and 6000rpm,

[0854] - assigning to said one or more accelerator control values (AccOut) the first regenerative braking excursion value (RgnMin), if at least one of said one or more engine revolutions values (RpmExt) is less than the threshold engine revolutions value (RgnRpmExtThr).

[0855] In a 730th aspect according to any one of the preceding aspects from 687th to 729th, the emulator also includes a memory (8) connected to the control unit (4) and including at least one simulated torque map (TorqueMap) and / or simulated power for each of said simulated gear inserted values (Gearlnserted), wherein following an input, function of said one or more measured accelerator values (measuredAcc) and an input, function of said one or more simulated engine revolutions values (RpmFinal), a requested simulated torque value (TorqueFinal) and / or requested simulated power relative to the simulated gear inserted value is uniquely associated

[0856] In a 731st aspect according to any one of the preceding aspects from 687th to 730th determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted).

[0857] In a 732nd aspect according to the preceding aspect said one or more values of simulated revolutions relative to the simulated gear inserted value (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c) function of the simulated gear inserted value (Gearlnserted).

[0858] In a 733rd aspect according to the preceding aspect, the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values.

[0859] In a 734th aspect according to any one of the three preceding aspects said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle are variable and between a minimum null value and a configurable maximum value, optionally greater than four. In a 735th aspect according to any one of the four preceding aspects to each of said one or more simulated gear inserted values (Gearlnserted) corresponds a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0860] In a 736th aspect according to any one of the two preceding aspects determining said one or more simulated gear inserted values (Gearlnserted) includes:

[0861] - varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,

[0862] - selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c).

[0863] In a 737th aspect according to any one of the preceding aspects from 687th to 736th, the emulator includes a gear sensor (3) configured to generate one or more gear signals (3a) representative of the position of at least one gear shift selector (102) of the electric propulsion vehicle, wherein determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the gear sensor (3).

[0864] In a 738th aspect according to any one of the preceding aspects from 687th to 737th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0865] In a 739th aspect according to any one of the preceding aspects from 687th to 738th, the gear shift selector (102) is movable between an upper maximum travel position and a lower maximum travel position.

[0866] In a 740th aspect according to any one of the preceding aspects from 687th to 739th, the gear shift selector (102) includes a first and a second gear shift selector (102a, 102b), each being configured to be operated by a user.

[0867] In a 741st aspect according to any one of the preceding aspects from 687th to 740th, the control unit (4) is configured to receive the upper position signal when the gear shift selector (102) assumes the maximum upper travel position, optionally when the first gear shift selector (102a) is operated by a user.

[0868] In a 742nd aspect according to any one of the preceding aspects from 687th to 741st, the control unit (4) is configured to receive the lower position signal when the gear shift selector (102) assumes the maximum lower range position, optionally when the second gear shift selector (102b) is operated by a user.

[0869] In a 743rd aspect according to any one of the preceding aspects from 687th to 742nd, the gear sensor (3) is a potentiometer and the gear signal is an analog signal, such as a voltage signal, a function of the travel of the gear shift selector (102), said control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

[0870] In a 744th aspect according to any one of the preceding aspects from 687th to 743rd, the control unit (4), in the normal operating condition, is configured to generate one or more gear signals (3a) according to said one or more simulated engine revolutions (RpmFinal).

[0871] In a 745th aspect according to any one of the preceding aspects from 687th to 744th determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the control unit (4). In a 746th aspect according to any one of the preceding aspects from 687th to 745th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said / one or more measured acceleration values (measuredAcc) is non-zero.

[0872] In a 747th aspect according to any one of the preceding aspects from 687th to 746th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmGearShiftUpThr), optionally between 2500 rpm and 9000 rpm.

[0873] In a 748th aspect according to any one of the preceding aspects from 687th to 747th, the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally between 500 rpm and 2000 rpm.

[0874] In a 749th aspect according to any one of the preceding aspects from 687th to 748th said one or more gear signals (3a) include an upper position signal and a lower position signal.

