Automotive control for emitting a sound indicative of a motor vehicle dynamics

Abstract

Automotive control software for controlling a sound emitted by a sound emitting device (12) storable in, and executable by, automotive electronic processing resources (2) of a motor vehicle (1). The automotive control software is designed to cause, when executed, such automotive electronic processing resources (2) to become configured to receive (block 4) an automotive quantity indicative of a number of revolutions per minute of an engine of the motor vehicle (1), an automotive quantity indicative of a current gear engaged for the motor vehicle (1), and an automotive quantity indicative of an engine torque delivered by the engine of the motor vehicle (1). Furthermore, the automotive control software is designed to cause, when executed, such automotive electronic processing resources (2) to become configured to determine (block 5) a current sound map (6) based on the current gear engaged; such current sound map (6) being configured to perform a mapping between number of revolutions per minute of the engine and acoustic quantities of a sound indicative of an engine torque delivered by the engine of the motor vehicle (1). The automotive control software is further designed to cause, when executed, such automotive electronic processing resources (2) to become configured to determine (block 7) one or more acoustic quantities of a sound to be emitted, indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the automotive quantity indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the number of revolutions per minute of the engine and based on the current sound map (6). Furthermore, the automotive control software is designed to cause, when executed, such automotive electronic processing resources (2) to become configured to control (8) the operation of the sound emitting device (12) so as to cause it to emit the sound, indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the determined acoustic quantities.

Description

[0001] AUTOMOTIVE CONTROL FOR EMITTING A SOUND INDICATIVE OF A MOTOR VEHICLE DYNAMICS

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This Patent Application claims priority from Italian Patent Application No. 102024000019129 filed on August 21, 2024, the entire disclosure of which is incorporated herein by reference.

[0004] TECHNICAL FIELD OF THE INVENTION

[0005] The present invention relates in general to the automotive sector.

[0006] In detail, the present invention relates to an automotive system for controlling the operation of one or more components of a motor vehicle, in greater detail of an electric motor vehicle. In greater detail, the present invention relates to an automotive system designed to control the operation of a sound emitting device so as to emit a sound indicative of the engine torque delivered by the engine of the motor vehicle.

[0007] STATE OF THE ART

[0008] AS is known, sports cars equipped with electric motors are designed to maximize performance, however, they often lack adequate driving engagement. This is particularly relevant in sports vehicles, where the interaction between driver and vehicle is crucial for a satisfying driving experience. The limited information transmitted to the driver by electric motors can reduce the perception of control and the feeling of connection with the vehicle, which are fundamental elements for sports driving.

[0009] It is known that several solutions have been developed in order to simulate the behaviour of the endothermic engine in electric motor vehicles, enriching the driving experience with elements typical of internal combustion vehicles. It is further known that such simulation systems integrate a series of functionalities aimed at replicating the dynamic and sound characteristics of traditional engines.

[0010] In particular, such simulation systems are designed to simulate, and emit, a sound indicative of the engine torque delivered by the motor vehicle (and conveniently of its speed). The known sound simulation systems utilize sensors, and signals that are published in the network architecture of the motor vehicle, to measure the speed of the engine, the position of the accelerator and the engine torque delivered by the engine; and generate audio signals proportional to the engine torque delivered and the speed of the motor vehicle. It is further known that such systems comprise loudspeakers designed to emit these sounds, which can be both audible inside the cabin and outside, in order to provide an acoustic feedback that makes the driving experience more intuitive and engaging, facilitating a better understanding of the performance of the motor vehicle by the driver, as well as (for the external sound emission) meet given homologation requirements aimed at preserving the safety of pedestrians.

[0011] The integration of these simulation systems allows drivers of electric motor vehicles to benefit from a richer and more diversified driving experience, without renouncing the environmental advantages of electric motor vehicles.

[0012] As it is further known, a further key element is the simulation of the number of gears, which allows replicating the typical gearbox of the vehicles equipped with manual or automatic transmission, offering a more engaging and dynamic driving feeling.

[0013] It is further known that, during the simulation of the gear shifting, it is possible to also reproduce the variation of the torque curve, a crucial aspect for replicating the effect of the gear shifting on the traction and performance of the vehicle, making the entire process more realistic and faithful to the characteristics of the traditional internal combustion engines.

[0014] SUBJE T-MATTERAND SUMMARY OF THE INVENTION

[0015] The Applicant has been able to observe that the solutions according to the prior art, although satisfactory from certain aspects, are subject to improvement.

[0016] In detail, the known solutions allow synthesizing a sound indicative of the dynamics of the motor vehicle, however the Applicant has been able to observe that the known solutions, in some cases, fail to offer an adequately engaging driving experience for the driver. In more detail, the Applicant has been able to observe that the known solutions fail to provide a synthesized sound that adequately reflects the dynamics of the motor vehicle. In greater detail, the Applicant has noted that, on occasion of a gear shift, the known solutions are not able to provide the driver with the feeling of having actually changed the gear of the motor vehicle.

[0017] In detail, the Applicant has further been able to observe that, during a gear shift of the motor vehicle, the sound emitted via any of the known solutions has a perceptible discontinuity, i.e. a sound gap, which interrupts the consistency of the acoustic experience for the driver of the motor vehicle.

[0018] The object of the present invention is thus to make available a solution which allows overcoming, at least in part, the problems and the defects to which the solutions of the prior art are subject.

[0019] In detail, the object of the present invention is to make available an automotive control software configured to control a sound emitting device so as to cause such device to emit a sound that adequately indicates the dynamics of the motor vehicle, in order to provide the driver with an engaging driving experience. In greater detail, the object of the present invention is for such automotive control software to be designed to emit a sound also based on the current gear engaged; in particular, so as to cause the gear shifts performed to be perceived by the driver of the motor vehicle.

[0020] In detail, a further object of the present invention is to make available an automotive control software configured to provide a transition sound during a gear shift so as to avoid a sound gap during the transition between a current gear and a target gear.

[0021] According to the present invention, an automotive control software and a motor vehicle are made available, as claimed in the appended claims.

[0022] BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 shows a functional block diagram relative to the control of a sound, indicative of the torque delivered by the engine of the motor vehicle, performed by means of an automotive control software according to a first embodiment of the present invention.

[0024] Figure 2 shows a Figure 2A depicting a graph of trends of engine torque values for different gears of the motor vehicle, and a Figure 2B depicting a plurality of exemplifying sound maps according to the first embodiment of the present invention.

[0025] Figure 3 shows a functional block diagram relative to the control of a transition sound, to be emitted during a gear shift, performed by means of an automotive control software according to a second embodiment of the present invention.

[0026] Figure 4 shows an example of sound transition during a gear shift, between a current gear and a target gear, according to the second embodiment of the present invention

[0027] DES RIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION

[0028] The present invention will now be described in detail with reference to the accompanying figures so as to enable a person skilled in the art to manufacture it and utilize it. Various modifications to the described embodiments will be immediately evident to the persons skilled in the art and the general principles described can be applied to other embodiments and applications without thereby departing from the scope of protection of the present invention, as defined in the appended claims. Therefore, the present invention is not to be considered limited to the described and illustrated embodiments, but it is to be given the broadest scope of protection in accordance with the described and claimed characteristics.