[0875] In a 750th aspect according to any one of the preceding aspects from 687th to 749th, the control unit (4) is configured to receive the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than a / the upper gear shift threshold value (RpmGearShiftUpThr).

[0876] In a 751st aspect according to any one of the preceding aspects from 687th to 750th, the control unit (4) is configured to receive the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than a / the lower gear shift threshold value (RpmGearShiftDownThr).

[0877] In a 752nd aspect according to any one of the preceding aspects from 687th to 751st determining, optionally vary, the simulated gear inserted value (Gearlnserted) includes increasing or decreasing the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a).

[0878] In a 753rd aspect according to any one of the preceding aspects from 687th to 752nd, the control unit (4), in the normal operating condition, is configured to command the gear shift condition if the control unit itself receives at least one of said one or more gear signals (3a).

[0879] In a 754th aspect according to any one of the preceding aspects from 687th to 753rd determining the simulated gear inserted value (Gearlnserted) includes increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the upper position signal by the control unit (4).

[0880] In a 755th aspect according to any one of the preceding aspects from 687th to 754th determining the simulated gear inserted value (Gearlnserted) includes decrementing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the lower position signal by the control unit (4).

[0881] In a 756th aspect an electric propulsion vehicle (100), particularly automobile, is provided comprising an emulator according to any one of the preceding aspects from the 687th to the 755th.

[0882] In a 757th aspect according to the preceding aspect, the vehicle includes an electric propulsion motor (104) mechanically connected to one or more wheels of the vehicle itself, wherein the vehicle is devoid of a transmission interposed between the electric propulsion motor (104) and said one or more wheels, said vehicle being further devoid of further propulsion systems, optionally the vehicle being devoid of an internal combustion engine. In a 758th aspect according to any one of the two preceding aspects, the vehicle includes a clutch equipped with a clutch sensor (2) configured to output a clutch signal relative to the clutch position of the electric propulsion vehicle (100), in particular said clutch being a dummy clutch, namely not connected to a control unit of the electric propulsion vehicle (100).

[0883] In a 759th aspect according to any one of the three preceding aspects, the vehicle includes a gear selector equipped with a gear sensor (3) configured to emit a gear signal relative to the position of the gear selector of the electric propulsion vehicle (100), specifically said gear selector being a dummy gear selector, namely not connected to a control unit of the electric propulsion vehicle (100).

[0884] In a 760th aspect according to any one of the four preceding aspects, the emulator is interposed between an accelerator of the electric propulsion vehicle (100) and a controller of the electric propulsion vehicle (100).

[0885] In a 761 st aspect according to any one of the five preceding aspects, the control unit (4) of the emulator is connected to the controller of the vehicle to control the electric motor (104) of the vehicle.

[0886] In a 762nd aspect according to any one of the six preceding aspects, the emulator is connected to ABS sensors and / or a vehicle tachometer to determine the vehicle speed and / or the relative engine revolutions (RpmExt) value (RpmExt) of the electric propulsion vehicle (104) of the electric propulsion vehicle (100), for example, by a multiplicative coefficient.

[0887] In a 763rd aspect a process for controlling an electric vehicle that performs the steps performed by an emulator according to any one of the preceding aspects from the 687th to the 755th is provided.

[0888] BRIEF DESCRIPTION OF THE DRAWINGS

[0889] Some embodiments and aspects of the invention will be described below with reference to the accompanying figures, provided for illustrative purposes only and therefore not limiting wherein:

[0890] - Figure 1 is a schematic side view of an electric vehicle equipped with a performance and sound emulator,

[0891] - Figure 1A is a schematic view of the passenger compartment of the electric vehicle equipped with the emulator,

[0892] - Figure 2 shows the architecture of an emulator according to the following description,

[0893] - Figures 3A, 3B, and 3C are illustrative examples of a display for representing information related to the emulator and the electric vehicle,

[0894] - Figure 4 shows a management module of a clutch signal,

[0895] - Figure 5 shows a management module of a gear selector,

[0896] - Figure 6 is a block diagram illustrating the modes and options for setting up the emulator,