[0029] Unless otherwise defined, all the technical and scientific terms utilized herein have the same meaning commonly utilized by persons of ordinary skill in the pertaining field of the present invention. In case of conflict, the present description, comprising the provided definitions, shall be binding. Furthermore, the examples are provided for mere illustrative purpose and as such are not to be considered limiting.

[0030] In particular, the block diagrams included in the accompanying figures and described in the following are not to be understood as representation of the structural characteristics, namely constructive limitations, but are to be interpreted as representation of functional characteristics, i.e. intrinsic features of the devices and defined by the effects obtained, namely functional limitations and which can be implemented in different manners, thus so as to protect the functionalities of the same (its ability to function).

[0031] In order to facilitate the understanding of the embodiments described herein, reference will be made to some specific embodiments and a specific language will be utilized to describe the same. The terminology utilized in the present document has the purpose to describe only particular embodiments, and is not intended to limit the scope of the present invention.

[0032] Figure 1 shows a functional block diagram relative to the control of a sound, indicative of the torque delivered by the engine of a motor vehicle 1, preferably an electric motor vehicle 1, performed by means of an automotive control software according to a first embodiment of the present invention.

[0033] Wherein, the motor vehicle 1, in detail electric motor vehicle, comprises an engine (not illustrated herein), in particular an electric motor, designed to deliver engine torque, and comprises automotive electronic processing resources 2 storing, and configured to execute, the automotive control software for performing a control of the operation of a sound emitting device 12 (for example a loudspeaker) configured to emit a sound based on acoustic quantities at the input identifying such sound. Furthermore, preferably, the motor vehicle 1 comprises such sound emitting device 12. Conveniently, the motor vehicle 1 is electric, as the present invention offers numerous advantages especially for the electric motor vehicles.

[0034] Conveniently, the motor vehicle 1 further comprises an automotive device (not illustrated herein), for example a traditional gear lever or an automotive paddle associated with a steering wheel of the motor vehicle 1, operable by a driver (or user) of the motor vehicle 1 to allow such driver to transmit a gear shift request (in particular, a simulated gear shift). Wherein, in detail, such automotive paddle is preferably positioned behind the steering wheel, and is designed to enable the driver of the motor vehicle 1 to change gear, without having to utilize a traditional gear lever. In particular, in the case the motor vehicle 1 is equipped with an electric motor, multiple simulated or virtual gears are defined for the motor vehicle 1; the simulation of the number of gears, which allows replicating the typical gearbox of the vehicles equipped with a manual or automatic transmission, offers a more engaging and dynamic driving feeling. According to an aspect of the present invention, the motor vehicle 1 is an electric motor vehicle equipped with a simulation system of different virtual gears defining a plurality of simulated gears for the motor vehicle 1; in fact, the electric motor vehicles (or BEVs), with the exception of some sports electric motor vehicles (which reach a maximum of two or three transmission ratios), are not equipped with mechanical gearboxes. Still according to such aspect of the present invention, it should be noted that, here and in the following, the term ‘gear’ refers to a simulated, or virtual, gear for the motor vehicle 1 and a gear shift consists of a shifting from a first simulated gear to a second and different simulated gear. In particular, according to such aspect of the present invention, different simulated or virtual gears are defined, each being defined by a unique and specific torque curve (for example predefined in the development phase) for such simulated gear.

[0035] The automotive control software, or computer product, is storable in, and executable by, the automotive electronic processing resources 2 of the motor vehicle 1. Furthermore, the multi-level automotive control software is configured to cause, when executed, such automotive electronic processing resources 2 to become configured to control (block 8) the operation of the sound emitting device 12 so as to cause the latter to emit a sound indicative of the engine torque delivered by the engine of the motor vehicle 1. The multi-level automotive control software is configured to cause, when executed, such automotive electronic processing resources 2 to become configured to execute different operations in order to execute the control of the operation of such sound emitting device 12.

[0036] According to a first embodiment of the present invention, the automotive control software is configured to cause, when executed, such automotive electronic processing resources 2 to become configured to control (block 8) the emission of the sound, indicative of the engine torque delivered, based on the gear engaged, whether real or simulated, for the motor vehicle 1; in detail, to cause the performed gear shifts to be perceived by the driver of the motor vehicle 1.

[0037] According to a second different embodiment, optionally independent with respect to the first embodiment, of the present invention, the automotive control software is configured to cause, when executed, such automotive electronic processing resources 2 to become configured to perform a sound transition during a gear shift; in detail, to avoid a sound gap during the transition between a current gear and a target gear.

[0038] It should be noted that, a preferred embodiment of the present invention incorporates the first embodiment and the second embodiment. According to such preferred embodiment of the present invention, the automotive control software is configured to cause, when executed, such automotive electronic processing resources 2 to become configured to control (blocks 8, 11) the operation of the sound emitting device 12 so as to cause it to emit a sound, indicative of the engine torque delivered by the engine of the motor vehicle 1, characterized (or distinguished) based on the engaged gear or a gear shift performed from the current engaged gear to the target gear. In particular, such preferred embodiment, by combining the first and second embodiments of the present invention, allows effectively simulating the sound, which reflects the engine torque delivered, in a manner consistent with the selected gears and the gear shifts executed during the manoeuvres of the motor vehicle 1; by way of non-limiting example, thus simulating the sound that a motor vehicle 1 with an internal combustion engine would have emitted.

[0039] With regard to the control of the operation of the sound emitting device 12, it is highlighted that what matters are the operations that must be implemented for producing such functionality and not the hardware and software architectures with which such operations are implemented, to the point that these could be implemented via a concentrated architecture, namely by one single automotive electronic control unit (for example an ECU; Electronic Control Unit), or via a cooperative distributed architecture, for example distributed among different electronic devices (for example, also outside motor vehicles) in communication and cooperating with one another according to a proprietary logic architecture which the producer of the automotive control software will decide to adopt.

[0040] For descriptive convenience, in the following description reference will be made to one single automotive electronic control unit ECU 2, without thereby losing generality.

[0041] The ECU 2 is further configured to receive (block 4) one or more automotive quantities indicative of the dynamics of the motor vehicle 1; wherein, such automotive quantities comprise at least one automotive quantity indicative of the number of revolutions per minute of the engine.