[0897] - Figure 7 shows a management module of an accelerator signal,

[0898] - Figure 7A illustrates a flow chart for calculating the simulated engine speed value,

[0899] - Figure 7B is a flow chart illustrating a module for calculating a simulated torque value related to the engaged simulated gear and for calculating the accelerator control signal,

[0900] - Figure 8 is a block diagram of an automatic shifting function executed by the emulator in accordance with the present disclosure,

[0901] - Figure 9 is a block diagram of a normal operating condition of the automatic shifting function of Figure 8, - Figure 10A is a block diagram of a gear shift signal generation phase executed in the normal operating condition of Figure 9,

[0902] - Figure 10B is a block diagram of a phase for determining a lower gear shift threshold executed in the normal operating condition of Figure 9,

[0903] - Figure 10C is a block diagram of a phase for determining an upper gear shift threshold executed in the normal operating condition of Figure 9,

[0904] - Figure 11 is a block diagram of a gear shift condition of the automatic shifting function of Figure 8,

[0905] - Figure 12A shows graphs relating to the trend of simulated engine speed values and measured accelerator values as a function of time,

[0906] - Figure 12B shows a graph relating to a variant of the trend of simulated engine speed values as a function of time,

[0907] - Figure 13 is a block diagram of a variant of a normal operating condition of the automatic shifting function of Figure 8,

[0908] - Figure 14 is a block diagram of a phase for determining operational states or phases of the accelerator executed in the normal operating condition of Figure 13,

[0909] - Figure 15 is a block diagram of a phase for generating gear shift signals executed in the normal operating condition of Figure 13,

[0910] - Figure 16 is a block diagram of a variant of a phase for generating gear shift signals executed in the normal operating condition of Figure 13,

[0911] - Figure 17 is a block diagram of a combined shifting function executed by the emulator in accordance with the present disclosure,

[0912] - Figure 18 is a block diagram of an automatic shift condition of the combined shifting function of Figure 17,

[0913] - Figure 19 is a block diagram of a phase for generating the automatic gear shift signal executed in the automatic shift condition of Figure 18,

[0914] - Figure 20 is a block diagram of a manual shift condition of the combined shifting function of Figure 17,

[0915] - Figures 21 A and 21 B are variants of a phase for changing the values of the engaged simulated gear executed in the manual shift condition of Figure 20,

[0916] - Figure 22A is a block diagram of an under gear condition executed in the manual shift condition of Figure 20,

[0917] - Figure 22B is a block diagram of a phase for determining operational states or phases of the accelerator executed in the under gear condition of Figure 22A,

[0918] - Figure 23 shows graphs relating to the trend of simulated engine speed values and measured accelerator values as a function of time during the under gear condition,

[0919] - Figure 24 is a block diagram of a force downshift condition of the combined shifting function of Figure 17,

[0920] - Figure 25 is a block diagram of an initial condition of the combined shifting function of Figure 17,

[0921] - Figure 26 is a block diagram of an over gear condition executed in the manual shift condition of Figure 20,

[0922] - Figure 27 is a block diagram of a neutral condition of the combined shifting function of Figure 17,

[0923] - Figure 28 shows graphs relating to the trend of simulated engine speed values and measured accelerator values as a function of time during the over gear condition, - Figure 29 is a block diagram of a clutch management function executed by the emulator in accordance with the present disclosure,

[0924] - Figure 30 is a block diagram of a deactivation condition of the clutch management function of Figure 29,

[0925] - Figure 31 is a block diagram of a linear clutch release procedure,

[0926] - Figure 32 is a block diagram of an optimal engine point calculation procedure,

[0927] - Figure 33 is a block diagram of a dynamic clutch release procedure,

[0928] - Figure 34 is a block diagram of a normal operating condition of the clutch management function of Figure 29,

[0929] - Figure 35 is a block diagram of an engine lifecycle function executed by the emulator in accordance with the present disclosure,

[0930] - Figure 35A is a block diagram of a deactivation procedure for the engine lifecycle function of Figure 35,

[0931] - Figure 36 is a block diagram of a start-up procedure for the engine lifecycle function of Figure 35,

[0932] - Figure 37 shows a start-up curve executed by the emulator during the start-up procedure of Figure 36,

[0933] - Figure 38 is a block diagram of a normal operating condition of the engine lifecycle function of Figure 35,

[0934] - Figure 39 is a block diagram of a shutdown procedure for the engine lifecycle function of Figure 35,

[0935] - Figure 40 shows a shutdown curve executed by the ...