[0042] In detail, the ECU 2 is designed to receive (block 4) the automotive quantity indicative of the number of revolutions per minute of the engine from an automotive sensor platform 3 of the motor vehicle 1; wherein, the motor vehicle 1 comprises such automotive sensor platform 3. The automotive sensor platform 3 comprises one or more sensors of the motor vehicle 1; in detail, it comprises one or more physical sensors and one or more virtual sensors (or electronic control units) configured to compute automotive quantities based on quantities or signals received at the input from the physical sensors. In detail, the ECU 2 is designed to receive (block 4) an automotive quantity indicative of the number of revolutions per minute from a sensor, of the automotive sensor platform 3, configured to measure and transmit such automotive quantity. In particular, if the motor vehicle 1 comprises an internal combustion engine, such sensor is a position sensor of the drive shaft of the motor vehicle 1. In particular, if the motor vehicle 1 comprises an electric motor, such sensor is an encoder, for example optical or magnetic, connected to the drive shaft. According to an aspect of the present invention, the ECU 2 is designed to receive (block 4) such quantity indicative of the number of revolutions per minute of the engine and to determine, as a function of the latter, the number of revolutions per minute of the engine. By way of example, the received quantity indicative of the number of revolutions per minute of the engine comprises the number of revolutions per minute of the engine; for example, the sensor is a virtual sensor configured to compute and transmit the number of revolutions per minute of the engine. Alternatively, according to a different example, the ECU 2 is designed to compute the time between the pulses received in order to determine the rotation speed of the engine, i.e. to determine the number of revolutions per minute of the engine.

[0043] According to the first embodiment of the present invention, and conveniently also according to the second embodiment, the automotive quantities indicative of the dynamics of the motor vehicle 1 further comprise an automotive quantity indicative of the engine torque delivered by the engine; in particular, of the engine torque delivered at a current time instant. In detail, the ECU 2 is configured to receive (block 4) such automotive quantity indicative of the engine torque delivered by the engine from a sensor of the automotive sensor platform 3. For example, such sensor is a torque sensor on the drive shaft designed to measure, and provide at the output, the torque delivered by the engine. Alternatively, such sensor could be a pressure sensor of the intake manifold of the motor vehicle 1, a position sensor of the throttle valve, or a current and voltage sensor (the latter in the case of an electric motor vehicle 1). According to an aspect of the present invention, the ECU 2 is designed to receive (block 4) such quantity indicative of the delivered engine torque and to determine, as a function of the latter, a delivered engine torque value. By way of example, the received automotive quantity indicative of the delivered engine torque comprises an engine torque value; for example, the ECU 2 is configured to receive (block 4) the automotive quantity from a virtual sensor configured to compute and transmit an engine torque value based on the inputs received from one or more sensors of the automotive sensor platform 3.

[0044] Preferably, the automotive quantities indicative of the dynamics of the motor vehicle 1 further comprise speed and / or acceleration of the motor vehicle 1; possibly, they further comprise the jerk of the motor vehicle 1. Wherein, the ECU 2 is designed to receive (block 4) an automotive quantity indicative of the speed of the motor vehicle 1 from the automotive sensor platform 3. In particular, the automotive sensor platform 3 further comprises a sensor configured to measure, and transmit to the ECU 2, a speed, and / or acceleration or jerk value of the motor vehicle 1.

[0045] According to the first embodiment of the present invention, and conveniently also according to the second embodiment, the ECU 2 is further designed to receive (block 4) an automotive quantity indicative of a current gear, whether simulated or real, engaged for the motor vehicle 1. Wherein, the ECU 2 is conveniently designed to receive (block 4) the current gear engaged for the motor vehicle 1 from the automotive sensor platform 3 of the motor vehicle 1. In detail, the ECU 2 is designed to receive (block 4) the current gear engaged from a sensor, of the automotive sensor platform 3, configured to measure and transmit a quantity indicative of the gear engaged for the motor vehicle 1; wherein, for example, the sensor is one of a gear position sensor, a gear lever position sensor, and a transmission control module.

[0046] Conveniently, the ECU 2 is configured to receive (block 4) an automotive quantity indicative of a current degree of depression of a pedal, either accelerator or braking, of the motor vehicle 1 operable by the driver of the motor vehicle 1. For example, the ECU 2 is configured to receive (block 4) an automotive quantity indicative of the current degree of depression of the accelerator pedal and an automotive quantity indicative of the current degree of depression of the braking pedal, of the motor vehicle 1 operable by the driver of the motor vehicle 1. In particular, the degree of depression of the pedal is a quantity indicative of the amount of movement or of the position of the pedal along a stroke thereof; for example, the degree of depression of the pedal is expressed as a percentage of the total stroke of the pedal. In detail, the ECU 2 is configured to receive (block 4) the automotive quantity indicative of the current degree of depression of the pedal from the automotive sensor platform 3 of the motor vehicle 1; in greater detail, from a sensor, for example a force sensor or a potentiometer, configured to measure such automotive quantity. Wherein, the automotive sensor platform 3 comprises a potentiometer connected, in particular mechanically, to the pedal and configured to measure an angular or linear position of the pedal, and to transmit to the ECU 2 (possibly after a preprocessing phase), the angular or linear position of the pedal. In particular, alternatively, the automotive sensor platform 3 comprises a force sensor designed to measure, and transmit to the ECU 2 (possibly after a pre-processing phase), a force applied, or a pressure exerted, on the pedal of the motor vehicle 1.

[0047] According to the first embodiment of the present invention, the ECU 2 is configured to determine (block 5) a current sound map 6 (or spectral map) based on the current gear engaged; such current sound map 6 being configured to perform a mapping between number of revolutions per minute of the engine and acoustic quantities of a sound (i.e. identifying such sound) indicative of an engine torque delivered by the engine of the motor vehicle 1. In particular, such acoustic quantities, determinable based on the current sound map 6, define the sound to be emitted and enable reproducing such sound. In detail, the ECU 2 is configured to determine (block 7) different acoustic quantities as a function of the gear engaged so as to have different sounds for different gears of the motor vehicle 1. In greater detail, the ECU 2 is designed to make the sound to be emitted during a manoeuvre evolve as a function of the current gear of the motor vehicle 1. By way of example, such sound map 6 is a three-dimensional graph comprising such acoustic quantities associated with different numbers of revolutions per minute of the engine. According to a different example, such sound map 6 is a predefined mapping function.

[0048] Figure 2 shows a plurality of exemplifying sound maps 6 according to the first embodiment of the present invention. In detail, Figure 2A shows a graph representing trends of engine torque values for different gears of the motor vehicle 1. In detail, Figure 2B shows a plurality of exemplifying sound maps 6 according to a preferred aspect of the present invention. In greater detail, Figure 2B shows a plurality of different exemplifying sound maps 6 associated with different gears of the motor vehicle 1.