Claims

CLAIMS1. Emulator for simulating a gear shift in an electric propulsion vehicle including a the control unit (4) configured for:- receiving at least one performance signal (12) from an electric motor of the electric propulsion vehicle,- determining one or more measured performance values based on the performance signal (12), wherein the emulator is configurable between:- a normal operating condition wherein the control unit (4) is configured for: o controlling the electric motor of the electric propulsion vehicle based on said one or more measured performance values, o determining, based on said one or more measured performance values, a pre-shift performance value (PerfBeforeGearSwitch),- a gear shift condition wherein the control unit (4) is configured to perform a kick in upshift procedure and / or a kick in downshift procedure, each including: o a cutoff phase presenting the subphases of: determining a cutoff factor (cutoffFactor) being a multiplicative factor, optionally expressed as a percentage, which, when multiplied by the pre-shift performance value (PerfBeforeGearSwitch), causes a decrease of the same pre-shift performance value (PerfBeforeGearSwitch), controlling the electric motor of the electric propulsion vehicle via a cutoff control parameter (cutoffCommandPar) obtained as a function of the pre-shift performance value (PerfBeforeGearSwitch) and the decrement factor (cutoffFactor), o a boost phase presenting the subphases of: determining an increment factor (boostFactor) being a multiplicative factor, optionally expressed as a percentage, which, when multiplied by the pre-shift performance value (PerfBeforeGearSwitch), causes an increase of the same pre-shift performance value (PerfBeforeGearSwitch), controlling the electric motor of the electric propulsion vehicle by a boost command parameter (boostCommandPar) obtained as a function of the pre-shift performance value (PerfBeforeGearSwitch) and the increment factor (boostFactor).

2. Emulator according to the preceding claim, wherein the decrement factor (cutoffFactor) is a percentage value less than 100%, optionally between 20% and 70%, and the increment factor (boostFactor) is a percentage value greater than 100%, optionally between 120% and 170%, wherein the decrement factor (cutoffFactor) is a value less than 1 , optionally between 0.2 and 0.7, and the increment factor (boostFactor) is a value greater than 1 , optionally between 1.2 and 1.7, wherein the ratio between the decrement factor (cutoffFactor) and the increment factor (boostFactor) is between 0.4 and 1.5.3 Emulator according to any one of the preceding claims, wherein the cutoff control parameter (cutoffCommandPar) has a constant value, less than said one or more measured performance values used to command the electric motor of the electric propulsion vehicle in the normal operating condition, wherein a ratio between the cutoff control parameter (cutoffCommandPar) and at least one of said one or more measured performance values used to control the electric motor of the electric propulsion vehicle in the normal operating condition is between 0.05 and 0.4, optionally between 0.1 and 0.3 .

4. Emulator according to any one of the preceding claims, wherein the boost command parameter (boostCommandPar) has a constant value greater than said one or more measured performance values used to command the electric motor of the electric propulsion vehicle in the normal operating condition, wherein a ratio between the boost command parameter (boostCommandPar) and at least one of said one or more measured performance values used to command the electric motor of the electric propulsion vehicle in the normal operating condition is between 1.05 and 1.4, optionally between 1.1 and 1.3.

5. Emulator according to any one of the preceding claims, wherein the cutoff control parameter (cutoffCommandPar) is less than the boost command parameter (boostCommandPar), wherein a ratio between the cutoff control parameter (cutoffCommandPar) and the boost command parameter (boostCommandPar) is between 0.4 and 1.5.6 Emulator according to any one of the preceding claims, wherein the performance signal (12) includes at least one of:- a vehicle speed signal (6) related to the speed of the electric propulsion vehicle to determine one or more values related to engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle, and / or at least one engine revolutions signal (7) related to the number of engine revolutions (RpmExt) of the electric motor of the electric propulsion vehicle,- one or more accelerator signals (5) representative of an accelerator position of the electric propulsion vehicle,- one or more torque signals (70) representative of torque and / or power delivered by the electric motor of the electric propulsion vehicle.

7. Emulator according to the preceding claim, wherein determining one or more measured performance values comprises at least one of the following steps:- determining a simulated gear inserted value (Gearlnserted) of the simulated internal combustion vehicle,- determining one or more simulated engine revolutions values (RpmFinal) at the current time (t) of the simulated internal combustion vehicle, depending at least on the number of revolutions (RpmExt) of the electric motor of the electric propulsion vehicle and / or simulated gear inserted value (Gearlnserted),- determining one or more measured accelerator values (measuredAcc) as a function of said one or more accelerator signals (5),determining one or more measured torque values (measuredTorque) according to said one or more torque signals (70).

8. Emulator according to any one of the preceding claims, wherein controlling the electric motor of the electric propulsion vehicle according to said one or more measured performance values comprises at least one of:- calculating, at least as a function of said one or more measured accelerator values (measuredAcc), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power required to control the electric motor of the electric propulsion vehicle,- calculating, at least as a function of the number of revolutions (RpmExt), one or more requested simulated torque values (TorqueFinal) and / or requested simulated power to control the electric motor of the electric propulsion vehicle,- calculating, as a function of said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power, one or more accelerator control values (AccOut) to control the electric motor of the electric propulsion vehicle,- controlling the electric motor of the electric propulsion vehicle as a function of said one or more measured torque values (measuredTorque).

9. Emulator according to the preceding claim, wherein the cutoff control parameter (cutoffCommandIPar) is less than at least one of:- said one or more accelerator control values (AccOut) calculated in the normal operating condition,- said one or more values of requested simulated torque value (TorqueFinal) and / or requested simulated power calculated in the normal operating condition.

10. Emulator according to any one of the two preceding claims, wherein the boost command parameter (boostCommandPar) is greater than at least one of:- said one or more accelerator control values (AccOut) calculated in the normal operating condition,- said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power calculated in the normal operating condition.

11. Emulator according to any one of the preceding claims when dependent on claim 7, wherein controlling the electric motor of the electric propulsion vehicle via the cutoff control parameter (cutoffCommandPar) includes controlling said electric motor via a resistant torque value (resistantTorque) having a negative value, wherein the control unit (4) is configured to calculate a resistant torque value (resistantTorque) as a function of:- said one or more measured accelerator values (measuredAcc), and / or- said one or more simulated engine revolutions (RpmFinal), optionally obtained in the normal operating condition.

12. Emulator according to any one of the preceding claims when dependent on claim 7, wherein determining said one or more values of simulated engine revolutions (RpmFinal) includes a sub-step of calculating one or morevalues of simulated revolutions relative to the simulated gear inserted (RpmGearOut) as a function of the number of revolutions (RpmExt) of the electric motor and the value of simulated gear inserted (Gearlnserted), wherein said one or more values of simulated revolutions relative to the simulated gear inserted (RpmGearOut) are calculated by multiplying the number of revolutions (RpmExt) of the electric motor by a gear coefficient among a plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) function of the value of simulated gear inserted value (Gearlnserted), wherein the gear coefficients of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNorm_c) are progressively decreasing values.

13. Emulator according to the preceding claim, wherein said one or more simulated gear inserted values (Gearlnserted) of the simulated internal combustion vehicle are variable and comprised between a minimum value equal to zero and a configurable maximum value, optionally greater than four, wherein each of said one or more simulated gear inserted values (Gearlnserted) corresponds to a respective gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c;... RpmGearNNorm_c).

14. Emulator according to any one of the two preceding claims, wherein determining said one or more simulated gear inserted values (Gearlnserted) includes:- varying said one or more simulated gear inserted values (Gearlnserted) between the minimum value and the maximum value, and then,- selecting a corresponding gear coefficient of the plurality of gear coefficients (RpmGearl Norm_c; RpmGear2Norm_c; RpmGear3Norm_c; .. RpmGearNorm_c).