[0049] According to the preferred aspect of the present invention, the ECU 2 is configured to determine, or select, (block 5) the current sound map 6 associated (in detail which is determined to be associated) with the current gear engaged for the motor vehicle 1. Wherein, each sound map 6, of different sound maps 6, is associated with a different gear of the motor vehicle 1 and is configured to perform a mapping, defined for such gear, between number of revolutions per minute of the engine and acoustic quantities of a sound indicative of an engine torque delivered by the engine of the motor vehicle 1. In particular, each sound map 6 is configured to perform a predefined mapping, for example predefined in the development phase, for such gear. Wherein, each sound map 6 is designed to perform a mapping (or correlation) between number of revolutions per minute of the engine and acoustic quantities, different with respect to the further sound maps 6; in that, each sound map 6 is defined for, and associated with, a different gear of the motor vehicle 1. In particular, each sound map 6 defines the sound associated with the gear associated with such sound map 6. In particular, the different sound maps 6 are designed to correlate different acoustic quantities with a same number of revolutions per minute of the engine. In detail, such sound maps 6 are stored in electronic storage resources (internal or external to the motor vehicle 1), and the ECU 2 is designed to receive such sound maps 6 from such electronic storage resources. In more detail, for each gear of the motor vehicle 1, a different sound map 6 defined for, and associated with, such gear of the motor vehicle 1 is stored and associated in such electronic storage resources. In particular, the ECU 2 is configured to select such current sound map 6, among the different sound maps 6 stored, determined to be associated with the current gear engaged for the motor vehicle 1. In particular, the ECU 2 is configured to receive the current sound map 6, from the electronic storage resources, providing the latter at the input with the current gear engaged for the motor vehicle 1.

[0050] By way of non-limiting example, a sound engineer establishes, during a development phase of the motor vehicle 1, how much to mark the differences between the sounds emitted in different gears of the motor vehicle 1.

[0051] In detail, the acoustic quantities, determinable by means of each sound map 6, comprise a spectrum of frequencies of the sound to be emitted; wherein, each sound map 6, being associated with a gear of the motor vehicle 1, is configured to perform a mapping between number of revolutions per minute of the engine and sound frequency spectra defined, in detail predefined, for such gear of the motor vehicle 1. Wherein, in detail, each sound map 6 is characterized by a plurality of frequency spectra defined for the gear associated with such sound map 6. Wherein, in greater detail, each sound map 6 is characterized by a mapping, between number of revolutions per minute of the engine and sound frequency spectra, defined for the gear associated with such sound map 6. In particular, as a function of a same number of revolutions per minute of the engine, two sound maps 6 associated with two different gears of the motor vehicle 1 will provide two different sound frequency spectra. In detail, each frequency spectrum is predefined in the sound map 6 based on the gear associated with such sound map 6; in greater detail, to assume typical frequency values for such gear of the motor vehicle 1.

[0052] According to an aspect of the present invention, each frequency spectrum comprises a predominant frequency, and at least the predominant frequency is defined (or predefined) for the gear associated with the sound map 6 via which it is possible to obtain such frequency spectrum.

[0053] In greater detail, the predominant frequencies of the frequency spectra, determinable by means of the current sound map 6, are greater than the predominant frequencies of the frequency spectra determinable by means of any sound map 6 associated with a different gear of the motor vehicle 1 which is lower with respect to the current gear; and are lower than the predominant frequencies of the frequency spectra determinable by means of any sound map 6 associated with a different gear of the motor vehicle 1 which is higher with respect to the current gear. In particular, in this way, at a relatively high gear it will be possible to have, at the output, a sound with higher frequencies with respect to a relatively low gear; in detail, a sound with relatively high frequencies provides the driver with the feeling of travelling at a relatively high gear.

[0054] According to an aspect of the present invention, each sound map 6, being associated with a gear of the motor vehicle, is characterized by (or distinguished for) a different interval of frequency values defined for the frequency spectra determinable in such gear of the motor vehicle.

[0055] In detail, the frequency values of the frequency spectra, determinable by means of the current sound map 6, are greater than the frequency values of the frequency spectra determinable by means of any sound map 6 associated with a different gear of the motor vehicle 1 which is lower with respect to the current gear; and are lower than the frequency values of the frequency spectra determinable by means of any sound map 6 associated with a different higher gear of the motor vehicle 1 with respect to the current gear.

[0056] Preferably, each sound map 6, being associated with a gear of the motor vehicle 1, is characterized by one or more engine orders defined for such gear of the motor vehicle 1. In detail, each sound map 6, being associated with a gear of the motor vehicle 1, is characterized by a different definition or distribution of the engine orders defined for such gear of the motor vehicle 1. In greater detail, each sound map 6, being associated with a gear of the motor vehicle 1, is characterized by at least one defined engine order, or by at least one defined inclination of engine order, for such gear of the motor vehicle 1. In greater detail, each sound map 6, being associated with a gear of the motor vehicle 1, is characterized, or defined, by a different main engine order defined for such gear of the motor vehicle 1 (i.e. the dominant engine order, for example a 4-cylinder has a main engine order equal to 2); on the sound map 6 it is possible to identify the characteristic main engine order line. In particular, when the gear varies, a sound map 6 is thus determined that differs from the preceding and / or from the following one due to the main engine order number.

[0057] In particular, the sound maps 6 are distinguished by having different engine order inclinations, increasingly growing as a function of the associated gear, as they are associated with different gears. In detail, after a gear shift is performed, the inclination angle of the engine orders progressively increases starting from the first gear, and this increase is determined by the number of revolutions per minute of the engine and by the gear engaged. Preferably, the main engine order characterizing the current sound map 6 is greater than the main engine order characterizing any sound map 6 associated with a different gear of the motor vehicle 1 lower than the current gear; and wherein, the main engine order characterizing the current sound map 6 is lower than the main engine order characterizing any sound map 6 associated with a different gear of the motor vehicle 1 higher than the current gear. By way of non-limiting example, the main engine order characterizing the current sound map 6 corresponds to 4, the main engine order characterizing the sound map 6 following the current one corresponds to 6, and the main engine order characterizing the sound map 6 preceding the current one corresponds to 2. In particular, the inclination of the main engine order characterizing the current sound map 6 is greater than the inclination of the main engine order characterizing any sound map 6 associated with a different gear of the motor vehicle 1 lower than the current gear; and wherein, the inclination of the main engine order characterizing the current sound map 6 is lower than the inclination of the main engine order characterizing any sound map 6 associated with a different gear of the motor vehicle 1 higher than the current gear. In detail, the engine orders characterizing the current sound map 6 are greater than the respective engine orders characterizing any sound map 6 associated with a different gear of the motor vehicle 1 lower than the current gear; and wherein, the engine orders characterizing the current sound map 6 are lower than the respective engine orders characterizing any sound map 6 associated with a different gear of the motor vehicle 1 higher than the current gear.

[0058] In detail, the greater inclination of the orders on the sound map 6 allows reaching increasingly higher frequencies with the same engine revolutions, this fact is manifested in a perfect and almost “natural” association between the ramp of a so-called “long” gear (high gears) and the length of an order that pushes increasingly towards high frequencies and more characteristic of sports cars. In greater detail, in order to faithfully reproduce the feeling of a gear shift, the ECU 2 has been designed to emit a sound, or a sequence of sounds, which has sound characteristics typical of, or similar to, those of the engine orders; in fact, an engine order is clearly distinguished in a sound map 6 for a sound increase which is very marked and restricted in frequency, which rises proportionally to the increase in the number of engine revolutions per minute. In particular, for each sound map 6, the spectral energy of the rotating components increases in amplitude and frequency proportional to the increase in the rotational speed of the engine, namely with the increase in the number of revolutions per minute.