15. Emulator according to any one of the preceding claims when dependent on claim 7, wherein the emulator comprises a gear sensor (3) configured to generate one or more gear signals (3a) representative of the position of at least one gear selector (102) of the electric propulsion vehicle, wherein determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the gear sensor (3), wherein said one or more gear signals (3a) include an upper position signal and a lower position signal, wherein the gear shift selector (102) is movable between an upper maximum travel position and a lower maximum travel position, optionally the gear shift selector (102) includes a first and second gear shift selector (102a, 102b), each being configured to be operated by a user.

16. Emulator according to the preceding claim, wherein the control unit (4) is configured for:- receiving the upper position signal when the gear shift selector (102) assumes the upper maximum travel position, optionally when the first gear shift selector (102a) is operated by a user,- receiving the lower position signal when the gear shift selector (102) assumes the lower maximum travel position, optionally when the second gear shift selector (102b) is operated by a user, optionally wherein the gear sensor (3) is a potentiometer and the gear signal is an analog signal, such as a voltage signal, function of the travel of the gear shift selector (102), said the control unit (4) being configured to convert the analog signal to a percentage gear signal by means of a conversion curve, optionally adjustable.

17. Emulator according to any one of the preceding claims from 7 to 14, wherein the control unit (4), in the normal operating condition, is configured to generate one or more gear signals (3a) as a function of said one or more simulated engine revolutions values (RpmFinal), wherein determining, optionally varying, said one or more simulated gear inserted values (Gearlnserted) is a function of said one or more gear signals (3a) generated by the control unit (4), wherein the control unit (4), in the normal operating condition, is configured to generate said one or more gear signals (3a) if:- optionally at least one of said / one or more measured accelerator values (measuredAcc) is nonzero, and- at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than an adjustable upper gear shift threshold value (RpmGearShiftUpThr), optionally comprised between 2500 rpm and 9000 rpm, and / or- at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than an adjustable lower gear shift threshold value (RpmGearShiftDownThr), optionally comprised between 500 rpm and 2000 rpm.

18. Emulator according to the preceding claim, wherein said one or more gear signals (3a) include an upper position signal and a lower position signal, wherein the control unit (4) is configured for:- receiving the upper position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is greater than the upper gear shift threshold value (RpmGearShiftUpThr),- receiving the lower position signal if at least one of said one or more simulated engine revolutions values (RpmFinal) is lower than the lower gear shift threshold value (RpmGearShiftDownThr).

19. Emulator according to any one of the preceding claims from 15 to 18, wherein determining, optionally varying, the simulated gear inserted value (Gearlnserted) includes increasing or decreasing the simulated gear inserted value (Gearlnserted) by one unit according to said one or more gear signals (3a).

20. Emulator according to any one of the preceding claims from 15 to 19, wherein the control unit (4), in the normal operating condition, is configured to command the gear shift condition subject to receiving at least one of said one or more gear signals (3a).

21. Emulator according to any one of the preceding claims when dependent on claims 15 or 18, wherein determining the simulated gear inserted value (Gearlnserted) includes:- increasing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the upper position signal by the control unit (4),- decrementing the simulated gear inserted value (Gearlnserted) by one unit subsequent to the reception of the lower position signal by the control unit (4).

22. Emulator according to any one of the preceding claims when dependent on claims 15 or 18, wherein the control unit (4), in the gear shift condition, is configured for:- performing the kick in upshift procedure if the same control unit (4), in the normal operating condition, has received the upper position signal,- performing the kick in downshift procedure if the same control unit (4), in the normal operating condition, has received the lower position signal.

23. Emulator according to any one of the preceding claims when dependent on claim 7, wherein the control unit (4), in the normal operating condition, is configured for:- storing a value of simulated engine revolutions before gear shift (RpmBeforeGearSwitch) equal to the last calculated value of said one or more simulated engine revolutions (RpmFinal), optionally to the value of said one or more simulated revolutions relative to the simulated gear inserted (RpmGearOut), upon receipt or generation of at least one of said one or more gear signals (3a) by the control unit (4).