[0059] It should be noted that, an engine order is indicative of how frequently a given sound or vibration is repeated for each revolution of the drive shaft. In particular, each engine order corresponds to a specific frequency that produces a characteristic audible tone or noise; for example, a first order can produce a low-frequency sound, whereas a second order could generate a higher-pitched sound. In particular, said one ignition order in a reciprocating (or rotary) engine, the sequence with which combustion is triggered in the cylinders of a reciprocating internal combustion engine, the number of triggers that occur in a single revolution of the drive shaft is defined engine order. In particular, the engine order of an internal combustion engine is usually equal to half the number of cylinders. In particular, each engine order is associated with a specific and characteristic sound that defines the type, power supply, size thereof, and in general all its fundamental characteristics.

[0060] It should further be noted that, the inclination of engine order refers to how the frequency of a sound changes with the increase, or decrease, of the engine speed. An order with a strong inclination will quickly increase in frequency as the engine accelerates, changing the perceived tone of the engine. By way of example, as the number of cylinders of the engine increases, the engine order will result to be relatively higher and consequently the repetition frequency of the number of triggers per revolution will be relatively higher; the greater the engine order that is intended to be reproduced, the greater the inclinations and the frequency offsets of the (main and secondary) orders. In detail, the inclination of the engine order varies based on the type of engine, with significant differences between those of a sports car and a utility vehicle and between the various different models of the latter; a sports engine, for example, will have orders with steeper inclinations with respect to an engine of a utility vehicle and generates different orders, depending on the type of motorization. In greater detail, a sporty engine is associated with a noise (or a sound) of higher frequency, with respect to a less sporty engine, since the engine order associated with such sporty engine is greater, or higher, with respect to the order of the engine associated with the less sporty engine. In particular, a main engine order of an electric motor (which does not have triggers or combustion chambers) is defined as the first engine order, equal to 1; in fact, the only significant effect is the unbalancing of the rotor, which occurs once per revolution. By way of non-limiting example, the engine order defining a sound map 6 can also be ten or twenty times higher than that of a normal internal combustion engine, affecting substantially higher sound emission frequencies; it is sufficient to think of the characteristic “whistle” that can be perceived by listening to the acceleration of an electric car.

[0061] In detail, each sound map 6, being characterized by a different inclination of engine order for such gear of the motor vehicle 1, is designed to provide at the output acoustic quantities indicative of a sound that would have been emitted by a motor vehicle 1 with an engine with such inclination of engine order; in particular, this provides the driver with a further instrument for customizing the driving of the motor vehicle 1. By way of example, when a gear shift is executed to engage a higher gear, the current set sound map 6 has a higher inclination of engine order with respect to the previously set sound map 6. By way of example, when a gear shift is executed to engage a lower gear, the current set sound map 6 has a lower inclination of engine order with respect to the previously set sound map 6.

[0062] Conveniently, the acoustic quantities, determinable by means of each sound map 6, comprise an intensity value (or a level) of the sound to be emitted; and wherein, each sound map 6, being associated with a gear of the motor vehicle 1, is configured to perform a mapping between number of revolutions per minute of the engine and intensity values (or levels) of the sound defined for such gear of the motor vehicle 1. In particular, each sound map 6 is characterized by a different correlation, with respect to the other sound maps 6, between number of revolutions per minute of the engine and sound intensity values (or levels) defined for the gear of the motor vehicle 1 associated with such sound map 6. Conveniently, each sound map 6 is characterized by a different correlation, with respect to the other sound maps 6, between number of revolutions per minute of the engine and acoustic quantities, comprising sound intensity values and frequency spectra, defined for the gear of the motor vehicle 1 associated with such sound map 6.

[0063] According to a further aspect of the present invention, different from the preferred aspect of the present invention, the ECU 2 is configured to compute (block 5) the current sound map 6 based on the current gear engaged for the motor vehicle 1. In detail, such current sound map 6 is a dynamic sound map 6, and the ECU 2 is designed to modify such sound map 6 based on the current gear engaged for the motor vehicle 1, and possibly based on the engine torque delivered by the motor vehicle 1 and / or the speed of the motor vehicle 1.

[0064] According to the first embodiment of the present invention, the ECU 2 is further designed to determine (block 7) one or more acoustic quantities of a sound to be emitted, indicative of the engine torque delivered by the engine of the motor vehicle 1, based on the automotive quantity indicative of the engine torque delivered by the engine of the motor vehicle 1, based on the number of revolutions per minute of the engine and based on the current sound map 6. Preferably, the ECU 2 is designed to determine, in detail receive or compute, (block 7) one or more acoustic quantities of the sound to be emitted based on the number of revolutions per minute of the engine, based on the current sound map 6, based on the automotive quantity indicative of the engine torque delivered by the engine of the motor vehicle 1, based on the speed of the motor vehicle 1, and possibly also based on the automotive quantity indicative of the degree of depression of the pedal of the motor vehicle 1. In particular, such acoustic quantities of the sound to be emitted are determined (block 7) based on the current sound map 6 defined for the current gear engaged, so that the sound to be emitted is distinguished from a sound emitted in a gear different from the current gear; in detail, different sound levels are associated with different gears of the motor vehicle 1. In detail, the ECU 2 is designed to provide at the input the number of revolutions per minute of the engine to the current sound map 6 and to receive (block 7) such acoustic quantities of the sound to be emitted from the current sound map 6. In more detail, the ECU 2 is designed to provide at the input the number of revolutions per minute of the engine to the current sound map 6 and to receive (block 7) the acoustic quantities associated, in the current sound map 6, with such number of revolutions per minute of the engine.

[0065] In particular, the ECU 2 is designed to modify, or refine, (block 7) such acoustic quantities determined by means of the current sound map 6 based on the automotive quantity indicative of the engine torque delivered, in particular based on the value of the engine torque delivered; in detail, also based on the speed of the motor vehicle 1 and possibly also based on the degree of depression of the pedal.

[0066] In particular, the ECU 2 is designed to bring about a first mask (or a layer of sound map 6), determined based on such value of engine torque delivered, to the current sound map 6 so as to modify (block 7) such acoustic quantities indicative of the sound to be emitted. By way of example, such first mask comprises predefined acoustic quantities to be indicative of the sound of the delivery of such engine torque. In particular, the ECU 2 is configured to determine such first mask by performing a predefined mapping between such value of engine torque delivered and such first mask comprising the different acoustic quantities of the sound of the delivery of such engine torque. Conveniently, the ECU 2 is further designed to bring about a second mask (or a layer of sound map 6), determined based on the speed of the motor vehicle 1, to the current sound map 6 so as to modify (block 7) such acoustic quantities indicative of the sound to be emitted. By way of example, such second mask comprises predefined acoustic quantities to be indicative of the sound of the sound emitted at such speed of the motor vehicle 1. In particular, the ECU 2 is configured to determine such second mask by performing a predefined mapping between such speed value of the motor vehicle 1 and such second mask comprising the different acoustic quantities of the sound emitted at such speed of the motor vehicle 1. Optionally, the ECU 2 is designed to bring about a third mask (or a layer of sound map 6), determined based on the degree of depression of the pedal of the motor vehicle 1, to the current sound map 6 so as to modify (block 7) such acoustic quantities indicative of the sound to be emitted. By way of example, such third mask comprises predefined acoustic quantities to be indicative of the sound emitted with such degree of depression of the pedal of the motor vehicle 1. In particular, the ECU 2 is configured to determine such third mask by performing a predefined mapping between such indicative degree of depression of the pedal of the motor vehicle 1 and such third mask comprising the different acoustic quantities of the sound emitted with such degree of depression of the pedal of the motor vehicle 1.