24. Emulator according to any one of the preceding claims when dependent on claim 15 or 18, wherein the pre-shift performance value (PerfBeforeGearSwitch) corresponds to:- an accelerator value before gear shift (AccBeforeGearSwitch) equal to the last calculated value of said one or more measured accelerator values (measuredAcc) at the time of receipt or generation of at least one of said one or more gear signals (3a) by the control unit (4), and / or- a torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, equal to the last calculated value of said one or more requested simulated torque values (TorqueFinal) and / or requested simulated power at the time of receipt at least one of said one or more gear signals (3a) from the control unit (4), wherein the control unit (4) is configured to increase or decrease the simulated gear inserted value (Gearlnserted) by one unit subsequent to the steps of:- optionally storing the value of simulated engine revolutions before gear shift (RpmBeforeGearSwitch), and / or- storing the accelerator value before gear switch (AccBeforeGearSwitch), and / or- storing the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift.

25. Emulator according to any one of the preceding claims when dependent on claim 7, wherein the control unit (4), in the normal operating condition, is configured to determine, at least according to said one or more valuesof simulated engine revolutions (RpmFinal), an upshift cutoff time (deltaCutOffUpshiftTime), optionally adjustable, representative of a total duration of the cutoff phase of the kick in upshift procedure, wherein the upshift cutoff time (deltaCutOffllpshiftTime) is also a function of a speed limiter value (RpmLimiter) representative of the maximum engine revolutions value achievable by the simulated internal combustion vehicle, optionally wherein the speed limiter value (RpmLimiter) is the same for each simulated gear inserted value (Gearlnserted).

26. Emulator according to the preceding claim when dependent on claim 23, wherein determining the upshift cutoff time (deltaCutOffllpshiftTime) includes:- determining a transmission cutoff upshift value (RpmRatioCutoffUpshift) representative of a ratio between the simulated engine revolutions value before gear shift (RpmBeforeGearSwitch) and a / the speed limiter value (RpmLimiter),- interpolating, optionally linearly, between a minimum upshift cutoff time interval (EngineCutoffUpshiftTi meMin), optionally adjustable, and a maximum upshift cutoff time interval (EngineCutoffUpshiftTimeMax), optionally adjustable, using the transmission cutoff upshift value (RpmRatioCutoffUpshift) as the interpolating factor,27. Emulator according to any one of the two preceding claims, wherein the cutoff phase of the kick in upshift procedure involves controlling the electric motor of the electric propulsion vehicle via the cutoff control parameter (cutoffCommandPar) for a time interval equal to or less than the upshift cutoff time (deltaCutOff UpshiftTime), wherein the control unit (4), in the normal operating condition, is configured to perform the kick in upshift procedure subsequent to the step of determining the upshift cutoff time (del taCutOff UpshiftTi me).

28. Emulator according to any one of the preceding claims when dependent on claim 7, wherein the kick in upshift procedure includes a step of determining, as a function of said one or more simulated engine revolutions value (RpmFinal) and optionally as a function of a / the speed limiter value (RpmLimiter), an upshift boost time (deltaBoostUpshiftTime), optionally adjustable, representative of a total duration of the boost phase of the kick in upshift procedure.

29. Emulator according to preceding claim when dependent on claim 23, wherein determining upshift boost time (deltaBoostUpshiftTime) includes:- determining a transmission boost upshift value (RpmRatioBoostUpshift) representative of a ratio between the simulated engine revolutions value preceding the shift (RpmBeforeGearSwitch) and the speed limiter value (RpmLimiter),- interpolating, optionally linearly, between a minimum upshift boost time (EngineBoostUpshiftTimeMin), optionally adjustable, and a maximum upshift boost time (EngineBoostUpshiftTimeMax), an optionally adjustable, using the transmission boost upshift time interval (RpmRatioBoostUpshift) as the interpolating factor.