[0067] Alternatively, in particular, the ECU 2 is designed to compute different acoustic quantities by executing a different predefined algorithm designed to compute a sound indicative of the engine torque delivered by the motor vehicle 1; and to modify (block 7) such acoustic quantities determined by means of the current sound map 6 by combining (block 7) the latter (for example, via a sound fusion or mixing algorithm) with the different acoustic quantities computed by executing the predefined algorithm designed to compute the sound indicative of the engine torque delivered by the motor vehicle 1. In particular, wherein, such predefined algorithm is designed to compute automotive quantities of the sound indicative of the engine torque delivered by the motor vehicle 1 based on the value of the engine torque delivered, and based on the speed of the motor vehicle 1, and possibly based on the degree of depression of the pedal of the motor vehicle 1

[0068] Furthermore, the ECU 2 is configured to control (block 8) the operation of the sound emitting device 12 so as to cause it to emit the sound, indicative of the engine torque delivered by the engine of the motor vehicle 1, based on the determined acoustic quantities; in this way, the ECU 2 is capable of providing the driver with a piece of information indicative of the torque delivered. In particular, the ECU 2 is designed to transmit (block 8) a control command to the electronic sound emitting device and the latter is configured to operate based on such control command; wherein, the control command is indicative of, in particular comprises, the determined acoustic quantities and the electronic sound emitting device is designed to emit a sound having such determined acoustic quantities.

[0069] Figure 3 shows a functional block diagram relative to the control of a transition sound, to be emitted during a gear shift, performed by means of an automotive control software according to the second embodiment of the present invention.

[0070] According to the second embodiment of the present invention, the ECU 2 is designed to receive (block 4) a gear shift request, i.e. a datum indicative of a gear shift request or sound map 6; wherein, such level change request can be a signal, a textual content, a Boolean value or any other type of datum. According to an aspect of the present invention, the ECU 2 is designed to receive (block 4) the gear shift request from the automotive electronic device (for example, the paddle associated with the steering wheel) operable by the driver of the motor vehicle 1. Wherein, in particular, the gear shift request comprises a datum indicative of the target gear (for example the gear preceding or following the current gear) manually selected, via the automotive electronic device, by the driver. According to a different aspect of the present invention, the ECU 2 is designed to receive (block 4) the gear shift request from an automotive software module, or from an electronic control unit storing and configured to execute such automotive software module, configured to transmit such gear shift request in response to the satisfaction of a predefined condition for requesting (autonomously) the gear shift; wherein, such predefined condition is satisfied when the need for a gear shift is determined based on automotive quantities received at the input.

[0071] Still according to the second embodiment of the present invention, the ECU 2 is designed to determine (block 9) a transition duration AT, or a parameter indicative of such transition duration AT, to perform a gear shift from a current gear of the motor vehicle 1 to a different target gear of the motor vehicle 1 based on the gear shift request. In detail, the transition duration AT is a value indicative of the time for performing such gear shift. In particular, the transition duration AT is defined by a current time instant and a target time instant. Optionally, the transition duration AT is defined by a time interval defined by the current time instant and the target time instant. In particular, the ECU 2 is designed to determine (block 9) such transition duration AT in response to the gear shift request, i.e. when the need to perform a gear shift is determined. Wherein, the current time instant is the time instant in which the gear shift begins, and the target time instant is the time instant in which such gear shift ends. Wherein, in detail, the ECU 2 is configured to receive (block 4) the current time instant from the automotive sensor platform 3; in greater detail, from a sensor (for example a GPS sensor) configured to measure and provide at the output the current time instant.

[0072] Preferably, the ECU 2 is designed to determine (block 9) such transition duration AT dynamically, in order to consider different scenarios, based on automotive quantities received at the input.

[0073] Figure 4 shows an example of sound transition during a gear shift, between a current gear and a target gear, according to the second embodiment of the present invention.

[0074] Preferably, the ECU 2 is designed to determine a target gear of the motor vehicle 1 based on the gear shift request. In particular, the ECU 2 is designed to receive the target gear of the motor vehicle 1; in particular, such gear shift request comprises a datum, for example a textual content or a parameter, identifying the target gear. Furthermore, in particular, the ECU 2 is designed to determine the current gear of the motor vehicle 1 based on the gear shift request, wherein such gear shift request comprises a datum identifying the current gear; or, the ECU 2 is designed to receive (block 4) the current gear of the motor vehicle 1 from the automotive sensor platform 3.

[0075] In detail, the ECU 2 is designed to determine (block 9) such transition duration AT based on the current gear of the motor vehicle 1 and the number of revolutions per minute of the engine; and possibly also based on the target gear of the motor vehicle 1. Alternatively, the ECU 2 is designed to determine (block 9) such transition duration AT based on the current gear of the motor vehicle 1 and on the target gear of the motor vehicle 1; and possibly also based on the number of revolutions per minute of the engine. Optionally, such transition duration AT is a predefined value stored in such electronic storage resources.

[0076] According to an aspect of the present invention, the ECU 2 is designed to receive (block 9) such transition duration AT to perform the gear shift as the latter is stored in the electronic storage resources. In particular, the ECU 2 is configured to map a current gear and a number of revolutions per minute of the engine at a corresponding transition duration AT; such transition duration AT being stored in the electronic storage resources to be associated with such current gear and such number of revolutions per minute of the engine. In greater detail, different transition durations are associated with different gears and number of revolutions per minute of the engine. Alternatively, the ECU 2 is designed to perform a predefined mapping between different pairs of gears and different corresponding transition durations; wherein, such pairs of gears and such transition durations are stored in the electronic storage resources to be associated with one another. In greater detail, the ECU 2 is designed to determine (block 9) the transition duration AT by performing such predefined mapping based on a pair of gears comprising the current gear and the target gear. By way of non-limiting example, different transition durations are defined as a function of different gear pairs.

[0077] According to a further and different aspect of the present invention, the ECU 2 is designed to compute (block 9) such transition duration AT based on the current gear and based on the number of revolutions per minute of the engine of the motor vehicle 1; possibly also based on the target gear. Optionally, the ECU 2 is configured to compute (block 9) the transition duration AT also based on the quantity indicative of the current degree of depression of the pedal. In particular, the ECU 2 is configured to compute the target time instant, in which the gear shift is to be concluded, based on the current gear and on the number of revolutions per minute of the engine of the motor vehicle 1, and conveniently based on the current time instant, received at the input for example from the automotive sensor platform 3, in which the gear shift begins. In greater detail, the ECU 2 is designed to compute (block 9) the transition duration AT based on the current time instant and based on the target time instant; in particular, by performing a difference between the target time instant and the current time instant.