30. Emulator according to any one of the preceding claims when dependent on claims 25 and 28, wherein the upshift boost time (deltaBoostUpshiftTi me) is greater than the upshift cutoff time (deltaCutoffllphistTime) calculated by the control unit (4) when the emulator is in the normal operating condition, wherein a ratio between upshift cutoff time (deltaCutoffUpshiftTime) and upshift boost time (deltaBoostUpshiftTime) is between 0.2 and 0.8, optionally between 0.35 and 0.65, wherein the boost phase of the kick in upshift procedure involves controlling the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar) for a time interval equal to or less than the upshift boost time (deltaBoostUpshiftTime), wherein the kick in upshift procedure includes performing the boost phase subsequent to the phase of calculating the upshift boost time (deltaBoostUpshiftTime).

31. Emulator according to any one of the preceding claims, wherein the control unit (4), in the gear shift condition, is configured to perform either the kick in upshift procedure or the kick procedure in downshift, optionally the kick in upshift procedure and the kick in downshift procedure being mutually exclusive, wherein the control unit (4), in the gear shift condition, is configured for:- commanding the normal operating condition at the end of the kick in upshift procedure, optionally at the end of the boost phase of the kick in upshift procedure, or- commanding the normal operating condition at the end of the kick in downshift procedure, optionally at the end of the cutoff phase of the kick in downshift procedure, wherein the kick in upshift procedure involves performing the cutoff phase and then the boost phase, and wherein the kick in downshift procedure involves performing the boost phase and then the cutoff phase.

32. Emulator according to any one of the preceding claims, wherein the sub-step of determining the decrement factor (cutoffFactor) is a function of the pre-shift performance value (PerfBeforeGearSwitch), wherein determining the cutoff factor (cutoffFactor) further includes interpolating, optionally linearly, between a minimum value of the cutoff factor (EngineCutoffMin), optionally adjustable, and a maximum value of the cutoff factor (EngineCutoff Max), optionally adjustable, using the pre-shift performance value (PerfBeforeGearSwitch) as the interpolating factor, wherein the subphase of commanding the electric motor of the electric propulsion vehicle via the cutoff control parameter (cutoffCommandPar), involves commanding said electric motor via the product of the pre-shift performance value (PerfBeforeGearSwitch) with the decrement factor (cutoffFactor), optionally said electric motor being controlled by the product of the accelerator value before gear shift (AccBeforeGearSwitch) with the arithmetic completion of the decrement factor (cutoffFactor) with respect to a unitary value, or by the product of the torque value before gear shift (T orqueBeforeGearSwitch) and / or power before gear shift with the arithmetic completion of the decrement factor (cutoffFactor) with respect to a unitary value, wherein when the pre-shift performance value (PerfBeforeGearSwitch) corresponds to the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift, the sub-step of commanding the electric motor ofthe electric propulsion vehicle of the cutoff phase, involves commanding said electric motor by a negative value of requested simulated torque (TorqueFinal) and / or requested simulated power.

33. Emulator according to any one of the preceding claims, wherein determining the increment factor (boostFactor) is a function of pre-shift performance value (PerfBeforeGearSwitch), wherein determining the increment factor (boostFactor) further includes interpolating, optionally linearly, between a minimum value of the increment factor (EngineBoostMin), optionally adjustable, and a maximum value of the increment factor (EngineBoostMax), optionally adjustable, using the pre-shift performance value (PerfBeforeGearSwitch) as the interpolating factor, wherein the subphase of commanding the electric motor of the electric propulsion vehicle via the boost command parameter (boostCommandPar), involves commanding said electric motor via the product of the pre-shift performance value (PerfBeforeGearSwitch) with the increment factor (boostFactor), optionally said electric motor being controlled by the product of the accelerator value before gear shift (AccBeforeGearSwitch) with a value of the decrement factor (cutoffFactor) increased by one unitary value, or by the product of the torque value before gear shift (TorqueBeforeGearSwitch) and / or power before gear shift with a value of the increment factor (boostFactor) increased by one unit.

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