[0078] According to the second embodiment of the present invention, the ECU 2 is further designed to compute (block 10) one or more acoustic quantities of a transition sound to be emitted during the gear shift based on the determined transition duration AT; and to control (block 11) the operation of the sound emitting device 12 so as to cause it to emit, for the determined transition duration AT, the transition sound based on the computed acoustic quantities. In particular, the ECU 2 is designed to compute (block 10) the acoustic quantities of a transition sound sequence to be emitted for such determined transition duration AT, and such sound sequence is determined based on the transition duration AT.

[0079] In particular, the acoustic quantities of the transition sound are computed (block 10) to provide a dynamic feeling during the gear shift, highlighting the occurrence of a gear shift so as to improve the driving experience for the driver of the motor vehicle 1.

[0080] Preferably, the ECU 2 is designed to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on the determined transition duration AT, based on the current gear and based on the target gear.

[0081] In particular, the ECU 2 is configured to determine (block 7) one or more acoustic quantities of a sound to be emitted in the current gear, indicative of the engine torque delivered by the engine of the motor vehicle 1 at the current time instant, based on the automotive quantity indicative of the engine torque delivered at the current time instant by the engine of the motor vehicle 1, based on the number of revolutions per minute of the engine, and based on the current gear engaged for the motor vehicle 1; and furthermore, the ECU 2 is configured to determine (block 7) one or more acoustic quantities of a sound to be emitted in the target gear, indicative of an engine torque to be delivered at the target time instant, based on the number of revolutions per minute of the engine and based on the target gear of the motor vehicle 1. Furthermore, the ECU 2 is designed to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on the determined transition duration AT, based on the acoustic quantities of the sound to be emitted in the current gear and based on the acoustic quantities of the sound to be emitted in the target gear.

[0082] Preferably, in order to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift, the ECU 2 is configured to determine the current sound map 6 associated with the current gear, and possibly (but preferably) also to determine a target sound map 6 associated with the target gear. Wherein, the sound maps 6 are the sound maps 6 of the first embodiment; in fact, as for the first embodiment, each sound map 6, of the different sound maps 6, is associated with a different gear of the motor vehicle 1 and is configured to perform a mapping, defined for such gear, between the number of revolutions per minute of the engine and acoustic quantities of a sound indicative of an engine torque delivered by the engine of the motor vehicle 1. Furthermore, the ECU 2 is designed to determine (block 7) the different acoustic quantities of the sound to be emitted in the current gear, indicative of the engine torque delivered by the engine of the motor vehicle 1, at the current time instant, based on the automotive quantity indicative of the engine torque delivered by the engine of the motor vehicle 1 at the current time instant, based on the number of revolutions per minute of the engine and based on the current sound map 6. Possibly, but preferably, the ECU 2 is further designed to determine (block 7) the different acoustic quantities of the sound to be emitted in the target gear, indicative of the engine torque delivered by the engine of the motor vehicle 1 at the target time instant, based on the number of revolutions per minute of the engine and based on the target sound map 6; conveniently, also based on a target engine torque. Wherein, in particular, the ECU 2 is designed to compute, or estimate, such target engine torque, to be delivered at the target time instant, based on the number of revolutions per minute of the engine, based on the current gear, on the target gear, on the current torque delivered at the current time instant, and possibly based on the speed of the motor vehicle 1. Alternatively, optionally, it is assumed that such target engine torque corresponds to the current drive torque, and the ECU 2 is designed to associate the value of the current engine torque with the target engine torque.

[0083] Alternatively, in order to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift, the ECU 2 is optionally configured to determine, in particular compute, (block 7) the acoustic quantities of the sound to be emitted in the current gear and the acoustic quantities of the sound to be emitted in the target gear by means of any methodology different from the methodology implemented for the first embodiment of the present invention.

[0084] Conveniently, the ECU 2 is designed to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on an algorithm of gradual transition of the sound for performing a gradual transition, during the determined transition duration AT, between the sound to be emitted in the current gear and the sound to be emitted in the target gear. In greater detail, such algorithm of gradual transition is designed to compute (block 10) acoustic quantities of the transition sound with characteristics such to allow a gradual transition of the sound emitted in the current gear to the sound to be emitted in the target gear. In greater detail, such algorithm of gradual transition is an algorithm for performing a fade-in and / or a fade-out of a sound.

[0085] Conveniently, alternatively or in combination with the algorithm of gradual transition, the ECU 2 is designed to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift by performing a fusion, or a combination, between the acoustic quantities of the sound to be emitted in the current gear and the acoustic quantities of the sound to be emitted in the target gear. In particular, the ECU 2 is designed to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift by performing such fusion, or combination, based on a mixing algorithm of the sound designed to combine (or mix) the acoustic quantities of the sound to be emitted in the current gear and the acoustic quantities of the sound to be emitted in the target gear.

[0086] According to an optional aspect of the present invention, the ECU 2 is further configured to determine a gear shift sound map 6 based on the current gear and based on the target gear; wherein, such gear shift sound map 6 is configured to perform a mapping, defined for a pair of gears comprising the current gear and the target gear, between the number of revolutions per minute of the engine and acoustic quantities of a transition sound. In particular, different gear shift sound maps 6 are defined for different predefined gear pairs. Furthermore, the ECU 2 is configured to compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on the determined transition duration AT, based on the number of revolutions per minute of the engine, and based on the gear shift sound map 6. In particular, the ECU 2 is configured to receive (block 10) the acoustic quantities of the transition sound to be emitted, from the gear shift sound map 6, based on the number of revolutions per minute of the engine; and is possibly designed to modify (block 10) such acoustic quantities of the transition sound based on the determined transition duration AT. Furthermore, optionally, the ECU 2 is configured to modify (block 10) the acoustic quantities of the transition sound to be emitted received from the gear shift sound map 6 based on the algorithm of gradual transition of the sound so that such automotive quantities assume characteristics such to enable performing a gradual transition, during the determined transition duration AT, between the sound to be emitted in the current gear and the sound to be emitted in the target gear. Furthermore, optionally, the ECU 2 is configured to modify (block 10) the acoustic quantities of the transition sound to be emitted received from the gear shift sound map 6 by performing a combination, or mixing, of the acoustic quantities received from the gear shift sound map 6, of the acoustic quantities of the sound to be emitted in the current gear and conveniently also of the acoustic quantities of the sound to be emitted in the target gear.

[0087] According to the preferred embodiment of the present invention, the ECU 2 is designed to implement both the methodology of the first embodiment, in order to control (blocks 8, 11) the sound to be emitted based on the gear engaged, and the methodology of the second embodiment, in order to perform a sound transition during a gear shift so as to avoid sound gaps.

[0088] Based on what described above, the advantages that the present invention allows achieving are evident.

[0089] In detail, the Applicant observes that the present invention allows emitting a sound that adequately reflects the dynamics of the motor vehicle 1, in particular the engine torque delivered, offering the driver of the motor vehicle 1 an engaging driving experience similar to the driving experience of a motor vehicle 1 with an internal combustion engine. Furthermore, the present invention allows the driver to distinctly perceive the gear shifts (even if simulated or virtual), since the sound emitted by the present invention varies based on the gear engaged, in detail simulated, for the motor vehicle 1. In detail, the present invention allows a management, or modification, of the sound, in particular of the sound maps 6 upon the variation of the gear engaged, in detail simulated, for the motor vehicle 1.

[0090] Furthermore, the Applicant observes that via the present invention it is possible to perform a sound transition during a gear shift so as to avoid a sound gap during the gear shift and enabling the driver to distinctly perceive the passage from one gear to the other. In detail, the Applicant observes that the present invention enables performing a smooth sound transition that contributes to a feeling of acoustic continuity and harmony, which can increase comfort while driving the motor vehicle 1. In fact, in greater detail, the Applicant notes that the sound gaps during the gear shift can result to be disturbing for the driver and for possible passengers of the motor vehicle 1.

[0091] In particular, the Applicant highlights that the present invention allows effectively simulating the sound, which reflects the engine torque delivered, in a manner consistent with the selected gears, especially if they are simulated gears, and the gear shifts executed during the manoeuvres of the motor vehicle 1.

[0092] The Applicant has further observed that the implementation of the present invention is particularly advantageous on electric motor vehicles with different simulated gears. The Applicant further observes that the present invention enables the driver to further customize, with respect to the known solutions, the drivability of the motor vehicle 1. In particular, the Applicant has observed that the present invention enables emitting, on the occasion of a gear shift, a sound characteristic of a sportier engine, giving the customer the impression of driving a car with ever increasing performance as higher gears are engaged with respect to the current gear engaged. In particular, the Applicant has observed that the present invention enables providing the driver with the feeling, or perception, of driving a different car after performing a gear shift. In particular, the Applicant has further observed that the present invention enables offering the driver a significantly more pleasant driving experience.

Claims

CLAIMS1. Automotive control software for controlling a sound emitted by a sound emitting device (12); the automotive control software being storable in, and executable by, automotive electronic processing resources (2) of a motor vehicle (1) and being designed to cause, when executed, such automotive electronic processing resources (2) to become configured to: receive (block 4) an automotive quantity indicative of a number of revolutions per minute of an engine of the motor vehicle (1), an automotive quantity indicative of a current gear engaged for the motor vehicle (1), and an automotive quantity indicative of an engine torque delivered by the engine of the motor vehicle (1); determine (block 5) a current sound map (6) based on the current gear engaged; such current sound map (6) being configured to perform a mapping between number of revolutions per minute of the engine and acoustic quantities of a sound indicative of an engine torque delivered by the engine of the motor vehicle (1); determine (block 7) one or more acoustic quantities of a sound to be emitted, indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the automotive quantity indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the number of revolutions per minute of the engine and based on the current sound map (6); and control (block 8) the operation of the sound emitting device (12) so as to cause it to emit the sound, indicative of the engine torque delivered by the engine of the motor vehicle (1), based on the determined acoustic quantities.

2. Automotive control software according to claim 1, and designed to cause, when executed, such automotive electronic processing resources (2) to become configured to determine (block 5) the current sound map (6) associated with the current gear engaged; wherein, each sound map (6), of different sound maps (6), is associated with a different gear of the motor vehicle (1) and is configured to perform a mapping, defined for such gear, between number of revolutions per minute of the engine and acoustic quantities of a sound indicative of an engine torque delivered by the engine of the motor vehicle (1).

3. Automotive control software according to claim 2, wherein, the acoustic quantities, determinable by means of each sound map (6), comprise a spectrum of frequencies of the sound to be emitted; and wherein, each sound map (6), being associated with a gear of the motor vehicle (1), is configured to perform a mapping between number of revolutions per minute of the engine and sound frequency spectra defined for such gear of the motor vehicle (1).

4. Automotive control software according to claim 3, wherein, each sound map (6), being associated with a gear of the motor vehicle (1), is characterized by one or more engine orders defined for such gear of the motor vehicle (1).

5. Automotive control software according to claim 4, wherein, each sound map (6), being associated with a gear of the motor vehicle (1), is characterized by a different main engine order defined for such gear of the motor vehicle (1).

6. Automotive control software according to claim 5, wherein, the main engine order characterizing the current sound map (6) is greater than the main engine order characterizing any sound map (6) associated with a different gear of the motor vehicle (1) lower than the current gear; and wherein, the main engine order characterizing the current sound map (6) is lower than the main engine order characterizing any sound map (6) associated with a different gear of the motor vehicle (1) higher than the current gear.

7. Automotive control software according to any one of the preceding claims, and designed to cause, when executed, the automotive electronic processing resources (2) to further become configured to: receive (block 4) a gear shift request; determine (block 9) a transition duration (AT) for performing a gear shift from the current gear of the motor vehicle (1) to a different target gear of the motor vehicle (1) based on the gear shift request; compute (block 10) one or more acoustic quantities of a transition sound to be emitted during the gear shift based on the determined transition duration (AT); andcontrol (block 11) the operation of the sound emitting device (12) so as to cause it to emit, for the determined transition duration (AT), the transition sound based on the computed acoustic quantities.

8. Automotive control software according to claim 7, and designed to cause, when executed, the automotive electronic processing resources (2) to become further configured to: determine a target gear of the motor vehicle (1) based on the gear shift request; and compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on the determined transition duration (AT), based on the current gear and based on the target gear.

9. Automotive control software according to claim 8, wherein the transition duration (AT) is defined by a current time instant and a target time instant; and wherein, the automotive control software is further designed to cause, when executed, the automotive electronic processing resources (2) to become configured to: determine (block 7) one or more acoustic quantities of a sound to be emitted in the current gear, indicative of the engine torque delivered by the engine of the motor vehicle (1) at the current time instant, based on the automotive quantity indicative of the engine torque delivered, based on the number of revolutions per minute of the engine, and based on the current gear engaged for the motor vehicle (1); determine (block 7) one or more acoustic quantities of a sound to be emitted in the target gear, indicative of an engine torque to be delivered at the target time instant, based on the number of revolutions per minute of the engine and based on the target gear; and compute (block 10) the acoustic quantities of the transition sound to be emitted during the gear shift based on the determined transition duration (AT), based on the acoustic quantities of the sound to be emitted in the current gear and based on the acoustic quantities of the sound to be emitted in the target gear.

10. Motor vehicle (1) comprising: a sound emitting device (12) designed to emit a sound based on acoustic quantities received as input; and automotive electronic processing resources (2) storing, and configured to execute, the automotive control software according to any of the preceding claims.

Images